D2069 3 13 S R182 AND TR182 SERIES (1978 THRU 1986) Cessna_R182and TR182_1978 1986_D2069 Cessna R182and 1978 1986
User Manual: Cessna_R182andTR182_1978-1986_D2069-3-13
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REPRINT
MODEL R182 & TR182 SERIES
1978 THRU 1986
SERVICE MANUAL
1 MARCH 1996
D2069-3-13
THIS REPRINT SUPERSEDES AND REPLACES THE R182 & TR182 SERIES
SERVICE MANUAL D2069-1-13 AND INCORPORATES REVISION 2, DATED 1
OCTOBER 1991 AND REVISION 3, DATED 1 MARCH 1996
Cessna
ATextron Company
Service Manual
1978
Thru
1986
MODEL R182
& TR182 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 1 APRIL, 1992, TEMPORARY REVISION 2,
DATED 1 JUNE, 1992, TEMPORARY REVISION 3, DATED 3 OCTOBER, 1994 AND TEMPORARY REVISION 4, DATED 21 JULY, 1995.
COPYRIGHT
°
15 JUNE
1996
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS. USA
D2069-3-13
(RGI-100-10/00)
REVISION 3
1985
1 MARCH 1996
Cessna
A Textron Company
TEMPORARY REVISION NUMBER 6
DATE 7 July 2003
MANUAL TITLE
1978 Thru 1986 Model R182 & TR182 Service Manual
MANUAL NUMBER - PAPER COPY
D2069-3-13
MANUAL NUMBER - AEROFICHE
D2069-3-13AF
TEMPORARY REVISION NUMBER
D2069-3TR6
MANUAL DATE 15 June 1985
REVISION NUMBER
3
DATE
1 March 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
15
15
PAGE
AEROFICHE
FICHE/FRAME
49
50
50A
53
54
54A
30C
30D
1/D10
1/D11
Deleted
1/D13
1/D14
Added
Added
Added
SECTION
PAGE
AEROFICHE
FICHE/FRAME
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at the appropriate locations and remove and discard the superseded pages.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information on the frame (page) is no longer valid and the Temporary Revision should be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.
© Cessna Aircraft Company
TEMPORARY REVISION NUMBER 5
DATED 7 January 2000
MANUAL TITLE
1978 THRU 1986 MODEL R182 & TR182 SERVICE MANUAL
MANUAL NUMBER - PAPER COPY D2069-3-13
TEMPORARY REVISION NUMBER PAPER COPY D2069-3TR5
MANUAL DATE
15 JUNE 1985
D2069-3-13AF
AEROFICHE
REVISION NUMBER 3
AEROFICHE N/A
DATE 1 MARCH 1996
This Temporary Revision consists of the following pages, which affect existing pages in the
paper copy manual and supersede aerofiche information.
SECTION
2
17
17
PAGE
50A
6A
6B
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 R182 & TR182 SERIES SERVICE MANUAL
LIST OF EFFECTIVE PAGES
INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES.
NOTE
The portion of the text affected by the changes is indicated by a vertical line
in the outer margins of the page. Changes to illustrations are indicated by
miniature pointing hands.
Original ........
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3
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22 October 1985
1 October 1990
1 March 1996
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* The asterisk indicates pages changed, added, or deleted by the current change.
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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.
C
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MODEL R182 AND TR182 SERVICE MANUAL
TABLE OF CONTENTS
SECTION
PAGE NO.
AEROFICHE/MANUAL
1.
GENERAL DESCRIPTION ..................................
1A9/1-1
2.
GROUND HANDLING, SERVICING, CLEANING,
LUBRICATION AND INSPECTION ..........................
1B9/2-1
........
....................................
1F15/3-1
3.
FUSELAGE
4.
WINGS AND EMPENNAGE .................................
1H17/4-1
5.
LANDING GEAR, BRAKES AND HYDRAULIC SYSTEM ............
2A3/5-1
6.
AILERON CONTROL SYSTEM
2F5/6-1
7.
WING FLAP CONTROL SYSTEM .............................
2F23/7-1
8.
ELEVATOR CONTROL SYSTEM .............................
2G17/8-1
9.
ELEVATOR TRIM CONTROL SYSTEM ........................
2H9/9-1
10.
RUDDER CONTROL SYSTEM .............................
2113/10-1
11.
NORMALLY-ASPIRATED ENGINE ...........................
2J9/11-1
TURBOCHARGED ENGINE .................................
3A3/11A-1
11A.
..............................
.....
3B17/12-1
12.
FUEL SYSTEM ....................................
13.
PROPELLER AND GOVERNOR
14.
UTILITY SYSTEMS ......................................
3E13/14-1
15.
INSTRUMENTS AND INSTRUMENT SYSTEMS ..................
3G11/15-1
16.
ELECTRICAL SYSTEMS .........
17.
STRUCTURAL REPAIR ....................................
4A3/17-1
18.
PAINTING .............................................
4C17/19-1
19.
WIRING DIAGRAMS ......................................
4D5/19-1
.............................
....................
3D21/13-1
319/16-1
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 R182 & TR182 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
SKYLANERG
SKYLANE RG II
1978
REIMS/CESSNA
SKYLANE RG
MODEL
MODEL
SERIAL
BEGINNING
ENDING
R182
R18200002
R18200583
1978
FR182
FR18200001
FR18200020
SKYLANE RG
SKYLANE RG II
TURBO SKYLANE RG
TURBO SKYLANE RG II
1979
R182
R18200001,R18200584
R18201313
F SKYLANE RG
F SKYLANE RG
1979
FR182
FR18200021
FR18200045
SKYLANE RG
SKYLANE RG II
TURBO SKYLANE RG
TURBO SKYLANE RG II
1980
R182
R18201314
R18201628
F SKYLANE RG
F SKYLANE RG II
1980
FR182
FR18200046
FR18200070
SKYLANE RG
SKYLANE RG II
TURBO SKYLANE RG
TURBO SKYLANE RG II
1981
1982
1983
1984
R182
R182
R182
R182
R18201629
R18201799
R18201929
R18201974
R18201798
R18201928
R18201973
R18201999
SKYLANE RG
1985
R182
R18201315, R18202000
R18202031
SKYLANE RG with
1986
Value Group A and B
TURBO SKYLANE RG
TURBO SKYLANE RG
With Value Group A and B
R182
R18202032
R18202039
ii
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
INTRODUCTION
This manual contains factory-recommended procedures and instructions for ground handling, servicing, and
maintaining Cessna R182/TR182 Series Models. The R182 and TR182 Series Models covered in this manual are
identical, except the Model TR182 is turbocharged. Besides serving as a reference for the experienced mechanic,
this manual also covers step-by-step procedures for the less experienced.
This service manual is designed for aerofiche presentation. To facilitate the use of the aerofiche, refer to the
aerofiche header for basic information.
KEEPING CESSNA PUBLICATIONS CURRENT
The information in this publication is based on data available at the time of publication and is updated, supplemented, and automatically amended by all information issued in Service News Letters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions, Reissues and Temporary Revisions. All such amendments
become part of and are specifically incorporated within this publication. Users are urged to keep abreast of the
latest amendments to this publication through 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
LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC., RECOMMENDED BY CESSNA ARE SOLELY BASED ON THE USE OF NEW, REMANUFACTURED, OR OVERHAULED CESSNA APPROVED PARTS. IF PARTS ARE DESIGNED, MANUFACTURED, REMANUFACTURED, OVERHAULED, PURCHASED,
AND/OR APPROVED BY ENTITIES OTHER THAN CESSNA, THEN THE DATA IN
CESSNA'S MAINTENANCE/SERVICE MANUALS AND PARTS CATALOGS ARE NO
LONGER APPLICABLE AND THE PURCHASER IS WARNED NOT TO RELY ON
SUCH DATA FOR NON-CESSNA PARTS. ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC., FOR SUCH NON-CESSNA PARTS MUST
BE OBTAINED FROM THE MANUFACTURER AND/OR SELLER OF SUCH 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 R182 & TR182 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 R182 AND TR182 SERVICE MANUAL
SECTION 1
GENERAL DESCRIPTION
Page No.
Aerofiche/
Manual
DESCRIPTION ..............
1A9/1-1
1A9/1-1
Aircraft Specifications .......
Stations .................
1A9/1-1
GENERAL
AIRFRAME
PRACTICES ....................
1A13/1-5
TORQUEING PROCEDURES ....
1A13/1-5
Torque Values - Bolts/Nuts . . . 1A13/1-5
Torque Values - Fittings .....
1A16/1-8
TABLE OF CONTENTS
SAFETYING PROCEDURES ....
1A17 1-9
SAFETY WIRE PROCEDURES .. 1A18,1-10
USE OF COTTER PINS ........
1A22.1-14
1A24/1-16
USE OF LOCKING CLIPS ......
1B2/1-18
USE OF LOCKWASHERS ......
USE OF SELF-LOCKING NUTS .. 1B2/1-18
1-1.
GENERAL DESCRIPTION. The R182 Series aircraft described in this manual are highwing, single-engine monoplanes of all-metal, semimonocoque construction. They are
equipped with hydraulic retractable tricycle landing gear. The steerable nose gear is an airhydraulic shock strut and the main gear is a tubular spring steel type. The standard four
place seating arrangement consists of two individual front seats. a split-back bench in the
rear, and an optional child's seat. A luggage compartment is located aft of the rear seat.
These aircraft are powered by an air-cooled, horizontally-opposed, six-cylinder. Lycoming
"Blue-Streak", engine, driving an all-metal, constant-speed propeller.
1-2.
AIRCRAFT SPECIFICATIONS. Leading particulars of these aircraft. with dimensions
based on gross weight, are given in figure 1-1. If these dimensions are to be used in
determining size for construction of a hangar. remember such factors as nose gear strut
inflation, tire pressure, and load distribution may result in some dimensions. that are
considerably different than those given.
1-3.
STATIONS. A station diagram is shown in figure 1-2 to assist in locating equipment. when a
written description is inadequate or impractical.
1-4.
Deleted - not used.
1-5.
Deleted - not used.
Revision
1-1
MODEL R182 AND TR182 SERVICE MANUAL
MAXIMUM WEIGHT
Ramp .........
................
Takeoff and Landing .......................................
STANDARD EMPTY WEIGHT
.......
Skylane RG .....................
3112 LBS
3100 Lbs
..........
...........
Skylane RG II ............................................
..........................
Turbo Skylane RG ..............
Turbo Skylane RG II ........................................
MAXIMUM USEFUL LOAD
Skylane RG ..................
....................
.......
................
Skylane RG II ............................
..
...
......
Turbo Skylane RG ..........................
Turbo Skylane RG II ........................................
FUEL CAPACITY
Standard Wing
Total ..................................................
Usable .................................................
Long Range Wing
.............
Total .....................................
..
...............................
U sable ............
Total (W et W ing) .........................................
Usable (Wet Wing) .......................................
ENGINE
......................
Model ............................
Oil Capacity
Sump .................................................
With Filter ..............................................
..................
1330 LBS
1285 LBS
1285 LBS
1242LBS
61 Gal.*
56 Gal.*
THRU 1978
80
. 75
92
88
Gal.*
G al.*
Gal.
Gal.*
1979 & ON
0-540 Series Lycoming
8 Qts.
9 Qts.
82" McCauley
PROPELLER (Constant Speed) ..................................
MAIN LANDING GEAR
Tire Size ................................................
Pressure
1782 LBS
1827 LBS
1827 LBS
1870 LBS
15x6.00-6 (6-Ply Rated)
..............................
.68 Psig
NOSE GEAR
Tire Size .................................................
Pressure .....................
.. ..........................
Strut Pressure (Extended) ....................................
WHEEL ALIGNMENT (At Empty Weight)
Camber ..................................................
5.00-5 (6-Ply Rated)
50 PSI
55 PSI
6 °-1
AILERON TRAVEL
Up .....................................................
Down ......................................
WING FLAP TRAVEL .........................................
°
0.0" to + .06" - .00"
Toe-in ...................................................
.............
20 ° - 2 °
15 °
2°
THRU 1981
0 ° 0 ° to 40
1982 & ON
- 1 -2
Down
0
- 0 -1-
-=O° to 38
Down
Figure 1-1. Specifications (Sheet 1 of 2)
1-2
MODEL R182 AND TR182 SERVICE MANUAL
RUDDER TRAVEL (Parallel to Water Line)
Right
...................................................
Left . .. ... . ... ... .......
. .. . .. .. .. .. .....
R ight ...................................................
Left .....................................................
RUDDER TRAVEL (Perpendicular to Hinge Line)
Right ......................................
.....................
Left .........
...............
Right ......
...................................
......
. . .....
24°
27 ° 13'
THRU THRU 1980
27 13' ± 1
. .27 13' + 0 -1
1981 & ON
.............
........
Left .....................................................
ELEVATOR TRAVEL (Relative to Stabilizer)
U p ..........
............
.......................
D ow n ...................................................
Down ..................................................
ELEVATOR TRIM TAB TRAVEL
Up ................................................
27- 13' + 0 . -1
........
..................
Up .......
Down ...................................................
.
1°
1 THRU 1980
. .. 24 24
±-1
24 ° +0, -1
24' + O, -1 1981 & ON
PRINCIPAL DIMENSIONS
Wing Span ...............................................
Tail Span ................................................
Length ..................................................
Fin Height (Nose Gear Depressed and Flashing Beacon
Installed on Fin) ..........................................
Track W idth ..............................................
BATTERY LOCATION
Tailcone
BEGINNING WITH 1980 MODEL YEAR
* Measured with strobe lights installed.
28 ±
±1
17 + 1
21
1
...
25
..
THRU 1980
1981 & ON
2
24- ± 2
15 ±1
THRU 1980
1981 & ON
432.00"
140.00"
341.12"
105.08"
109.25"
Figure 1-1. Specifications (Sheet 2 of 2)
1-3
MODEL R182 AND TR182 SERVICE MANUAL
23.62
WET WING
1979 & ON
THR\
197839.0056.53
/ 71.97
33.585
64.57
39.00
Y,
56.78
1 8 00.7
20900
100.500
156.00
THRU 1978
33.585
I~75.20
110.00
/
172.00
64.57
124.00
92.00
75.20
110.00
26.97
Figure 1-2. Reference Stations
1-4
190.00
2
185.50
~26.97~~156.00
/ /
172.00
MODEL R182 & TR182 SERIES SERVICE MANUAL
1-6.
GENERAL AIRFRAME PRACTICES. the following paragraphs deal 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 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 20-1.)
3.
4.
Be sure that bolt and nut threads are clean and dry unless otherwise specified.
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 running 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
(d)
(e)
= 15 in.-lbs.
= 125
5 in.-lbs.
= 140 5 in.-lbs.
Since running torque will become less due to nut/bolt re-use (in accepted applications), this procedure must be repeated each time.
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.
EXAMPLE
Average running torque for a nut
= 15 in.-lbs.
Average running shank torque for installed bolt = 10 in.-lbs.
Dry torque required
= 125 ±5 in.-lbs.
Final torque wrench reading
= 150
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 installation.
Revision 1
1-5
MODEL R182 & TR182 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.
LEGEND
FORMULA
SHORT OPEN END
ADAPTER
T xL
T
Y
L
E
y
=
=
=
=
Desired Torque
Indicated Torque
Effective Length Lever
Effective Length of Extension
WRENCH
DRIVE
CENTERLINE
SETSCREW
ADAPTER
HANDGRIP
CENTERLINE
(PREDETERMINED)
TORQUE
WRENCH
ADAPTER
DRIVE
CENTERLINE
HOSE CLAMP
ADAPTER
L
EXAMPLE
T
Y
Y
L
E
~^~ \)
=
==
=
=
OPEN-END WRENCH
ADAPTER
135 In.-Lbs
Unknown
~U~nknown
~
10.0 In.-Lbs
1.5 In.
y = 135 x 10 = 1350 = 117.39
~
10 + 1.5
11.5
11.5
10 + 1.5
Y = 117 In.-Lbs
ADAPTER
DRIVE
CENTERLINE
HANDGRIP
CENTERLINE
(PREDETERMINED)
TORQUE
WRENCH
WRENCH
DRIVE
CENTERLINE
L-
-
ADAPTER
^ \----SPANNER WRENCH
SPANNER WRENCH
ADAPTER
El
EXA M PLE
T
Y
Y
L
E
=
=
=
=
=
135 In.-Lbs
UkowY
Unknown
10.0 In.-Lbs
-1.5 In.
Y = 135 x 10
10 - 1.5
8.5
Y = 159 In.-Lbs
Figure 1-3. Torque Wrench Adapter Adjustment
1-6
Revision 1
1350
--
158.82
15.
MODEL R182 & TR182 SERIES SERVICE MANUAL
BOLT TORQUE VALUES
Tension
Shear
Tension
BOLTS
AN3 thru AN20
AN42 thru AN49
NOTE: Bolts in tension
AN73 thru AN81
column may be used
with shear nuts. Bolts
AN173 thru AN186
AN509NK9
in shear
column
AN525NK525
I should not be used unMS20033 thru MS20046 less a minimum of two
threads extend beyond
MS20073
MS20074
nut after installation.
MS24694
MS27039
AN310
AN315
AN363
AN365
MS20365
MS20500
MS21045
NAS679
NAS1021
Nut-bolt
size
8-36
10-32
14-28
516-24
3/8-24
716-20
12-20
916-18
58-18
34-16
7 8-14
1-14
1-1/8-12
1-1/4-12
Nut-bolt
size
8-32
10-24
1.4-20
5.16-18
38-16
7 16-14
12-13
9 16-12
58-11
34-10
78-9
1-8
1-1 8-8
1-1 4-8
NUTS
AN320
AN364
MS20364
NAS1022
COURSE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.
MIN.
12
20
40
80
160
235
400
500
700
1150
2200
3700
5500
6500
I MAX.
15
25
50
90
185
255
480
700
900
1600
3000
5000
6500
8000
MIN.
7
12
25
48
95
140
240
300
420
700
1300
2200
3300
4000
NUTS
AN320
AN364
NAS 1022
MS20364
AN310
AN315
NA363
AN365
MS20365
MS21045
NAS679
NAS1021
NAS1291
FINE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.
MIN.
MAX.
MIN.
MAX.
12
15
7
9
20
25
12
15
50
70
30
40
100
140
60
85
160
190
95
110
450
500
270
300
480
690
290
410
800
1000
480
600
1100
1300
660
780
2300
2500
1300
1500
2500
3000
1500
1800
3700
4500
2200
3300
5000
7000
3000
4200
9000
11000
5400
6600
MAX.
9
15
30
55
110
155
290
420
540
950
1800
3000
4000
5000
Shear
BOLTS
MS20004 thru MS20024 NAS464
NAS144 thru NAS148
NAS172
NAS174
NAS333 thru NAS34
NAS585 thru NAS590
NAS624 thru NAS644
NAS1303 thru NAS1320
NAS517
Nut-bolt
Nut
10-32
14-28
516-24
3/8-24
716-20
12-20
916-18
5/8-18
34-16
78-14
1-14
1-1.8-12
1-1/4-12
Nut-bolt
Nut
10-32
1/4-28
5/16-24
3/8-24
7/16-20
1/2-20
916-18
5/8-18
3/4-16
78-14
1-14
1-1 8-12
1-1/4-12
FINE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.
MIN.
MAX.
MIN.
MAX
25
30
15
20
80
100
50
60
120
145
70
90
200
250
120
150
520
630
300
400
770
950
450
550
1100
1300
650
800
1250
1550
750
950
2650
3200
1600
1900
3550
4350
2100
2600
4500
5500
2700
3300
6000
7300
3600
4400
11000
13400
6600
8000
MS17825
Torque Limits
in.-lbs.
MIN.
28
65
180
260
460
720
880
1300
2200
3700
5400
8000
11000
I MAX.
35
80
225
325
575
900
1100
1600
2800
4600
6800
10000
14000
MS17826
Torque Limits
in.-lbs.
MIN.
MAX.
16
20
35
45
70
90
100
125
180
225
240
300
320
400
480
600
880
1100
1500
1900
2400
3000
4000
5000
5600
7000
Table 1-1. Torque Values - Bolts and Nuts
Revision 1
1-7
MODEL R182 & TR182 SERIES SERVICE MANUAL
2.
3.
The values shown in Table 1-1 are based on parts being clean and dry with no lubricants added.
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
c.
Self-locking castellated nuts, MS17825 and MS17826, require a separate torque range. These values are shown
separately in torque value tables.
Torque Value - Threaded Straight Fittings.
NOTE
Tables in this section are for general applications. Refer
to specific installations for special torque values and procedures.
Connectors installed in bosses with no required orientation should be installed
using torque values given in Table 1-2.
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.
(b) Turn nut down until packing is firmly against lower threaded section of fit1.
ting.
(c)
(d)
(e)
(f)
Install fitting into boss and tighten until there is a sudden increase in torque.
Tighten fitting 1-1/2 turns.
Orientation is accomplished by tightening fitting, but not exceeding one turn.
Tighten jam-nut to torque values in Table 1-2.
TORQUE VALUE - HOSE ASSEMBLIES
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
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
Torque-Limits
(in.lbs.)
MIN.
MAX.
35
50
80
65
85
105
105
125
120
150
240
280
380
320
500
600
720
880
960
1200
1440
1200
1400
1500
CONNECTOR
HOSE
w/ PACKING
HOSE
w/o JAM-NUT
Torque-Limits
DIAMETER
n.-lbs.) MAX.
MIN.
MAX.
1/8
3/16
50
55
1/4
75
65
5/16
95
105
135
3/8
125
165
1;2
155
5/8
280
305
3/4
405
380
1
600
550
800
900
1-14
900
1000
1-1/2
1000
1-3/4
900
1000
2
900
Table 1-2. Torque Values
Jam-Nuts and Threaded Connector
1-8
Revision 1
Nipple or Nut
ALUMINUM
STEEL
Torque-Limits
Torque-Limits
in.-lbs.
in.-lbs
MIN.
MAX.
20
30
75
85
105
35
95
25
150
135
50
65
200
90
170
70
270
300
110
130
450
500
260
230
360
650
700
330
1000
900
460
500
1200
1400
700
500
900
1520
1680
800
800
900
1900
2100
2660
2940
1800
2000
Table 1-3. Torque Values
Hose Assemblies
MODEL R182 & TR182 SERIES SERVICE MANUAL
THREADED STRAIGHT FITTING TORQUE VALUE (RIGID TUBE)
STRAIGHT END
FLARED END
TUBE
OUTSIDE
DIAMETER
ALUMINUM
On Oxygen Lines
Torque-Limits
Torque-Limits
in-lbs.
MAX.
MAX. MIN.
MIN.
ALUMINUM
18
316
6061- ALUMINUM
5052-0 ALUMINUM
Torque-Limits
Torque-imits
in-lbs.
in-lbs.
MAX.
MIN.
MAX.
MIN.
30
20
STEEL
6061-TIX) ALUMINUM
w/ steel sleeve
Torque-Limits
Torque-Limits
inlbs.
in-lbs.
MAX.
MIN.
MAX. TUBE WALL
MIN.
55
45
STEEL
90
100
30
40
90
100
0.028
45
55
135
150
40
65
135
150
0.022
0.028
0.035
0.049
80
80
80
90
105
105
105
115
180
200
60
80
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
1-14
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
900
1500
1700
-600
100
125
Table 1-4. Torque Values - Straight Threaded Fittings (Line)
3.
4.
5.
1-8.
Bulkhead fittings are installed with jam-nuts and should be torqued to values in
Table 1-2.
Torque values for hose end fittings (nipple or nut) are given in Table 1-3.
Torque values for straight threaded fittings used with rigid lines are given in
Table 1-4.
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.
Revision 1
1-9
MODEL R182 & TR182 SERIES SERVICE MANUAL
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 1500F.
(b) Monel can withstand temperatures up to 800°F.
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-wir-
ing 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 inches; 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 0.25-inch 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, the largest
b.
wire that will fit tie holes should be used.
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.
CAUTION
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 1-4).
(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.
1-10
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
(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 double-twist 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 lockwire to
less than six inches.
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.
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 accordance with instructions described.
(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.
5.
c.
Revision 1
1-11
MODEL R182 & TR182 SERIES SERVICE MANUAL
II II
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)
1-12
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
DOUBLE-TWIST METHOD
STEP 1.
STEP 2.
Insert wire through bolt A and bend
around bolt (if necessary, bend wire
across bolt head). Twist wires clockwise
until they reach bolt B.
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.
O(^^1Q
]
---
^
~BOLT
CLOCKWISE
A
/BOLT
\"
\\
)
- j
B
t^~~~
DOUBLE-TWIST METHOD
DOUBLE-TWIST
METHOD
COUNTERCLOCKWISE
MULTIPLE FASTENER APPLICATION
DOUBLE-TWIST METHOD
l
ELECTRICAL CONNECTION
Figure 1-4. Lockwire Safetying (Sheet 2 of 2)
Revision 1
1-13
MODEL R182 & TR182 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).
2. Cotter pins shall be new upon each application.
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 ma-imum 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.
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).
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).
CAUTION
Cadium-plated cotter pins should not be used in applications bringing them in contact with fuel, hydraulic fluid,
or synthetic lubricants.
COTTER PIN - MINIMUM SIZE
THREAD SIZE
MINIMUM PIN SIZE
0.028
8
10
1/4
5/16
3/8
0.044
0.044
0044
0.044
0.072
1/2
9/16
5/8
3/4
7/8
1
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
COTTER PINS (MS24665)
MATERIAL
Carbon Steel
TEMPERATURE
Up to 450°F
USE
Pins that contact cadmiumplated surfaces.
General Applications
Normal Atmospheres
Corrosion-Resistant
Up to 800°F
Pins that contact corrosion-resistant steel.
Corrosive atmospheres
Table 1-5. Cotter Pin
Temperature and Use
1-14
Revision 1
7/16
0.072
Table 1-6. Cotter Pin
Minimum Size
MODEL R182 & TR182 SERIES SERVICE MANUAL
TO PROVIDE CLEARANCE
PRONG MAY BE CUT HERE
L~~~I~~L
ALTERNATE METHOD
PREFERRED METHOD
CASTELLATED NUT ON BOLT
TANGENT TO PIN
60"
MAXIMUM
COTTER PIN
LENGTH
MINIMUM
COTTER PIN
LENGTH
PIN APPLICATION
Figure 1-5. Installation of Cotter Pins
Revision 1
1-1
MODEL R182 & TR182 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.
4.
1-16
Locking clips are for one time use only and shall not be re-used.
Both locking clips may be inserted in same hole of turnbuckle body or in opposite
holes of turnbuckle body.
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
LOCKING CLIP
BARREL
LOCKING CLIP
BARREL
CABLE TERMINAL
LOCKING CLIP
*
Detail
A
Figure 1-6. Safetying Turnbuckle Assemblies
Revision 1
1-17
MODEL R182 & TR182 SERIES SERVICE MANUAL
-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.
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.
-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.
1-18
Revision 1
MODEL R182 AND TR182 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
GROUND HANDLING .........
Towing ..................
Hoisting .................
Jacking ..................
Leveling ...............
Weighing ................
Parking .................
Tie-Down ................
Flyable Storage ...........
Returning Aircraft to
Service ................
Temporary Storage .........
Inspection During Storage ..
Returning Aircraft to
Service ................
Indefinite Storage ..........
Inspection During Storage ..
Returning Aircraft to
Service ................
SERVICING ................
General Description .........
.
...................
Fuel
Use of Fuel Additives for
Cold Weather Operation . ..
Drains ................
Carburetor Drain Plug
Inspection ............
Engine Oil ...............
..............
Oil Cooler .
Induction Air Filter .........
Vacuum System Filter .......
Battery ..................
Tires ...................
.
Page No.
Aerofiche/
Manual
1B10/2-2
1B10/2-2
1B12/2-4
1B12/2-4
1B12/2-4
1B12/2-4
1B13/2-5
1B13/2-5
1B13/2-5
1B314/2-6
1B14/2-6
1B15/2-7
1B16/2-8
1B16/2-8
1B17/2-9
1B18/2-10
1B18/2-10
1B18/2-10
1B19/2-11
1B19/2-11
1B21/2-13
1B21/2-13
1B21/2-13
B24/2-16
1B24/2-16
1C1/2-17
1C1/2-17
1C1/2-17
Nose Gear Shock Strut .......
Shimmy Dampener .........
Hydraulic Fluid Sampling
and Contamination Check ...
Landing Gear Hydraulic
Retraction System .........
Hydraulic Brake System .....
CLEANING ................
General Description .........
Windshield and Windows .....
Materials Required ........
Waxing ................
Preventive Maintenance ....
Interior Trim ..............
Painted Surfaces ...........
Aluminum Surfaces .........
Engine and Engine
Compartment ............
Upholstery and Interior ......
Propeller .................
Wheels ..................
LUBRICATION ..............
General Description .........
Tachometer Drive Shaft ......
Wheel Bearings ............
Nose Gear Torque Links .....
Wing Flap Actuator ..........
Rod End Bearings ..........
Nose Gear Steering Collar ....
Nose Gear Pivots ...........
Main Gear Pivot Points ......
INSPECTION ................
1C2 2-18
1C2/2-18
1C3/2-19
1C3'2-19
1C4 2-20
1C4/2-20
1C4 2-20
1C52-21
1C5.2-21
1C6 2-22
1C6.2-22
1C7.2-23
1C7 2-23
1C7 2-23
1C7 2-23
1C9 2-25
1C9 2-25
1C9 2-25
1C9 2-25
1C9 2-25
1C9 2-25
1C9 2-25
1C9 2-25
C10 2-26
1C10 2-26
1C10 2-26
1C10 2-26
C10 2-26
1C22 2-38
Revision 1
2-1
MODEL R182 AND TR182 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.
NOTE
Tow bar Part No. 0501019-1, is available from the Cessna
Supply Division.
CAUTION
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.
2-2
MODEL R182 AND TR182 SERVICE MANUAL
I-6" MIINMUM
*^^~~~~~~
~NOTE
Corresponding points on both upper door sills may be used to level the aircraft laterally.
Reference points for longitudinal leveling of aircraft are two screws on left side of tailcone.
These are indicated in illustration by A.
(Also refer to paragraph 2-5)
Figure 2-1. Jacking and Leveling (Sheet 1 of 2)
2-3
MODEL R182 AND TR182 SERVICE MANUAL
JACKING INFORMATION
ITEM
TYPE AND NUMBER
REMARKS
Block (Jack points are available)
1x4x4 padded with 1 4" rubber
Cessna No. 2-168
Tail tie-down stand
No. 2-170 Basic jack (includes No. 2-71
Side tube: Liftstroke 22-1/2")
No. 2-70 Slide tube: Liftstroke
22-1 2"
No. 2-591 Extension cap
No. 2-109 Leg extension
Min. closed height: 34"
Max. extension height: 56-1'2"
Min. closed height: 57-1.2"
Max. extension height: 80"
Adds 4"
Adds 12"
1.
Wing jacks are placed under front spar of wing just outboard of wing strut, must extend far enough to raise wheels a minimum of 16 inches off the ground, and must be
of adequate strength.
2.
Attach Cessna tail tie-down stand (SE2-168) to the tie-down ring. Be sure tail stand
weighs enough to keep tail down and under all conditions and that it is strong
enought to support any weight that might be placed on it (place shot bags or sand
bags on tail stand). In addition, the base of adjustable tail stand is to be filled with
concrete for additional weight as a safety factor.
3.
Operate jacks evenly until desired height is reached (16-inch minimum).
4.
Items (1), (2), and (3) are available from the Cessna Supply Division.
Figure 2-1. Jacking and Leveling (Sheet 2 of 2)
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. See figure 2-1 for jacking procedures.
2-5.
LEVELING. Corresponding points on both upper door sills may be used to level the aircraft
laterally. Leveling point nutplates are provided on the left side of the tailcone at Sta. 139.65
and 171.65. Use these points for leveling the aircraft by removing NAS221-7 screws and
installing suitable studs to support a level.
2-6.
WEIGHING . Refer to Pilot's Operating Handbook.
2-4
MODEL R182 AND TR182 SERVICE MANUAL
2-7.
PARKING. Parking precautions depend principally on local conditions. As a general
precaution, set parking brake or chock the wheels and install the controls lock. In severe
weather and high wind conditions, tie down the aircraft as outlined in paragraph 2-8 if a
hangar is not available.
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.
CAUTION
Do not set parking brakes when they are overheated or
during cold weather when accumulated moisture may
freeze them.
If brake ice freeze-up occurs, operate the brakes several
times using maximum pressure.
a.
Tie ropes, cables, or chains to the wing tie-down fittings located at the upper end of
each wing strut. Secure the opposite ends of ropes, cables, or chains to ground
anchors.
b. Secure a tie-down rope (no chains or cables) to the nose gear strut, and secure
opposite end of rope to ground anchor.
c. Secure the middle of a rope to the tail tie-down ring. Pull each end of rope away at a 45
degree angle and secure to ground anchors at each side of tail.
d. Secure control lock on pilot control column. If control lock is not available, tie pilot
control wheel back with front seat belt.
e. These aircraft are equipped with a spring-loaded steering bungee which affords
protection against normal wind gusts. However, if extremely high wind gusts are
anticipated, additional external locks may be installed.
2-9.
FLYABLE STORAGE. Flyable storage is defined as a maximum of 30 days nonoperational
storage and/or the first 25 hours of intermittent engine operation.
NOTE
The aircraft is delivered from Cessna with MIL-L-6082
Aviation Grade Mineral Oil. This oil is to be used to
replenish the oil supply during the first 25 hours of
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
2-5.
Revision 1
2-5
MODEL R182 AND TR182 SERVICE MANUAL
During the 30-day nonoperational storage or the first 25 hours of intermittent engine
operation, every seventh day the propeller shall be rotated 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, tie-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. If at the end of thirty (30) days aircraft will not be removed from storage, the engine
shall 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.
CAUTION
Excessive ground operation shall be avoided.
2-10.
RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to service is accomplished by performing a thorough preflight inspection. At the end of the first
25 hours of engine operation, drain engine oil, change external oil filter element, 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 nonoperational
status for a maximum of 90 days. The aircraft is constructed of corrosion resistant alclad
aluminum, which will last indefinitely under normal conditions if kept clean, however, these
alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces is in
the form of white deposits or spots. On painted surfaces, the paint is discolored or blistered.
Storage in a dry hangar is essential to good preservation and should be procured, if possible. Varying conditions will alter the measures of preservation, but under normal conditions
in a dry hangar, and for storage periods not to exceed 90 days, the following methods of
treatment are suggested.
a.
Fill fuel tanks or bays with correct grade of gasoline.
WARNING
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.
NOTE
Tie down rings should be used as grounding pionts for
all ground wires during refueling procedures.
b.
c.
d.
e.
2-6
Clean and wax aircraft thoroughly.
Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires
to protect against grease and oil.
Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to
prevent flat spotting the tires.
Lubricate all airframe items and seal or cover all openings which could allow moisture and/or dust to enter.
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
The aircraft battery serial number is recorded in the
aircraft equipment list. To assure accurate warranty
records, the battery should be reinstalled in the same
aircraft from which it was removed. If the battery is
returned to service in a different aircraft, appropriate
record changes must be made and notification sent to 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.
NOTE
The preservative oil must conform to specification MIL-C6529, Type 1. Oil must be heated to 200°/220°F spray nozzle temperature.
h.
i.
j.
k.
1.
m.
n.
o.
2-12.
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.
After completing step "h," rotate crankshaft so that no piston is at a top position. If
the aircraft is to be stored outside, stop two-bladed propeller so that blades are as near
horizontal as possible to provide maximum clearance with passing aircraft.
Again, spray each cylinder without moving the crankshaft. to thoroughly cover all
interior surfaces of the cylinder above the piston.
Install spark plugs and connect spark plug leads.
Apply preservative oil to the engine interior by spraying approximately two ounces
of the preservative oil through the oil filler tube.
Seal all engine openings exposed to the atmosphere, using suitable plugs or nonhygroscopic tape. Attach a red streamer at each point that a plug or tape is installed.
If the aircraft is to be stored outside, perform the procedures outlined in paragraph 28. In addition, the pitot tube, static source vents, air vents, openings in the engine
cowling, and other similar openings should have protective covers installed to
prevent entry of foreign material.
Attach a warning placard to the propeller to the effect that the propeller shall not be
moved while the engine is in storage.
INSPECTION DURING STORAGE.
a. Inspect airframe for corrosion at least once a month. Remove dust collections as
frequently as possible. Clean and wax aircraft as required.
b. Inspect the interior of at least one cylinder through the spark plug hole for corrosion
at least once each month.
Revision 1
2-7
MODEL R182 AND TR182 SERVICE MANUAL
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 TO SERVICE. 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.
h. Install spark plugs and torque to value specified in Section 11 or 11A. Connect spark
plug leads.
i. Check fuel strainer. Remove and clean filter screen, if necessary. Check fuel cells and
fuel lines for moisture and sediment. Drain enough fuel to eliminate moisture and
sediment.
j. Perform a thorough preflight inspection, then start and warmup engine.
2-14.
INDEFINITE STORAGE. Indefinite storage is defined as aircraft in a nonoperational status
for an indefinite period of time. Engines treated in accordance with the following may be
considered protected against normal atmosphere corrosion, provided the procedures
outlined in paragraph 2-15 are performed at the intervals specified.
a. Operate engine until oil temperature reaches normal operating range. Drain engine
oil sump in accordance with procedures outlined in paragraph 2-23. Close drain
valve.
b. Fill oil sump to normal operating capacity with corrosion preventive mixture which
has been thoroughly mixed.
NOTE
Corrosion-preventive mixture consists of one part compound (by volume) MILC-6529. Type 1, mixed with three
parts (by volume) MIL-C-6082 aviation grade straight
mineral oil.
c.
d.
Immediately after filling the oil sump with a corrosion preventive mixture, fly the
aircraft for a period of time not to exceed a maximum of 30 minutes.
After flight, with engine operating at 1200 to 1500 RPM. and induction air filter
removed, spray corrosion preventive mixture into induction airbox. at the rate of
one-half gallon per minute. Spray until heavy black smoke comes from exhaust
stack. Then increase the spray until engine is stopped.
CAUTION
Spraying the mixture too fast can cause a hydrostatic
lock.
2-8
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
Do not rotate propeller after completing step "d."
Remove all spark plugs and spray corrosion preventive mixture, which has been
preheated (221°F to 250F) into all spark plug holes to thoroughly cover interior
surfaces of cylinders.
g. Install spark plugs or solid plugs into the lower spark plug holes and install
dehydrator plugs in the upper spark plug holes. Be sure that dehydrator plugs are
blue in color when installed.
e.
f.
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, respray the cylinders to
insure an unbroken coverage on all surfaces.
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.
l. Seal engine breather hose and clamping in place.
m. Seal all other engine openings exposed to atmosphere, using suitable plugs or nonhygroscopic tape.
NOTE
Attach a red streamer to each location where plugs or
tapes are installed. Either attach red streamers outside
the sealed area with tape or to the inside of the sealed area
with safety wire to prevent wicking of moisture into the
sealed area.
n. Drain corrosion preventive mixture from engine sump in accordance with the
procedures outlined in paragraph 2-23. 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 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.
2-15.
INSPECTION DURING STORAGE. Aircraft in indefinite storage shall be inspected as
follows:
a. Inspect cylinder protex plugs each seven days.
2-9
MODEL R182 AND TR182 SERVICE MANUAL
b.
c.
d.
Change protex plugs if their color indicates an unsafe condition.
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.
Respray the cylinder interiors with corrosion preventive mixture every six months
and replace all desiccant and Protex plugs.
NOTE
Before spraying, inspect the interior of one cylinder for
corrosion through the spark plug hole and remove at
lease one rocker box cover and inspect the valve mechanism.
2-16.
RETURNING AIRCRAFT TO 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. Change engine oil filter and close oil quick-drain valve by pulling down on stem or
twisting a screwdriver inserted between clip and body as shown in figure 2-4. Remove hose from stem. Service engine with oil in accordance with figure 2-4 of this
manual.
f. 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.
g. Remove protex plugs and spark plugs or plugs installed in spark plugs holes. Rotate
propeller several revolutions by hand to clear corrosion preventive mixture from
cylinders.
h. Clean, gap and install spark plugs. Torque spark plugs to value specified in Section
11 or 11A. Connect leads.
i. Check fuel strainer. Remove and clean filter screen. Check fuel cells and fuel lines for
moisture and sediment, and drain enough fuel to eliminate.
j. Perform a thorough preflight inspection, then start and warm-up engine.
k. Thoroughly clean aircraft and flight test 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.
2-10
MODEL R182 AND TR182 SERVICE MANUAL
18 -
4.5
16--
4.0
14- -
3.5
2
8-
3.0
a 10
l
02.5
140
120
UJI
_ 100 -
|- -:
LL 80
o
_<
u
IL
-0 8--
z
0
:
0
:
:n:rIL
2.0
-
.J 40
0
4--
1.0
2-
0.5
0
0.0
0
10
20
30
40
50
60
70
80
90
100
110
Figure 2-2. Fuel Additives Mixing Ratio Chart
2-19.
FUEL. Fuel tanks should be filled immediately after flight to lessen moisture condensation.
Tank capacities are listed in Section I. The recommended fuel grade to be used is given in
figure 2-4.
WARNING
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.
NOTE
Tie down rings should be used as grounding pionts for
all ground 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.
2-11
MODEL R182 AND TR182 SERVICE MANUAL
One exception to this can be encountered when operating under the combined effect of: (1)
use of certain fuels, with (2) high humidity conditions on the ground (3) followed by flight at
high altitude and low temperature. Under these unusual conditions small amounts of water
in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce
partial icing of the engine fuel system.
While these conditions are quite rare and will not normally pose a problem to owners and
operators, they do exist in certain areas of the world and consequently must be dealt with,
when encountered.
Therefore, to alleviate the possibility of fuel icing occuring under these unusual conditions
it is permissible to add isopropyl alcohol or ethylene glycol monomethyl ether (EGME) compound to the fuel supply. See Figure 2-2 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 dissolved 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 premix the complete alcohol dosage with
some fuel in a separate clean container (approximately 2-3 gallon capacity) and then
transfer this mixture to the tank prior to the fuel operation.
Any high quality isopropyl alcohol may be used, such as:
Anti-icing fluid (MIL-F-5566) or
Isopropyl alcohol (Federal Specification TT-I-735a).
Ethylene glycol monomethyl ether (EGME) compound in compliance with MIL-I-27686 or
Phillips PFA-55MB, if used, must be carefully mixed with the fuel in concentrations not to
exceed 0.15% by volume.
CAUTION
Mixing of the EGME compound with the fuel is extremely
important because concentration in excess of that recommended (0.15 percent by volume maximum) will result in
detrimental affects to the fuel tanks, such as deterioration
of protective primer and sealants and damage to O-rings
and seals in the fuel system and engine components. Use
only blending equipment that is recommended by the
manufacturer to obtain proper proportioning.
Do not allow the concentrated EGME compound to come
in contact with the airplane finish or fuel cell as damage
can result.
2-12
MODEL R182 AND TR182 SERVICE MANUAL
Prolonged storage of the airplane will result in a water build-up in the fuel which "leeches
out" the additive. An indication of this is when an excessive amount of water accumulates in
the fuel tank sumps. The concentration can be checked using a differential refractometer. It
is imperative that the technical manual for the differential refractometer be followed
explicitly when checking the additive concentration.
2-21.
FUEL DRAINS. Fuel drains are located in the fuel selector valve, fuel tanks, fuel line, fuel
strainer and carburetor. The fuel tanks and fuel strainer have drain valves. To activate the
tank drain valve for fuel sampling, place cup up to valve and depress valve with rod protruding from cup. See Section 12 for illustration of fuel tank drain valve. The strainer drain
valve is an integral part of the fuel strainer assembly. The strainer drain is equipped with a
control which is located adjacent to the oil dipstick. Access to the control is through the oil
dipstick access door. Open drains and remove drain plugs at intervals specified in figure 24. Also, during daily inspection of the fuel strainer and tanks, if water is found in the system, all fuel drain plugs should be removed and all water drained from the system.
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 any time water in the
fuel is suspected.
a. With the fuel selector valve OFF, remove carburetor drain plug and clean off any
sealant present on the end of the plug or in the threads on the plug.
b. Inspect drain plug hole in the carburetor and remove any sealant remaining in the
hole.
c. Turn fuel selector valve to ON to flush float chamber and drain plug chamber while
probing drain plug hole to ascertain that all residue of sealant material is dislodged
and washed out of the chamber. Flushing operation should last 15 to 30 seconds.
d. A second flushing should then be accomplished and the drained fuel retained for
inspection to insure that no sealant particles are present.
e. Install drain plug as follows:
1. Install drain plug in carburetor 1-1/2 to 2 turns.
2. Apply sealant to drain plug threads (use NS-40 (RAS-4) or equivalent).
3. Tighten and safety drain plug.
f. Turn fuel selector 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 airplane should be in as near a level position as possible when
checking the engine oil, so that a true reading is obtained. Engine oil should be drained
while the engine is still hot, and the nose of the airplane should be raised slightly for more
positive draining of any sludge which may have collected in the engine oil sump. Oil change
may be extended to 100 hours, providing the oil filter is changed each 50 hours. Change engine oil and filter at least every six months, e.en though less than the specified hours have
accumulated. Reduce these intervals for prolonged operations in dusty areas. in cold cli-
Revision 1
2-13
MODEL R182 & TR182 SERIES SERVICE MANUAL
mates where sludging conditions exist, or where short flights and long idle periods are encountered. which cause sludging conditions. Always change oil and oil filter whenever oil
on the dipstick appears dirty. Aviation grade oil conforming to AVCO Lycoming Service Instruction No. 1014, and any revisions or supplements thereto, shall be used in the "Blue
Streak" (Lycoming) engine.
WARNING
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.
NOTE
New or newly-overhauled engines should be operated on
aviation grade straight mineral oil until the first oil
change. If an ashless dispersant oil is used in a new or
newly-overhauled engine, high oil consumption may be
experienced. The anti-friction additives in detergent and
dispersant oils will retard "break-in" of the pistons, rings
and cylinder walls. This condition can be avoided by the
use of straight mineral oil. If oil must be added during
the first 25 hours, use only aviation grade straight mineral oil (non-detergent) conforming to Specification No.
MIL-L-6082. After the first 25 hours of operation, drain
engine oil sump and change the oil filter. Refill sump
with straight mineral oil (non-detergent) and use until a
total of 50 hours have accumulated or oil consumption
has stabilized, then change to ashless dispersant oil in accordance with the oil charts in figure 2-4.
2-14
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
When changing engine oil, install a new oil filter. An oil quick-drain valve is installed. This
valve provides a quicker and cleaner method of draining the engine oil. This valve is installed in the oil drain port of the oil sump and allows oil to be drained by attaching a hose over
the stem and pushing up, causing the oil to drain through the hose into a container. To
drain the engine oil, proceed as follows:
a.
b.
c.
d.
Operate engine until oil temperature is at normal operating temperature.
Attach a hose to the stem of the quick-drain valve located in the engine oil sump.
Push up on stem until clip locks on body, holding valve in the open position. (See figure 2-3.) Allow oil to drain through hose into container.
Close oil quick-drain valve by pulling down on stem or twisting a screwdriver inserted between valve body and clip as shown in figure 2-3. Remove hose from stem.
Change engine oil filter and service engine with oil in accordance with figure 2-4 of
this manual.
NOTE
Refer to figure 2-4 for intervals for changing oil and filters.
Valve shown open. To close,
twist screwdriver until valve
unlocks and snaps down to
closed position.
~
t
Figure 2-3. Quick-Drain Valve
2-15
MODEL R182 AND TR182 SERVICE MANUAL
2-24.
ENGINE OIL COOLER. Oil coolers can be a cause of internal engine damage if not properly
serviced. Trapped air in the lines and cooler, as a result of draining oil from the oil cooler,
can cause oil aeration, which gives insufficient valve train lubrication resulting in
premature engine wear. Therefore, anytime oil is drained, for changing or flushing, the
following procedures should be used to eliminate trapped air.
a. Prior to starting, remove lower spark plugs. If available, the use of an Auxiliary
Power Cart is recommended.
b. With mixture in idle cut off, and magneto switch on "START", rotate engine with the
starter. Rotate engine to stabilize oil pressure, but DO NOT CRANK LONGER THAN
THIRTY (30) SECONDS EACH TIME. ALLOW AT LEAST ONE (1) FULL MINUTE
BETWEEN CYCLES FOR STARTER MOTOR COOLING. After oil pressure gage
stabilizes, crank an additional ten (10) seconds, IF WITHIN THE THIRTY SECONDS
LIMIT.
c. Repeat this procedure at least four (4) times, but DO NOT EXCEED THIRTY (30)
SECONDS "ON" nor ONE (1) MINUTE "OFF" Limitation.
d. Reinstall the lower spark plugs.
e. Start engine and run at 900 - 1,000 RPM for approximately five (5) minutes. Shut
engine down, and check oil level. Add oil as necessary to fill crankcase to full mark
on dipstick. Ensure that oil filter is safety wired.
2-25.
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 operating conditions.
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.
NOTE
Use care to prevent damage to filter element when
cleaning filter with compressed air.
b.
Clean filter by blowing with compressed air (not over 100 psi) from direction
opposite of normal air flow. Arrows on filter case indicate direction of normal air
flow.
CAUTION
Do not use solvent or cleaning fluids to wash filter. Use
only a water and household detergent solution when
washing the filter.
c.
2-16
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.
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
The filter assembly may be cleaned with compressed air a
maximum of 30 times or it may be washed a maximum of
20 times. A new filter should be installed after 500 hours
of engine operating time or one year, whichever should
occur first. However, a new filter should be installed at
anytime the existing filter is damaged. A damaged filter
may have sharp or broken edges in the filtering panels
which would allow unfiltered air to enter the induction
system. Any filter that appears doubtful, shall have a new
filter installed in its place.
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.
e.
f.
2-26.
Ensure that the air box is clean and the filter and filter gasket are undamaged and
serviceable.
Install filter at entrance to air box with gasket on aft face of filter frame pointed in the
correct direction.
VACUUM SYSTEM CENTRAL AIR FILTER. The vacuum system central air filter keeps dust
and dirt from entering the vacuum operated instruments. Inspect the filter every 100 hours
for damage and cleanliness. Change central air filter element whenever damaged, every 500
hours of operating time, or annually, whichever comes occurs first: and whenever it becomes sufficiently clogged to cause suction gage readings to drop below 4.6 inches of mercury. Also, do not operate the vacuum system with the filter removed, or a vacuum line disconnected as particles of dust or other foreign matter may enter the system and damage the
vacuum-operated instruments.
CAUTION
Smoking will cause premature filter clogging.
2-27.
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 spilled electrolyte or corrosion. Use bicarbonate
of soda (baking soda) and water to neutralize electrolyte or corrosion. Follow with a thorough flushing with water. Brighten cables and terminals with a wire brush, then coat with
petroleum jelly before connecting. The battery box also should be checked and cleaned if any
corrosion is noted (when applicable). 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), more often in hot weather. See Section 16 for detailed battery removal, installation
and testing.
2-28
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.
Revision 1
2-17
MODEL R182 AND TR182 SERVICE MANUAL
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.
2-29.
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.
b.
c.
Remove valve core and fully compress strut. (Fork and outer barrel in contact.)
Remove upper filler plug.
Extend strut one inch, fill to overflow with MIL-H-5606 Hydraulic fluid and replace
filler plug.
d. Compress strut. If strut compresses fully, repeat operation "c" and "d" until strut
will no longer compress fully.
e. Remove filler plug, compress strut fully and allow fluid to overflow.
f. Replace filler plug and valve core.
g. With no load on strut inflate to 55 PSI.
NOTE
The nose landing gear shock strut will normally require
only a minimum amount of service. Maintain the strut
extension air pressure shown in figure 1-1. Lubricate
landing gear as shown in figure 2-5. Check landing gear
daily for general cleanliness, security of mounting, and
for hydraulic fluid leakage. Keep machined surface of
strut barrel wiped free of dirt and dust, using a clean,
lint-free cloth moistened with hydraulic fluid or
kerosene. All surfaces should be wiped free of excess hydraulic fluid or kerosene. Leave a light film of fluid on
the machine surface of the strut barrel.
2-30.
SHIMMY DAMPENER. The shimmy dampener contains a compensating mechanism within
the hollow piston rod for thermal expansion and contraction of the hydraulic fluid. The
shimmy dampener must be filled completely with fluid, free of entrapped air, to serve its
purpose. In addition, the piston rod must also be partially full of fluid before the temperature
compensating mechanism will function properly. It should be noted that the fluid is under
pressure exerted against the floating piston by a spring, and that loosening or removing the
filler plug will cause loss of fluid and necessitate removal and refilling of the shimmy
dampener and piston rod.
NOTE
The shimmy dampener should be checked at each 50-hour
inspection to see if it should be serviced.
Use the following procedure to fill the shimmy dampener.
a. Using the tow bar, turn the nose wheel strut to the extreme left position (thru serial
R18200710), to the extreme right position (beginning with serial R18200711), against
the stop. This will place the shimmy dampener piston to the rear of the cylinder and
eliminate the possibility of trapping air in the cylinder.
2-18
MODEL R182 AND TR182 SERVICE MANUAL
b.
c.
d.
e.
f.
Remove the filler plug and fill with hydraulic fluid.
Replace filler plug and turn nose wheel strut through its entire travel several times.
Return strut to the extreme left position (thru serial R18200710), to the extreme right
position (beginning with R18200711) against the stop.
Remove filler plug and add whatever fluid is needed to fill the cylinder.
Replace and safety the filler plug.
NOTE
Keep shimmy dampener, especially the exposed portions
of the dampener piston shaft, clean to prevent collection
of dust and grit which could cut the seals in the dampener
barrel Keep machined surfaces wiped free of dirt and
dust, using a clean lint-free cloth saturated with hydraulic fluid (MIL-H-5606) or kerosene. All surfaces should be
wiped free of excessive hydraulic fluid.
2-31.
HYDRAULIC FLUID SAMPLING AND CONTAMINATION CHECK. At the first 50 and first
100-hour inspection and thereafter at each 500-hour inspection or one year. whichever
should occur first, a sample of fluid should be taken and examined for sediment and
discoloration. This may be done as follows:
a. Place aircraft master switch in OFF position and place aircraft on jacks as shown in
figure 2-1. Bleed pressure from system by moving landing gear selector valve to gear
UP position.
CAUTION
Do not turn master switch ON while hydraulic system is
open to atmosphere. The pump will automatically start,
causing hydraulic fluid to spray from any open line.
b. Remove cap plug from tee fitting on left side of power pack and place a non-metal
container below opening.
c. Place landing gear selector valve in down position and operate emergency hand
pump to pump fluid into container.
d. If the drain fluid is clear and is not appreciably darker in color than new fluid.
continue to use the present fluid.
e. If the fluid color is doubtful, place fluid sample in a non-metallic container and insert
a strip of polished copper in the fluid.
f. Keep copper in the fluid for six hours at a temperature of 70°F or more. A slight
darkening of the copper is permissible, but there should be no pitting or etching
visible up to 20X magnification. If pitting or etching is evident, drain fluid from
power pack reservoir. Fill power pack with MIL-H-5606 hydraulic fluid and bleed air
from system.
2-32.
LANDING GEAR HYDRAULIC RETRACTION SYSTEM. Draining, filling and bleeding of the
landing gear hydraulic retraction system can be accomplished by the following method.
a.
Place aircraft master switch in OFF position and place aircraft on jacks as shown in
figure 2-1. Bleed pressure from system by moving landing gear selector valve to gear
UP position.
2-19
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
Do not turn master switch ON while hydraulic system is
open to atmosphere. The pump will automatically start.
causing hydraulic fluid to spray from any open line.
b.
c.
d.
Drain system by removing cap plug from tee fitting on left side of power pack and
attaching a drain hose to opening. Place end of hose in a container of at least one
gallon capaity and using emergency hand pump, pump fluid into container. When
power pack reservoir is empty, replace cap plug on tee fitting.
Fill power pack reservoir full with MIL-H-5606 hydraulic fluid by inserting funnel or
filler hose in dipstick opening on top of power pack body.
Bleed system by cycling landing gear through several cycles. Refill power pack reservoir with MIL-H-5606 hydraulic fluid and remove aircraft from jacks.
2-33.
HYDRAULIC BRAKE SYSTEM. Check brake master cylinders and refill with hydraulic
fluid (MIL-H-5606) 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 system.
2-34.
CLEANING.
2-35.
GENERAL DESCRIPTION. Keeping the aircraft clean is important. Besides maintaining
the trim appearance of the aircraft, cleaning lessens the possiblity of corrosion and makes
inspection and maintenance easier.
2-20
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-36.
CLEANING WINDSHIELD AND WINDOWS.
2-37.
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 acrylic
windshields and windows.
Waxing acrylic windshields
and windows
*Polishing wax.
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.
CAUTION
Windshields and windows are easily damaged by improper handling and cleaning techniques.
a.
b.
c.
Place airplane inside hangar or in shaded area and allow to cool from heat of sun's
direct rays.
Using clean (preferably running) water, flood surface. Use bare hands with no
jewelry to feel and dislodge any dirt or abrasive materials.
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.)
Revision 1
2-21
MODEL R182 & TR182 SERIES SERVICE MANUAL
d.
e.
On acrylic windshields and windows only, if soils which cannot be removed by a mild
detergent remain, Type II aliphatic naphtha applied with a soft clean cloth may be
used as a cleaning solvent. Be sure to frequently refold cloth to avoid redepositing
soil and/or scratching windshield with any abrasive particles.
Rinse surface thoroughly with clean fresh water and dry with a clean cloth.
CAUTION
DO NOT use any of the following on or for cleaning
windshields and windows: methanol, denatured alcohol,
gasoline, benzene, xylene, MEK, acetone, carbon tetrachloride, lacquer thinners, commercial or household
window cleaning sprays.
2-38.
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-P560 applied per manufacturer's instructions.
CAUTION
DO NOT use rain repellent on acrylic surfaces.
NOTE
When applying and removing wax and polish, use a
clean soft cloth.
2-39.
PREVENTIVE MAINTENANCE.
NOTE
Utilization of the following techniques will help minimize
windshield and window crazing.
a.
b.
c.
Keep all surfaces of windshields and windows clean.
If desired, wax acrylic surfaces.
Carefully cover all surfaces during any painting, powerplant cleaning or other procedure that calls for use of any type of solvents or chemicals. The following coatings
are approved for use in protecting surfaces from solvent attack.
1. White Spary Lab, MIL-C-6799, Type I, Class H.
2. WPL-3 Masking Paper - St. Regis, Newton, MA.
3. 5 X N - Poly-Spotstick - St. Regis, Newton, MA.
4. Protex 40 - Mask Off Company, Monrovia, CA, and Southwest Paper Co., Wichita,
KS.
5. Protex 10VS - Mask Off Company, Monrovia, CA, and Southwest Paper Co.,
Wichita, KS.
6. Scotch 344 Black Tape - 3M Company.
d. Do not park or store airplane where it might be subjected to direct contact with or
vapors from: methanol, denatured alcohol, gasoline, benzene, xylene, MEK, acetone,
carbon tetrachloride, lacquer thinners, commercial or household window cleaning
sprays, paint strippers, or other types of solvents.
2-22
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
e.
f.
Do not use solar screens or shields installed on inside of airplane or leave sun visors
up against windshield. The reflected heat from these items causes elevated temperatures which accelerate crazing and may cause formation of bubbles in the inner ply
of multiple-ply windshields.
Do not use a power drill motor or other powered device to clean, polish, or wax surfaces.
2-40.
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 2-36, must never be used since they soften and craze the plastic
trim.
2-41.
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 environnment, 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.
2-42.
ALUMINUM SURFACES. The aluminum surfaces require a minimum of care, but should
never be neglected. The aircraft may be washed with clean water to remove dirt and may be
washed with nonalkaline grease solvents to remove oil and/or grease. Household type detergent soap powders are effective cleaners, but should be used cautiously since some of them
are strongly alkaline. Many good aluminum cleaners, polishes and waxes are available from
commercial suppliers of aircraft products.
2-43.
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 defect during inspection. Also, periodic cleaning can
be very effective in preventive 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 base alkaline detergent
cleaner (MIL-C-25769J) mixed 1 part cleaner, 2 to 3 parts water and 8 to 12 parts Stoddard
solvent or (3) A solvent base emulsion cleaner (MIL-C-4361B) mixed 1 part cleaner and 3
parts Stoddard solvent.
Revision 1
2-23
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
Do not use gasoline or other highly flammable substances for wash-down.
Perform all cleaning operations in well ventilated work areas, and ensure that adequate firefighting and safety equipment is available. Do not smoke or expose a flame within 100 feet
of the cleaning area. Compressed air, used for 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.
CAUTION
Do not attempt to wash an engine which is still hot or
running. Allow the engine to cool before cleaning.
a.
b.
c.
d.
e.
Remove engine cowling in accordance with paragraph 11-3.
Carefully cover the coupling area between the vacuum pump and the engine drive
shaft so that no cleaning solvent can reach the coupling or seal.
Cover the open end of the vacuum discharge tube.
Cover the vacuum relief valve filter, if installed in the engine compartment.
Use fresh water for wash-down when the engine is contaminated with salt or corrosive chemicals. A cleaning agent such as described previously may then be used to
remove oil and grime.
CAUTION
Care should be exercised to not direct cleaning agents or
water streams at openings on the starter, magnetos, alternator, vacuum pump, or turbocharger relief valve.
f.
Thoroughly rinse with clean, warm water to remove all traces of cleaning agents.
CAUTION
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
corrosion.
g.
h.
i.
j.
k.
l.
2-24
Completely dry the engine and accessories using clean, dry compressed air.
Remove the cover over the coupling area.
Remove the cover from the vacuum discharge tube.
Remove the cover from the vacuum relief valve filter, if installed.
If desired, the engine cowling may be washed with the same cleaning agents, then
rinsed thoroughly and wiped dry.
Reinstall engine cowling.
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
For maximum safety, check that the magneto switches
are OFF, the throttle is closed, the mixture control is in
the idle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within
the arc of the propeller blades while turning the propeller.
m.
Before starting the engine, rotate the propeller by hand no less than four complete
revolutions.
2-44.
UPHOLSTERY AND INTERIOR cleaning prolongs the life of 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 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.
2-45.
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.
2-46.
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.
2-47.
LUBRICATION.
2-48.
GENERAL DESCRIPTION. Lubrication requriements 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 not shown in the figure.
2-49.
TACHOMETER DRIVE SHAFT. Refer to Section 15.
2-50.
WHEEL BEARINGS. Clean and repack the wheel bearings at the first 100-hour inspection
and at each 500-hour inspection thereafter. If more than the usual number of takeoffs and
landings are made, extensive taxiing is required, or the aircraft is operated in dusty areas
or under seacoast conditions, cleaning and lubrication of the hweel bearings shall be accomplished at each 100-hour inspection.
2-51.
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.
Revision 1
2-25
MODEL R182 AND TR182 SERVICE MANUAL
2-52.
WING FLAP ACTUATOR. Clean and lubricate wing flap actuator jack screw each 100 hours
as follows:
a. Expose jack screw by operating flaps to full down position.
b. Clean jack screw threads with solvent rag and dry with compressed air.
NOTE
It is not necessary to remove actuator from aircraft to
clean or lubricate threads.
c.
With oil can, apply light coat of No. 10 weight non-detergent oil to threads of jack
screw.
2-53.
ROD END BEARINGS. Periodic inspection and lubrication is required to prevent corrosion
of the bearing in the rod end. At each 100-hour inspection, disconnect the control rods at
the aileron, flap and nose gear steering 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.
2-54.
NOSE GEAR STEERING COLLAR. Lubricate nose gear steering collar spindle links at each
100-hour inspection.
2-55.
NOSE GEAR PIVOTS. Lubricate all nose gear pivot points at each 100-hour inspection, including the drag link pivot points. More frequent lubrication may be required when operating in dusty areas.
2-56.
MAIN GEAR PIVOT POINTS. Lubricate main landing gear pivot assembly at each 500-hour
inspection. If more than the usual number of takeoffs and landings are made, lubrication of
the pivot assembly should be accomplished at each 100-hour inspection.
2-26
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
5
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V54
NOTE
Refer to Sheet 2 for specified Hydraulic Fluid, Oxygen. Fuel and Oil.
Figure 2-4. Servicing (Sheet 1 of 5)
Revision 1
2-27
MODEL R182 AND TR182 SERVICE MANUAL
HYDRAULIC FLUID:
SPEC. NO. MIL-H-5606
OXYGEN:
SPEC. NO. MIL-O-27210
SPECIFIED AVIATION GRADE FUELS:
WARNING
ONLY AVIATION GRADE FUELS ARE APPROVED
FOR USE.
ENGINE MODEL
APPROVED FUEL GRADES
LYCOMING O-540-J or O-540-L
100LL (blue)
1
100 (green) (formerly 100/130)
1
NOTE
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
°
MAXIMUM OIL
TEMPERATURE
F
90 °
245 °
SAE 60
SAE 40 or SAE 50
245
1-
SAE 40
°
245
225 °
SAE 30, SAE 40 or SAE 20W-40
SAE 30 or
SAE 20W-30
210
SAE 15W-50 or SAE 20W-50
*
245°
NOTE
The overlap of oil grades is based on a mid-range of ambient ground temperatures vs.
maximum oil inlet temperature. Aviation Grade ashless dispersant oil conforming to
Avco Lycoming Service Instruction No. 1014 and all revisions and supplements thereto.
MUST BE USED except as noted in paragraph 2-23.
CAPACITY
(TOTAL)
CAPACITY (TOTAL
WITH FILTER)
NORMAL
OPERATION
MINIMUM
FOR FLIGHT
8
9
6
5
Figure 2-4. Servicing (Sheet 2 of 5)
2-28
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
DAILY
3
6
FUEL CELLS:
Service after each flight. Keep full to retard condensation. Refer to paragraph 2-21.
FUEL CELL SUMP DRAINS:
Drain off any water and sediment before first flight of the day.
19
20
FUEL STRAINER:
Drain off any water and sediment before first flight of the day.
OIL DIPSTICK:
Check on preflight. Add oil as necessary. Refer to paragraph 2-23 for details. Check that
filler cap is tight and oil filler is secure.
9
PITOT AND STATIC PORTS:
Check for obstructions before first flight of the day.
8
OXYGEN CYLINDER:
Check for anticipated requirements before each flight. Refer to Section 14.
15
NOSE GEAR SHOCK STRUT:
Check on preflight. Check inner barrel showing below outer barrel to be approximately
two inches. Deviation from these dimensions is cause to check and service strut per
paragraph 2-29.
25 HOURS
18
ENGINE OIL SYSTEM: FIRST 25 HOURS
Refill with straight mineral oil, non-detergent, and use until a total of 50 hours have
accumulated or oil consumption has stabilized, then change to ashless dispersant oil.
Refer to paragraph 2-23.
5
HYDRAULIC POWER PACK:
Check fluid level, and after a gear extension which uses the hydraulic hand pump.
50 HOURS
2
ENGINE OIL FILTER:
Change filter every 50 hours.
Figure 2-4. Servicing (Sheet 3 of 5)
Revision 1
2-29
MODEL R182 AND TR182 SERVICE MANUAL
O
15
5
j50
NOSE GEAR SHOCK STRUT:
Keep strut filled and inflated to correct pressure. Refer to paragraph 2-29.
HYDRAULIC FLUID RESERVOIR:
At first 50 and first 100 hours, thereafter at each 500 hours or one year, whichever comes
first, a sample of hydraulic fluid should be examined for sediment and discoloration as
outlined in paragraph 2-31.
[Z__
10
HOURS (Cont.)
100 HOURS
TIRES:
Maintain correct tire inflation as listed in figure 1-1. Refer to paragraph 2-28.
16
SHIMMY DAMPENER:
Check fluid level and refill as required in accordance with paragraph 2-30.
13
CARBURETOR DRAIN PLUG:
Check for thread sealant residue in float chamber. Refer to paragraph 2-22.
17
19
18
INDUCTION AIR FILTER:
Clean filter per paragraph 2-25. Replace as required.
FUEL STRAINER:
Disassemble and clean strainer bowl and screen.
ENGINE OIL:
Change oil at least every 100 hours or every six months.
4
VACUUM RELIEF VALVE FILTER:
Replace each 100 hours.
BATTERY:
Check electrolyte level and clean battery compartment each 100 hours or each 90
days.
12
BRAKE MASTER CYLINDERS:
Check fluid level and fill as required with hydraulic fluid.
7
11
VACUUM SYSTEM CENTRAIL AIR FILTER:
Inspect for damage. Refer to paragraph 2-26.
SELECTOR VALVE DRAIN:
Remove plug and drain off any water or sediment. Refer to paragraph 2-21.
Figure 2-4. Servicing (Sheet 4 of 5)
| 2-30
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
200 HOURS
14
GROUND SERVICE RECEPTACLE:
Connect to 24-volt DC, negative-ground power unit. Refer to Section 16.
500 HOURS
7
VACUUM SYSTEM CENTRAL AIR FILTER:
Replace every 500 hours or annually. Refer to paragraph 2-26.
Figure 2-4. Servicing (Sheet 5 of 5)
Revision 1
2-31
MODEL R182 AND TR182 SERVICE MANUAL
FREQUENCY (HOURS)
HAND GREASE
( I [
HAND
GRAS
OIL
OLGUN
CAN
SYRINGE
(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
GR
GH
GL
OG
PL
GP
OL
SS-G-659 .............................
MIL-G-81322A...........................
MIL-G-23827A ...........................
MIL-G-21164C ........................
MIL-L-7870A ............................
VV-P-236 ...............................
..........................................
VV-L-800A ..............................
POWDERED GRAPHITE
GENERAL PURPOSE GREASE
AIRCRAFT AND INSTRUMENT GREASE
HIGH AND LOW TEMPERATURE GREASE
GENERAL PURPOSE OIL
PETROLATUM
NO. 10-WEIGHT, NON-DETERGENT OIL
LIGHT OIL
Figure 2-5. Lubrication (Sheet 1 of 6)
I2-32
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
STEERING SYETEM NEEDLE
BEARINGS
NOSE GEARALSO
REFERTO
PARAGRAPH 2-51
ALSO REFER TO
PARAGRAPH 2-51
GR
SHIMMY
DAMPENER
PIVOTS
GR
MAIN GEAR
TORQUE LINKS
(tt
t
WHEEL BEARINGS
(~GR
GR
*b
/
ALSOREFERTO
PARAGRAPH 2-50
/
I
WHEEL BEARINGS
i"":
ALSO REFER TO
PARAGRAPH 2-56
ELEVATOR DOWN
SPRING LINK RUB
STRIP
GL
PG
ALL PIANO
HINGES
MAIN GEAR
PIVOT ASSEMBLY
Figure 2-5. Lubrication (Sheet 2 of 6)
Revision 1
2-33
MODEL R182 AND TR182 SERVICE MANUAL
XiZ
v
)~
ALSO REFER TO INSPECTION
CHART IN THIS SECTION AND
TO SECTION 9 OF THIS MANUAL.
ELEVATOR TRIM
TAB ACTUATOR
OILITE BEARINGS
(RUDDER BAR ENDS)
4cCf~~~
OG*
OG
~~CABIN
A~LL LINKAGE
ALL LINKAGE
POINT PIVOTS
TYPICAL
DOOR WINDOW
INSERT GROOVES
GH
RUDDER BARS AND PEDALS
BATTERY TERMINALS
DO NOT OIL IF OPERATING
IN EXTREMELY DUSTY CONDITIONS
0
OG
PARKING BRAKE
HANDLE SHAFT
Figure 2-5. Lubrication (Sheet 3 of 6)
2-34
Revision 1
ENGINE CONTROLS
MODEL R182 AND TR182 SERVICE MANUAL
WING STRUT-ATTACH
(UPPER) BOLT & HOLE'
/a^ X^
r
GL
GL
WING STRUT-ATTACH
(LOWER) BOLT & HOLE'
*UPON INSTALLATION
X
OG
GR
-
TRIM WHEEL OILITE AND'
NEEDLE BEARINGS
Figure 2-5. Lubrication (Sheet 4 of 6)
Revision 1
2-35
MODEL R182 AND TR182 SERVICE MANUAL
CONTROL COLUMN
NEEDLE BEARING
ROLLERS
\·
THRUST BEARING
-;'^^
O^
-*|l
\GR
GR
<
{
l|;
X
AX I REE
TO
c^Xs
NEEDLE BEARING
MANI'SM
\y^
*' /^ \"^
NEEDLE
BEARINGS
GR
GR
NEEDLE BEARINGS
__-
ALSO REFER TO
PARAGRAPH 2-52
|
ELECTRIC FLAP
|
DRIVE MECHANISM
Figure 2-5. Lubrication (Sheet 5 of 6)
2-36
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
0
GR
O'eOG
ALSO REFER TO
PARAGRAPH 2-53
AILERON BELLCRANK
NEEDLE BEARINGS
ROD END
BEARINGS
OSPRAY BOTH SIDES OF SHADED AREAS WITH ELECTROFILM LUBRI-BOND "A" WHICH IS AVAILABLE IN
AEROSOL SPRAY CANS. OR AN EQUIVALENT LUBRICANT. TORQUE ATTACHING BOLT TO 10-20 LB-IN.
/
\j^^^^^^^
/
f /)
NOSE GEAR
DOWN LOCK
MECHANISM
NOTES
Sealed bearings require no lubrication.
Do not lubricate roller chains or cables except under seacoast conditions. Wipe with a clean, dry
cloth.
Lubricate unsealed pulley bearings, rod ends. Oilite bearings, pivot and hinge points. and any other
friction point obviously needing lubrication. with general purpose oil every 1000 hours or oftener if
required.
.s
Paraffin wax rubbed on seat rails will ease sliding the seats for 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 6 of 6)
Revision 1
2-37
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-57.
GENERAL INSPECTION (MODEL R182 AND TR182 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.
2-38
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 R182 & TR182 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 1
2-39
MODEL R182 & TR182 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 bearings, 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, deterioration, 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)
2-40
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).
b.
To be carried in the airplane at all times:
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.
c.
To be made available upon request:
1) Airframe, Engine, Propeller, and Avionics Maintenance Records.
Revision 2
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-58.
PREINSPECTION CHECKS. (MODEL R182 AND TR182 AIRPLANES.)
A.
Preinspection Operational Checks.
(1) 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 of this manual.)
(c) Magneto drop. (Also refer to Section 11 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.
(2) After the inspection has been completed, an engine run-up should again be performed to determine that any discrepancies or abnormalities have been corrected.
(3) Some of the items in the Inspection Time Limits paragraph are optional, therefore not applicable to all airplanes.
Mechanic's Preinspection Discrepancies or Abnormalities to be Checked:
Mechanic's Post-inspection Corrective Action Taken:
Revision 1
2-41
MODEL R182 & TR182 SERIES SERVICE MANUAL
EACH
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 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
2-42
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 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
400
EACH
1
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
B
B
B
EACH
50
EACH
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).
C
C
C
C
C
C
C
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.
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.
D
Landing Gear and Brakes (Section 5).
D
D
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 security.
3 Brake Lines, Wheel Cylinders, Hoses, Clamps and Fittings
- Check for leaks, condition and security of hoses for
bulges and deterioration. Check brake lines and hoses for
proper routing and support.
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.
EACH
400
Revision 3
EACH
1
2-43
MODEL R182 & TR182 SERIES SERVICE MANUAL
EACH
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
6 Main Landing Gear Strut-to-Pivot Attachment - Check for
damage, cracks, loose rivets, bolts and nuts and security
of attachment.
7 Nose Gear Steering Mechanism - Check for wear, security
and proper rigging.
8 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.
9 Nose Gear Fork - Inspect for cracks, general condition and
security of attachment.
10 Wheel Bearings - Clean, inspect and lube.
11 Nose Gear Attachment Structure - Inspect for cracks,
corrosion or other damage and security of attachment.
12 Landing Gear - Perform five fault-free cycles.
13 Main Landing Gear - Check downlock engagement.
14 Landing Gear System - Check adjustment of main and
nose gear up and down switches and operation of gear
position indicator.
15 Throttle-Operated Gear Warning System - Check condition
of wiring and security of components. Perform rigging
check (refer to Section 5-44).
16 Nose Gear Doors and Linkage - Check for .25 inch
minimum clearance throughout up and down cycles, and
proper fit when closed. Check linkage for wear, damaged
bearings, distortion and superficial damage.
17 Hydraulic System - Check all components for leaks and
external damage to components or mounting structure.
18 Emergency Hand Pump - Check operation, check lines
and components for damage and leaks.
19 Powerpack - Clean self-relieving check valve filter.
20 Powerpack - Hydraulic fluid contamination check.
21 Powerpack - Check condition and wear of brushes in
servo motor.
22 Powerpack - Perform hydraulic pressure checks of primary
relief valve, thermal relief valve and pressure switch.
23 Landing Gear System - Overhaul main gear downlock
actuators, main and nose gear actuators, landing gear
selector valve, emergency hand pump and pressure
switch. Replace all rubber goods.
24 Brake System - Overhaul brake discs, parking brake
system, wheel cylinders and master cylinders. Replace
brake pads and all rubber goods.
EACH
50
100
HOURS
HOURS
E
2-44
Revision 3
200
HOURS HOURS YEARS
A
B
C
D
D
Aileron Control System (Section 6).
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.
SPECIAL
INSPECTIONS
*
E
E
EACH
·
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
E
E
E
EACH
EACH
50
100
HOURS HOURS
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 if stops are damaged.
Check fairleads and rub strips for condition.
4 Autopilot Rigging - Check per Avionics Installation Manual.
EACH
SPECIAL
INSPECTIONS
200
HOURS HOURS YEARS
E
EACH
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
F
F
1 Flaps - Check tracks, rollers and control rods for security
of attachment. Check operation.
2 Flap Actuator Threads - Clean and lubricate. Refer to
paragraph 2-52 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 Throttle-Operated Flap Warning System - Check condition
of wiring and security of components. Perform rigging
check (refer to Section 5).
6 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.
G
Elevator Control System (Section 8).
G
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 turnbuckles for condition,
security and operation.
4 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.
H
Elevator Trim Tab Control System (Section 9).
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.
·
Revision 3
2-45
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
H
H
H
H
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 and check
free-play.
6 Elevator Trim Tab Actuator - Free-Play limits inspection.
Refer to Section 9 for cleaning, inspection and repair
procedures.
EACH
EACH
EACH
50
100
200
HOURS HOURS
SPECIAL
INSPECTIONS
HOURS HOURS YEARS
F
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, security and operation.
4 Rudder - Check internal surfaces for corrosion, condition
of fasteners and balance weight attachment.
J
Normally Aspirated and Turbocharged Engines (Sections
11 and 11A).
J
J
J
J
J
J
J
J
2-46
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 Cowl Flap Controls - Check freedom of movement through
full travel.
4 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.
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.
Revision 3
G
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
9 Induction Airbox, Valves, Doors and Controls - Remove air
filter and inspect hinges, doors, seals and attaching parts
for wear and security. Check operation.
10 Induction Air Filter - Remove and clean. Inspect for
damage and service per paragraph 2-25.
11 Alternate Induction Air System - Check for obstructions,
operation and security.
12 Alternator and Electrical Connections - Check condition
and security. Check alternator belts for condition and
proper adjustment.
13 Alternator - Check brushes, leads, commutator or slip ring
for wear.
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 Sections 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
and security. Air leak check exhaust system. Refer to
Sections 11 and 11 A, Paragraphs 11-98 and 11-75A, for
inspection procedures.
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.
20 Magnetos - Check external condition, security and
electrical leads for condition. Check timing to engine and
internal timing if engine timing requires adjustment.
Compliance with Bendix Service Bulletin 599D is required.
21 Magnetos - Timing Procedures and intervals, lubrication
and overhaul procedures.
22 Ignition Harness and Insulators - Check for proper routing,
deterioration and condition of terminals.
23 Spark Plugs - Remove, clean analyze, test, gap and rotate
top plugs-to-bottom and bottom plugs-to-top.
24 Cylinder Compression - Perform differential compression
test.
25 Carburetor - Drain and flush carburetor bowl, clean inlet
strainer and drain plug. Check general condition and
security.
26 Engine Primer - Check for leakage, operation and security.
27 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.
28 Cold and Hot Air Hoses - Check condition, routing and
security.
EACH
EACH
50
100
HOURS HOURS
EACH
SPECIAL
INSPECTIONS
200
HOURS HOURS YEARS
H
J
·
K
L
Revision 3
2-47
MODEL R182 & TR182 SERIES SERVICE MANUAL
EACH
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
J
J
J
J
J
J
J
J
29 Engine Cylinders, Rocker Box Covers and Pushrod
Housings - Check for fin damage, cracks, oil leakage,
security of attachment and general condition.
30 Engine Baffles and Seals - Check condition and security of
attachment.
31 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.
32 Turbocharger (if applicable) a. Inspect turbocharger 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.
33 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.
34 Engine Oil With Oil Filter - Replace filter. Add
recommended grade aviation oil to replace oil lost in
existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil
cooler, clean and inspect screens and refill with
recommended grade aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
50
HOURS
EACH
100
HOURS
EACH
SPECIAL
INSPECTIONS
200
HOURS HOURS YEARS
M
*
M
M
K
Fuel System (Section 12).
K
K
K
K
K
K
K
K
K
2-48
1 Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps, adapters and placards.
2 Integral Fuel Tanks - Drain fuel and check tank interior and
outlet screens.
3 Fuel Bladders - Check for leaks and security, condition of
fuel caps, adapters and placards.
4 Fuel Bladders - Drain fuel and check for wrinkles that
would retain contaminants or liquid, security of attachment
and condition of outlet screens.
5 Fuel System - Inspect plumbing and components for
mounting and security.
6 Fuel Tank or Bladder Drains - Drain water and sediment.
7 Fuel Tank Vent Lines and Vent Valves - Check vents for
obstruction and proper positioning. Check valves for
operation.
8 Fuel Selector Valve - Check controls for detent in each
position, security of attachment and for proper placarding.
9 Fuel Strainer, Drain Valve and Controls - Check freedom
of movement, security and proper operation.
Disassemble, flush and clean screen and bowl.
Revision 3
N
N
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59. INSPECTION TIME LIMITS
(Model R182 & TR182 Airplanes)
EACH
50
HOURS
K
10 Fuel Quantity Indicators - Check for damage and security of
installation.
11 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
1
L
2
L
3
L
4
L
5
L
6
L
L
7
8
L
9
K
M
M
M
M
M
M
M
M
HOURS
YEARS
EACH
1
EACH
1
400
EACH
1
Propeller Governor and Control - Inspect for oil and grease
leaks. If leakage is evident, refer to McCauley Service
Manual.
Proper 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.
Spinner and Spinner Bulkhead - Remove spinner, wash and
inspect for cracks and fractures.
Propeller Mounting Bolts - Inspect mounting bolts and safetywire for signs of looseness. Retorque mounting bolts as
required.
Propeller Hub - Check general condition
Propeller Governor and Control - Check for security and
operation of controls.
Propeller Assembly - Overhaul (See McCauley Service
Manual; refer to list of publications).
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.
5 Pitot Tube Heater Element - Perform operational check.
6 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect for
condition and security. Perform operational check.
7 Heated Windshield Panel - Check operation, security of
installation, electrical wiring and condition of storage bag.
8 Oxygen System - Inspect masks, hoses, lines and fittings for
condition, routing and support. Test operation and check for
leaks.
9 Oxygen Cylinder - Inspect for condition, check hydrostatic
test date and perform hydrostatic test, if due.
O
EACH
5
Instruments and Instrument Systems (Section 15).
N
N
SPECIAL
INSPECTIONS
Utility Systems (Section 14).
M
M
EACH
EACH
200
100
HOURS HOURS
1
Vacuum System - Inspect for condition and security.
Temporary Revision Number 6
7 July 2003
© Cessna Aircraft Company
2-49
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59. INSPECTION TIME LIMITS.
(Model R182 & TR182 Airplanes)
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
O
O
O
O
O
O
2-50
EACH
50
HOURS
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 cleanliness,
security and evidence of damage.
16 Magnetic Compass - Inspect for security of installation,
cleanliness and evidence of damage.
EACH
EACH
100
200
HOURS HOURS
SPECIAL
INSPECTIONS
HOURS
*
P
*
Q
YEARS
EACH
2
EACH
2
Electrical Systems (Section 16).
1 General Airplane and System Wiring - Inspect for proper
routing, chafing broken or loose terminals, general condition,
broken or inadequate clamps or sharp bends in wiring.
2 Instrument, Cabin, Navigation, Beacon, Strobe, and Landing
Lights - Check operation, condition of lens and security of
attachment.
3 Circuit Breaker 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.
© Cessna Aircraft Company
*
R
Temporary Revision Number 6
7 July 2003
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-59.
INSPECTION TIME LIMITS. (MODEL R182 &
TR182 AIRPLANES.)
O
O
O
O
O
EACH
EACH
50
100
HOURS HOURS
EACH
SPECIAL
INSPECTIONS
200
HOURS HOURS YEARS
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
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 3
2-51
MODEL R182 & TR182 SERIES SERVICE MANUAL
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
R.
2-52
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty conditions.
At first 50 hours, first 100 hours, and each 500 hours thereafter, or one year, whichever comes first.
Each 500 hours, and whenever improper operation is suspected. Replace brushes when worn to .25 inch
or less.
Serial R18200001 thru R18200583 and FR18200001 thru FR18200025: Each 5 years. Serial R18200584
and On and FR18200026 thru FR18200070: Overhaul components and replace rubber goods oncondition basis.
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 sooner if required.
Clean filter per paragraph 2-25. Replace paper filters at least each 500 hours.
Inspect each 500 hours.
For Prestolite starters only, inspect the commutator and brushes every 1500 hours.
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 comes 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
(Lycoming installed) (Refer to Lycoming Maintenance Manual and Lycoming Engine Service Bulletins).
First 25 hours: Refill with straight grade mineral oil and use until a total of 50 hours have accumulated, or
oil consumption has stabilized. Change oil, replace filter, and refill sump with recommended grade of
ashless dispersant oil. Change oil and replace filter at least every six months, regardless of accumulated
hours.
Each 1000 hours.
See McCauley Service Manual; refer to list of publication.
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 R182 & TR182 SERIES SERVICE MANUAL
2-60.
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:
Overhaul - Item may be overhauled as defined in FAR 43.2 or it can be replaced.
NOTE:
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 that must be overhauled or replaced at specific time limits. Table
1 lists those items that Cessna has mandated must be overhauled or replaced at specific time limits.
Table 2 lists component time limits that have been established by a supplier to Cessna for the
supplier's product.
C.
2.
In addition to these time limits, the components listed herein are also inspected at regular time
intervals set forth in the Inspection Charts, and may require overhaul/replacement before the time limit
is reached based on service usage and inspection results.
Cessna-Established Replacement Time Limits.
A.
The following component time limits have been established by Cessna Aircraft Company.
Table 1: Cessna-Established Replacement Time Limits
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 FluidCarrying Teflon Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
10 years or engine overhaul,
whichever occurs first
(Note 1)
NO
Engine Mixture, Throttle, and
Propeller Controls
At engine TBO
NO
Engine Compartment Flexible FluidCarrying Rubber Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
5 years or engine overhaul,
whichever occurs first
(Note 1)
NO
Temporary Revision Number 6
7 July 2003
Cessna Aircraft Company
OVERHAUL
2-53
MODEL R182 & TR182 SERIES SERVICE MANUAL
I
3.
OVERHAUL
COMPONENT
REPLACEMENT
TIME
Engine Air Filter
500 hours or 36 months,
whichever occurs first
(Note 9)
NO
Check Valve (Turbocharger
Oil Line Check Valve)
Every 1,000 hours of
operation
(Note 10)
NO
Oxygen Bottle - Lightweight Steel
(ICC-3HT, DOT-3HT)
Every 24 years or 4380 cycles,
whichever occurs first
NO
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 11)
NO
Standby Dry Vacuum Pump
500 hours or 10 years,
whichever occurs first
(Note 11)
NO
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
2-54
OVERHAUL
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-Installed)
(Note 2)
NO
Auxiliary Electric Fuel Pump
(Note 7)
YES
Propeller
(Note 8)
YES
© Cessna Aircraft Company
Temporary Revision Number 6
7 July 2003
MODEL R182 & TR182 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 otherwise 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.
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 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 Service Bulletins and Overhaul Manual for replacement and
overhaul information.
Note 9:
The air filter may be cleaned. Refer to Section 2 of this service manual and for airplanes equipped
with an air filter manufactured by Donaldson, refer to Donaldson Aircraft Filters Service Instructions
P46-9075 for detailed servicing instructions.
The address for Donaldson Aircraft Filters is:
Customer Service
115 E. Steels Corners RD
Stow OH. 44224
Do not over-service the air filter. Over-servicing increases the risk of damage to the air filter from
excessive handling. A damaged/worn air filter may expose the engine to unfiltered air and result in
damage/excessive wear to the engine.
Note 10: Replace 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 standby vacuum pump not equipped with a wear indicator every 500 hours of operation or
10 years, whichever occurs first, or replace according to the vacuum pump manufacturer's
recommended inspection and replacement interval, whichever occurs first.
For a vacuum pump equipped with a wear indicator, replace pump according to the vacuum pump
manufacturer's recommended inspection and replacement intervals.
Temporary Revision Number 6
7 July 2003
© Cessna Aircraft Company
2-54A
1
MODEL R182 & TR182 SERIES SERVICE MANUAL
2-61.
SCHEDULED MAINTENANCE CHECKS. (MODEL R182 & TR182 AIRPLANES)
2-62.
PROGRESSIVE CARE PROGRAM. (MODEL R182 & TR182 AIRPLANES)
A.
B.
Progressive Inspection Program.
(1) Purpose and Use.
(a) As detailed in Federal Aviation Regulation Part 91.409, paragraph (d), airplanes that desire to use a Progressive Inspection Program must be inspected in accordance with an
authorized progressive inspection program. This chapter presents the current progressive inspection program for the Cessna Model R182 and TR182, recommended by the
Cessna Aircraft Company.
Introduction.
(1) Following is the recommended Progressive Care Program for Model R182 and TR182 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 Operation 1 and 3, also
some 200 HOUR items are covered in Operation 1, 2, 3 and 4.
These items are placed here for convience and expediency of the
total inspection. After the first completion of all four Operations,
these items will be at the proper intervals.
(a)
(4)
(5)
(6)
NEW DELIVERED AIRCRAFT - A new delivered aircraft must have less than 50 hours
total time in service and enough calander 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
preforming 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 qualify 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.
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 2-62.
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 to 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.
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 12calendar 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 12 calendar
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.
Revision 2
2-55
MODEL R182 & TR182 SERIES SERVICE MANUAL
C.
D.
2-56
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 R182 & TR182
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
MODEL R182 & TR182 SERIES SERVICE MANUAL
PROGRESSIVE CARE PROGRAM
(MODEL R182 & TR 182 AIRPLANES)
COMPONENT OVERHAUL AND REPLACEMENT RECORD
COMPONENT
DATE
REASON FOR REPLACEMENT
REPLACEMENT
NEXT OVERHAUL
PART NUMBER
SERIAL
NUMBER
NUMBER
AIRPLANE
HOURS DATE
X
X
X
X
X
X
X
x
X
X
X
Revision 2
2-57
MODEL R182 & TR182 SERIES SERVICE MANUAL
PROGRESSIVE CARE PROGRAM
INSPECTION CHART
AIRPLANE MODEL: R182/TR182
REGISTRATION NUMBER:
TIME
INSPECTION
POINTS
INSPECTION
DUE
TIME
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.
2.
As each inspection was performed, the total flying time was recorded in the Inspection Accomplished 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.
3.
The sample airplane now has a total flying time of 261 hours and the inspection chart shows
that a Phase 4 will be due at 310 hours.
TIME
INSPECTION
POINTS
2-58
TIME
INSPECTION
DUE
INSPECTION
ACCOMPLISHED
INSPECTION
DUE
OPERATION 1
160
162
360
OPERATION 2
210
209
409
OPERATION 3
260
261
460
OPERATION 4
310
Revision 2
INSPECTION
ACCOMPLISHED
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
Registration No.
B
C
C
C
C
E
E
E
F
F
G
G
G
H
H
I
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
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.
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 2-52 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.
4 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 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.
1 Rudder - Inspect the rudder skins for cracks and loose
rivets, rudder hinges tor 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.
Revision 3
2-59
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
I
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
2-60
4 Rudder - Check internal surfaces for corrosion, condition of
fasteners and balance weight attachment.
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 Cowl Flap Controls - Check freedom of movement through
full travel.
4 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.
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 Airbox, Valves, Doors and Controls - Remove air
filter and inspect hinges, doors, seals and attaching parts
for wear and security. Check operation.
10 Induction Air Filter - Remove and clean. Inspect for
damage and service per paragraph 2-25.
11 Alternate Induction Air System - Check for obstructions,
operation and security.
12 Alternator and Electrical Connections - Check condition and
security. Check alternator belts for condition and proper
adjustment.
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 Sections 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 and security.
Air leak check exhaust system Refer to Sections 11 and
11A, Paragraphs 11-98 and 11-75A, for inspection
procedures.
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.
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
K
K
20 Magnetos - Check external condition, security and electrical
leads for condition. Check timing to engine and internal
timing if engine timing requires adjustment. Compliance
with Bendix Service Bulletin 599D is required.
22 Ignition Harness and Insulators - Check for proper routing,
deterioration and condition of terminals.
23 Spark Plugs - Remove, clean analyze, test, gap and rotate
top plugs-to-bottom and bottom plugs-to-top.
24 Cylinder Compression - Perform differential compression
test.
25 Carburetor - Drain and flush carburetor bowl, clean inlet
strainer and drain plug. Check general condition and
security.
26 Engine Primer - Check for leakage. operation and security.
27 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.
28 Cold and Hot Air Hoses - Check condition, routing and
security.
29 Engine Cylinders, Rocker Box Covers and Pushrod
Housings - Check for fin damage, cracks, oil leakage,
security of attachment and general condition.
30 Engine Baffles and Seals - Check condition and security of
attachment.
31 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.
32 Turbocharger (if applicable) a. Inspect turbocharger 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.
33 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.
34 Engine Oil With Oil Filter - Replace filter. Add
recommended grade aviation oil to replace oil lost in
existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended
grade aviation oil.
1 Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps, adapters and placards.
3 Fuel Bladders - Check for leaks and security, condition of
fuel caps, adapters and placards.
Revision 3
2-61
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
K
K
K
K
L
L
L
L
L
L
L
L
M
M
M
M
N
O
O
O
O
2-62
5 Fuel System - Inspect plumbing and components for
mounting and security.
6 Fuel Tank or Bladder Drains - Drain water and sediment.
7 Fuel Tank Vent Lines and Vent Valves - Check vents for
obstruction and proper positioning. Check valves for
operation.
9 Fuel Strainer, Drain Valve and Controls - Check freedom of
movement, security and proper operation. Disassemble,
flush and clean screen and bowl.
1 Propeller Governor and Control - Inspect for oil and grease
leaks. If leakage is evident, refer to McCauley Service
Manual.
2 Propeller Mounting - Check for security of installation.
3 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion or other damage.
4 Spinner - Check general condition and attachment.
5 Spinner and Spinner Bulkhead - Remove spinner, wash and
inspect for cracks and fractures.
6 Propeller Mounting Bolts - Inspect mounting bolts and
safety-wire for signs of looseness. Retorque mounting
bolts as required.
7 Propeller Hub - Check general condition.
8 Propeller Governor and Control - Check for security and
operation of controls.
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.
6 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect
for condition and security. 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
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
INSPECTION
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
B
11
D
3
D
D
D
10
20
21
D
23
D
24
E
4
H
J
J
J
J
J
J
J
J
J
K
K
K
L
Upholstery, Headliner, Trim and Carpeting - Check condition
and clean as required.
Brake Lines. Wheel Cylinders, Hoses, Clamps and Fittings Check for leaks, condition and security of hoses for bulges and
deterioration. Check brake lines and hoses for proper routing
and support.
Wheel Bearings - Clean, inspect and lube.
Powerpack - Hydraulic fluid contamination check.
Powerpack - Check condition and wear of brushes in servo
motor.
Landing Gear System - Overhaul main gear downlock actuators,
main and nose gear actuators, landing gear selector valve.
emergency hand pump and pressure switch. Replace all rubber
goods.
Brake System - Overhaul brake discs, parking brake system,
wheel cylinders and master cylinders. Replace brake pads and
all rubber goods.
Autopilot Rigging - Check per Avionics Installation Manual.
5 Elevator Trim Tab Actuator - Clean, lubricate and check freeplay.
4 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.
10 Induction Air Filter - Remove and clean. Inspect for damage
and service per paragraph 2-25.
13 Alternator - Check brushes, leads, commutator or slip ring for
wear.
14 Starter, Starter Solenoid and Electrical Connections - Check for
condition of starter brushes, brush leads and commutator.
21 Magnetos - Timing Procedures and intervals, lubrication and
overhaul procedures.
27 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.
34 Engine Oil With Oil Filter - Replace filter. Add recommended
grade aviation oil to replace oil lost in existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended grade
aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
2 Integral Fuel Tanks - Drain fuel and check tank interior and
outlet screens
4 Fuel Bladders - Drain fuel and check for wrinkles that would
retain contaminants or liquid, security of attachment and
condition of outlet screens.
10 Fuel Quantity Indicators - Check for damage, security of
installation and perform accuracy test.
1
9 Propeller Assembly - Overhaul (See McCauley Service Manual;
refer to list of publication)
HOURS
YEARS
EACH
400
EACH
400
EACH
1
EACH
1
COMPLETED BY
A
B
C
D
D
E
EACH
F
G
H
J
K
L
M
M
M
N
N
EACH
0
Revision 3
2-63
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 & TR182
OPERATION NO. 1
INSPECTION
SPECIAL INSPECTION AND YEARLY ITEMS
HOURS
YEARS
COMPLETED BY
Please review each of these items for required compliance
M
1 Ventilation System - Inspect clamps, hoses and valves for
condition and security.
M
9 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if due.
N
4 Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
N
5 Vacuum System relief Valve - Inspect for condition and security.
N
10 Airspeed Indicator, Vertical Speed Indicator and Magnetic
Compass - Calibrate.
N
11 Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.
O
4 Battery - Check general condition and security. Check level of
electrolyte.
400
EACH
1
EACH
5
P
Q
EACH
2
EACH
2
R
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
R.
2-64
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
At first 50 hours, first 100 hours, and each 500 hours thereafter, or one year, whichever comes first.
Each 500 hours, and whenever improper operation is suspected. Replace brushes when worn
down to 0.25 inch or less.
Serial R18200001 thru R18200583 and FR18200001 thru FR18200025: Each 5 years. Serial
R18200584 and On and FR18200026 thru FR18200070: Overhaul components and replace rubber
goods On-Condition basis.
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 sooner if required.
Clean filter per paragraph 2-25. Replace paper filters at least each 500 hours.
Inspect each 500 hours.
For Prestolite starters only, inspect the commutator and brushes every 1500 hours.
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 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 (Lycoming installed) (Refer to Lycoming Maintenance Manual and
Lycoming Engine Service Bulletins).
First 25 hours: Refill with straight grade mineral oil and use until a total of 50 hours have
accumulated, or oil consumption has stabilized. Change oil, replace filter, and refill sump with
recommended grade of ashless dispersant oil. Change oil and replace filter at least every six
months, regardless of accumulated hours.
Each 1000 hours.
See McCauley Service Manual; refer to list of publication.
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 R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
Registration No.
B
B
B
B
B
B
B
B
B
B
D
D
D
D
D
D
Aircraft Model and SN
Aircraft 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,
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.)
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.
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.
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 Main Landing Gear Strut-to-Pivot Attachment - Check for
damage, cracks, loose rivets, bolts and nuts and security of
attachment.
7 Nose Gear Steering Mechanism - Check for wear, security
and proper rigging.
Revision 3
2-65
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
0
D
D
D
D
D
D
D
D
D
D
J
J
J
J
J
J
J
J
J
2-66
8 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.
9 Nose Gear Fork - Inspect for cracks, general condition and
security of attachment.
11 Nose Gear Attachment Structure - Inspect for cracks.
corrosion or other damage and security of attachment.
12 Landing Gear - Perform five fault-free cycles.
13 Main Landing Gear - Check downlock engagement.
14 Landing Gear System - Check adjustment of main and
nose gear up and down switches and operation of gear
position indicator.
15 Throttle-Operated Gear Warning System - Check condition
of wiring and security of components. Perform rigging
check (refer to Section 5).
16 Nose Gear Doors and Linkage - Check for .25 inch
minimum clearance throughout up and down cycles, and
proper fit when closed. Check linkage for wear, damaged
bearings, distortion and superficial damage.
17 Hydraulic System - Check all components for leaks and
external damage to components or mounting structure.
19 Powerpack - Clean self-relieving check valve filter.
22 Powerpack - Perform hydraulic pressure checks of primary
relief valve, thermal relief valve and pressure switch.
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 Cowl Flap Controls - Check freedom of movement through
full travel.
4 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.
8 Induction System - Check security of clamps, tubes and
ducting. Inspect for evidence of leakage.
11 Alternate Induction Air System - Check for obstructions,
operation and security.
12 Alternator and Electrical Connections - Check condition and
security. Check alternator belts for condition and proper
adjustment.
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 Sections 11 and 11A,
Paragraphs 11-98 and 11-75A, for inspection procedures.
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
J
J
J
J
J
J
J
K
K
L
L
L
L
M
M
M
N
N
N
17 Exhaust System (turbocharged engine) - Inspect couplings,
seals, clamps and expansion joints for cracks and security.
Air leak check exhaust system. Refer to Sections 11 and
11 A, Paragraphs 11-98 and 11 -75A, for inspection
procedures.
27 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.
30 Engine Baffles and Seals - Check condition and security of
attachment.
32 Turbocharger (if applicable) a. Inspect turbocharger 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.
34 Engine Oil With Oil Filter - Replace filter. Add
recommended grade aviation oil to replace oil lost in
existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended
grade aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
6 Fuel Tank or Bladder Drains - Drain water and sediment.
8 Fuel Selector Valve - Check controls for detent in each
position, security of attachment and for proper placarding.
1 Propeller Governor and Control - Inspect for oil and grease
leaks. If leakage is evident, refer to McCauley Service
Manual.
2 Propeller Mounting - Check for security of installation.
3 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion or other damage.
4 Spinner - Check general condition and attachment.
4 Pitot Tube and Stall Warning Vane - Check for condition
and obstructions.
5 Pitot Tube Heater Element - Perform operational check.
6 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect
for condition and security. 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:
N
Smoking will cause premature filter clogging.
5 Vacuum System relief Valve - Inspect for condition and
security.
Revision 3
2-67
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
N
O
O
6 Instruments - Check general condition and markings for
legibility.
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.
Q
Perform the Following Operational Check:
Q
2-68
1 Brakes - Test toe brakes and parking brake for proper
operation.
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
SPECIAL INSPECTION AND YEARLY ITEMS
HOURS YEARS
INSPECTION
COMPLETED BY
Please review each of these items for required compliance
B
11
D
3
D
D
D
10
20
21
D
23
D
24
E
4
Upholstery. Headliner, Trim and Carpeting - Check condition
and clean as required.
Brake Lines, Wheel Cylinders, Hoses, Clamps and Fittings Check for leaks, condition and security of hoses for bulges and
deterioration. Check brake lines and hoses for proper routing
and support.
Wheel Bearings - Clean, inspect and lube.
Powerpack - Hydraulic fluid contamination check.
Powerpack - Check condition and wear of brushes in servo
motor.
Landing Gear System - Overhaul main gear downlock actuators.
main and nose gear actuators, landing gear selector valve,
emergency hand pump and pressure switch. Replace all rubber
goods.
Brake System - Overhaul brake discs, parking brake system,
wheel cylinders and master cylinders. Replace brake pads and
all rubber goods.
Autopilot Rigging - Check per Avionics Installation Manual.
EACH
400
EACH
400
EACH
1
EACH
1
A
B
C
D
D
E
EACH
1
H
J
J
J
J
J
J
J
J
J
K
K
K
L
5 Elevator Trim Tab Actuator - Clean, lubricate and check freeplay.
4 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.
10 Induction Air Filter - Remove and clean. Inspect for damage
and service per paragraph 2-25.
13 Alternator - Check brushes, leads, commutator or slip ring for
wear.
14 Starter, Starter Solenoid and Electrical Connections - Check for
condition of starter brushes, brush leads and commutator.
21 Magnetos - Timing Procedures and intervals, lubrication and
overhaul procedures.
27 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.
34 Engine Oil With Oil Filter - Replace filter. Add recommended
grade aviation oil to replace oil lost in existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended grade
aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
2 Integral Fuel Tanks - Drain fuel and check tank interior and
outlet screens.
4 Fuel Bladders - Drain fuel and check for wrinkles that would
retain contaminants or liquid, security of attachment and
condition of outlet screens.
10 Fuel Quantity Indicators - Check for damage, security of
installation and perform accuracy test.
9 Propeller Assembly - Overhaul (See McCauley Service Manual;
refer to list of publication).
F
G
H
I
J
K
L
M
M
M
N
N
EACH
1
0
Revision 3
2-69
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 2
INSPECTION
SPECIAL INSPECTION AND YEARLY ITEMS
HOURS
YEARS
400
EACH
1
EACH
5
COMPLETED BY
Please review each of these items for required compliance
M
M
N
N
N
N
O
1 Ventilation System - Inspect clamps, hoses and valves for
condition and security.
9 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if due.
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.
P
Q
EACH
2
EACH
2
R
Special Inspections Legends:
A. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
B. At first 50 hours, first 100 hours, and each 500 hours thereafter, or one year, whichever comes first.
C. Each 500 hours, and whenever improper operation is suspected. Replace brushes when worn
down to 0.25 inch or less.
D. Serial R18200001 thru R18200583 and FR18200001 thru FR18200025: Each 5 years. Serial
R18200584 and On and FR18200026 thru FR18200070: Overhaul components and replace rubber
goods On-Condition basis.
E. Each 600 hours or 1 year, whichever comes first.
F. Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See
figure 2-5 for grease specification.
G. Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable
and should be replaced every 1500 hours or sooner if required.
H. Clean filter per paragraph 2-25. Replace paper filters at least each 500 hours.
I. Inspect each 500 hours.
J. For Prestolite starters only, inspect the commutator and brushes every 1500 hours.
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 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 (Lycoming installed) (Refer to Lycoming Maintenance Manual and
Lycoming Engine Service Bulletins).
M. First 25 hours: Refill with straight grade mineral oil and use until a total of 50 hours have
accumulated, or oil consumption has stabilized. Change oil, replace filter, and refill sump with
recommended grade of ashless dispersant oil. Change oil and replace filter at least every six
months, regardless of accumulated hours.
N. Each 1000 hours.
O. See McCauley Service Manual; refer to list of publication.
P. Replace every 500 hours.
Q. Replace filter each 100 hours.
R. Check electrolyte level and clean battery box each 100 hours or 90 days.
2-70
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
B
C
C
C
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.
C
C
C
C
C
E
E
E
E
F
F
F
F
F
F
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 if cable 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 2-52 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 Throttle-Operated Flap Warning System - Check condition
of wiring and security of components. Perform rigging
check (refer to Section 5).
6 Flaps and Cables - Check cables for proper tension.
routing, fraying, corrosion and turnbuckle safety. Check
travel if cable tension requires adjustment
Revision 3
2-71
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
F
7 Flap Motor, Actuator and Limit Switches (electric flaps) Check wiring and terminals for condition and security.
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.
4 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 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.
4 Elevator Trim Tab Stop Blocks - Inspect for damage and
security.
6 Elevator Trim Tab Actuator - Free-Play limits inspection.
Refer to Section 9 for cleaning, inspection and repair
procedures.
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.
4 Rudder - Check internal surfaces for corrosion, condition of
fasteners and balance weight attachment.
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 Cowl Flap Controls - Check freedom of movement through
full travel.
4 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.
5 Ignition Switch and Electrical Harness - Inspect for damage,
condition and security.
8 Induction System - Check security of clamps, tubes and
ducting Inspect for evidence of leakage.
9 Induction Airbox, Valves, Doors and Controls - Remove air
filter and inspect hinges, doors, seals and attaching parts
for wear and security. Check operation
Check actuator for condition and security.
G
G
H
H
H
H
I
I
I
J
J
J
J
J
J
J
2-72
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
10 Induction Air Filter - Remove and clean. Inspect for
damage and service per paragraph 2-25.
11 Alternate Induction Air System - Check for obstructions,
operation and security.
12 Alternator and Electrical Connections - Check condition and
security. Check alternator belts for condition and proper
adjustment.
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 Sections 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 and security.
Air leak check exhaust system. Refer to Sections 11 and
11 A, Paragraphs 11-98 and 11-75A, for inspection
procedures.
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.
20 Magnetos - Check external condition, security and electrical
leads for condition. Check timing to engine and internal
timing if engine timing requires adjustment. Compliance
with Bendix Service Bulletin 599D is required.
22 Ignition Harness and Insulators - Check for proper routing,
deterioration and condition of terminals.
23 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, clean inlet
strainer and drain plug. Check general condition and
security.
26 Engine Primer - Check for leakage, operation and security.
27 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.
28 Cold and Hot Air Hoses - Check condition, routing and
security.
29 Engine Cylinders, Rocker Box Covers and Pushrod
Housings - Check for fin damage, cracks, oil leakage,
security of attachment and general condition.
30 Engine Baffles and Seals - Check condition and security of
attachment.
31 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.
Revision 3
2-73
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
Registration No.
J
J
J
K
K
K
Aircraft Model and SN
32 Turbocharger (if applicable) a. Inspect turbocharger 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.
34 Engine Oil With Oil Filter - Replace filter. Add
recommended grade aviation oil to replace oil lost in
existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended
grade aviation oil.
1 Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps, adapters and placards.
3 Fuel Bladders - Check for leaks and security, condition of
fuel caps, adapters and placards.
5 Fuel System - Inspect plumbing and components for
mounting and security.
K
6 Fuel Tank or Bladder Drains - Drain water and sediment.
K
7 Fuel Tank Vent Lines and Vent Valves - Check vents for
obstruction and proper positioning. Check valves for
operation.
9 Fuel Strainer, Drain Valve and Controls - Check freedom of
movement, security and proper operation. Disassemble,
flush and clean screen and bowl.
1 Propeller Governor and Control - Inspect for oil and grease
leaks. If leakage is evident, refer to McCauley Service
Manual.
2 Propeller Mounting - Check for security of installation.
3 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion or other damage.
4 Spinner - Check general condition and attachment.
5 Spinner and Spinner Bulkhead - Remove spinner, wash and
inspect for cracks and fractures.
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.
6 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect
for condition and security. 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.
K
L
L
L
L
L
M
M
M
M
N
O
O
5 Battery Box and Cables - Clean and remove any corrosion.
Check cables for routing, support and security of
connections.
2-74
Revision 3
Aircraft Time
INSPECTION COMPLETED BY
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
B
11
D
3
D
D
D
10
20
21
D
23
D
24
E
4
H
J
J
J
J
J
J
J
J
J
K
K
K
L
Upholstery, Headliner, Trim and Carpeting - Check condition
and clean as required.
Brake Lines, Wheel Cylinders, Hoses, Clamps and Fittings Check for leaks, condition and security of hoses for bulges and
deterioration. Check brake lines and hoses for proper routing
and support.
Wheel Bearings - Clean, inspect and lube.
Powerpack - Hydraulic fluid contamination check.
Powerpack - Check condition and wear of brushes in servo
motor.
Landing Gear System - Overhaul main gear downlock actuators,
main and nose gear actuators, landing gear selector valve,
emergency hand pump and pressure switch. Replace all rubber
goods.
Brake System - Overhaul brake discs, parking brake system,
wheel cylinders and master cylinders. Replace brake pads and
all rubber goods.
Autopilot Rigging - Check per Avionics Installation Manual.
5 Elevator Trim Tab Actuator - Clean, lubricate and check freeplay.
4 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.
10 Induction Air Filter - Remove and clean. Inspect for damage
and service per paragraph 2-25.
13 Alternator - Check brushes, leads, commutator or slip ring for
wear.
14 Starter, Starter Solenoid and Electrical Connections - Check for
condition of starter brushes, brush leads and commutator.
21 Magnetos - Timing Procedures and intervals, lubrication and
overhaul procedures.
27 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.
34 Engine Oil With Oil Filter - Replace filter. Add recommended
grade aviation oil to replace oil lost in existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended grade
aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
2 Integral Fuel Tanks - Drain fuel and check tank interior and
outlet screens.
4 Fuel Bladders - Drain fuel and check for wrinkles that would
retain contaminants or liquid, security of attachment and
condition of outlet screens.
10 Fuel Quantity Indicators - Check for damage, security of
installation and perform accuracy test.
9 Propeller Assembly - Overhaul (See McCauley Service Manual:
refer to list of publication).
HOURS
YEARS
EACH
400
EACH
400
EACH
1
EACH
1
INSPECTION
COMPLETED BY
A
B
C
D
D
E
EACH
F
G
H
I
J
K
L
M
M
M
N
N
EACH
1
O
Revision 3
2-75
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 3
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
M
1 Ventilation System - Inspect clamps, hoses and valves for
condition and security.
M
9 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if due.
N
4 Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
N
5 Vacuum System relief Valve - Inspect for condition and security.
N
10 Airspeed Indicator, Vertical Speed Indicator and Magnetic
Compass - Calibrate.
N
11 Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.
O 4 Battery - Check general condition and security. Check level of
electrolyte.
HOURS YEARS
400
INSPECTION
COMPLETED BY
EACH
1
EACH
5
P
Q
EACH
2
EACH
2
R
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
R.
2-76
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
At first 50 hours, first 100 hours, and each 500 hours thereafter, or one year, whichever comes first.
Each 500 hours, and whenever improper operation is suspected. Replace brushes when worn
down to 0.25 inch or less.
Serial R18200001 thru R18200583 and FR18200001 thru FR18200025: Each 5 years. Serial
R18200584 and On and FR18200026 thru FR18200070: Overhaul components and replace rubber
goods On-Condition basis.
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 sooner if required.
Clean filter per paragraph 2-25. Replace paper filters at least each 500 hours.
Inspect each 500 hours.
For Prestolite starters only, inspect the commutator and brushes every 1500 hours.
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 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 11 A 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 (Lycoming installed) (Refer to Lycoming Maintenance Manual and
Lycoming Engine Service Bulletins).
First 25 hours: Refill with straight grade mineral oil and use until a total of 50 hours have
accumulated, or oil consumption has stabilized. Change oil, replace filter, and refill sump with
recommended grade of ashless dispersant oil. Change oil and replace filter at least every six
months, regardless of accumulated hours.
Each 1000-hours.
See McCauley Service Manual; refer to list of publication.
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 R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
A
B
B
B
B
B
B
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.
B
7 Instrument Panel Shock Mounts, Ground Straps and Covers
- Inspect for deterioration, cracks and security of
B
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.)
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.
15 Seat Tracks and Stops - Inspect seat tracks tor 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.
attachment.
B
B
B
B
B
B
B
B
Revision 3
2-77
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
Registration No.
D
Aircraft Model and SN
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.
D
2 Main Gear Tubular Struts - Inspect for cracks, dents,
corrosion, condition of paint or other damage. Check axles
for condition and security.
D
4 Wheels, Brake Discs and Linings - Inspect for wear, cracks,
warps, dents or other damage. Check wheel through-bolts
and nuts for looseness.
D
5 Tires - Check tread wear and general condition. Check for
proper inflation.
D
6 Main Landing Gear Strut-to-Pivot Attachment - Check for
damage, cracks, loose rivets, bolts and nuts and security of
attachment.
D
8 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.
D
11 Nose Gea. Attachment Structure - Inspect for cracks,
corrosion or other damage and security of attachment.
D
12 Landing Gear - Perform five fault-free cycles.
D
13 Main Landing Gear - Check downlock engagement.
D
14 Landing Gear System - Check adjustment of main and
nose gear up and down switches and operation of gear
position indicator.
D
16 Nose Gear Doors and Linkage - Check for .25 inch
minimum clearance throughout up and down cycles, and
proper fit when closed. Check linkage for wear, damaged
bearings, distortion and superficial damage.
D
17 Hydraulic System - Check all components for leaks and
external damage to components or mounting structure.
D
18 Emergency Hand Pump - Check operation, check lines and
components for damage and leaks.
D
19 Powerpack - Clean self-relieving check valve filter.
D
22 Powerpack - Perform hydraulic pressure checks of primary
relief valve, thermal relief valve and pressure switch.
G
3 Elevator Control System - Inspect pulleys, cables,
sprockets, bearings, chains and turnbuckles for condition,
security and operation.
H
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.
I
2 Rudder Pedals and Linkage - Check for general condition,
proper rigging, and operation. Check for security of
attachment.
J
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.
2-78
Revision 3
Aircraft Time
INSPECTION COMPLETED BY
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
Registration No.
J
J
J
J
J
J
J
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
2 Engine - Inspect for evidence of oil and fuel leaks. Wash
engine and check for security of accessories.
3 Cowl Flap Controls - Check freedom of movement through
full travel.
4 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.
8 Induction System - Check security of clamps, tubes and
ducting. Inspect for evidence of leakage.
11 Alternate Induction Air System - Check for obstructions,
operation and security.
12 Alternator and Electrical Connections - Check condition and
security. Check alternator belts for condition and proper
adjustment.
15 Oil Cooler - Check for obstructions, leaks and security of
attachment.
J
J
J
J
J
J
J
J
K
K
L
16 Exhaust System - Inspect for cracks and security. Air leak
check exhaust system. Refer to Sections 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 and security.
Air leak check exhaust system. Refer to Sections 11 and
11A, Paragraphs 11-98 and 11 -75A, for inspection
procedures.
27 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.
30 Engine Baffles and Seals - Check condition and security of
attachment.
32 Turbocharger (if applicable) a. Inspect turbocharger 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.
34 Engine Oil With Oil Filter - Replace filter. Add
recommended grade aviation oil to replace oil lost in
existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended
grade aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
6 Fuel Tank or Bladder Drains - Drain water and sediment.
8 Fuel Selector Valve - Check controls for detent in each
position, security of attachment and for proper placarding.
1 Propeller Governor and Control - Inspect for oil and grease
leaks. If leakage is evident, refer to McCauley Service
Manual.
Revision 3
2-79
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
Registration No.
L
L
L
M
M
Aircraft Model and SN
2 Propeller Mounting - Check for security of installation.
3 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion or other damage.
4 Spinner - Check general condition and attachment.
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
M
N
N
N
N
N
N
N
N
N
N
N
N
2-80
5 Pitot Tube Heater Element - Perform operational check.
6 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect
for condition and security. Perform operational check.
7 Heated Windshield Panel - Check operation, security of
installation, electrical wiring and condition of storage bag.
8 Oxygen System - Inspect masks, hoses, lines and fittings
for condition, routing and support. Test operation and
check for leaks.
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 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.
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.
Revision 3
Aircraft Time
INSPECTION COMPLETED BY
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
Registration No.
Aircraft Model and SN
Aircraft Time
INSPECTION COMPLETED BY
0
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.
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 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.
Perform the Following Operational Checks:
Q
1 Brakes - Test toe brakes and parking brake for proper
operation.
Revision 3
2-81
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
B
11
Upholstery, Headliner, Trim and Carpeting - Check condition
and clean as required.
Brake Lines, Wheel Cylinders, Hoses, Clamps and Fittings Check for leaks, condition and security of hoses for bulges and
deterioration. Check brake lines and hoses for proper routing
and support.
Wheel Bearings - Clean, inspect and lube.
Powerpack - Hydraulic fluid contamination check.
Powerpack - Check condition and wear of brushes in servo
motor.
Landing Gear System - Overhaul main gear downlock actuators,
main and nose gear actuators, landing gear selector valve,
emergency hand pump and pressure switch. Replace all rubber
D
3
D
D
D
10
20
21
D
23
D
24 Brake System - Overhaul brake discs, parking brake system,
wheel cylinders and master cylinders. Replace brake pads and
all rubber goods.
4 Autopilot Rigging - Check per Avionics Installation Manual.
HOURS YEARS
EACH
400
EACH
400
EACH
1
EACH
1
A
B
C
D
goods.
E
H
J
J
J
J
J
J
J
J
J
K
K
K
L
2-82
5 Elevator Trim Tab Actuator - Clean, lubricate and check freeplay.
4 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.
10 Induction Air Filter - Remove and clean. Inspect for damage
and service per paragraph 2-25.
13 Alternator - Check brushes, leads, commutator or slip ring for
wear.
14 Starter, Starter Solenoid and Electrical Connections - Check for
condition of starter brushes, brush leads and commutator.
21 Magnetos - Timing Procedures and intervals, lubrication and
overhaul procedures.
27 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.
34 Engine Oil With Oil Filter - Replace filter Add recommended
grade aviation oil to replace oil lost in existing filter.
35 Engine Oil Without Oil Filter - Drain oil sump and oil cooler,
clean and inspect screens and refill with recommended grade
aviation oil.
36 Engine Oil With Oil Filter - Drain oil sump and refill with
recommended grade aviation oil.
2 Integral Fuel Tanks - Drain fuel and check tank interior and
outlet screens.
4 Fuel Bladders - Drain fuel and check for wrinkles that would
retain contaminants or liquid, security of attachment and
condition of outlet screens.
10 Fuel Quantity Indicators - Check for damage, security of
installation and perform accuracy test.
9 Propeller Assembly - Overhaul (See McCauley Service Manual; O
refer to list of publication).
Revision 3
D
E
EACH
1
F
G
H
I
J
K
L
M
M
M
N
N
EACH
1
INSPECTION
COMPLETED BY
MODEL R182 & TR182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL R182 &TR182
OPERATION NO. 4
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
M
1 Ventilation System - Inspect clamps, hoses and valves for
condition and security.
M
9 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if due.
N
4 Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
N
5 Vacuum System relief Valve - Inspect for condition and security.
N
10 Airspeed Indicator, Vertical Speed Indicator and Magnetic
Compass - Calibrate.
N
11 Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.
O 4 Battery - Check general condition and security. Check level of
electrolyte.
HOURS YEARS
400
INSPECTION
COMPLETED BY
EACH
1
EACH
5
P
Q
EACH
2
EACH
2
R
Special Inspections Legends:
A. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet
or dusty conditions.
B. At first 50 hours, first 100 hours, and each 500 hours thereafter, or one year, whichever
comes first.
C. Each 500 hours, and whenever improper operation is suspected. Replace brushes when
worn down to 0.25 inch or less.
D. Serial R18200001 thru R18200583 and FR18200001 thru FR18200025: Each 5 years.
Serial R18200584 and On and FR18200026 thru FR18200070: Overhaul components and
replace rubber goods On-Condition basis.
E. Each 600 hours or 1 year, whichever comes first.
F. Lubrication of the actuator is reguired each 1000 hours or 3 years, whichever comes first.
See figure 2-5 for grease specification.
G. Lubricate each 100 hours (except in extreme dusty conditions). These controls are not
repairable and should be replaced every 1500 hours or sooner if required.
H. Clean filter per paragraph 2-25. Replace paper filters at least each 500 hours.
I. Inspect each 500 hours.
J. For Prestolite starters only, inspect the commutator and brushes every 1500 hours.
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 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 11 A 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 (Lycoming installed)
(Refer to Lycoming Maintenance Manual and Lycoming Engine Service Bulletins).
M. First 25 hours: Refill with straight grade mineral oil and use until a total of 50 hours have
accumulated, or oil consumption has stabilized. Change oil, replace filter, and refill sump
with recommended grade of ashless dispersant oil. Change oil and replace filter at least
every six months, regardless of accumulated hours.
N. Each 1000 hours.
O. See McCauley Service Manual; refer to list of publication.
P. Replace every 500 hours.
Q. Replace filter each 100 hours.
R. Check electrolyte level and clean battery box each 100 hours or 90 days.
Revision 3
2-83/(2-84 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 3
FUSELAGE
TABLE OF CONTENTS
FUSELAGE ................
Windshield Windows ........
Description .............
Cleaning Waxing .........
Windshield Window
Installation Techniques ...
Repairs ................
Surface Patch ..........
Plug Patch ............
Scratches ...............
Cracks .................
Windshield ...............
Removal ................
Installation .............
Windows .................
Movable ................
Removal Installation .....
Wrap-Around (Rear) .......
Removal Installation .....
Overhead ...............
Removal. Installation .....
Fixed ..................
Cabin Doors ..............
RemovaL/Installation .....
Weatherstrip ............
Wedges ................
Latches (Thru 1980) .......
Description .........
...
Adjustment ............
Indexing Inside Handle ...
Latches (Beginning
with 1981) .............
Description ............
Installation, Rigging/
Adjustment Procedures . .
Installation of Lock Assembly on Latch Assembly ...
Page No.
Aerofiche/
Manual
1F16/3-2
1F16/3-2
1F16/3-2
1F16/3-2
1F16/3-2
1F17/3-2A
1F17/3-2A
1F17/3-2A
1F17/3-2A
1F22/3-6
1F22/3-6
1F22/3-6
1F22/3-6
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G1/3-9
1G4/3-12
1G4/3-12
1G4/3-12
1G4/3-12
1G4/3-12
1G4/3-12
1G4/3-12
1G4/3-12
1G7/3-15
1G7/3-15
Installation of Latch
Assembly ............
Installing Cable
Assembly ...........
Rigging Cable
Assembly ............
Rigging Inside
Door Handle ..........
Baggage Door .............
Removal/Installation .......
Seats ....................
Description .............
Removal/Installation .......
Mechanical Lock Control
Assembly ..............
Description .............
Adjustment ............
Rear Passengers' Seat .......
Description .............
Removal/Installation .......
Auxiliary Seat .............
Description .............
Cam Replacement ..........
Repair .................
Cabin Upholstery ...........
Materials and Tools .......
Soundproofing ...........
Headliner ...............
Removal/ Installation .......
Side Panels ..............
Carpeting ...............
Safety Provisions ..........
Cargo Tie-Downs .........
Safety Belts .............
Shoulder Harness .........
Rear View Mirror .........
Seat Rail Inspection ......
1G7 3-15
1G11/3-19
1G11/3-19
1G12/3-20
1G13/3-21
1G13/3-21
1G13/3-21
1G13/3-21
1G13/3-21
1G16/3-24
1G16/3-24
1G16/3-24
1G16/3-24
1G16/3-24
1G16/3-24
1G16/3-24
1G163-24
1G16/3-24
1G16/3-24
1H2/3-34
1H2 3-34
1H2 3-34
1H2 3-34
1H3. 3-35
1H3 3-35
1H3/3-35
1H3/3-35
1H3 3-35
1H3 3-35
1H33-35
1H3 3-35
1H3 3-35
Revision 1
3-1
MODEL R182 AND TR182 SERVICE MANUAL
3-1.
FUSELAGE.
3-2.
WINDSHIELD AND WINDOWS.
3-3.
DESCRIPTION. The windshield and windows are single-piece acrylic plastic panels set in
sealing strips and held by formed retaining strips secured to the fuselage with screws and
rivets. H.B. Fuller, FS-4291 sealant (TMK01 Kit, Supply Division, Cessna Aircraft Company,
P.O. Box 949, Wichita, KS 67201, 316/685-9111, Telex 417-489) used in conjunction with a
felt seal is applied to all edges of windshield and windows with exception of wing root area.
The wing root fairing has a heavy felt strip which completes the windshield sealing.
3-4.
CLEANING AND WAXING. (Refer to Section 2.)
3-5.
WINDSHIELD AND WINDOW INSTALLATION TECHNIQUES:
Special drills must be used when drilling holes in acrylic. Standard drills will caUse the hose
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 hoses 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
116" to 3/16"
1/4" to 3/8"
7/16"
1/2"
Drill Speed
1500 to 4500 rpm
1500 to 2000 rpm
1000 to 1500 rpm
500 to 1000
3/4"
500 to 800
1"
500 rpm
Specifications for the twist drill used to drill acrylics 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, 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 of hole diamter 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.
3-2
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
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.
3-6.
REPAIRS. Replace extensively damaged transparent plastic, rather than repair whenever
possible, since even a carefully patched part is not the equal of a new section, either optically
or structurally. At the first sign of crack development, drill a small hole at the extreme end of
the crack, as shown in figure 3-1. This serves to localize the cracks and to prevent further
splitting by distributing the strain over a large area. If the cracks are small, stopping them
with drilled holes will usually suffice until replacement or more permanent repair can be
made. The following repairs are permissible; however, they are not to be located in the pilot's
line of vision during landing or normal flight.
a. SURFACE PATCH. If a surface patch is to be installed, trim away the damaged area
and round all corners. Cut a piece of plastic of sufficient size to cover the damaged
area, and extend at least 3/ 4-inch on each side of the crack or hole. Bevel the edges as
shown in figure 3-1. If the section to be repaired is curved, shape the patch to the same
contour by heating it in an oil bath at a temperature of 248 ° to 302°F., or it may be
heated on a hot plate until soft. Boiling water should not be used for heating. Coat the
patch evenly with plastic solvent adhesive, and place immediately over the hole.
Maintain a uniform pressure of from 5 to 10 psi on the patch for a minimum of 3 hours.
Allow the patch to dry 24 to 36 hours before sanding or polishing is attempted.
b. PLUG PATCH. In using inserted patches to repair holes in plastic structures, trim
the holes to a perfect circle or oval, and bevel the edges slightly. Make the patch
slightly thicker than the material being repaired, and similarly, bevel the edges.
Install patches in accordance with procedures illustrated in figure 3-1. Heat the plug
until soft, and press into the hole without cement, and allow to cool to make a perfect
fit. Remove the plug, coat the edges with adhesive, and then reinsert the plug in the
hole. Maintain a firm, light pressure until the cement has set, then sand or file the
edges level with the surface; buff and polish.
3-7.
SCRATCHES. Scratches on clear plastic surfaces can be removed by hand-sanding
operations followed by buffing and polishing, if steps below are followed carefully.
a. Wrap a piece of No. 320 (or finer) sandpaper or abrasive cloth around a rubber pad or
wood block. Rub surface around scratch with a circular motion, keeping abrasive
constantly wet with clean water to prevent scratching surface more. Use minimum
pressure and cover an area large enough to prevent formation of "bull's-eyes" or
other optical distortions.
Revision 1 3-2A/(3-2B blank)
MODEL R182 AND TR182 SERVICE MANUAL
SOFT WIRE LACING
STOP DRILLED
t||\,^
BEVELED EDGE
SURFACE PATCH
K;lql
ROUND HOLE
lliI'
i
SURFACE PATCH
SURFACE PATCH FOR CRACKS
Igj
^ ^'«,!<
l ' " .,,» ^- -'e '
*BEVELED EDGE
^DRILLED
e
r
l
E
' '|
"[
I[
II1
SURFACE PATCH FOR ROUND HOLES
WOOBD EDGEREINFORCEMENT 1,,
-AVOID
,
TRIM DAMAGED AREA1
AND ROUND ALL
!
RENC,,
'
I
9
,
DGE
!
SURFACE PATCH FORI'i
C
--
1
I
111, CORNERS
.
BEVELED
SHARP CORNERS
^
Ill
__WOOD
R
Figure 3-1. Repair of Windshield and Windows (Sheet 1 of 2)
3-3
MODEL R182 AND TR182 SERVICE MANUAL
CORRECT ,'-
/-'
INCORRECT
K
SANDING REPAIR
PATCHES
PATCH SHOULD BE
THICKER7
PATCH AND HOLE
SHOULD BE TRIMMED
WITH TAPERED EDGES.
PATCH TAPERE
ON SHARPER
ANGLE THAN
MATERIAL.
HEAT EDGES OF
PATCH UNTIL
SOFT AND
FORCE IT INTO HOLE.
HOLD IT IN PLACE UNTIL
COOL AND HARD TO
ASSURE PERFECT FIT.
THEN REMOVE PATCH
FOR CEMENTING BATH.
DURING CEMENTING. PRESSURE
NEED BE APPLIED ONLY ON TOP
SURFACE. TAPER ASSURES EQUAL
PRESSURE ON ALL SIDES.
AFTER CEMENT HAS HARDENED.
SAND OR FILE EDGES LEVEL
WITH SURFACE.
Figure 3-1. Repair of Windshield and Windows (Sheet 2 of 2)
3-4
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
Use fine grade abrasive, No. 320 grade or finer.
b. Continue sanding operation, using progressively finer grade abrasives until
scratches disappear.
c. When scratches have been removed, wash area thoroughly with clean water to
remove all gritty particles. The entire sanded area will be clouded with minute
scratches which must be removed to restore transparency.
d. Apply fresh tallow or buffing compound to a motor-driven buffing wheel. Hold wheel
against plastic surface, moving it constantly over damaged area until cloudy
appearance disappears. A 2000-foot-per-minute surface speed is recommended to
prevent overheating and distortion. (Example: 750 rpm polishing machine with a 10
inch buffing bonnet.)
NOTE
A power buffing wheel will expedite polishing considerably, however, hand buffing is acceptable if complete
enough to produce a quality end result.
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. 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.
3-5
MODEL R182 AND TR182 SERVICE MANUAL
3-8.
CRACKS.
a. When a crack appears, drill a hole at end of crack to prevent further spreading. Hole
should be approximtely 1/8 inch in diameter, depending on length of crack and
thickness of material.
b. Temporary repairs to flat surfaces can be accomplished by placing a thin strip of
wood over each side of surface and inserting small bolts through the wood and
plastic. A cushion of sheet rubber or aircraft fabric should be placed between wood
and plastic on both sides.
c. A temporary repair can be made on a curved surface by placing fabric patches over
affected areas. Secure patches with aircraft dope. Specification No. MIL-D-5549; or
lacquer, Specification No. MIL-L-7178. Lacquer thinner, Specification No. MIL-T6094 can also be used to secure patch.
d. A temporary repair can be made by drilling small holes along both sides of crack 1/4
to 1/8 inch apart and lacing edges together with soft wire. Small-stranded antenna
wire makes a good temporary lacing material. This type of repair is used as a
temporary measure ONLY, and as soon as facilities are available, panel should be
replaced.
3-9.
WINDSHIELD. (See figure 3-2.)
3-10.
REMOVAL.
a. Remove wing fairings.
b. Remove air vent tubes.
NOTE
Remove and tape compass and outside air temperature
gage clear of work area. Do not disconnect electrical wiring. (See Section 16.)
CAUTION
If windshield is to be reinstalled, be sure to protect
windshield during removal.
c.
d.
3-11.
3-6
With two people sitting in the airplane placing their feet against the windshield, just
above the centerline, press upward on windshield forcing it out of lower retainers.
Clean sealer from inner sidewalls and bottom of retainers.
INSTALLATION.
a. If windshield is to be reinstalled, clean off old sealer and felt, then install new felt
around edges of windshield.
b. If new windshield is to be installed, remove protective cover and clean, take care not
to scratch windshield.
c. Apply new felt to edges of windshield.
d. Apply a strip of sealer (H.B. FULLER FS-4291) along the sides and bottom of felt.
e. Position bottom edge of windshield into lower retainer.
f. Using a piece of bent sheet metal (8 in. wide x length of top edge of windshield)
placed under top edge of windshield into upper retainer using bent sheet metal in a
shoe horn effect.
g. Install air vent tubes.
h. Install wing fairings.
MODEL R182 AND TR182 SERVICE MANUAL
B
NOTE
1. Windshield
2.
3.
Overhead Cabin Window
Fixed Window
4. Outer (Retainer
5.
Inner Retainer
6. Felt Seal
s
-
6
6
NOTE
Apply H.B. Fuller FS-4291 to all edges
of windshield and windows under
outer retainer (4).
5
1
Detail A
Figure 3-2. Windshield and Fixed Window Installation (Sheet 1 of 2)
3-7
MODEL R182 AND TR182 SERVICE MANUAL
7
6
Detail B
2
~
1//
TYPICAL METHODS OF RETAINING FIXED WINDOWS
\e3~Dt
C
6
IDetl
Detail
1.
2.
3.
4.
5.
6.
7.
8.
tail
D
Windshield
Overhead Cabin Window
Fixed Window
Outer Retiner
Inner Retainer
Felt Seal
Cabin Top Skin
Fuselage Structure
1
4
Detail
Figure 3-2. Windshield and Fixed Window Installation (Sheet 2 of 2)
3-8
MODEL R182 AND TR182 SERVICE MANUAL
.
3-12.
WINDOWS.
3-13.
MOVABLE. (Refer to figure 3-3.) 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 EC-880 adhesive (3-M Company) or
equivalent.
3-14.
REMOVAL AND INSTALLATION.
a. Disconnect window stop.
b. Remove pins from window hinges (2 and 3).
c. Reverse preceding steps for reinstallation. To remove frame from plastic panel. drill
out blind rivets at frame splice. When replacing plastic panel in frame, ensure
sealing strip and an adequate coating of Presstite No. 579.6 sealing compound is used
around all edges of panel.
3-15.
WRAP-AROUND REAR. The rear window is a one-piece acrylic plastic panel set in sealing
strips and held in place by retaining strips.
3-16.
REMOVAL AND INSTALLATION.
a. Remove upholstery as necessary to expose retainer strips inside cabin.
b. 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 reinstallation. Apply sealing strips and an adequate
coating of sealing compound to prevent leaks. When installing a new window, check
fit, use care not to crack panel and file or grind away excess plastic.
3-17.
OVERHEAD. (See figure 3-2.) Overhead cabin windows, located in the cabin top, may be
installed. These windows are one-piece acrylic plastic panels set in sealing strips and held
in place by retaining strips.
3-18.
REMOVAL AND INSTALLATION.
a. Remove headliner and trim panels.
b. Drill out rivets as necessary to remove retainer strips.
c. Reverse preceding steps for reinstallation. Apply felt strip and sealing compound to
all edges of window to prevent leaks. Check fit and carefully file or grind away excess
plastic. Use care not to crack plastic when installing.
3-19.
FIXED. (See figure 3-2.) Fixed windows, mounted in sealing strips and sealing compound.
are held in place by various retainer strips. To replace side windows, remove upholstery and
trim panels as necessary and drill out rivets securing retainers. Apply felt strip and sealing
compound to all edges of window to prevent leaks. Check fit and file or grind away excess
plastic. Use care not to crack plastic when installing.
3-20.
CABIN DOORS. (See figure 3-3.)
3-21.
REMOVAL AND INSTALLATION. Removal of cabin doors is accomplished either by
removing screws which attach hinges or stops, or by removing 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. Re-forming of bonded door flange by striking with a soft
mallet, etc. is NOT permissible, due to possible damage to bonded areas.
3-9
MODEL R182 AND TR182 SERVICE MANUAL
3
5B
2
4a
C
See Figure 3-4.
_.^/J|~~~
E
/
/.^~
~
CAUTION
Forming of the door flanges by striking with soft
etc. is NOT permissible, since damage to
|f
/mallet,
| >'
areas may occur.
F<
21 &t2/0
THRU 1980 MODELS
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
<
Bolt
Sa Adjusting Screw
Shim R
Backing
Latch Baseplate
Base Bolt Guide
Side Bolt Guide
Bolt
Top Bolt Guide
Pull Bar
Outside Handle
Spring
Push Rod
Pin
Bracket
Cover
Door Post
Guide
Rotary Clutch
Shim
Door Post Doubler
' 19
\
\'
\
17
t
8W^18
\DeailA
28
27
l
26
24
23
|S)
Figure 3-4. Door Latch and Rotary Clutch Components (Sheet 2 of 2)
3-14
0
MODEL R182 AND TR182 SERVICE MANUAL
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 will 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 rod, will be moved aft approximately 15° aft of the vertical
position. Closing the cabin door drives the trigger pin over the nylon actuator attached to the
cover plate, located on the rear doorpost. As the trigger pin is driven forward, it disengagesthe 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 driving the
latch bolt over the latch striker, located 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 aft, which also drive the cable pin from the pin 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 face plate assembly are directly connected by the push rod
assembly, that any amount of force applied to 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 f 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.
3-30.
INSTALLATION, RIGGING AND ADJUSTMENT PROCEDURES. (Beginning with 1981
Models.) See figure 3-5.)
3-31.
INSTALLATION OF LOCK ASSEMBLY ON LATCH ASSEMBLY. (Beginning with 1981
Models.) (See figure 3-5.)
a. Assemble locking arm (2) with pin assembly (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 base assembly (22). and
install pin (3).
d. Assemble cam assembly (24) to locking arm (2). Cam should be on latch side of
locking arm (2).
e. Use washers (25) between cam (24) and locking arm (2), and install cotter pin on clevis
bolt.
3-32.
INSTALLATION OF LATCH ASSEMBLY. (Beginning with 1981 Models.) (See figure 3-5.)
NOTE
Install with latch in CLOSED position.
a. Install latch assembly between door pan and door skin.
b. Cable assembly (32) should be forward of latch base plate (45), and inboard of latch
base cup.
c. Extend latch handle through cutout in door skin. This will pull latch bolt back far
enough to allow latch to fall into place.
3-15
MODEL R182 AND TR182 SERVICE MANUAL
V
BEGINNING WITH 1981 MODELS
32
/159
55
567
/~57.
Handle
55.
Rest
56. Inside
Support
59Arm
29. Pin
ClampRod Assembly
43.
44.Push
32.
43.
44.
55.
56.
57.
58.
59.
60.
61.
62.
Shaft Assembly
Clamp
Assembly
Rod
Push
Handle
Inside
Arm Rest
Support
Shaft Assembly
Plate Assembly
Door Latch Assembly
Shim
Escutcheon
Figure 3-5. Cabin Door Latch Installation (Sheet 1 of 3)
3-16
29
MODEL R182 AND TR182 SERVICE MANUAL
Q
46
BEGINNING WITH 1981 MODELS
.
o
10
1
2
,4
T
5 J/
9
7 " \
17-An~~1
18
'
'ss-
^
521
etai/
AA
Seat Back
16.
17.
Seat Bottom
Control Lock
18.
Nut
19.
21.
30.
Lock Cylinder
Headrest
Cushion
30
50. Spacer
51.
52.
<^
^' -
Detail
6
4.
>
B
Cover
Clip-Tow Bar
Detail B
REAR SEAT INSTALLATION
BEGINNING WITH 1982 MODELS
BEGINNING WITH R18201314
& FR18200046
Figure 3-7. Seat Installation (Sheet 6 of 8)
3-30
MODEL R182 AND TR182 SERVICE MANUAL
16
A/~~~
~~~~*
53^^^^-^^53
9
56
4.
16.
53.
54.
55.
56.
Seat Back
Seat Bottom
Seat Bottom Structure
Tab
Retainer
Bracket
55
54
AUXILIARY SEAT INSTALLATION
Detail A
s*
Figure 3-7. Seat Installation (Sheet 7 of 8)
3-31
MODEL 182 & T182 SERIES SERVICE MANUAL
SEAT STOP INSTALLATION
FOR MODEL R182 & TR182
NOTE
INSTALL SEAT STOPS IN FORWARD AND
AFT HOLES OF INBOARD SEAT RAILS
3
2
a
3.00
inches
4
4
inches
1.
2.
3.
4.
IWARNINGI
IT IS EXTREMELY IMPORTANT THAT
PILOTS 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 Installation (Sheet 8 of 8)
3-32
Seat Rail
Cotter Pin
Seat Stop
Pin
MODEL R182 AND TR182 SERVICE MANUAL
0
/
.120"
1.
2.
3.
4.
Clevis Bolt
Seat Back
Cam
Pawl
\
.32"
.060" R
Detail
A
0
Figure 3-8. Seat Back Cam Replacement
3-33
MODEL R182 AND TR182 SERVICE MANUAL
treated to a T-6 condition. Use a heliarc weld on these seats, as torch welds will destroy heattreatment of frame structure. Figure 3-8 outlines instructions for replacing defective cams
on reclining seat backs.
3-51.
CABIN UPHOLSTERY. Due to the wide selection of fabrics, styles and colors, it is
impossible to depict each particular type of upholstery. The following paragraphs describe
general procedures which will serve as a guide in removal and replacement of upholstery.
Major work if possible, should be done by an experienced mechanic. If the work mustbe done
by a mechanic unfamiliar with upholstery practices, the mechanic should make careful
notes during removal of each item to facilitate replacement later.
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/
685-9111, Telex 417-489.)
3-52.
MATERIALS AND TOOLS. Materials and tools will vary with the job. Scissors for
trimming upholstery to size and a dull-bladed putty kife for wedging material beneath
retainer strips are the only tools required for most trim work. Use industrial rubber cemenet
to hold soundproofing mats and fabric edges in place. Refer to Section 18 for thermo-plastic
repairs.
3-53.
SOUNDPROOFING. The aircraft is insulated with spun glass mat-type insulation and a
sound proofing compound applied to inner surfaces of skin in most areas of cabin and
baggage compartment. All soundproofing material should be replaced in its original
position any time it is removed.
3-54.
CABIN HEADLINER. (See figure 3-9.)
1.
2.
3.
4.
5.
t^S^^C~~
yf^6.
5
6
in
Figure
Can Hr 3-9.
Figure 3-9. Cabin Headliner Installation
3-34
Headliner
Rear Window Moulding
Coat Hook
Tiara
Skylight Moulding
Retainer
MODEL R182 AND TR182 SERVICE MANUAL
3-55.
REMOVAL AND INSTALLATION.
a. Remove sun visors, all inside finish strips and plates, overhead console, upper
doorpost shields and any other visible retainers securing headliner.
b. Remove molding from fixed windows.
c. Remove screws securing headliner and carefully take down headliner.
d. Remove spun glass soundproofing panels above headliner.
NOTE
The lightweight soundproofing panels are held in place
with industrial rubber cement.
e.
Reverse preceding steps for reinstallation. Before installation, check all items
concealed by headliner for security. Use wide cloth tape to secure loose wires to
fuselage and to seal openings in wing roots.
3-56.
UPHOLSTERY SIDE PANELS. Removal of upholstery side panels is accomplished by
removing seats for access. Remove screws, retaining strips, arm rests and ash trays as
required to free 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.
3-57.
CARPETING. Some cabin area and baggage compartment carpeting is held in- place by
rubber cement, small sheet metal screws and retaining strips, some carpeting is secured by
Velcro fasteners for quick-removal and inspection. When fitting a new carpet, use the old
one as a pattern for trimming.
3-58.
SAFETY PROVISIONS.
3-59.
CARGO TIE-DOWNS. Cargo tie-down eyebolts are used to retain baggage. Tie-downs are
illustrated in figure 3-10. A baggage net can be used in conjunction with the tie-downs, as
straps can hold luggage secured in baggage area. The eyebolt and nutplate can be located at
various points.
3-60.
SAFETY BELTS. Safety belts should be replaced if frayed or cut, latches are defective or
stitching is broken. Attaching parts should be replaced if worn excessively or defective. The
front seat safety belts are attached to brackets bolted to the cabin floor, and the center seat
safety belts are attached to the seats themselves. The auxiliary seat is provided with only
one safety belt, which is snapped into clips bolted to the aircraft structure. See figure 3-11.
A seat belt shortener kit is available for aircraft serials R18200001 thru R18201798. (See
SK172-76.)
3-61.
SHOULDER HARNESS. An individual shoulder harness may be installed for each seat except the auxiliary seat. The pilot and copilot harnesses are bolted to the upper rear doorposts, and the center seat harnesses are bolted to the aft cabin structure. Component parts
should be replaced as outlined in paragraph 3-60. An inertia reel type harness may be installed as optional equipment for the pilot and copilot seats. See figure 3-11
3-62.
REAR VIEW MIRROR. A rear view mirror may be installed on the cowl deck above instrument panel. Figure 3-13 shows details for rear view mirror installation thru serial
R18200583.
3-63.
SEAT RAIL INSPECTION. A special inspection of seat rails should be conducted each 50
hours. See figure 3-14 for inspection procedures.
3-35
MODEL R182 AND TR182 SERVICE MANUAL
BATTERY BRACKET
NUTPLATE FOR
TIE-DOWN RING
INSTALLATION -----
SEAT RAIL
CARGO TIEDOWN RING
CARGO TIE-DOWN
LUG SLIDE ASSEMBLY
Figure 3-10. Cargo Tie-Downs
3-36
j
MODEL R182 AND TR182 SERVICE MANUAL
B
B
A BA
....
.........
"X..
a~~~~~~~~~~~~~~~~~
2~~ E C D'
Figure 3-11. Seat Belts and Shoulder Harness Installation (Sheet 1 of 4)
.
u
.
"%
,
,-·-
3
1 4~~~~~~~~...-,~
...
Oetail A~~~~~~~~~~~~~~~~
oetailB
1
3
4
i.Shouldr
Har'.
~.. x.' ,..'~a .......
2.
Shoulder '-.'3.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Figure .. 3~~~~~~~~~~~~~~:-"
tBlsadSoldrHresisalain(he... ~
f
'\
Detail
3-37
B
Detail
1.
2.
3.
4.
Shoulder Harness
Shoulder Harness Stowage Tray
Spacer
Shoulder Harness Fitting Cover
....
A
............~~~3-3
MODEL R182 AND TR182 SERVICE MANUAL
::~'i
~
5
Detail C
5
6
^.^-^ ' y/rDetail
Detail
E
5
5
D
3. Spacer
5. Seat Belt
6. Seat Frame
Detail
7. Seat Back Recline Cam
8. Seat Belt Attach Fitting
9. Seat Belt Attach Fitting
Figure 3- 1. Seat Belts and Shoulder Harness Installation (Sheet 2 of 4)
3-38
F
MODEL R182 AND TR182 SERVICE MANUAL
1978 THRU 1982 MODELS
3.
5.
8.
9.
10.
F
Spacer
Seat Belt
Seat Belt Attach Fitting
Inertia Reel
Trim
V\ '^ZZ 11. Aft Attach Plate Assembly
"'f
, ,^f><
\\
/
12.
13.
l 14.
15.
Rib Assembly
Forward Attach Plate Assembly
Support Angle
Inertia Reel Baffle
16. Inertia Reel Cover
12
^t1l^- ,
'
r
0e0lG
DetailG
I'15 16
Detail
F
1979 MODELS ONLY
Figure 3-11. Seat Belts and Shoulder Harness Installation (Sheet 3 of 4)
3-39
MODEL R182 AND TR182 SERVICE MANUAL
BEGINNING WITH 1983 MODELS
9
18
*s
17
· 5CDetail
3-40
3.
5.
8.
9.
16.
17.
18.
C
8~~~~%::~//~~::
""~~~~~~~~~~~·'':···
"-':,: -'-'"'
Figure 3-11. Seat Belts and Shoulder Harness IntallAon (Sheet 4 of 4)
3
/'%/_
Spacer
Seat Belt
Seat Belt Attach Fitting
Inertia Reel
Inertia Reel Cover
Inertia Reel Support
Spar
MODEL R182 AND TR182 SERVICE MANUAL
1. Baggage Retainer Net
2. Eyebolt
3. Baggage Shelf
Figure 3-12. Baggage Net and Eyebolt Installation
4
5
3
1. Mirror and Cover Assembly
2. Grommet
3. Screw
4. Washer
6
5. Nut
6. Bracket
7. Cowl Deck
THRU R18200583
Figure 3-13. Rear View Mirror Installation
3-41
MODEL R182 AND TR182 SERVICE MANUAL
1 Counts as one crack. Usable if
not closer than one inch.
Unusable
REPLACE SEAT RAIL WHEN:
a.
b.
Any portion of web or lower flange is cracked (index 2).
Any crack in crown of rail is in any direction other than right angle to
length of rail.
c. Number of cracks in 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 nor permissible on seat rail with cracks.
Figure 3-14. Seat Rail Inspection
3-42
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 4
WINGS AND EMPENNAGE
Page No.
Aerofiche/
Manual
1H17/4-1
WINGS AND EMPENNAGE ....
H17/4-1
W ings ...................
1H17/4-1
Description .............
1H17/4-1
Removal ................
1H20/4-4
Repair .................
.. 1H20/4-4
Installation ...........
1H22/4-6
Adjustment .............
1H22/4-6
Wing Struts ..............
1H22/4-6
Description .............
1H22/4-6
Removal Installation .......
1I1/4-9
Repair .................
111/4-9
Fin .....................
111/4-9
Description .............
TABLE OF CONTENTS
1I1 4-9
Removal ................
1I4 4-12
Repair ..................
1I4 4-12
Installation .............
114 4-12
Horizontal Stabilizer ........
114,4-12
Description .............
1I4/4-12
Removal ................
1I4/4-12
Repair .................
1I4 4-12
Installation .............
Stabilizer Abrasion Boots ..... 114/4-12
1I4 4-12
Description .............
1I4/4-12
Removal ................
1I5/4-13
Installation .............
4-1.
WINGS AND EMPENNAGE.
4-2.
WINGS. (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 paragraph 12-3.)
e. Reduce aileron cable tension by loosening turnbuckles and disconnect cables at
aileron bellcranks. Disconnect flap cables at turnbuckles above headliner. and pull
cables into wing root area.
NOTE
To simplify aileron and flap cable installation, attach an
equal length piece of guide wire to each cable before
removal. Leave the wire inside wing during maintenance
operation. To install, simply attach cables to correct
guide wire, and pull cables into wing as the guide wire is
removed.
Revision 1
4-1
MODEL R182 AND TR182 SERVICE MANUAL
y^
\
W^^
"
ob1
A
TORQUE:
300 LB IN (MIN)
500 LB IN (MAX)
12
DetailA
12
3
2 3
\
A
11
2
B
4
2
1. Rub Strip
4
4
2. Moulding
3. Fairing
4. Inspection Plate
5. Flap
6. Aileron
7. Wing Tip Nav/Strobe Light
8. Stall Warning Unit
9. Fuel Cell Area
10. Fairing
11. Bolt
12. Washers
13. Nut (Self Locking)
14. Bushing
STANDARD WING
THRU R18200583
Figure 4-1. Wing Installation (Sheet 1 of 2)
4-2
13
DetailB
7
MODEL R182 AND TR182 SERVICE MANUAL
12
DetaAi
Detil
TO QU
30 /
(
^.
^
/
Detail
TORQUE:
300 LB IN (MIN)
(MAX)
j*R'.
LB IN690O^^500
11
-\46^^^1
B
TORQUE:
300 LB IN (MIN)
690 LB IN (MAX)
1.
2.
3.
4.
Fairing
Lower Rear Fairing
Wing Flap
Aileron
5.
6.
7.
8.
Wing Tip
Navigation and Strobe Lights
Courtesy Light
Fuel Filler Cap
9. Bolt
10. Eccentric Bushings
11. Washers
12. Nut
WET WING
R18200584 & ON
Figure 4-1. Wing Installation (Sheet 2 of 2)
4-3
MODEL R182 AND TR182 SERVICE MANUAL
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 flaps in the streamlined position to prevent damage
during removal.
g.
Mark position of wing attachment eccentric bushings (Refer to 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
removing attaching bolts, or to use a long drift punch to
drive them out.
i.
Remove wing, and place it on a padded stand.
4-5.
REPAIR. A damaged wing panel may be repaired in accordance with instructions outlined
in Section 17. Extensive repairs of wing skin or structure are best accomplished using the
wing repair jig, which may be obtained from Cessna. The wing jig serves not only as a
holding fixture, making work on the wing easier, but also assures the absolute alignment of
the repaired wing.
4-6.
INSTALLATION.
a. 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.
NOTE
If aircraft was factory equipped with soundproofing
panels in the wing gaps, be sure they are installed before
replacing wing root fairings.
b.
Install bolts, spacers and nuts to secure upper and lower ends of wing strut to wing
and fuselage fittings.
c. Route flap and aileron cables, using guide wires. (Refer to note in paragraph 4-4.)
d. Connect
1. Electric wires at wing root disconnects.
2. Fuel lines at wing root. (Observe precautions outlined in Section 12).
3. Pitot line (if left wing is being installed.)
4. Cabin ventilator hose at wing root.
e. 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.
j. Install wing root fairings.
4-4
MODEL R182 AND TR182 SERVICE MANUAL
3
/
~~2~~~~~~~ 4
11
8
Detail A
6
1A
0
0
13
19
15
14
Detail
1.
2.
3.
4.
5.
6.
7.
Nut
Washer
Fuselage Attach Fitting
Strut End
Fuselage Fitting
Pin
Washers
8.
9.
10.
11.
12.
12.
13.
Nut
Spacer
Strut Attach Strap (Wing)
Mooring Ring
Spring
Fairing
Washer
14.
15.
16.
17.
18.
19.
Bolt
Strut End
Strut
Fairing
Tape
strut End
Figure 4-2. Wing Strut
4-5
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Be sure that the short bushing (14) is installed forward
side of wing spars, and the long bushing (14) on the aft
side. Apply Electro Moly No. 11 MIL-G-121164 grease to
bolt (11) and bushing (14) lightly.
k. Install all wing inspection plates, interior panels and upholstery.
4-7.
ADJUSTMENT (Correcting "Wing-Heavy" Condition). (Refer to figure 4-1.) If considerable
control wheel pressure is required to keep the wings level in normal flight, a "wing-heavy"
condition exists.
a. Remove wing fairing strip on the "wing-heavy" side of the aircraft.
b. Loosen nut (7) and rotate bushings (5) simultaneously until the bushings are
positioned with the thick sides of the eccentrics up. This will lower the trailing edge
of the wing. and decrease "wing-heaviness" by increasing the angle-of-incidence of
the wing.
CAUTION
Be sure to rotate the eccentric bushings simultaneously.
Rotating them separately will destroy the alignment
between the off-center bolt holes in the bushings, thus
exerting a shearing force on the bolt, with possible
damage to the hole in the wing spar fitting.
c.
d.
e.
Tighten nut and reinstall fairing strip.
Test-fly the aircraft. If the "wing-heavy" condition still exists, remove fairing strip
on the "lighter" wing. loosen nut, and rotate bushings simultaneously until the
bushings are positioned with the thick side of the eccentrics down. This will raise the
trailing edge of the wing, thus increasing "wing-heaviness" to balance heaviness in
the opposite wing.
Tighten nut, install fairing strip, and repeat test flight.
4-8.
WING STRUTS. (See figure 4-2.)
4-9.
DESCRIPTION. Each wing has a single lift strut which transmits a part of the wing load to
the lower portion of the fuselage. The strut consists of a streamlined tube with fittings
riveted on each end for attachment to two the fuselage and wing.
4-10.
REMOVAL AND INSTALLATION.
a. Remove screws from strut fairings and slide fairings along strut.
b. Remove fuselage and wing inspection plates at strut junction points.
c. Support wing securely, then remove nut and bolt securing strut to fuselaged. Remove nut, bolt and spacer used to attach strut to wing, then remove strut from
aircraft.
e. Reverse preceding steps to install strut.
NOTE
Wrap strut with Y-8562 Polyurethane tape (3-M Co.). or
equivalent in the areas where strut fairings (17) contact
strut (4). Locate tape splice (seam) at trailing edge of strut
(4).
4-6
MODEL R182 AND TR182 SERVICE MANUAL
A
B
/
3
Detail
0/g/X~we
A
C
2
2
Detail
1.
2.
3.
4.
B
Fin Assembly
Fairing
Upper Rudder Hinge
Center Rudder Hinge
Figure 4-3. Vertical Fin (Sheet 1 of 2)
4-7
MODEL R182 AND TR182 SERVICE MANUAL
^
11
9i
--
*
10
Detail C
Detail D
NOTE
Attach Bolt Torques:
,t
70-100 Inch-Lbs
140-225 Inch-Lbs
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Bolt
Lower Rudder Hinge
Washer
Nut
Washer
Nut
Bolt
Nut
Washer
Washer
Bolt
Figure 4-3. Vertical Fin (Sheet 2 of 2)
4-8
MODEL R182 AND TR182 SERVICE MANUAL
4-11.
REPAIR. Wing strut repair is limited to replacement of tie-downs and attaching parts. Refer
to Section 18.
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. The rudder is attached at the fin
rear spar with hinge brackets.
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 power lead routed into the fuselage
should be cut if no splice exists. Upon reassembly. install
quick disconnects or suitable splice in this wire.
c. Remove screws attaching dorsal to fuselage.
d. Remove bolts attaching fin rear spar to fuselage fitting.
e. Remove bolts attaching fin front spar to fuselage, and remove fin.
4-9
MODEL R182 AND TR182 SERVICE MANUAL
A
B
8
1.
2.
3.
4.
5.
6.
7.
8.
7
6
Upper Right Fairing
Elevator Pylon Bracket
Upper Left Fairing
Abrasion Boot
Lower Left Moulding
Lower Right Moulding
Forward Left Fairing
Forward Right Fairing
9.
10.
Nut
Washer
11.
12.
Bracket
Washer
13.
Bolt
14.
Elevator Pylon Bracket
5
D
4
3
_
s
*
(
b9
7
I
1
12
14
Detail B
Figure 4-4. Horizontal Stabilizer (Sheet 1 of 2)
4-10
MODEL R182 AND TR182 SERVICE MANUAL
2
3
4
o
Detail
C
Detail A
Detail D
1.
2.
3.
4.
5.
6.
Nutplate
Washer
Bolt
Bracket
Elevator Inboard Hinge
Elevator Outboard Hinge
Figure 4-4. Horizontal Stabilizer (Sheet 2 of 2)
4-11
MODEL R182 AND TR182 SERVICE MANUAL
4-15.
REPAIR. Fin repair should be accomplished in accordance with applicable instructions
outlined in Section 17.
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.)
4-18.
DESCRIPTION. The horizontal stabilizer is primarily of all-metal construction. consisting
of ribs and spars covered with skin. Stabilizer tips are of ABS construction. A formed metal
leading edge is riveted to the assembly to complete the structure. The elevator trim tab
actuator is contained within the horizontal stabilizer. The underside of the stabilizer
contains a covered opening which provides access to the actuator. Hinges are located on the
rear spar assembly to support the elevators.
4-19.
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.
4-20.
REPAIR. Horizontal stabilizer repair should be accomplished in accordance with applicable instructions outlined in Section 17.
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. The abrasion boots can be removed by loosening one end of the boot and pulling
it off the stabilizer with an even pressure. Excess adhesive or rubber can be removed with
Methyl-Ethyl-Ketone.
4-12
MODEL R182 AND TR182 SERVICE MANUAL
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 inside of abrasion boot with Methyl-Ethyl-Ketone 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, lint-free rag, soaked with solvent, and then
wiping the surfaces dry, before the solvent has time to
evaporate, with a clean, dry lint-free rag.
e.
f.
Stir cement (EC-1300 Minnesota Mining and Manufacturing Co.) thoroughly.
Apply one even brush coat to the metal and the inner surface of the boot. Allow
cement to air-dry for a minimum of 30 minutes, and then apply a second coat to each
surface. Allow at least 30 minutes (preferably one-hour) for drying.
g. After the cement has thoroughly dried, reactivate the surface of the cement on the
stabilizer and boot, using a clean, lint-free coth, 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.
NOTE
Should boot be attached "off-course", pull it up immediately with a quick motion, and reposition properly.
i.
j.
k.
1.
Press or roll entire surface of boot to assure positive contact between the two
surfaces.
Apply a coat of GACO N700A sealer, or equivalent, conforming to MIL-C-21067,
along the trailing edges of the boots to the surface of the skin to form a neat, straight
fillet.
Remove masking tape and clean stabilizer of excess material.
Mask to the edge of boot for painting stabilizer.
4-13/(4-14 blank)
MODEL R182 & TR182 SERIES SERVICE MANUAL
SECTION 5
LANDING GEAR, BRAKES AND HYDRAULIC SYSTEM
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
LANDING GEAR RETRACTION
SYSTEM ..................
Description ...............
Trouble Shooting ...........
Power Pack ...............
Description .............
Removal ...............
Disassembly
(Thru 1978 Models) ......
Inspection
(Thru 1978 Models) ......
Reassembly
(Thru 1978 Models) ......
Disassembly (Beginning with
1979 Models) ..........
Inspection (Beginning with
1979 Models) ..........
Reassembly (Beginning with
1979 Models) ..........
Installation .............
Primary Thermal Relief
Valve Assemblies ..........
Page No.
Aerofiche/
Manual
2A5/5-3
2A5/5-3
2A7/5-4A
2A18/5-12
2A185-12
2A18/5-12
2A215-15
2A22/5-16
2A22/5-16
2A23/5-17
2A24/5-18
2A24/5-18
2B3/5-19
2B3/5-19
Adjustment (Thru
R18201541) .........
... 2B10 5-26
Disassembly (Beginning
with R18201542) ........
2B10 5-26
Inspection/Repair (Beginning with R18201542) ....
2B11 5-27
Reassembly (Beginning
with R18201542) ........
2B11.5-27
Adjustment (Beginning
with R18201542) ........
2B13.5-28A
Hydraulic System Leak
Check ..................
2B17 5-31
Emergency Hand Pump ......
2B18 5-32
Description .............
2B 185-32
Removal/Installation .......
2B18.5-32
Disassembly .............
2B18 5-32
Inspection and Repair ......
2B19 5-33
Reassembly
............
2B19/5-33
Landing Gear Selector Valve . . 2B19/5-33
Description .............
2B19 5-33
Removal/Installation .......
2B19 5-33
Disassembly/Reassembly ....
Description ............
Removal ................
2B3/5-19
2B3/5-19
Disassembly .............
2B3 5-19
Warning Horn Microswitch
2B4/5-20
2B4/5-20
2B7 5-23
2B75-23
2B7 5-23
2B8/5-24
Rigging Flap-Operated Gear
Warning System ..........
MAIN LANDING GEAR .......
Description ...............
Trouble Shooting ...........
Removal .................
Installation ...............
2B8 5-24
Rigging (Thru R1820655)
Inspection ..............
Assembly Adjustment ......
Installation .............
Pressure Switch ...........
Description .............
Removal Installation .......
Disassembly (Thru
R18201541)
...........
Inspection Repair (Thru
R18201541) ...........
Reassembly (Thru
R18201541) ......
.....
2B8 5-24
2B95-25
2B22 5-36
Inspection and Repair ......
2B22 5-36
Rigging Throttle-Operated Gear
. . 2B22 5-36
2C3
2C3
2C3
2C5
2C5
2C6
....
Rigging (Beginning with
R1820656) ............
Main Wheel Tire Assembly ....
Description .............
5-41
5-41
5-41
5-43
5-43
5-44
2C6 5-44
2C9 5-46A
2C 11 5-47
2C11 5-47
Revision 1
5-1
MODEL R182 AND TR182 SERVICE MANUAL
Removal ................
Disassembly .............
Inspection and Repair ......
Reassembly .............
Balancing ..............
Installation .............
Alignment ..............
Main Wheel and Axle ........
Removal ................
Installation .............
Main Gear Actuator .........
Removal ................
Disassembly .............
Inspection ..............
2C11 5-47
2C12.5-48
2C12 5-48
2C12 5-48
2C13 5-49
2C13/5-49
2C13/5-49
2C14/5-50
2C14/5-50
2C14/5-50
2C14/5-50
2C14/5-50
2C18/5-54
2C18/5-54
Nose Gear Downlock
Mechanism ..............
Description .............
Removal, Installation.
Rigging ...............
Nose Gear Actuator .........
Description .............
Removal ................
Disassembly .............
Inspection/Repair .........
Assembly ...............
Installation .............
Nose Gear Doors
(Thru R18201798) .......
2D13 5-69
2D13 5-69
2D13.5-69
2D13 5-69
2D13/5-69
2D135-69
2D13/5-69
2D135-69
2D15.5-71
2D16 5-72
2D16/5-72
Parts Repair/Replacement . . . 2C18/5-54
Description
Reassembly
Installation
2C18/5-54
2C19/5-55
Removal and Installation
(Thru R18201798) .......
Main Gear Pivot Assembly ....
2C19/5-55
Nose Gear Doors (Beginning
Removal ................
Inspectionn/ Repair .........
Installation .............
Gear Position Indicator
Switches ................
Description .............
Main Gear Downlock
Actuator ................
Description .............
Removal ................
Disassembly .............
Inspection ..............
Reassembly .............
Main Gear Strut Step ........
Description .............
Removal ................
Installation .............
OSE GEAR SYSTEM ........
Description ...............
Operation ...........
....
Trouble Shooting ...........
Removal/Installation ........
Disassembly ..............
Inspection and Repair .......
Reassembly ...............
2C19/5-55
2C19/5-55
2C20/5-56
2C20/5-56
2C20/5-56
2C23/5-59
2C23/5-59
2C23/5-59
2C23/5-59
2C24/5-60
2C24/5-60
2C24/5-60
2C24/5-60
2D1/5-60A
2D1/5-60A
2D1/5-60A
2D1/5-60A
2D2/5-60B
2D2/5-60B
2D7/5-65
2D7/5-65
(with R18201799) ........
2D17'5-72A
Description .............
2D17/5-72A
Removal (Beginning with
R18201799) .........
2D17.5-72A
Installation (Beginning
with R18201799) ........
2D17/5-72A
Nose Wheel Steering System . . 2D18/5-72B
Description .............
2D18/5-72B
Steering Bungee Assembly . . 2D18/5-72B
Description .............
2D18/5-72B
Removal (Thru R18201798) . 2D18/5-72B
Installation (Thru
R18201798) ............
2D18/5-72B
Removal (Beginning with
R18201799) ............
2D18 5-72B
Installation (Beginning
with R18201799) ........
2D22 5-74
Removal and Installation
of Nose Wheel Steering
System Components ......
2D22.5-74
Rigging Nose Wheel
Steering System .........
2D22/5-74
Nose Wheel and Tire ........
2D22 5-74
Description .............
2D22 5-74
Removal/Installation .......
2E2 5-78
Shimmy Damper ...........
.............
.............
2D17/5-72A
2D17 5-72A
2D7/5-65
Disassembly (Cleveland)
Description .............
Removal ................
Disassembly .............
2D7/5-65
2D7/5-65
2D11/5-67
Inspection/Repair
(Cleveland) .............
Reassembly (Cleveland) .....
2E2/5-78
2E2/5-78
Inspection and Repair ......
2D11/5-67
Disassembly (McCauley)
2E3/5-79
2D11/5-67
2D11/ 5-67
Inspection/Repair
(McCauley) .............
2D11/5-67
Reassembly (McCauley)
Reassembly
Torque Links
.............
.............
Squat Switch ..............
Description ...........
Removal ................
Installation .............
5-2
2C20/5-56
2C20/5-56
.............
Revision 1
. 2D11/5-67
2D125-68
2D12/5-68
Balancing ................
Nose Gear Rigging
(Thru R18201798)
....
....
2E2/5-78
2E3/5-79
.....
2E4/5-80
2E45-80
.......
2E4/5-80
MODEL R182 AND TR182 SERVICE MANUAL
Nose Gear Rigging
(Beginning with
R18201798) ...........
BRAKE SYSTEM ............
Description .............
Trouble Shooting .........
Master Cylinder ............
Description .............
Removal ................
Disassembly
(Thru 1978 Models) ......
Inspection Repair
(Thru 1978 Models) ......
Reassembly
(Thru 1978 Models) ......
Disassembly (Beginning
with 1979 Models) .......
Inspection Repair
(Beginning with 1979
Models) ...............
2E9 5-85
2E9 5-85
2E9 5-85
2E10 5-86
2E 11 5-87
2E11 5-87
2E 115-87
2E11/5-87
2E11 5-87
2E11/5-87
2E14/5-90
Reassembly (Beginning
with 1979 Models) .......
Installation .............
Hydraulic Brake Lines .......
Description .............
Wheel Brake Assemblies .....
Description .............
Removal ................
Disassembly .............
Inspection/Repair .........
Reassembly .............
Installation .............
Checking Lining Wear .....
Brake Installation .........
Bleeding ...............
Parking Brake System .......
Description .............
Removal/Installation .......
Inspection/Repair .........
2E14 5-90
2E14 5-90
2E14 5-90
2E14 5-90
2E14 5-90
2E14 5-90
2E14/5-90
2E14 5-90
2E15/5-91
2E15/5-91
2E155-91
2E15/5-91
2E16/5-92
2E16 5-92
2E 16 5-92
2E16 5-92
2e16 5-92
2E17/5-93
2E14/5-90
5-1.
LANDING GEAR RETRACTION SYSTEM.
5-2.
DESCRIPTION. Retraction and extension of the landing gear is accomplished by a hydraulically-powered system, integrated with electrical circuits which help control and indicate
gear position. Retraction and extension of the landing gear incorporates a nose gear actuator and two main gear actuators which control the main gear struts through a sector
gear arrangement. The nose gear doors are mechanically-operated. The doors are closed
with the gear retracted and are open with the landing gear extended. The main gears have
no doors. Hydraulic fluid is supplied to the landing gear actuating cylinders by an electrically-powered power pack assembly, located in the cabin, forward of the center console. The
hydraulic reservoir is an integral part of the power pack assembly. Gear selection is accomplished manually by moving a gear selector handle, located immediately left of center, in the
switch panel. It is necessary to pull out on the gear selector to move the handle up or down.
For emergency extension of the gear, the selector handle must be in the DOWN position be-
Revision 1
5-3
MODEL R182 AND TR182 SERVICE MANUAL
fore the hand pump will energize the system. A pressure switch is mounted on the pump
body. This switch opens the electrical circuit to the pump solenoid when pressure in the system increases to approximately 1500 psi. The pressure switch will continue to hold the electrical circuit open until pressure in the system drops to approximately 1000 psi. This will
occur whether the gear selector handle is in either the UP or DOWN position. During a normal cycle, landing gear extended and locked can be detected by illumination of the gear
DOWN indicator (green) light, indication of gear retracted is provided by illumination of the
UP indicator (amber) light. The nose gear squat switch, actuated by the nose gear, electrically averts inadvertent retraction whenever the nose gear strut is compressed by weight of the
aircraft. Beginning with 1983 models, the UP indicator (amber) light is replaced with a
GEAR UNSAFE indicator (red) light. The GEAR UNSAFE (red) light is on anytime the gear
is in transit (retract or extend), or whenever system pressure drops below 1000 psi with the
safety (squat) switch closed.
NOTE
It is possible to have the red and green lights on momentarily at the same time after the completion of the extend
cycle, or when rotating during takeoff. However, if both
stay on after the completion of the extend cycle, or if the
red light stays on longer than 5 to 7 seconds during retract cycle, a malfunction has occurred.
5-4
5-3.
TROUBLE SHOOTING -- LANDING GEAR RETRACTION SYSTEM.
TROUBLE
LANDING GEAR FAILS TO
RETRACT.
GEAR RETRACTION OR
EXTENSION EXTREMELY
SLOW.
PUMP MOTOR STOPS
BEFORE GEAR IS
RETRACTED.
PROBABLE CAUSE
REMEDY
Gear pump circuit
breaker open.
Reset, determine cause for
opening. Repair or replace
components as necessary.
Landing gear circuit
breaker open.
Reset circuit breaker.
Determine cause of blown
circuit breaker.
Hydraulic pump motor circuit
wires disconnected or broken.
Repair or replace wiring.
Nose gear squat switch
inoperative.
Install new switch.
Pressure switch defective.
Install new switch.
Hydraulic pump motor
solenoid defective.
Install new solenoid.
Hydraulic pump motor
grounded.
Check for ground.
Hydraulic pump motor
defective.
Replace motor.
Reservoir fluid level below
operating level.
Fill reservoir with hydraulic
fluid. (Refer to Section 2.)
Battery low or dead.
Check battery condition.
Install new battery.
Reservoir fluid level below
operating level.
Fill reservoir with hydraulic
fluid. (Refer to Section 2.)
Restriction in hydraulic
system.
Isolate and remove
restrictions.
Gear pump circuit
breaker open.
Reset, determine cause for
opening. Repair or replace
components as necessary.
Landing gear circuit
breaker open.
Reset circuit breaker.
Determine cause of blown
circuit breaker.
Pressure switch out of
adjustment.
Remove, adjust, or install
new switch.
5-4A/(5-4B blank)
MODEL R182 AND TR182 SERVICE MANUAL
5-3.
TROUBLE SHOOTING -- LANDING GEAR RETRACTION SYSTEM (Cont).
TROUBLE
PROBABLE CAUSE
REMEDY
PUMP MOTOR STOPS
BEFORE GEAR IS
RETRACTED (Cont).
Restriction in hydraulic
system, allowing pressure
to build up and shut off
pump motor before gear
is retracted.
Isolate and determine cause.
Remove restriction.
PUMP MOTOR STOPS
BEFORE GEAR IS
EXTENDED.
Gear pump circuit
breaker open.
Reset, determine cause for
opening. Repair or replace
components as necessary.
Landing gear circuit
breaker open.
Reset circuit breaker.
Determine cause of blown
circuit breaker.
Pressure switch defective.
Install new switch.
Pressure switch out of
adjustment.
Remove, adjust, or install
new switch.
Hydraulic pump motor
solenoid defective.
Install new solenoid.
Internal leakage in system.
Check gear actuators for
internal leakage. Repair
or install new actuators.
External system leakage.
Check all lines and hose for
leakage. Repair or install
new parts.
Power pack relief valve(s)
out of adjustment.
Disassemble and repair or
replace valve(s).
Hydraulic motor solenoid
defective.
Install new solenoid.
Pressure switch out of
adjustment.
Remove, adjust, or install
new switch.
Internal leakage in system.
Check gear actuators for
internal leakage. Repair or
install new actuators.
Check all lines and hose for
leakage. Repair or install
new parts.
PUMP MOTOR CONTINUES
TO RUN AFTER GEAR IS
FULLY RETRACTED OR
EXTENDED.
PUMP MOTOR CYCLES
EXCESSIVELY AFTER
GEAR IS RETRACTED.
External system leakage.
5-5
MODEL R182 AND TR182 SERVICE MANUAL
5-3.
TROUBLE SHOOTING -- LANDING GEAR RETRACTION SYSTEM (Cont).
TROUBLE
GEAR DOES NOT FULLY
RETRACT. BUT PUMP
MOTOR CONTINUES TO
RUN.
LANDING GEAR FAILS TO
EXTEND.
5-6
PROBABLE CAUSE
REMEDY
Internal leakage in system.
Check gear actuators for
internal leakage. Repair or
install new actuators.
Reservoir fluid level below
operating level.
Fill reservoir with hydraulic
fluid. (Refer to Section 2.)
Battery low or dead.
Check battery condition.
Install new battery.
Gear pump circuit
breaker open.
Reset, determine cause for
opening. Repair or replace
components as necessary.
Landing gear circuit
breaker open.
Reset circuit breaker.
Determine cause of blown
circuit breaker.
Hydraulic pump motor circuit
wires disconnected or broken.
Repair or replace wiring.
Hydraulic pump motor
solenoid defective.
Install new solenoid.
Hydraulic pump motor
shorted toground.
Check ground.
Hydraulic pump motor
defective.
Replace motor.
Reservoir fluid level below
operating level.
Fill reservoir with hydraulic
fluid. (Refer to Section 2.)
Nose gear contacts stop
bolts
Adjust stop bolts to obtain
0.050" clearance. (Refer to
paragraphs 5-134 and 5-135.)
MODEL R182 AND TR182 SERVICE MANUAL
r 1O
0---
NOSE GEAR GD8
LH MAIN
1 3
54
LDG
UPLOCK
SWITCH
O-GD3/
OGD2d0
RH MAIN
GD1
J
BLUE
YELLOW
UPLOCK
SWITCH
UPLOCK
SWITCH
GA3
2
GE2
GC2--
GEAR
I
GREEN
GEAR DOWN
1 GE4
I
INDICATORBUS
BAR
A
||
F ig
2
T
AMBER GEAR-UP
INDICATOR
PRESS-TO-TEST
GE1
.GD7 _
LH
RH.
--
-
G
LGE1
RH
'
GEAR PUMP
L
-
_
-
~<
\
PRESS-TO-TEST
R
·
^
^|
i
BLUE- YELLOW-
---
-0 (-----GA4--NOSE GEAR
SQUAT SWITCH
O--OGD5(0---GD60"0
NOSE GEAR
MAIN GEAR
DOWN SWITCHES
/^
630
2
CONTACTOR
GA1 _
<
GC3-
PULL OFF
--
d15
FC1
GC7
G'2
STALL GC1
I
I
WARNI:G I
I~UNIT
GREEN
LT
T ROTTLE
SWITCH I
|STALL
BLUE
I
I
YELLOW
I
ISPEAKER
GRDDABROWN
I
TL._ ---- YELLMODELS
Figure 5-1.
|
GC6
PER
SAGREEN.P
GC8
VIOLET
PEAKER
THROTTLE
6
SWITCH
....
_
I
TO
1978 THRU 1982__
Landing Gear System Schematic (Sheet 1 of 3)
5-7
MODEL R182 AND TR182 SERVICE MANUAL
~
s__
GEAR
PUMP
CONTACTOR
3GEAR
-G-A 9
HYDRAULIC PUMP
___________
G-A
_
SQUAT
SWITCH
G
1l
DIODE
GEAR
UNSAFE
G-D21
G-D20- 1
1 I2 I
_ _17
G-D17-----
--
2
I
G--E
1LD21
G._"'
.DIODE
G-D19--'
T !
r
I_
2
12 -G-D18 -
1
J
PRESSURE
SWITCH
G-E7
|.
G-D16
G-E5
G-
_
NOSE GEAR DOWN RH GEAR DOWN LH GEAR DOWN
UNLOCKED
LOCKED
UNLOCKED
LOCKED
UNLOCKED
LOCKED
>\I
I I
I
f 2 3
rL2 3
m
| 1231
1123
G
GEAR
DOWN
G-D32
LDGE
A
GEAR
S
/-G-D22----
G-D24
GD23
G-D26
G-D27
G-D25D
I
G-D28
G-C2
-G-D34
_NOSE GEAR UP
RH GEAR UP
UNLOCKED
LOCKED
ITUNLOCKED
*
STALL
WARN
,-G-C10 -RED ---
DUAL
WARN
UNIT
UNLOCKED
* LOCKED
G-D29--
|
LH GEAR UP
LOCKED
G-D30
-D33-_
G-D31
I
,,|C
1 1 -J
-- BLUE-YELLOW
--GREEN
-- VIOLET--BROWN1
3
44
22
6
5
I
G-C2
G-CC91
O6
Wi
FLAP
G-C7
F-C1
---
G-C0 -------
C4---.--G-C6' _
THROTTLE
j^
F.
STALL
DETECTOR
F-C3-
JUMPER
F-C2
SPEAKER
Figure 5-1.
5-8
G-C8
1
*^~
~
BEGINNING WITH
1983 MODELS
Landing Gear System Schematic (Sheet 2 of 3)
6_,
MANUAL
MODEL R182 AND TR182 SERVICE
BLUE-YELLOW
'
P
'
r-M^
-GA2DIODE
-
- G
'
'"-GA4
A
-- GA2
\
COD
PRESSURE
SWITCH
A-l»
PRESSURE
ELECTRIC
H
MOTOR
rp
RETURN
y^C
POWER PACK
AUX l
RESERVOIR
SELECTOR
LH
MAIN GEAR
EMERGENCY
HAND PUMP
_
i
U
^ VPLZ--Sy
O R1
Y/1
A ^/
\57 \ ACTUATORS
RH MAIN GEAR
MAIN GEAR
Figure 5-1.
3 of 3)
Landing Gear System Schematic (Sheet
5-8A/(5-SB blank)
MODEL R182 AND TR182 SERVICE MANUAL
GEAR DOWN
GEAR UP
G DOWN
PRESSURE
-- »GEA%
R DOWN
HAND PUMP
UCTION
POWER PACK
EAR UP
G
-GEAR
^
/?\ ok^^^^l^
o-yy__
DOWN
GEAR UP
THRU 1978 MODELS
Figure 5-2. Landing Gear System Component Locator (Sheet 1 of 3)
5-9
MODEL R182 AND TR182 SERVICE MANUAL
SELECTOR
GEAR DOWN
AUXILIARY
PRESSURE
RESERVOIR
RETURN
HAND PUMP
1l
j /-GEAR
z-
EAR X
POWi
DOWN
I GEARDOWN
~GEAR UP
BEGINNING WITH
OSEGEAR ACTUATOR
THRU R18200889
BEGINNING WITH 1979 MODELS
4.25
5.00
-,1L
GEARl
A'
DDetail
A
Figure 5-2. Landing Gear System Component Locator (Sheet 2 of 3)
5-10
MODEL R182 AND TR182 SERVICE MANUAL
GEAR DOWN --
GEAR DOWN
GEAR UP
AINEAR
^^MAIN
GEAR
DOWNLOCKs. ,.
I
=J^
ACTUATOR ~
EMERGENCY
,^^^^
1
1D
P1UM
/
HANDPUMP
GEAR UP
-HAND PUMP
SUCTION
Figure 5-2. Landing Gear System Component Locator (Sheet 3 of 3)
5-11
MODEL R182 AND TR182 SERVICE MANUAL
5-4.
POWER PACK. (See figure 5-3.)
5-5.
DESCRIPTION. The power pack assembly, located in the cabin, forward of the center
console, is a multi-purpose unit. It contains a hydraulic reservoir, valves, an electrically
driven motor and the pump. An emergency hand pump, located between the pilot and copilot
seats, uses reservoir fluid to permit extension of the landing gear.
5-6.
REMOVAL. (See figure 5-2.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Relieve pressure in system by moving gear position selector handle to up position
and back to down position.
NOTE
As hydraulic lines are disconnected or removed, plug or
cap all openings to prevent entry of foreign material into
the lines or fittings.
CAUTION
The power pack reservoir must be drained to prevent any
large amount of hydraulic fluid from spilling into the
cabin area. To accomplish this, peel carpeting back from
work area and spread a large absorbent drip cloth below
power pack. Remove the cap from the tee fitting located
on the side of the power pack body. Attach a flexible line
to the tee fitting and place the other end of the line in a
container of at least 1 gallon capacity. Pump fluid from
reservoir using emergency hand pump. Remove line and
replace cap.
NOTE
Ensure that the master switch is in the OFF position
before disconnecting electrical leads.
CAUTION
A small diode assembly wire spans across the positive
and negative posts on the motor. It is very important that
this diode assembly, if removed or being replaced, be
installed on the motor with the marking band of the diode
toward the positive post. (See figure 5-3.)
c.
d.
e.
f.
5-12
Pull control wheel all the way aft and secure in this position.
Move left seat to full aft position and spread a drip cloth beneath the power pack.
Disconnect ground wire and solenoid wire from top of motor. Disconnect two
pressure switch wires at splice connector. Tag all wires so they may be installed in
the same location.
Disconnect vent line from top of reservoir. Disconnect pressure line from tee fitting
on power pack body. Disconnect two return lines from tee fitting in bottom of
reservoir. Cap or plug all openings and lines.
MODEL R182 AND TR182 SERVICE MANUAL
0L
46
L__=AA
B
16
3.25
15
1. Screen Assembly
2. Packing
38
1
3. Union
4. Reservoir Assembly
5. Fluid Filler Screen
6. Self-Relieving Check Valve
11
10
13
C
,
O)
p<2
))
(o
7. Packing
8. Spacer
12
9. Filter Assembly
Self-Relieving Check Valve
10.
Packing
11.
Back-up Ring
12.
13.
Retainer
14.
Pump Assembly
15.
Coupling
16.
Motor
17.
Packing
18.
Back-up Ring
19.
Pressure Switch
.
/
5
/
4-
J
2
3
2
Packing
1
22.
Power Pack Body-
.
C
2
26
23-
2728
29
23. Packing
;
25. Spacer Tube
Packing
Ball
'
21-
21.
29.
30.
(.
t
22
20. Packing
Adapter
Orifice
Poppetr
39
19
Dipstick
26.
27.
28.
17
8
6
25-
I29
'
-31
33
3
A
THRU 1978 MODELS
31. Jam Nut
32. Jam Nut
.34<
---43 --
33.
34.
35.
Housing
36.
37.
38.
39.
40.
Spring
Adjustment Screw
Primary Relief Valve
Thermal Relief Valve
Reservoir
Piston
44
Guide
41.
Screen Assembly
42. Retainer Ring
43. Packing
44. Washer
45. Nut
46. Diode Assembly
45
42
-
30
4
/
35
2
30
36
41 t-37
32-
Figure 5-3. Hydraulic Power Pack Assembly (Sheet 1 of 2)
5-13
MODEL R182 AND TR182 SERVICE MANUAL
BEGINNING WITH
BEGINNING WITH14
1979 MODELS
1
X~~ ~ ~
/ -^( 713
4
28
1.
Reservoir
8
Union
7
Packing
27
1.
3.
4.
5.
6^ . .1
Reservoir
Packing
12.
13.
14.
15.
16.
17.
18.
t9.
20.
21.
22.
23.
24.
25.
26.
Bolt
Relief Valve
Primary
Hydraulic Pump
Packing
Coupling
Self-Relieving Check Valve
Packing
Filter Assembly
Self-Relieving Check Valve
Retainer
Back-Up Ring
Packing
Dipstick
Fluid Filler Screen
Pressure Switch
Packing
Body Assembly
Packing
Packing
Packing
Thermal Relief Valve
Bolt
Washer
Packing
27.
Motor
28.
29.
Diode
Bolt
6.
7.
8.
9.
10.
11.
"y
13
12
2.
3.
1979
MODELS 1
1979 MODELS4
~~~~~~
,
TT s
16
T.q
---
6
20
21
5
23
29
3
-
24
24
A-A
)
26
_
Figure 5-3. Hydraulic Power Pack Assembly (Sheet 2 of 2)
5-14
21
}
[
!
-*
THROUGH 1978 17
MODELS
MODEL R182 AND TR182 SERVICE MANUAL
g.
5-7.
Remove two bolts, attaching power pack to console assembly, from aft side of power
pack body. Remove four screws, attaching forward power pack support to firewall,
and remove power pack, with support attached. Work over left-hand rudder pedals.
DISASSEMBLY (THRU 1978 MODELS.) (See figure 5-3, sheet 1 of 2.)
a. Remove retaining ring (42) and screen assembly (41) from reservoir assembly (40).
b. Remove nut (45), washer (44) and packing (43) from attaching stud and remove
reservoir (40) from power pack body (22).
NOTE
If reservoir will not disengage from power pack body,
install a capped fitting in the pressure and return openings of the power pack assembly and attach air hose to
vent fitting at top of reservoir assembly (4). Apply air
pressure (not to exceed 15 psi, reservoir proof pressure),
and remove reservoir. A strap clamp is not recommended, as clamp may damage reservoir.
c.
Remove packing (23) from power pack body (22).
NOTE
Disassembly of primary and thermal relief valve assemblies (38) & (39) is normally not required. Refer to
paragraphs for specific instructions regarding relief
valves. Before removal, tag each relief valve "primary"
or "thermal" to insure correct installation. Refer to view
C-C.
d.
e.
f.
g.
Cut safety wire and remove relief valve assemblies and spacer tube (25) from power
pack body (22).
Remove reservoir assembly (4), union (3), packing (2) and screen assembly (1) from
power pack body (22).
Remove dipstick (13) and fluid filler screen (5) from power pack body (22).
Remove retainer (12), filter assembly (9), packing (7), self-relieving check valve (6)
and spacer (8) from power pack body (22).
NOTE
If spacer (8) and/or self-relieving check valve (6) will not
fall from hole in power pack, place a drift or punch made
of soft material into the pressure opening of the power
pack body and tap spacer from power pack body.
h.
i.
Remove pressure switch (19) and packing (20) from power pack body (22).
Remove three bolts holding motor and pump assembly to body and remove motor
(16), coupling (15), and pump assembly (14) from power pack body (22).
5-15
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
The suction screen assembly (24) need not be removed
from power pack body (22) for cleaning or inspection.
However, if suction screen is damaged or permanently
clogged, it should be removed as outlined in step "j" of
this paragraph. observing the following caution.
CAUTION
Use extreme caution in removing suction screen assembly (24). Damage to screen assembly or clearance
between screen assembly and power pack body (22) will
cause slow gear retraction.
j.
Working through center hole in top of power pack body (22), use a drift or punch made
of soft material to tap suction screen assembly (24) from power pack body (22).
5-8.
INSPECTION. (THRU 1978 MODELS.) (See figure 5-3, sheet 1 of 2.)
a. Wash all parts in cleaning solvent (Federal Specification P-S-611, or equivalent) and
dry with filtered air.
b. Inspect all threaded surfaces for serviceable condition and cleanliness.
c. Inspect all parts for scratches, scores, chips, cracks and indications of excessive
wear.
d. Check to ensure that all screens are completely clean and undamaged. Refer to Note
and Caution preceding step "j" of the preceding paragraph for important information
regarding removal of suction screen assembly (24).
5-9.
REASSEMBLY. (THRU 1978 MODELS.) (See figure 5-3, sheet 1 of 2.)
NOTE
Use all new packings and back up rings when
reassembling power pack. Assemble parts,
lubricated with a film of Petrolatum W-P-236,
hydraulic fluid MIL-H-5606, or Dow Corning
DC-7. Do not use DC-7 on surfaces to be
painted.
a.
If suction screen assembly (24) was removed, press a new suction screen assembly
into power pack body (22), observing the following caution.
CAUTION
Use extreme caution when installing suction screen
assembly (24) power pack into body (22). Damage to
screen assembly or clearance between screen assembly
and body will result in slow gear retraction. Refer to view
A-A for correct pressed height dimension of suction
screen assembly.
b.
5-16
Using new packings (17) and back-up rings (18), install pump assembly (14) into
power pack body (22) being careful to match the painted alignment marks on pump
and body.
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
e.
f.
g.
h.
i.
j.
k.
Install coupling (15) on pump shaft and position motor (16) on pump assembly being
careful to ensure that coupling (15) is properly engaged, and painted alignment
mark matches with those on pump and body.
Install and tighten three bolts and washers connecting motor (16), pump assembly
(14) and power pack body (22).
Using new packing (20) install and tighten pressure switch (19) onto power pack
body (22).
Using new packings (7) and (10) and back-up ring (11), install and tighten spacer
(8), self-relieving check valve (6) and retainer (12) into power pack body (22).
Install and tighten relief valve assemblies (38) and (39) onto power pack body (22)
with packing (21).
Install fluid filler screen (5) and dipstick (13) into power pack body (22).
Using new packing (2), install screen assembly (1), union (3) and reservoir assembly
(4) onto power pack body (22).
Slide spacer tube (25), then washer onto body center stud. Loop safety wire through
jam-nuts on relief valves as shown, then tie off to spacer tube (25). Refer to view AA.
Install screen assembly (41) and retaining ring (42) into reservoir (40).
CAUTION
It is very important that the relief valve safety wire does
not get between spacer tube (25) and power pack body (22)
during installation of reservoir (40). Refer to view A-A.
1.
5-10.
Using new packings (23) & (43) install and tighten reservoir (40), washer (44) and nut
(45) onto power pack body (22).
DISASSEMBLY. (Beginning with 1979 MODELS.) (See figure 5-3, sheet 2 of 2.)
a. Remove bolts (24), washers (25) and packing (26) from reservoir (1).
b. Remove reservoir (1) from body assembly (19).
NOTE
If reservoir will not disengage from body, install a
capped fitting in the pressure and return openings of the
power pack assembly and attach an air hose to vent
fitting at top of body assembly (19). Apply air pressure
(not to exceed 15 psi, reservoir proof pressure), and
remove reservoir. A strap clamp is not recommended as
clamp may damage reservoir.
c.
Remove packing (20) from body assembly (19).
NOTE
Disassembly of primary and thermal relief valves (5) and
(23) is normally not required. Refer to applicable paragraphs for specific instructions regarding relief valves.
Before removal, tag each relief valve (primary) or (thermal) to ensure correct reinstallation.
d. Cut safety wire and remove primary and thermal relief valve assemblies (5) and (23) from body assembly (19). Remove packings (7) and
(21) from relief valves.
e. Remove dipstick (15) and screen (16) from body assembly (19).
5-17
MODEL R182 AND TR182 SERVICE MANUAL
f.
Remove retainer (12), filter assembly self-relieving check valve (11), back-up ring
(13), packing (14), packing (10) and self-relieving check valve (9) from body assembly (19).
NOTE
If self-relieving check valve (9) will not fall from hole in
body assembly, place a drift or punch made of soft material into the pressure opening of body assembly and tap
spacer from body.
g.
h.
* i.
j.
Remove pressure switch (17) and packing (18) from body assembly (19).
Remove bolts (29) attaching hydraulic pump (6) to body assembly (19), and remove
pump and coupling (8) from body assembly. Remove union (2) from pump, and remove packings (3) and (22).
Cut safety wire and remove bolts (29) attaching hydraulic pump (6) to body assembly
(19), remove pump and coupling (8) from body assembly, and remove packing (22).
Cut safety wire and remove bolts (4) from motor (27); remove motor from body assembly (19).
5-11.
INSPECTION. (Beginning with 1979 MODELS.) (See figure 5-3, sheet 2 of 2.)
a. Wash all parts in cleaning solvent (Federal Specification P-S-611, or equivalent) and
dry with filtered air.
b. Inspect all threaded surfaces for serviceable condition and cleanliness.
c. Inspect all parts for scratches, scores, chips, cracks and indications of excessive
wear.
d. Clean to ensure that all screens and filters are completely clean and undamaged.
5-12.
REASSEMBLY. (Beginning with 1979 MODELS.) (See figure 5-3, sheet 2 of 2.)
NOTE
Use all new packings and back-up rings when reassembling power pack. Assemble parts, lubricated with a film of
Petrolatum VV-P-236, hydraulic fluid MIL-H-5606, or
Dow Corning DC-7. Do not use DC-7 on surfaces to be
painted.
a.
* b.
c.
5-18
Using new packings (22), install hydraulic pump (6) and coupling (8) into body assembly (19) with bolts (29). Install union (2) and packing (3) in pump. Torque bolts
(29) evenly to 30 pound-inches.
Using new packing (22), install hydraulic pump (6) and coupling (8) into body assembly (19) with bolts (29). Torque bolts (29) evenly to 30 pound-inches and safetywire bolts.
Install motor (27) on top of body assembly (19) after aligning coupling (8) to match
mating connection in motor (27). Secure motor to body with bolts. Safety-wire bolts.
MODEL R182 AND TR182 SERVICE MANUAL
d.
e.
f.
Install new packing (18), install and tighten pressure switch (17) onto body assembly (19).
Using new back-up ring (13) and packings (14) and (10), install and tighten self-relieving check valve (9), filter assembly self-relieving check vavle (11), and retainer
(12) into body (19).
Install primary and thermal relief valve assemblies (5) and (23), along with packings
(7) and (21) onto body assembly (19). Safety-wire relief valves as shown in View A-A.
CAUTION
Ensure that relief valves are installed in their correct location.
g.
Install fluid filler screen (16) and dipstick (15) into body assembly (19).
SERIAL
R182 R18200001 THRU R18201816
TR182 R18200584 THRU R18201816
SERIAL
R182 & TR182 R18201817 & ON
5-18A (5-18B blank)
MODEL R182 AND TR182 SERVICE MANUAL
h.
5-13.
Using new packing (20), washers (25), and packing (28), install and tighten reservoir (1) onto body assembly (19). Torque bolts (24) evenly to 30-35 inch-pounds.
INSTALLATION.
a. Place power pack, with forward support attached, in aircraft. Attach forward support
to firewall with four screws.
b. Attach power pack to center console with two bolts at aft side of power pack.
NOTE
Ensure that master switch is in OFF position before
connecting electrical leads to power pack assembly.
CAUTION
A small diode assembly wire spans across the positive
and negative posts on the motor. It is very important that
this diode assembly, if removed or being replaced, be
installed on the motor with the marking band of the diode
toward the positive post. Refer to view B-B on sheet 1.
Ensure that diode assembly wire is correctly installed on motor and connect ground
wire and solenoid wire to motor.
d. Connect two pressure switch wires at splice connectors, being careful to match tags
on wires.
e. Remove caps or plugs, and connect two return lines to tee fitting at bottom of
reservoir. Connect pressure line to tee fitting on left-hand side of power pack body.
Connect vent line to fitting at top of reservoir.
c.
5-14.
PRIMARY AND THERMAL RELIEF VALVE ASSEMBLIES. (See figure 5-3.)
5-15.
DESCRIPTION. The primary relief valve, located between the check valve and pump, serves
to limit the amount of pressure which can be generated by the pump. The thermal relief
valve, located on the system side of the check valve, serves to limit the system pressure.
System pressure can increase due to thermal expansion. Both valves are identical, the only
difference being the pressure setting.
5-16.
REMOVAL. (See figure 5-3, sheet 2 of 2.)
a. Cut safety wire and remove relief valve assemblies from body assembly (19).
5-17.
DISASSEMBLY. (See figure 5-3, sheet 1 of 2.)
NOTE
Relief valve assemblies are preset by the factory and
normally will not require disassembly. Refer to note
following step (g) in paragraph 5-19 to determine if
disassembly or adjustment is necessary.
5-19
MODEL R182 AND TR182 SERVICE MANUAL
a.
b.
c.
d.
Remove jam nut (32) and adjustment screw (37) from housing (33).
Remove spring (36). guide (35), balls (30) and piston (34) from housing (33).
Loosen jam nut (31) and remove adapter (26) from housing (33).
Remove poppet (28) and orifice (27) from adapter (26).
5-18.
INSPECTION. (See figure 5-3, sheet 1 of 2.)
a. Wash all parts in cleaning solvent (Federal Specification P-S-611 or equivalent) and
dry with filtered air.
b. Inspect all threaded surfaces for serviceable condition and cleanliness.
c. Inspect all parts for scratches, scores, chips, cracks and indications of excessive
wear.
5-19.
ASSEMBLY AND ADJUSTMENT. (See figure 5-3. sheet 1 of 2.)
NOTE
Use all new packings and back up rings during
reassembly. Assemble parts, lubricated with
a film of Petrolatum VV-P-236, hydraulic fluid
MIL-H-5606, or Dow Corning DC-7.
Install orifice (27) and poppet (28) into adapter (26). (New packing (29) must be
installed on poppet.)
b. Install jam nut (31) and housing (33) on adapter (26).
c. Tighten adapter (26) into housing (33) and torque to 100-150 lb-in.
d. Tighten jam nut (31) against housing (33) and torque to 100-150 lb-in.
e. Install one ball (30) into housing (33), so that it rests on poppet (28). Install piston (34)
into housing (33), then install remaining ball (30) into end of piston (34).
f. Insert guide (35) and spring (36) into housing (33) making sure that balls (30) and
piston (34) remain in correct position.
g. Turn adjustment screw (37) into housing (33) until it just contacts spring (36), then
turn in one additional turn. Start jam nut (32) onto adjustment screw (37) and snug
against housing (33).
a.
5-20
THERMAL RELIEF VALVE
Open ...............................
Reset .............................
(no leakage)
2250 PSI Maximum
,..1500 PSI Minimum
PRIMARY RELIEF VALVE
...............
Open .........
Reset ...............................
(no leakage)
.... . 1800 00 -50 PSI
1300 PSI Minimum
MODEL R182 AND TR182 SERVICE MANUAL
Thru R18201541
Thru*R180154
1. Snubber5
5'
2. Fitting
6
3. Seal
4. Piston (Needle Roller)
5. Packing
6. Guide
7. Stop
8. Washer
7
8
10
9. Spring
10.
11.
Prime with Grade T
Primer and seal with
Grade AV Sealer.
11
Cap and Housing Assembly
Pin
WASHER APPLICABILITY
WASHER PART NO.
THICKNESS
MATERIAL
EFFECT IN
PRESSURE (PSI)
S1358-3
.014
"MYLAR" POLYESTER
FILM (TYPE A)
55
S1358-5
.005
"MYLAR" POLYESTER
FILM (TYPE A)
20
Figure 5-4. Pressure Switch (Sheet 1 of 2)
5-21
MODEL R182 AND TR182 SERVICE MANUAL
/*
Prime with Grade T
Primer and seal with
Grade AV Sealer.
3 4
1. Snubber
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Fitting
Seal
Packing
Guide
Piston
Stop
Washer
Spring
Roll Pin
Housing
Switch
Plate
5*
6
7
8
/
9
Beginning with R18201542
10
1/
WASHER APPLICABILITY
(Beginning with 1981 Models)
,
13
WASHER PART NO.
THICKNESS
MATERIAL
EFFECT IN
PRESSURE (PSI)
S1358-7
.014-inch
"MYLAR"
POLYESTER
FILM TYPE A
55
S 1358-8
.005-inch
"MYLAR"
POLYESTER
FILM TYPE A
20
Figure 5-4. Pressure Switch (Sheet 2 of 2)
5-22
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
To determine if disassembly or adjustment is necessary,
the relief valves can be bench-tested. The thermal relief
valve can be tested with a hand pump, connected to a
hydraulic reservoir, a pressure gage with 2500 psi capacity and a hose with appropriate fittings, connected from
the hand pump to the fitting on the thermal relief valve.
The thermal relief valve shall be set not to open in excess
of 2250 psi. If adjustment of thermal relief valve is
necessary, loosen jam-nut (32) and turn adjustment
screw (37) in to increase pressure; back adjustment screw
out to decrease pressure. Tighten jam-nut (32) against
housing (33) and torque jam-nut from 100 to 150 lb. in.
Recheck pressure adjustments. Testing the primary
relief valve will require a hydraulic pump with a flow
rate of 0.5 to 0.7 gal.-per-min.. connected to a hydraulic
reservoir, a pressure gage with 2500 psi capacity and a
hose with appropriate fittings, connected from the
hydraulic pump to the fitting on the primary relief valve.
Adequate precautions should be taken to recover hydraulic fluid which will be expelled from the primary relief
valve while under pressure. The primary relief valve
shall be set to open at 1800, + 0, -50 psi. If adjustment of
primary relief valve is necessary, loosen jam-nut (32)
and turn adjustment screw (37) in to increase pressure;
back adjustment screw out to decrease pressure. Tighten
jam-nut (32) against housing (33) and torque jam-nut
from 100 to 150 lb. in Recheck pressure adjustments.
5-20.
INSTALLATION. (See figure 5-3.)
a. Install primary and thermal relief valve assemblies along with packings onto body
assembly
CAUTION
Ensure that primary and thermal relief valves are
installed in their correct locations and that valves are
properly safetied. Refer to view A-A in appropriate
illustration. Make sure applicable illustration is used for
power pack being installed
5-21.
PRESSURE SWITCH.
5-22.
DESCRIPTION. A pressure switch is located in the cover of the power pack. The switch
opens the electrical circuit to the pump solenoid when the pressure in the system increases
to approximately 1500 psi. The pressure switch will continue to hold the electrical circuit
open until pressure in the system drops to approximtely 1000 psi, at which time the pump
will again operate to build up pressure to approximately 1500 psi, regardless of gear selector
handle position.
5-23
MODEL R182 AND TR182 SERVICE MANUAL
5-23.
REMOVAL AND INSTALLATION.
a. Move left seat to full aft position and spread a drip cloth beneath the power pack.
b. Assure that master switch is off, and disconnect wires from pressure switch.
c. Disconnect pressure switch from power pack.
d. Reverse the preceding steps to install pressure switch.
5-24.
DISASSEMBLY. (Thru R18201541.) (See figure 5-4, sheet 1of 2.)
a. Remove pin (11).
b. Unscrew cap and housing assembly (10) from fitting (2).
c. Remove spring (9).
d. Remove washers (8) from flange of stop (7).
NOTE
Chart in figure 5-4, sheet 1 of 2. lists washers (8) by part
number, thickness and effect on operating pressure (psi).
e.
Unscrew guide (6) from fitting (2).
CAUTION
Do not damage lip of guide (6). Guide threads and threads
of fitting (2) are primed with Loctite Grade T Primer and
sealed with Loctite Grade AV Sealer.
f.
g.
h.
Remove piston (4).
Remove seal (3) and packing (5).
Remove snubber (1) from fitting (2).
CAUTION
Threads of snubber (1) and fitting (2) are primed with
Loctite Grade T Primer and sealed with Loctite Grade AV
Sealer.
5-25.
INSPECTION AND REPAIR. (Thru R18201541.) (See figure 5-4, sheet 1 of 2.)
a. Clean sealant from threads of snubber (1), fitting (2) and guide (6) with wire brush.
b. Clean all parts with cleaning solvent (Federal Specification P-S-661, or equivalent)
and dry thoroughly.
c. Discard seal (3) and packing (5) and replace with new parts.
d. Inspect all pressure switch parts for scratches, scores, chips, cracks and indications
of wear.
e. All damaged parts shall be replaced with new parts.
NOTE
Thorough cleaning is important. Dirt and chips are the
greatest single cause of malfunctions in hydraulic systems. Carefulness and proper handling of parts to prevent damage must be observed at all times.
f.
g.
5-24
Snubber (1) can be cleaned with solvent, then blown out with high pressure
compressed air.
Assure that .062 vent hole is open in stop (7).
MODEL R182 AND TR182 SERVICE MANUAL
5-26.
REASSEMBLY. (Thru R18201541.) (See figure 5-4. sheet 1 of 2.)
a. Prime threads of snubber (1) and internal threads of fitting (2) with Loctite Grade T
Primer and apply Loctite Grade AV Sealer to threads of snubber (1). Install snubber
(1) into fitting (2) and tighten with slotted screwdriver.
NOTE
Lubricate new seals and packing, guide (excluding
threads), piston, stop and spring with Petrolatum
VV-P-236, hydraulic fluid MIL-H-5606, or DowCorning DC-7. Do not use DC-7 on surfaces to be
painted.
b. Install packing (5) in fitting (2).
c. Lubricate packing seal (3) and install in guide (6)
d. Lubricate guide (6) (excluding threads). Prime threads of guide and
internal threads of fitting (2) with Loctite Grade T Primer and apply
Loctite Grade AV Sealer to threads of guide (6). Install guide (6)
into fitting (2) and finger-tighten.
NOTE
It is possible to assemble, fill and test the pressure switch
in the aircraft. This can be accomplished by the installation of test gage in the test fitting located on the side of the
power pack and pumping the emergency hand pump.
Master switch MUST be OFF and selector handle in down
position.
e.
f.
After installing test fitting and assuring that sealant in fitting (2) is dry, screw fitting
assembly into power pack body.
Pump emergency hand pump just enough for fluid to seep from top of guide (6). (Refer
to Section 2.)
g. Lubricate piston (4) and insert piston (4) into hole in guide (6).
h. Lubricate stop (7) and install over guide (6).
i. Install exact number and thickness of washers removed.
NOTE
If same number of washers (8) are installed as were
removed, pressure should not require readjustment. If
readjustment is necessary, a chart of washer part
numbers, thickness and effect in pressure adjustment is
shown in figure 5-4, sheet 1 of 2.
j. Lubricate spring (9) and install over washers (8).
k. Screw cap and housing assembly (10) on fitting (2).
1. Check fluid level in power pack reservoir. (Refer to Section 2 of
this manual.)
5-25
MODEL R182 AND TR182 SERVICE MANUAL
5-27. ADJUSTMENT. (Thru R18201541.) (See figure 5-4, sheet 1 of 2.)
a. Jack aircraft.
b. Screw cap and housing assembly (10) on fitting (2) enough to bottom
piston (4) out in stop (7).
c. Turn cap and piston assembly (10) back from full thread engagement
one turn, plus 0, minus one-fourth turn to locate hole in fitting (2) in
slot in skirt of cap and housing assembly (10).
d. Attach electrical connections to pressure switch and attach external
power source.
e. Turn on master switch.
f. Pump hand pump to obtain 1500 psi on test gage.
g. The switch should open the electrical circuit to the pump solenoid when pressure in
the system increases to approximately 1500 psi.
h. If switch opens electrical circuit to solenoid prematurely, disassemble pressure
switch down to washers (8) and add washers (8) shims as necessary to obtain desired
pressure; repeat steps (b) and (c).
NOTE
The chart in the figure 5-4. sheet 1 of 2, lists washers by
part number, thickness and the effect in psi each washer
will have on switch operation.
If switch opens electrical circuit to solenoid later than 1500±50 psi, disassemble
pressure switch down to washers (8) and remove washers (8) as necessary to obtain
desired pressure; repeat steps (b) and (c).
i. If switch opens electrical circuit to solenoid later than 1500±50 psi,
disassemble pressure switch down to washers (8) and remove washers
(8) as necessary to obtain desired pressure; repeat steps (b) and (c).
j. After final pressure adjustment, install pin (11) in slot of cap and
housing assembly (10).
k. Turn off master switch.
5-28.
DISASSEMBLY. (Beginning with R18201542.) (See figure 5-4, sheet 2 of 2.)
a.
b.
c.
d.
Remove roll pin (10).
Unscrew housing (11) from fitting (2).
Remove spring (9).
Remove washers (8) from flange of stop (7).
NOTE
Chart in figure 5-4, sheet 2 of 2. lists washers by part
number, thickness and effect on operating pressure (psi).
e.
Unscrew guide (5) from fitting (2).
NOTE
Do not damage lip of guide (5). Guide threads and threads
of fitting (2) are primed with Loctite Grade T Primer and
sealed with Loctitie Grade AV Sealer.
5-26
MODEL R182 AND TR182 SERVICE MANUAL
f. Remove piston (6).
g. Remove seal (3) and packing (4).
h. Remove snubber (1) from fitting (2).
NOTE
Threads of snubber (1) and fitting (2) are primed with
Loctite Grade T Primer and sealed with Loctite Grade AV
Sealer.
5-29.
INSPECTION AND REPAIR. (Beginning with R18201542.) (See figure 5-4. sheet 2 of 2.)
a. Clean sealant from threads of snubber (1), fitting (2) and guide (5) with wire brush.
b. Clean all parts with cleaning solvent (Federal Specification P-S-661, or equivalent.
and dry thoroughly.
c. Discard seal (3) and packing (4). and replace with new parts.
d. Inspect all pressure switch parts for scratches, scores, chips, cracks and indications
of wear.
e.
All damaged parts will be replaced with new parts.
NOTE
Thorough cleaning is important. Dirt and chips are the
greatest single cause of malfunctions in hydraulic systems, Carefulness and proper handling of parts to prevent damage must be observed at all times.
f.
g.
5-30.
Snubber (1) can be cleaned with solvent, then blown out with high pressure
compressed air.
Assure that 0.062-inch vent hole is open in stop (7).
REASSEMBLY. (Beginning with R18201542.) (See figure 5-4. sheet 2 of 2.)
a. Prime threads of snubber (1) and internal threads of fitting (2) with Loctite Grade T
Primer and apply Grade AV Sealer to threads of snubber (1). Install snubber (1) into
fitting (2) and tighten with slotted screwdriver.
NOTE
Lubricate new seals and packing, guide (excluding
threads), piston, stop and spring with Petrolatum
VV-P-236, hydraulic fluid MIL-H-5606, or Dow
Corning DC-7. Do not use DC-7 on surfaces to be
painted.
b. Install packing (4) in fitting (2).
c. Lubricate seal (3) and install in guide (5).
d. Lubricate guide (5) (excluding threads). Prime threads of guide and
internal threads of fitting (2) with Loctite Grade T Primer and apply
Loctite Grade AV Sealer to threads of guide (5). Install guide (5) into
fitting (2), and finger-tighten.
5-27
MODEL R182 AND TR182 SERVICE MANUAL
18.
Fitting
2.
10. Stop
3.
4. Handle
Fork
11.
Setscrew
12. Washer
1. Soll Ping
2. Stop
3. Handle
4. Fork
5. Spring
6. Knob
7. Back-Up Ring
8. Check Valve
13
9.
10.
11.
12.
13.
14.
15.
16.
J4
19.
~1
171~
and 17.
g
Pa
18.
Fitting
19.
Washer
Setscrew
Spacer
KEP-O-SEAL Valve
Piston
Pump Body
Figure 5-5. Emergency Hand Pump Disassembly
5-28
Latching Pn10
Cotter Pins
13
Packincerg
Union
Latching Pin
Cotter Pins
MODEL R182 & TR182 SERIES SERVICE MANUAL
NOTE
It is possible to assemble, fill and test the pressure switch
in the aircraft. This can be accomplished by the installation of a test gage in the capped port of the tee fitting on
the right-hand side of the power pack and pumping the
emergency hand pump, Master switch MUST be OFF and
gear selector handle must be in DOWN position.
e. After installing test fitting and assuring that sealant in fitting (2) is dry, screw fitting
and assembly into power pack body.
f. Pump emergency hand pump just enough for fluid to seep from top of guide (5). (Refer
to Section 2 of this manual.)
g. Lubricate and insert piston (6) into hole in guide (5).
h. Lubricate stop (7) and install over guide (5).
i. Install exact number and thickness of washers (8) removed.
NOTE
If same number of washers (8) are installed as were removed, pressure should not require readjustment. If readjustment is necessary, a chart of washer part numbers,
thickness and effect in pressure adjustment is shown in the
figure 5-4, sheet 2 of 2.
j.
k.
l.
m.
5-31.
Lubricate spring (9) and install over washers (8).
Screw housing (11) on fitting (2).
Check fluid level in power pack reservoir. (Refer to Section 2 of this manual.)
Refer to paragraph 5-31A for Inspection/Check of Pressure Switch.
ADJUSTMENT. (Beginning with R18201542.) (See figure 5-4, sheet 2 of 2.)
a. Jack aircraft as outlined in Section 2 of this manual.
b. Screw housing (11) on fitting (2), enough to bottom piston (6) out in stop (7).
c. Turn housing (11) back from full thread engagement one turn, plus 0, minus onefourth turn to locate hole in fitting (2) in slot in skirt of housing assembly (11).
d. Attach electrical connections to pressure switch and attach external power source.
e. Turn master switch ON.
f. Pump emergency hand pump to obtain 1500 psi, ± 50 psi.
g. The switch should open the electrical circuit to the pump solenoid when pressure in
the system increases to approximately 1500 psi, ± 50 psi.
h. If switch opens electrical circuit prematurely, disassemble pressure switch down to
washers (8) and add washers (8) as necessary to obtain desired pressure; repeat steps
"b" and "c".
i. If switch opens electrical circuit later than 1500 psi, ± 50 psi, disassemble pressure
switch down to washers (8) and remove washers (8) as necessary to obtain desired
pressure; repeat steps "b" and "c".
j. After final pressure adjustment, install 10) in slot of housing (11).
k. Turn master switch OFF.
NOTE
The chart in the figure 5-4, sheet 2 of 2, lists washers by
part number, thickness and the effect in psi each washer
will have on switch operation.
Revision 3
5-28A
MODEL R182 &TR182 SERIES SERVICE MANUAL
5-31A.
INSPECTION/CHECK OF POWERPACK
NOTE
Checks are to be performed with external power set at 28.5
volts.
NOTE
The first three steps in the following inspections are typical.
a. Inspection of Primary Relief Valve.
1. Jack aircraft in accordance with the procedures in Section 2 of this manual.
2. Install a pressure gage at tee fitting on the right side ofpowerpack.
3. Disengage landing gear circuit breaker.
4. Select landing gear handle to the down position.
5. Install an 18 gauge jumper wire on bus side of primary relief valve contactor to
the small terminal on pump motor contactor.
6. Engage landing gear circuit breaker.
7. Verify powerpack operates.
8. Monitor pressure; primary relief valve should open at 1800 psi, 50 psi.
9. Disengage landing gear circuit breaker.
10. Remove jumper wire.
11. Remove pressure from system.
12. Remove pressure gage.
13. Engage landing gear circuit breaker.
14. Return system to original configuration.
b. Inspection of Thermal Relief Valve.
1. Jack aircraft in accordance with the procedures in Section 2 of this manual.
2. Install a pressure gage at tee fitting on the right side of powerpack.
3. Disengage landing gear circuit breaker.
4. Select landing gear handle to the down position.
5. Extend emergency gear pump handle.
6. Pump emergency handle.
7. Monitor pressure; thermal relief valve should open at 2200 psi, 50 psi.
8. Remove pressure from system.
9. Remove pressure gage.
10. Engage landing gear circuit breaker.
11. Return system to original configuration.
c. Inspection of the Pressure Switch.
1. Jack aircraft in accordance with the procedures in Section 2 of this manual.
2. Install a pressure gage at tee fitting on the right side of powerpack.
3. Disengage landing gear circuit breaker.
4. Select landing gear up and down several times to relieve pressure in landing
gear system.
5. Select landing gear handle to the up position.
6. Engage the landing gear circuit breaker.
7. AFTER cycle is complete, check pressure. Pressure should be 1500 psi.
5-28B
Revision 3
MODEL R182 AND TR182 SERVICE MANUAL
Beginning with R18201468, steel disc (9) is replaced by
aluminum disc (9). Bearing (5) and race (4) are replaced
by teflon washer (18).
10 9
16
15
11
i
3
j'
17
1. Cover
10.
Packing
2.
3.
4.
5.
6.
7.
8.
9.
11.
12.
13.
14.
15.
16.
17.
18.
Pucks
Spring
Body Assembly
Rod
Nut
Knob
Cotter Pin
Teflon Washer
Retaining Ring
Cap
Bearing Race
Thrust Bearing
Washer
Spring
Packing
Disc
Figure 5-6. Landing Gear Position Selector Valve
5-29
MODEL R182 AND TR182 SERVICE MANUAL
LOOKING INBOARD AND FORWARD
FROM LEFT SIDE OF FIREWALL
7
-2
10
8
151314
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Jumper
Insulator
Switch and ActuatorRK
Bracket
Plate Assembly
Carburetor
Panel
Friction Lock Nut
Throttle Control
Throttle Lever Arm
Knob
Cam
Spacer
14.
Rod End
15.
Washer
(REF)
5
6
4
_v
32'
15
2
312
10
14
13
Figure 5-7. Rigging Throttle-Operated Gear Warning Horn Microswitch
5-30
MODEL R182 & TR182 SERIES SERVICE MANUAL
8.
9.
10.
11.
12.
5-32.
Select landing gear handle to the down position.
AFTER cycle is complete, check pressure. Pressure should be 1500 psi.
Remove pressure from system.
Remove pressure gage.
Return system to original configuration.
HYDRAULIC SYSTEM LEAK CHECK.
a. Jack aircraft in accordance with the procedures in Section 2 of this manual.
b. To relieve system pressure pull the GEAR PUMP circuit breaker to OFF and move
the gear selector handle to UP and back to the DOWN position.
c. Install a 0-2000 PSI gage at the service tee on the right-hand side of the power
pack.
d. Push the GEAR PUMP circuit breaker to the ON position, turn ON the master
switch and move the gear selector handle to the UP position.
e. Monitor pressure gage after retraction cycle is complete for pressure bleed down.
f. If bleed down occurs, it can be an internal or external leak anywhere in the
system.
NOTE
When any line is disconnected be prepared for fluid leakage.
g. Disconnect the return line from the gear selector. If fluid comes from the selector,
the internal leak is in the system.
h. If no leak-by is found, it can be assumed there is an internal leak in the
powerpack. If leak is found, proceed to step "j". Reconnect the return line.
i. Powerpack internal leakage can only be attributed to a bad thermal relief valve,
check valve or check valve O-ring. There isn't any way to isolate part that is leaking, so first replace the check valve O-ring, check valve and then thermal relief
valve. Repeat leak test after replacement of each part to ensure leak correction.
j. Remove gear DOWN line from the selector. If fluid comes from the line, one or
more of the gear actuators is leaking. To locate the leaking actuator, disconnect
the return line from each actuator, the leaking actuator will have fluid draining
from the actuator port. Following the appropriate paragraphs in this section remove, overhaul and reinstall the actuator.
k. Reconnect gear down line to the selector.
1. Recheck all lines that were disconnected for security.
m. Lower the landing gear. Following the procedures in step "b", relieve the system
pressure.
n. Remove the pressure gage from the service tee.
o. In accordance with the procedures in Section 2 of this manual, replenish the power
pack reservoir with MIL-II-5606 hydraulic fluid and bleed the system.
p. Remove aircraft from jacks.
Revision 3
5-31
MODEL R182 AND TR182 SERVICE MANUAL
5-33.
EMERGENCY HAND PUMP. (See figure 5-5.)
5-34.
DESCRIPTION. The emergency hand pump is mounted below the floor between the pilot and
copilot seats. The pump handle extends into the cabin and is enclosed by a hinged cover. The
pump supplies a flow of pressurized hydraulic fluid to extend the landing gear in the event of
normal hydraulic pump failure.
5-35.
REMOVAL AND INSTALLATION.
a. Remove seats as required for access.
b. Remove screws attaching cover over hand pump and remove cover.
c. Peel back carpet as required for access to pump mounting bolts.
d. Wedge cloth under hydraulic fittings to absorb fluid, then disconnect the two
hydraulic lines and plug or cap open fittings to prevent entry of foreign material.
e. Remove two bolts, washers and nuts securing pump to mounting bracket.
f. Work pump from aircraft.
g. Install hand pump by reversing the preceding steps, bleeding lines and pump as lines
are connected.
h. Fill reservoir as required.
5-36.
DISASSEMBLY. (See figure 5-5.)
NOTE
After emergency hand pump has been removed from
aircraft and ports are capped or plugged, spray with
cleaning solvent (Federal Specification P-S-611, or equivalent) to remove all accumulated dust or dirt. Dry with
filtered compressed air.
a. Remove handle (3) by removing latching pins (18) after removing cotter
pins (19).
b. Remove fitting (10) from pump body (16).
c. Push piston (15) from pump body (16).
d. Remove retaining ring from end fitting (10) to remove valve assemblies
(8) and (14).
e. Remove and discard all packings and back-up rings.
5-32
MODEL R182 AND TR182 SERVICE MANUAL
5-37. INSPECTION AND REPAIR.
a. Inspect seating surfaces of valves.
b. Inspect piston for scores, burrs or scratches which could cut packings.
This is a major cause of external and internal leakage. The piston may
be polished with extremely fine emery paper. Never use paper coarser
than No. 600 to remove scratches or burns. If defects do not polish out,
replace piston.
NOTE
Lubricate new seals and packings with Petrolatum
VV-P-236, hydraulic fluid MIL-H-5606, or DowCorning DC-7. Do not use DC-7 on surfaces to be
painted.
.
5-38.
REASSEMBLY. (See figure 5-5.) Assemble the emergency hand pump. using the figure as a
guide. Also, for detailed instructions, reverse the procedures outlined in paragraph 5-35.
During assembly prime parts with Primer T. Fill first three threads of fitting (10) with
Loctite Hydraulic Sealant. Install fitting in pump body (16). and allow parts to set up for one
hour at 72°F. Pump should be held vertically, with fitting (10) at top during setting up of
sealant.
5-39.
LANDING GEAR SELECTOR VALVE. (See figure 5-6.)
5-40.
DESCRIPTION. A mechanical gear position selector valve is located in the switch panel.
The pilot shuttles the valve mechanically when he changes gear handle position. The handle
must be pulled out prior to selecting gear position. Moving the selector rod opens and closes
ports in the valve, enabling fluid under pressure to flow to the various system components to
retract or extend the landing gear.
5-41.
REMOVAL AND INSTALLATION. (See figure 5-6.)
a. Loosen nut (15) and remove knob (16).
CAUTION
As hydraulic lines are disconnected, fluid will leak.
Precautions must be taken to prevent excessive leakage.
such as spreading drip cloths under fittings and capping
lines and fittings.
5-33
MODEL R182 AND TR182 SERVICE MANUAL
X-X
118
17 22
,~/i~
I
V \>
I
/
17
17.0-ring
1
20
uFR182000002
1.
Main Gear Actuator
2.
3.
Pivot Assembly
Landing Gear Spring
17.
18.
4
0-ring
0-ring
19. Plug
20.
21.
22.
~<^>\
R18200477 & ON
FR18200021 & ON
Attach Bolt
Union
O-ring
Figure 5-8. Main Landing Gear (Sheet 1 of 2)
5-34
A
~Detail
~
MODEL R182 AND TR182 SERVICE MANUAL
3
6
3.
Landing Gear Spring
5.
Bolt
7
8
9
6. Axle Fitting
7. Wheel Alignment Shim
8. Axle
9. Elbow
10. Nut
11.
12
13.
14.
15.
Packing
Brake Assembly
Wheel and Tire
Assembly
Cotter Pin
Hub Cap
16.
Nut
12
/
13
5-35
MODEL R182 AND TR182 SERVICE MANUAL
b.
c.
d.
e.
Disconnect four hydraulic lines routed to valve.
Remove screws attaching valve to instrument panel.
Remove selector valve.
Reverse preceding steps to install gear selector valve.
5-42.
DISASSEMBLY AND REASSEMBLY. (See figure 5-6.)
a. Remove cover (1), retaining ring (2), cap (3), bering race (4) and thrust bearing (5).
b. Remove cotter pin, (17), washer (6) and spring (7).
c. Pull rod (14) from disc (9); remove disc (9).
d. Remove pucks (11) and springs (12).
e. Reverse preceding steps for reassembly.
5-43.
INSPECTION AND REPAIR. (See figure 5-6.) Replace packing (8) and (10). Check valve for
wear, foreign or abrasive materials. Thru Serial R18201460, disc (9) may be refaced (lapped)
if worn or abraded. Beginning with Serial R18201461, disc (9) is aluminum and should not be
refaced. Check rollers in thrust bearings (5).
5-44.
RIGGING THROTTLE-OPERATED GEAR WARNING HORN MICROSWITCH. (See figure
5-7.)
a. Jack aircraft in accordance with procedures outlined in Section 2.
b. Remove upper left engine cowling.
c. Turn master switch ON and retract landing gear, turn master switch OFF.
d. Close throttle control at panel (PULL FULL OUT.)
NOTE
Assure that throttle friction locknut is snug but still will
allow throttle to move.
e.
f.
Mark throttle control (9) 11/32-inch aft of friction locknut (8).
At engine, loosen screws attaching switch (3) to bracket. Raise switch to approximate middle of slots in bracket; tighten screws.
g. Loosen nut attaching cam (12). Rotate cam to cause switch to actuate just as switch
roller breaks over peak of cam. Tighten cam-attach nut.
h. Open throttle (PUSH FULL-IN) and turn master switch ON.
i. PUll throttle OUT to mark; gear warning horn should sound.
j. Readjust if necessary.
k. Extend landing gear, turn master switch OFF and lower aircraft; install engine
cowling.
1. Test fly aircraft. At approximately 2500 feet pressure altitude, close throttle to mark
on control. Warning horn should sound and manifold pressure gage should indicate
11.5 to 12.5 inches of mercury.
NOTE
If manifold pressure gage does not indicate 11.5 to 12.5
inches of mercury at mark on throttle control (9), erase
mark and mark correctly upon closing throttle at 11.5 to
12.5 inches of mercury in flight. Upon landing readjust
microswich in bracket slots or rotate cam as necessary to
cause switch to actuate as roller breaks over peak of cam.
5-36
MODEL R182 AND TR182 SERVICE MANUAL
11
II
-
I
5~~~13
8'~~
0
WITH R18200685
BEGINNING
12
5
/
Thru R18200684
/
1.
2.
3.
4.
5.
6.
7.
11.
12.
13.
14.
15.
~_t~
-. 008-inch Maximum Clearance
Pivot Lock Pin
Downlock Hook
Safety Wire
Downstop Backing Plate
Bulkhead Forging
Pivot Bolt
Adjustment Cam
Actuator
Switch
Actuator
Switch Plate
Downstop Pad
Figure 5-9. Main Landing Gear Rigging (Sheet 1 of 4)
Revision 1
5-37
MODEL R182 AND TR182 SERVICE MANUAL
Solvent wipe both surfaces, prime metal
with urethane primer for MIL-C-8514C.
Bond with EC-2216 (3M Company) or equi-
11
valent.
12
13
152
14
C,
15
T
CD^
A
6
C,
R18200685 THRUIJ R18201941
1.
2.
3.
4.
5.
6.
7.
11.
12.
13.
14.
15.
L_
L
Pivot Lock Pin
Downlock Hook
Safety Wire
Downstop Backing Plate
Bulkhead Forging
Pivot Bolt
Adjustment Cam\
Actuator
Switch
Actuator
Switch Plate
Downstop Pad-
-.
/
008-inch Maximum Clearance
4
5
\
).
-
_
\
15
*
R18201942 THRU R18202032
Detail
A a,
BEGINNING WITH R18202033
Detail
Figure 5-9. Main Landing Gear Rigging (Sheet 2 of 4)
5-38
Revision 1
A
MODEL R182 AND TR182 SERVICE MANUAL
THRU R18200427 & FR18200020
I
1~~~a0
a,'
5-39
000
03~^^
o
o
.
0
10
9.
10.
Uplock Indicator Switch
Aft Main Wheel Well
Figure 5-9. Main Landing Gear Rigging (Sheet 3 of 4)
5-39
MODEL R182 AND TR182 SERVICE MANUAL
BEGINNING WITH R18200428 & FR18200021
90
0
0°
/0
0
9o
o0
0
10
9.
10.
Uplock Indicator Switch
Aft Main Wheel Well
Figure 5-9. Main Landing Gear Rigging (Sheet 4 of 4)
5-40
MODEL R182 AND TR182 SERVICE MANUAL
m. Test fly aircraft and recheck adjustment.
5-45.
RIGGING FLAP OPERATED GEAR WARNING SYSTEM.
NOTE
Throttle operated gear warning system. flap control
system and flap follow-up system must be rigged in
accordance with procedures outlined in Sections 5 and 7
before rigging of flap warning system can be accomplished.
a.
b.
c.
The gear warning switch is located forward of the flap controll lever behind the instrument
panel.
Loosen screws attaching gear warning microswitch in slots of mounting bracket.
Mount an inclinometer on one flap and set to 0 ° (flaps full UP). Turn master switch
ON and move flap selector lever to obtain 23 ° flap deflection.
NOTE
An inclinometer for measuring control surfaces travel
is available from the Cessna Supply Division.
d.
Rotate microswitch in slots of mounting bracket until switch contacts are just closed.
and tighten switch mounting screws.
e. Move flap selector lever to 0 ° position (flaps full UP).
f. Move flap lever to 30 ° position and horn should not sound. Move flap selector handle
back to 0 ° position.
g. With throttle full FORWARD, push landing gear DOWN press-to-test button, and
move flap selector handle to 30 ° position; horn should sound as flaps extend past 23° .
Move flap selector handle back to 20 ° position, and horn should not sound.
h. Readjust switch as necessary to cause horn to sound when flaps reach 23 ° when
press-to-test button is pushed.
i. Turn master switch OFF. remove inclinometer, reinstall headliner.
5-46.
MAIN LANDING GEAR.
5-47.
DESCRIPTION. The tubular main gear struts rotate aft and inboard to stow the main wheels
beneath the baggage compartment. The main gear utilizes hydraulic pressure for positive
uplock and mechanical downlocks. Main gear uplock pressure is maintained automatically
by the pump assembly. Rotation of the gear to extend or retract the struts is achieved
through pivot assemblies which are in turn bolted through a splined shaft. to the hydraulic
rotary actuators.
CAUTION
Use of recapped tires or new tires not listed on the airplane
equipment list are not authorized due to possible interference
between the tire and structure when landing gear is in the
retracted position.
Revision 2
5-41
MODEL R182 AND TR182 SERVICE MANUAL
I
<-
McCAULEY WHEEL AND BRAKE
232
6
5
".
'
//
,
0/
7
14
/
51
1516
17
12
Torque to 100-110 IN-LBS and
safety-wire.
C Torque to 140-150 IN-LBS.
*
10
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Grease Seal Retainer
Grease Seal Felt
Bearing Cone
Wheel Half-Outb'd
Tire
Tube
Wheel Flange-Inb'd
Nut
Bolt
Brake Lining
21
18
20
12.
13.
14.
15.
16.
17.
Backing Plate
Brake Disc
Torque Plate
Pressure Plate
Anchor Bolt
Brake Cylinder
18.
19.
20.
21.
22.
Bleeder Fitting
Bleeder Screw
Cover
O-Ring
Piston
Figure 5-10. Main Wheel and Brake
5-42
9
22
Retaining Ring
MODEL R182 AND TR182 SERVICE MANUAL
5-48.
TROUBLE SHOOTING --
TROUBLE
PROBABLE CAUSE
REMEDY
AIRCRAFT LEANS TO
ONE SIDE.
Incorrect tire inflation.
Inflate to correct pressure.
Sprung main gear strut.
Remove and replace strut.
Bent axle.
Install new axle.
Incorrect tire inflation.
Inflate to correct pressure.
Wheels out of alignment.
Align wheels.
Wheels out of balance.
Balance wheels.
Sprung main gear strut.
Replace strut.
Bent axle.
Replace axle.
Dragging brakes.
Jack wheel and check brake.
Wheel bearings not
adjusted properly.
Tighten axle nut properly.
UNEVEN OR EXCESSIVE
TIRE WEAR.
5-49.
MAIN LANDING GEAR.
REMOVAL. (See figure 5-8.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Bleed fluid from brake line at wheel brake cylinder.
c. Turn master switch off: move gear position selector valve to up position then turn
master switch on until main gear down locks disengage. Turn master switch off and
pull gear pump circuit breaker to ensure that pump cannot be actuated accidentally.
Place gear position selector handle in a neutral position so that gear rotates freely.
NOTE
If the pump motor cannot be used to unlock the main gear
because of an opening in the hydraulic system. the
spring-loaded main gear down locks can be manually
unlocked by pushing them forward until the main gear is
rotated past.
WARNING
It is advisable to have an assistant hold the gear strut up
while the locks are pushed forward to prevent the strut
from rotating suddenly, possibly causing personal
injury. Ensure that master switch is "off" and pump
motor circuit breaker is pulled.
5-43
MODEL R182 AND TR182 SERVICE MANUAL
d.
e.
f.
5-50.
Remove strut-attaching bolt (20) and work strut (3) and plug (19) from pivot.
Disconnect brake line from union (21) and cap plug (19), union (21). and brake line.
Remove O-rings (17), (18). and (22) from plug (19) and union (21). and clean plug
(19) and strut (3).
MAIN GEAR STRUT INSTALLATION. (See figure 5-8.)
a. Lubricate new O-rings (17), (18), and (22), plug (19), and end of strut (3) with Petrolatum VV-P-236. hydraulic fluid MIL-L-5606, or Dow Corning DC-7 (keep DC-7
away from areas to be painted) before installation.
b. Remove cap and plug from union (21) and brake line, attach brake line to union, and
work plug (19) and strut (3) into pivot (2).
NOTE
When installing a new pivot (2), burnishing the 2.100inch I.D. bore may be required to facilitate assembly of
the landing gear strut (3).
c.
Align hole in plug (19) and holes in pivot (2) using special tool No. SE 934.
NOTE
Special tool No. SE 934 is available from the Cessna Supply Division. This tool is designed to install the strut attaching bolt (20) without damaging the O-rings (17).
d.
e.
f.
5-51.
Install strut-attaching bolt (20) by pushing SE 934 tool through aligned holes of
strut (3) and plug (19) with threaded end of strut-attaching bolt (20). Install washer
and nut and tighten nut on strut-attaching bolt.
Fill and bleed brake system in accordance with paragraph 5-159 of this section.
Rig landing gear in accordance with paragraph 5-51 of this section.
MAIN GEAR RIGGING. (Thru R18200655.) (See figure 5-9.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Move seats to forward position and peel back carpet as necessary to uncover access
panels above main gear pivot assemblies.
WARNING
Turn master switch OFF and pull gear pump circuit
breaker to prevent accidental extension or retraction of
the landing gear whenever work is being performed in
the wheel well or pivot area.
c.
Check clearance between latch (2) and pivot lock pin (1) with gear in down and locked
position. Clearance must not exceed .008-inch.
d. If adjustment of latch is necessary, work through access opening and remove safety
wire (3). Loosen latch pivot bolt (6) and turn cam (7) until clearance is within
tolerance, tighten bolt (6).
e. Insert a .025-inch shim between pivot and support pad (4).
5-44
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
REFER TO FIGURE 1-1 FOR
TOE-IN AND CAMBER VALUES
PLACE CARPENTER'S SQUARE
AGAINST STRAIGHTEDGE AND
LET IT TOUCH WHEEL JUST
BELOW AXLE NUT -
/A
ALUMINUM PLATES,
APPROXIMATELY
18" SQUARE, PLACED
UNDER WHEELS
GREASE BETWEEN PLATES
BLOCK STRAIGHTEDGE AGAINST
TIRES JUST BELOW AXLE HEIGHT
Measure toe-in at edges of wheel flange. Difference in measurements is toe-in for one wheel.
POSITIVE
CAMBER -
CARPENTER'S SQUARE
P NEGATIVE
CAMBER
~~\
,-^. ~~FRONT
VIEW OF)2
\VIEWOFCAMBER
_ T CHECK
TOP VIEW OF
TOE-IN CHECK
L
INBOARD
FORWARD
M
^
i
Measure camber by reading protractor level
held vertically against outboard flanges of
LSTRAIGHTEDGE
wheel.
NOTE
Refer to Section 1 for toe-in and camber tolerances. Setting toe-in and camber
within these tolerances while the cabin and fuel tanks are empty will give approximately zero toe-in 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 airplane 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 5-11. Main Wheel Alignment (Sheet 1 of 2)
Revision 1
5-45
MODEL R182 AND TR182 SERVICE MANUAL
.040
.040
·084
,
.057
.128 -
.040
^_^/
/
0
.040
0441139-5
0441139-6
.0650.665
.040-
.028
.210
/
.205
,A/00
.040
0541157-2
.028
03
.105-
0541157-3
Figure 5-11. Main Wheel Alignment (Sheet 2 of 2)
5-46
.057
0541157-1
.0637
0\
/
00
.1
.110
1241061-1
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
Stay clear of main gear when making the following
checks.
f.
g.
h.
i.
j.
k.
1.
5-52.
Place gear position selector handle in DOWN position and reset gear pump circuit
breaker. Turn master switch ON and allow gear to rotate to full down position.
leaving master switch ON.
With shim in place, latch (2) should not engage pin (1) and switch (8) should be open
(light off).
With gear in DOWN and locked position with no shim, indicator switch (8) should be
closed (light on). Adjustment can be made by moving the switch up or down in the
slotted holes in the mounting bracket.
Place gear position selector handle in UP position and allow gear to retract to UP
position.
Check that gear up indicator switches are closed (light on), and some free-travel
exists on switch plunger (plunger not bottomed out). Adjust switch position as
necessary.
Lower gear, turn master switch OFF, replace panels, carpeting and items removed
for access. Move seats back to original positions.
Remove aircraft from jacks.
MAIN GEAR RIGGING. (See figure 5-9, sheet 2.) (Beginning with R18200685.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Move seats to forward position and peel back carpet as necessary to uncover access
panels above main gear pivot assemblies.
WARNING
Turn master switch OFF and pull gear pump circuit
breaker to prevent accidental extension or retraction of
the landing gear whenever work is being performed in
the wheel well or pivot area.
Revision 1
5-46A/(5-46B blank)
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
e.
Check clearance between downlock hook (2) and pivot lock pin (1) with gear in down
and locked position. Clearance must not exceed .008-inch.
If adjustment of hook is necessary, work through access opening and remove safety
wire (3). Loosen hook pivot bolt (6) and turn cam (7) until clearance is within tolerance: tighten bolt (6).
Insert a .025-inch (SE997-1 or -2)shim between pivot (33), Figure 5-12. sheet 2) and
support pad (4).
WARNING
Stay clear of main gear when making the following
checks.
f.
g.
h.
Place gear position selector handle in DOWN position and reset gear pump circuit
breaker. Turn master switch ON and allow gear to rotate to full down position. leaving master switch ON.
With SE997-1 or -2 shim in place, hook (2) should not engage pin (1) and light
should be OFF.
With gear in DOWN and locked position with no shim. light should be ON.
NOTE
No switch adjustment is necessary.
i.
Place gear position selector handle in UP position and allow gear to retract to UP
position.
j. Check that gear up indicator switches are closed (light on thru 1982 Models) or (light off 1983
and on Models), and some free-travel exists on switch plunger (plunger not bottomed out).
Adjust position as necessary.
k. Lower gear. turn master switch OFF. replace panels, carpeting and items removed
for access. Move seats to original positions.
l. Remove aircraft from jacks.
5-53.
MAIN WHEEL AND TIRE ASSEMBLY.
5-54.
DESCRIPTION. This airplane is equipped with two-piece McCauley wheel and tire assemblies.
5-55.
REMOVAL.
NOTE
It is not necessary to remove the main wheel to reline the
brakes or remove brake parts. other that the brake disc of
the torque plate.
a.
b.
c.
d.
e.
Using an individual jack pad. jack the wheel as outlined in Section 2.
Remove hub cap.
Remove cotter pin and axle nut.
Remove bolts and washers attaching back plate to brake assembly and remove back
plate.
Pull wheel assembly from axle.
Revision 2
5-47
MODEL R182 AND TR182 SERVICE MANUAL
5-56.
DISASSEMBLY. (With hub and capscrews.) (See figure 5-10.)
a. Remove valve core and deflate tire and tube. Breaker tire beads loose from wheel
flanges.
WARNING
Injury can result from attempting to remove wheel
flanges with the tire and tube inflated. Avoid damaging
wheel flanges when breaking tire beads loose. A scratch.
gouge or nick in wheel flanges could cause wheel failure.
b.
c.
d.
e.
Remove capscrews and washers.
Separate wheel flanges from wheel hub. Retain spacers between wheel flanges and
wheel hub.
Remove wheel hub from tire and tube.
Remove retainer rings, grease seal retainers, grease seal felts and bearing cones
from wheel hub.
NOTE
The bearing cups are a press fit in the wheel hub and
should not be removed unless a new part is to be installed.
To remove the bearing 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.
-57.
INSPECTION AND REPAIR. (With hub and capscrews.) (See figure 5-10.)
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 with aluminum lacquer.
c. Inspect brakes and discs per paragraph 5-154.
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.
5-58.
REASSEMBLY. (With hub and capscrews.) (See figure 5-10.)
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.
5-48
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
Be sure that spacers and wheel flanges are seated on
flange of wheel hub. Uneven or improper torque of
capscrews can cause failure of capscrews, with resultant
wheel failure.
Tighten capscrews evenly and torque to 190-200 lb. in.
Clean and pack bearing cones with clean aircraft wheel bearing grease. (Refer to
Section 2 for grease type.)
g. Assemble bearing cones, grease seal felts and retainers into wheel hub.
e.
f.
CAUTION
h.
Grease seal retainer (outboard) and grease seal retainers
(inboard) are not interchangeable. The wheel hub will not
mount on the axle if these parts are reversed.
Grease seal retainer (outboard), grease seal felt (outboard) and grease seal retainer (outboard) are to be
assembled in the hub on the side of the valve stem seat.
Inflate tire to seat tire beads, then adjust to correct tire pressure specified in figure 1-1
of this manual.
5-59.
BALANCING. Since uneven tire wear is usually caused by 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 Cessna Supply Division.
5-60.
INSTALLATION.
a. Position wheel assembly on axle.
b. Install axle nut and tighten until a slight bearing drag is obvious when the wheel is
rotated. Back off nut to nearest castellation and install cotter pin.
c. Place brake back plate in position and secure with washers and bolts. Torque brake
back plate bolts to 100-110 inch-pounds and safety-wire.
d. Install hub cap.
5-61.
ALIGNMENT. Correct main wheel alignment is obtained through the use of tapered shims
between the gear strut fitting and the flange of the axle. See figure 5-11 for procedures to be
used in checking whell alignment. Wheel shims and the corrections imposed on the wheel by
various shims are listed in the illustrations.
NOTE
Failure to obtain acceptable wheel alignment through the
use of the shims, indictes a deformed main gear strut or a
bent axle.
5-49
MODEL R182 AND TR182 SERVICE MANUAL
5-62.
MAIN WHEEL AND AXLE.
5-63. REMOVAL. (See figure 5-8.)
a. Using an individual jack pad, jack the wheel as outlined in Section 2.
b. Remove wheel assembly in accordance with procedures outlined in
paragraph 5-55.
c. Drain brake line at brake assembly (12). Cap or plug open fittings to
prevent entry of foreign material.
d. Disconnect brake line from elbow (9) in brake assembly. Cap or plug
line and elbow (9).
e. Remove nuts, washers and bolts securing axle, brake torque plate,
brake line bracket and wheel alignment shims. NOTE
When removing axle from strut fitting, note number and
position of the wheel alignment shims. Mark these shims
or tape them together carefully so they can be reinstalled
in exactly the same position to ensure that wheel alignment is not disturbed.
5-64.
INSTALLATION.
a. Place axle, alignment shims, brake line bracket and brake torque plate in position.
Make sure wheel alignment shims and brake line bracket are in their original
positions. Insert bushings in brake torque plate and install bolts, washers and nuts
securing components to strut fitting.
b. Connect hydraulic brake line to fitting at brake line bracket.
CAUTION
Correct clocking of the brake line elbow on the wheel
brake cylinder is very important in order to avoid interference with aircraft structure during retraction of the
gear.
c. Install wheel assembly in accordance with procedures outlined in para-
graph 5-60.
d. Connect hydraulic brake line to elbow on brake cylinder.
e. Fill and bleed affected brake system in accordance with procedures
outlined in paragraph 5-170.
f. Lower aircraft and check main wheel alignment.
5-65.
MAIN GEAR ACTUATOR.
5-66.
REMOVAL. (See figure 5-12.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Remove seats and peel back carpet as necessary to gain access to center access plate
above actuators; remove access plate.
c. Pull gear pump circuit breaker.
d. Disconnect and drain hydraulic brake line at wheel brake cylinder.
e. Disconnect and cap or plug all hydraulic lines at actuator.
5-50
MODEL R182 AND TR182 SERVICE MANUAL
13
*2
4
9 5
4
12
10
LINE UP
SETSCREW
HOLES
A-A
3
11
2
A
A^
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
End Cap
Bearing
Roller
Piston/Rack
Packing
Back-up Ring
Setscrew
End Gland
Packing
Packing
Back-up Ring
Actuator
Sector Gear
Figure 5-12. Main Gear Actuator and Pivot Assembly (Sheet 1 of 3)
5-51
MODEL R182 AND TR182 SERVICE MANUAL
26
23 24 25
22
30
THRU R18200476 & FR1820001
20.
C1.
5-52
Revision 1
16p
Ty~y
1
VW
20
20
17
3i
27
34
*Torque to 100-140 IN-LBS and
safety-wire.
BEGINNING WITH R18200477 & FR18200011
27. Packing
20. Thrust Bearing
1. End Cap
28.
Race
21.
Gear
Sector
13.
Downlock
Pin
34. Plug
19. Bearing
2 of 3)
andBolt
Pivot Assembly (Sheet
5-12. Main Gear Actuator
29. Packing
22. Strut
Setscrew
14.Figure
30. Union
23. Setscrew
15. Actuator Bolt
31. Packing
24.
Fitting
16.
Packing
32.
Shaft
25. Lockwasher
Cap
17. Swivel
32. Packing
25. Shaft
17. Cap
33. Pivot
26. Jam Nut
18. Seal
18
34. Downlock Pin
19. Bearing
Figure 5-12. Main Gear Actuator and Pivot Assembly (Sheet 2 of 3)
5-52
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
0.20-INCH (REF)
I
l
t
WRENCH USED TO TIGHTEN OR LOOSEN JAM NUT
ON MAIN GEAR ACTUATOR
STRAIGHTEN HANDLE AS SHOWN.
0.50-INCH
_--
(
-
MATERIAL
7/8-INCH BOX END WRENCH
(SEARS CRAFTSMAN. OR EQUIVALENT).
MS20392-3C11 PIN (2)
CENTERLINE (SYM)
1.750-INCH
_
/
MATERIAL
y^
0.30R (TYP)-
^
0.125-INCH NORMALIZED STEEL
N-- 0.250-INCH HOLE
-- ~
5.50-INCH
WRENCH USED TO INSTALL OR REMOVE END GLAND ON
MAIN GEAR ACTUATOR.
INSERT PINS THROUGH HOLES IN WRENCH AND TORCH
BRAZE. USING BRAZING ROD (SIL-BOND 45. UNITED
WIRE AND SUPPLY) OR EQUIVALENT.
TORCH BRAZING-Flux joint and filler material thoroughly. Filler material may be either prepositioned or hand-fed. The torch shall be adjusted for a non-oxidizing flame. and manipulated in
such a manner as to braze in the direction the flame is pointing. This will tend to prevent flux
inclusion and entrapment of foreign particles. After the assembly has solidified. the excess flux
shall be removed with hot water (180°F. approximately).
Figure 5-12. Main Gear Actuator and Pivot Assembly (Sheet 3 of 3)
5-53
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
On airplane serials R18200001 thru R18202039 should
loosness of the actuator be detected, AN175H22A bolts may be
installed.
f.
5-67.
Remove bolts attaching cap (17) and actuator (12) to bulkhead forging. Remove
actuator from aircraft.
DISASSEMBLY. (See figure 5-12.)
Leading particulars of the actuator are as follows:
Cylinder Bore Diameter.. 2.250 in.
Piston Rod Diameter ...... .998 in.
Piston Stroke............. 2.970 in.
a.
b.
c.
d.
e.
Remove setscrew (7) and remove end gland (8) by unscrewing from actuator body
(12).
Remove end cap (1) from end of actuator.
Using a small rod, push piston/ rack (4) from actuator body. Unless defective, do not
remove nameplate, bearing (2) or roller (3).
Remove packing (10) and back-up ring (11) from actuator body (12). Discard packing
(10).
Remove packing (5) and back-ring (6) from end gland (8). Discard packing (5).
f. Remove and discard packing (9) from piston/rack (4).
5-68.
INSPECTION.
a. Thoroughly clean all parts in cleaning solvent (Federal Specification PS-661, or
equivalent).
b. Inspect all threaded surfaces for cleanliness, cracks and wear.
c. Inspect end cap (1) and cap (17). swivel fitting (16). piston/rack (4), roller (3). if
removed, and actuator body (12) for cracks, chips, scratches, scoring, wear or surface
irregularities which may affect their function or the overall operation of the actuator.
d. Inspect bearings (2), if removed. for freedom of motion, scores, scratches or Brinnel
marks.
5-69.
PARTS REPAIR/REPLACEMENT. Repair of small parts of the main landing gear actuator
is impractical. Replace all defective parts. Minor scratches or score marks may be removed
by polishing with abrasive crocus cloth (Federal Specification P-C-458), providing their
removal does not affect operation of the unit. during assembly, install all new packings.
5-70.
REASSEMBLY. (See figure 5-12.)
NOTE
Use MIL-G-21164C lubricant on roller (3) and bearings
(2), if removed.
a.
If bearings (2) and roller (3) were removed, press one bearing into actuator body until
it is flush. Install roller and press second bearing in place to hold roller. Use care to
prevent damage to bearings or roller.
b. Install back-up ring (11) and packing (10) in actuator body bore. Install new packing (9) on piston/rack (4). (See figure 5-12 Section A-A.)
5-54
Revision 2
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Assemble new packings, lubricated with a film
of Petrolatum VV-P-236, hydraulic fluid MILH-5606, or Dow-Corning DC-7.
c.
Slide piston/rack (4) into cylinder body.
NOTE
Lubricate piston/rack gears with MIL-G-21164C lubricant. Apply lubricant sparingly. Over-greasing might
cause contamination of hydraulic cylinder assembly
with grease which might work past packing.
d.
e.
f.
Install back-up ring (6) and new packing (5) on end gland (8).
Install end gland (8) in actuator body (12), and tighten until end of gland is flush with
end of actuator body. Install and tighten setscrew (7).
Install end cap (1) at end of actuator assembly.
5-71.
INSTALLATION. (See figure 5-12.)
a. With main landing gear in the down and locked position, install actuator and onto
bulkhead forging so that piston rack gear and sector gear engage as shown in Section A-A of the figure.
b. Lubricate swivel fitting (16) with MIL-G-21164C lubricant and bolt actuator and cap
(17) to bulkhead forging. Torque actuator bolts (15) 100 to 140 lb-in. and safetywire.
c. Connect all hydraulic lines to their source location. Lubricate threads with Petrolatum. Install new safety wire on swivel fitting at actuator.
d. Connect brake line at wheel cylinder. Fill and bleed brake system in accordance with
instructions in applicable paragraph in this section.
e. Rig landing gear in accordance with procedures outlined in applicable paragraph in
this section.
f. Remove aircraft from jacks and install access covers, carpeting and seats removed
for access.
5-72.
MAIN PIVOT ASSEMBLY.
5-73.
REMOVAL. (Refer to figure 5-12.)
a. Remove strut from pivot assembly in accordance with procedures outlined in
applicable paragraph of this this section.
c. Remove setscrew (14) from sector gear (13).
d. Bend tangs of lockwasher (24) from notches in jam nut (26) and completely unscrew
jam nut from threaded area of shaft (25).
e. Push shaft (25) into pivot (33) and pull pivot (33) free of bearing (19).
5-74.
INSPECTION AND REPAIR. (See figure 5-12.)
a. Thoroughly clean all parts in cleaning solvent (Federal Specification PS-661 or
equivalent.)
b. Inspect all parts for indications of damage, cracks, or excessive wear and replace as
necessary.
c. Inspect outboard pivot bushing and bearing (19) (pressed into bulkhead of forgings in
aircraft) for damage and excessive wear. Replace bushing or bearing as required.
NOTE
The outboard pivot bushing is locked into the bulkhead
forging by a setscrew located above the bushing. This
5-55
MODEL R182 AND TR182 SERVICE MANUAL
setscrew must be turned out several turns before the
bushing can be removed.
5-75.
INSTALLATION. (See figure 5-12.)
a. Lubricate all bushings and bearings with MIL-G-21164C grease. Slide shaft (25) into
pivot (33).
b. Install pivot, with thrust bearing (20) and race (21) installed. into inboard bearing in
bulkhead forging. Pull shaft (25) from pivot (33) and install lockwasher (24) and jam
nut (26) on shaft (25).
c. Insert end of shaft (25) into outboard bushing in bulkhead forging. Hand tighten nut to
remove all end play and safety in place by bending corresponding tang of lockwasher
(24) washer into notch of nut (26). Pivot must rotate freely.
d. Install seal (18) and sector gear (13) on inboard end of pivot (33) so that the alignment
marks on pivot (33) and sector gear (13) are matched as shown in figure 5-12 Section
View A-A.
e. Install setscrew (14) into sector gear (13) with Loctite 242 locking compound. Ensure
that setscrew (14) enters keyway on pivot (33) and tighten screw.
5-76.
GEAR POSITION INDICATOR SWITCHES.
5-77.
DESCRIPTION. (See figure 5-9.) (Thru R18200655.) The gear down indicator switches are
located on the inboard side of the outboard pivot support bulkhead forgings and are accessible through access panels in the floorboard. Beginning with R18200656. the switches are attached to the downlock hooks, which are attached to the outboard pivot support bulkhead
forgings. The gear up indicator switches are located on the forward bulkhead of the main
gear wheelwell and are accessible through the wheelwell openings. See "Main Gear Rigging"
paragraph for adjustment instructions. The switches attached to the downlock hooks are
non-adjustable.
5-78.
MAIN GEAR DOWNLOCK ACTUATOR. (See figure 5-13.)
5-79.
DESCRIPTION. The main gear downlock actuator consists of a piston/rod and
a ball and seat priority valve. The body has two separate hydraulic chambers.
Internal springs hold the piston/rod in the extended position (locked) at all
times except when the gear position handle is placed in the up position and
the system is pressurized, fluid, entering the actuator during the gear up
cycle, is blocked by the ball and seat and forced to flow into the piston chamber, causing the piston to move, pulling the rod into the actuator body. As
the rod moves, it draws the latch away from the downlock pin, unlocking the
gear. When the rod is retracted into the actuator body, a raised portion of
the rod forces a small ball to push the larger valve ball away from the seat
and allows fluid to flow through the downlock actuator to the main landing
gear actuator. When the landing gear position selector handle is placed in
the down position, fluid flow is reversed and unaffected by the ball and seat.
Internal spring pressure forces the piston to move causing the rod to extend,
placing the latch or hook in the locked position. As the landing gear pivot
assembly rotates to the down position, the lock pin strikes the angled bottom
of the latch or hook, forcing the latch or hook to move away until the lock pin
clears the latch or hook. Internal spring pressure on the piston/rod causes
the latch to snap back to the locked position as the pin clears the latch.
5-56
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
4
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Actuator Body
Packing
Back-up Ring
Fitting
Packing
Spring
Ball
Ball
Piston/Rod
Back-up Ring
Packing
Packing\
Spring
Spring
Plug
5
6
7
8
J
2
13
10
FLUID FLOW
GEAR
DOWN
GEAR
UP
4
14
14
13
5
15
/~7
12
11'
10
06
6
7
9
Figure 5-13. Main Gear Downlock Actuator (Sheet 1 of 2)
5-57
MODEL R182 AND TR182 SERVICE MANUAL
19
THRU R18200684
17
16
17
¢']~<
"1
22
NOTE
24
If required, lubricate downlock
hooks
using
Lubri-Bond
A,2
Lubri-Bond 220, or Perma-Silk.
BEGINNING WITH R18200685
1.
16.
17.
18.
19.
20.
21
22.
23.
24.
Downlock Actuator
Hook Link
Downlock Hook
Bolt
Bushing
Bushing
Actuator
Switch
Plate
Actuator
Figure 5-13. Main Gear Downlock Actuator (Sheet 2 of 2)
5-58
Revision 1
(
MODEL R182 AND TR182 SERVICE MANUAL
5-80.
REMOVAL. (See figure 5-13.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of this manual.
b. Place master switch in OFF position and move gear position handle to UP position.
c. Turn master switch on and allow gear to retract halfway. Turn master switch off
and pull gear pump circuit breaker to prevent accidental activation of the pump.
d. Move seat to forward position and peel back carpet as necessary to uncover access
panel above actuator; remove panel.
e. Remove cotter pin and clevis pin from downlock hook (17).
f. Remove two bolts attaching actuator to mounting brackets.
g. Remove and cap or plug hydraulic lines from actuator.
h. Reverse procedure to install actuator.
5-81.
DISASSEMBLY. (See figure 5-13.)
NOTE
Leading particulars of the actuators are as follows:
Cylinder Bore Diameter ................................................
..............
Piston Diameter ...................
Stroke (to unseat valve) .....................................................
a.
b.
c.
d.
......
.......
0.749+.002,-.000 in.
0.747+.000.-.001 in.
0.719±.031 in.
Remove fitting (4), spring (6) and balls (7) and (8).
Cut safety wire and unscrew end plug (15) from actuator body (1).
Remove springs (13) and (14) and push piston/rod (9) from actuator body (1).
Remove and discard all packings and back-up rings.
5-82.
INSPECTION. (See figure 5-13.)
a. Inspect all threaded surfaces for cleanliness and for freedom of cracks and excessive
wear.
b. Inspect spring (6) for evidence of breaks and distortion.
c. Inspect inner and outer springs (13) and (14) for evidence of breaks and distortion.
d. Inspect fitting (4). piston rod (9), actuator body (1), balls (7) and (8) ball seats for
cracks. scratches, scoring, wear or surface irregularities which might affect their
function or the overall function of the unit.
e. Repair of most parts of the downlock actuator is impractical. Replace defective parts.
Minor scratches and scores may be removed by polishing with fine abrasive crocus
cloth (Federal Specification PC-458), providing their removal does not affect operation of the unit.
5-83.
REASSEMBLY. (See figure 5-13.)
NOTE
Install all new packings and (12) back-up rings during
reassembly of the actuator.
a.
b.
c.
Install new packings (11) and (12) back-up ring (10) in grooves of piston/ rod (9).
Install new packing (2), back-up ring (3) in grooves of actuator body (1).
Slide piston rod into actuator body (1). Use care to prevent damage to packing (2) and
back-up ring (3).
d. Insert springs (13) and (14), then install and safety wire end plug(15)
to actuator body.
e. Insert balls (8) and (7) and spring (6) in actuator body (1).
f. Install new packing (5) on fitting (4). Install and tighten fitting.
Revision 1
5-59
MODEL R182 AND TR182 SERVICE MANUAL
e.
f.
Insert balls (8) and (7) and spring (6) in barrel and valve body.
Install new packing (5) on fitting (4). Install and tighten fitting.
5-84.
MAIN GEAR STRUT STEP.
5-85.
DESCRIPTION. Thru Serials R18200476 and FR18200020, the step is constructed of Uralite 3121 polyurethane casting, with treads cast into the step.
Beginning with Serials R18200477 and FR18200021, the step is constructed of
Uralite 3121 polyurethane casting, with a molded depression area, located
in the top of the step containing a replaceable tread. To replace a step
tread, remove old tread with a sharp knife, clean pad with a 50-50 mixture
of toluene and methyene chloride, and cement new tread to pad with EC-776
or EC-847 cement (3M Company).
5-86.
REMOVAL. (See figure 5-8.)
NOTE
The step is bonded to the landing gear strut with
Uralite 3121 bonding material.
a. Using a heat gun, heat step at a temperature of 200 ° to 250F, until
step material becomes pliable.
b. Using a sharp knife, remove step material down to the metal strut.
c. Clean off remaining step material with a wire wheel and sandpaper.
Leave surface slightly rough or abraded. Clean oil and grease from
strut with solvent, wipe off excess solvent with a dry cloth and let
surface dry.
d. Apply Zinc Chromate Primer - green or yellow to cleaned area on
strut.
Dry film thickness to be . 0003 to . 0005 inch.
5-87. INSTALLATION. (Refer to figure 5-8.)
a. Jack aircraft in accordance with procedures outlined in Section 2 of
this manual.
b. Mark position of removed step so new step will be installed in approximately the same position on the strut.
c. Check that bonding surfaces are clean and dry.
d. Mix adhesive (Uralite 3121), in accordance with manufacturer's direction. Note pot life.
e. Spread a coat of mixed adhesive on bonding surfaces of strut and step;
install step on strut.
5-60
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Top of strut should be parallel to the ground (±5°)
when gear is in down position.
f. Cycle landing gear to check clearance of step in tunnel.
g. Form a small fillet of adhesive at all edges of bonding surfaces.
Remove excess adhesive.
h. Remove aircraft from jacks.
i. Allow adhesive to thoroughly cure according to manufacturer's recommendations before flexing gear spring or applying loads to step.
j. Paint gear spring strut and step after curing is completed.
5-88.
NOSE GEAR SYSTEM.
5-89.
DESCRIPTION. The nose gear consists of a pneudraulic shock assembly, mounted in a
trunnion assembly, a steering arm and bungee, shimmy dampener. nose wheel. tire and tube.
hub cap, bearings, seals and a double-acting hydraulic actuator for extension and retraction.
A claw-like hook on the actuator serves as a downlock for the nose gear. Stop bolts. located
in the lower aft well, prevent inadvertent nose gear collapse.
5-90.
OPERATION. The nose gear shock strut is pivoted just forward of the firewall. Retraction
and extension of the nose gear is accomplished by a double-acting hydraulic cylinder. the
forward edge of which contains the nose gear downlock. Initial action of the cylinder
disengages the downlock before retraction begins. As the strut moves into the gear well. the
forward side of the nose gear fork boss contacts the door close mechanism and pulls the nose
door closed. The nose gear is held in the up position by hydraulic pressure.
5-91.
TROUBLE SHOOTING - NOSE GEAR SYSTEM.
TROUBLE
PROBABLE CAUSE
REMEDY
FLUID LEAKAGE FROM
STRUT.
Defective strut seals.
Install new seals.
STRUT LOSES AIR
PRESSURE.
Defective strut seals.
Install new seals.
Defective or loose air
filler valve.
Check gasket; tighten or
replace valve.
EXCESSIVE TIRE WEAR.
Loose torque links.
Add shim washers; replace
links.
NOSE WHEEL SHIMMY
(Also refer to Service
Information Letter
SE84-21.)
Loose or worn nose
wheel steering linkage.
Tighten loose linkage or replace defective parts.
Shimmy damper need fluid.
Service in accordance with Section 2.
Defective shimmy damper.
Repair or replace shimmy damper.
5-60A
MODEL R182 AND TR182 SERVICE MANUAL
5-92.
REMOVAL AND INSTALLATION OF NOSE GEAR STRUT ASSEMBLY. (See figure 5-14.)
a. Jack aircraft or weight down tail in accordance with procedures outlined in Section 2
of this manual.
WARNING
Turn master switch off and pull gear pump circuit
breaker when working in wheel well area.
Disconnect electrical leads from squat switch on upper torque link and tag for
identification.
c. Remove access panel aft of gear well to provide access to actuator.
d. Remove bolt attaching actuator to trunnion, being careful to contain the washers and
other downlock components normally held by the attaching bolt.
e. Remove steering rod attach bolt and bellcrank pivot bolt.
f. Remove trunnion pivot bolts and remove strut from aircraft.
g. Reverse procedure to install strut assembly.
b.
5-93.
5-60B
DISASSEMBLY OF NOSE GEAR STRUT. (See figure 5-15.)
a. Bleed pressure from strut through valve (9).
b. Remove shimmy damper (4, figure 5-14) from strut.
c. Remove torque links (29).
d. Remove steering bellcrank (11), collar (10) and valve (9) from top of strut assembly.
e. Remove flat lock ring (15) and collar (10) from lower end of barrel (14).
f. Remove wire lock ring (15) from inside groove at lower end of barrel (14). A small
hole is drilled through the outer barrel to aid in the removal of the lock ring.
MODEL R182 AND TR182 SERVICE MANUAL
*A
6^
a
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'THRU
7
^k
R 18201798
2Qa1
8
.9
.
BEGINNING
WITH 14
R18201799
11C
5
0
11
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Cap
~1.
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00
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1.
2.
3.
4.
5.
6.
7.
8.
9.
A-A
Hub Cap
Wheel and Tire
Fork
Shimmy Damper
Air Valve
Nose Gear Steering Bellcrank
Boot
Nose Gear Steering Bungee Assembly
Nose Gear Actuator
10.
11.
12.
13.
14.
15.
16.
17.
Trunnion
Torque Links
Shim
Squat Switch
Barrel Nut
Snap Ring
Flex Shaft
Rudder Bar Assembly
Figure 5-14. Nose Gear Assembly
Revisiun 3
5-61
MODEL R182 AND TR182 SERVICE MANUAL
11
=.
9
8
9
;Q
8
R18200001 THRU R18201798
FR18200001 THRU FR18200070
3
R18201799 & ON
R
] 18206
64
031
0 R18200001 THRU R18200710
* R18200711 THRU R18201276
FR18200046 THRU FR18200055
FR18200001 THRU FR18200045
*
Seal bolt thread with Loctite 271. Loctite Catalog No. 87, or STA-LOK Catalog
No. 800. Beginning with Serial R18200001 and FR18200001.
3.
4.
6.
8.
9.
Bearing
Trunnion
Shimmy Damper Attach
Clamp
Washer
Valve
10.
11.
30.
31.
Collar
Steering Bellcrank
Shimmy Damper Bracket
Shimmy Damper Attach
Eyebolt
Figure 5-15. Nose Gear Strut (Sheet 1 of 3)
5-62
MODEL R182 AND TR182 SERVICE MANUAL
9
3
,
TORQUE TO
90.150 LB. IN.
3
... CONTINUED
/-/
X-O&ON SHEET 3
CJ R18200711 & ON
·
FR18200046 THRU FR18200070
R18201277 & ON
FR18200056 THRU FR18200070
1.
Race
2.
Thrust Bearing
3.
4.
5.
Bearing
Trunnion
Shimmy Damper Attach
Clevis
Shimmy Damper Attach
Clamp
Actuator Attach Fitting
6.
7.
Figure 5-15. Nose Gear Strut (Sheet 2 of 3)
5-63
MODEL R182 AND TR182 SERVICE MANUAL
24
-
1 2/x>15
24
/ 24
26
13
23h I I
23
12
1 26
2
29
29
25
1422
22
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12+
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?18.
Bearing
o10. Collar
12.
Packing
13.
14.
15.
16.
17.
Head and Strut Tube
Outer Barrel
Lock Ring
19.
Back-upRing
Packing Support Ring
Scraper Ring
Packing Retainer Ring
16_.f5
20. Plug
12 -
22. Fork
Inner Barrel
24. Bushing
25. Spacer
IA23.
Em
~l
l16~
17
18
21.
)
20
s
i
18~:202
17
7
~~~~~~11
1.
2.
4.
7.
Clevis
Jam Nut
Cover
Body
11.
Piston Ring Spring______
14.
17.
19.
Piston Rod
Filler Plug
Back-up Ring
20.
Packing
(Beginning with 1979 Models)
Figure 5-22. Brake Master cylinder (Sheet 2 of 2)
5-89
MODEL R182 AND TR182 SERVICE MANUAL
5-155.
DISASSEMBLY. (Beginning with 1979 Models.) (See figure 5-22, sheet 2.)
a. Unscrew clevis (1) and jam nut (2).
b. Remove filler plug (17).
NOTE
A special tool, brake master cylinder wrench No. 34-101
is available from the Cessna Supply Division to accomplish the following step.
c.
d.
e.
Unscrew cover (4) and remove up over piston (14).
Remove piston (14) and spring (11).
Remove packing (20) and back-up ring (19) from piston (14).
5-156.
INSPECTION AND REPAIR. (Beginning with 1979 Models.) (See figure 5-22, Sheet 2 of 2.)
Repair is limited to installation of new parts and cleaning. Use clean hydraulic fluid (MIL-H5606) as a lubricant during reassembly of the cylinder. Replace packing and back-up ring.
Filler plug (17) must be vented so pressure cannot build up during brake operation. Remove
plug and drill 1/16-inch hole 30 ° from vertical, if plug is not vented. Refer to view A-A for
location of hole.
5-157.
REASSEMBLY. (Beginning with 1979 Models.) (See figure 5-22, Sheet 2 of 2.)
a. Instal spring (11) into cylinder body (7).
b. Install back-up ring (19) and packing (20) in groove of piston (14).
c. Install piston (14) in cylinder body (7).
d. Install cover (4) over piston (14) and screw cover into cylinder body (7).
e. Install nut (2) and clevis (1).
f. Install filler plug (17), making sure vent hole is open.
5-158.
INSTALLATION.
a. connect hydraulic hoses to brake master cylinders and install cylinders.
b. Connect brake master cylinders to rudder pedals and connect parking brake linkage.
c. Install rudder bar shield and install front seats.
d. Install bleeder screw at wheel brake assembly and fill and bleed brake system in
accordance with applicable paragraph in this section.
5-159.
HYDRAULIC BRAKE LINES.
5-160.
DESCRIPTION. The brake lines are of rigid tubing, except for flexible hose used at the brake
master.cylinders. A separate line is used to connect each brake master cylinder to its
corresponding wheel brake cylinder.
5-161. WHEEL BRAKE ASSEMBLIES.
(See figure 5-10.)
5-162.
DESCRIPTION. The wheel brake assemblies employ a floating brake assembly and a disc
which is attached to the main wheel.
5-163.
REMOVAL. (See figure 5-8.) Disconnect and drain brake line and remove brake back plate.
The brake disc is removed after the wheel is removed and disassembled. To remove torque
plate, remove wheels and axles.
5-164. DISASSEMBLY. See figure 5-10 for a breakdown of wheel brake parts.
figure may be used as a guide for disassembling the wheel brakes.
5-90
This
MODEL R182 AND TR182 SERVICE MANUAL
5-165.
INSPECTION AND REPAIR.
a. Clean all parts except brake linings and packings in dry cleaning solvent and dry
thoroughly.
b. Install all new packings. If packing reuse is necessary, wipe with a clean cloth saturated in hydraulic fluid and inspect for damage.
NOTE
Thorough cleaning is important. Dirt and chips are the
greatest single cause of malfunctions in the hydraulic
brake system.
c.
d.
e.
f.
5-166.
Check brake lining for deterioration and wear.
Inspect brake cylinder bore for scoring. A scored cylinder will leak or cause rapid
packing wear. Install a new brake cylinder if the bore is scored.
If the anchor bolts on the brake assembly are nicked or gouged, they should be
sanded smooth to prevent binding with the pressure plate or torque plate. When new
anchor bolts are to be installed, press out old bolts and install new bolts with a soft
mallet.
Inspect wheel brake disc for a minimum thickness of .33 inch. If brake disc is below
minimum thickness, install a new disc.
REASSEMBLY. (See figure 5-8.)
NOTE
Assemble parts, lubricated with a film of Petrolatum VVP-236, hydraulic fluid MIL-H-5606, or Dow-Corning DC7.
a.
5-167.
See figure 5-8 as a guide while reassembling wheel brakes.
INSTALLATION.
a.
Place brake assembly in position with pressure plate in place.
NOTE
If torque plate was removed, install as the axle is installed, or install on axle. If the brake disc was removed, install as wheel is assembled.
CAUTION
Correct clocking of the brake line elbow on the wheel
brake cylinder is very important in order to avoid interference with aircraft structure during retraction of the
gear.
5-168.
CHECKING BRAKE LINING WEAR. New brake lining should be installed when the
existing lining has worn to a thickness of 3/32-inch. A 3/32-inch thick strip of material held
adjacent to each lining can be used to determine amount of wear. The shank end of a drill bit
of the correct size can also be used to determine wear of brake linings.
Revision 1
5-91
MODEL R182 & TR182 SERIES SERVICE MANUAL
5-169.
BRAKE INSTALLATION. (Refer to figure 5-10.)
a. Remove bolts securing back plate and remove back plate.
b. Pull brake cylinder out of torque plate and slide pressure plate off anchor bolts.
c. Place back plate on a table with lining side down flat. Center a 9/64-inch (or slightly
smaller) punch in the rolled rivet and hit the punch sharply with a hammer. Punch
out all rivets securing the linings to the back plate and the pressure plate in the same
manner.
NOTE
A rivet setting kit, Part No. 199-00100, is available from the
Cessna Parts Distribution (CPD 2). This kit consists of an
anvil and punch.
d. Clamp the flat side of the anvil in a vise.
e. Align new lining on back plate and place brake rivet in hole with rivet head in the
lining. Place the head against the anvil.
f. Center rivet setting punch on lips of rivet. While holding back plate down firmly
against lining, hit punch with hammer to set rivet. Repeat blows on punch until
lining is firmly against back plate.
g. Realign the lining on the back plate and install and set rivets in the remaining holes.
h. Install a new lining on pressure plate in the same manner.
i. Position pressure plate on anchor bolts and place cylinder in position so that anchor
bolts slide into the torque plate.
j. Install back plate with bolts and washers, torque bolts to 110-120 in.-lbs.
5-170.
BRAKE SYSTEM BLEEDING.
NOTE
Bleeding with a clean hydraulic pressure source connected to
the wheel cylinder bleeder is recommended.
a. Remove brake master cylinder filler plug and screw flexible hose with appropriate
fitting into the filler hole at the top of the brake master cylinder.
b. Immerse opposite end of flexible hose into a container with enough hydraulic fluid to
cover end of the hose.
c. Connect a clean hydraulic pressure source, such as a hydraulic hand pump or HydroFill unit to the bleeder valve in the wheel cylinder.
d. As fluid is pumped into the system, observe the immersed end of the hose at the master brake cylinder for evidence of air bubbles being forced from the brake system.
When bubbling has ceased, remove bleeder source from wheel cylinder and tighten
the bleeder valve.
5-171.
BRAKE LINING BURN-IN.
5-172.
DESCRIPTION. The brake pads are equipped with either a non-asbestos organic lining or
an iron based metallic lining. These materials must be properly conditioned (glazed) in order
to provide maximum performance and service life. This is accomplished by a brake burn-in.
a. Non-asbestos organic lining.
1. Taxi airplane for 1500 feet with engine at 1700 RPM applying brake pedal force
as needed to develop a 5 to 9 knots taxi speed.
2. Allow brakes to cool for 10 to 15 minutes.
5-92
Revision 3
MODEL R182 & TR182 SERIES SERVICE MANUAL
3. Apply brakes and check to see if a high throttle static run up may be held with
normal pedal force. If so, burn-in is complete.
4. If static run up cannot be held, repeat steps 1. thru 3. as needed to successfully
hold.
b. Iron based metallic lining.
1. Perform two consecutive full stop braking applications from 30 to 35 knots. Do not
allow the brake discs to cool substantially between stops.
2. Apply brakes and check to see if a high throttle static run up may be held with
normal pedal force. If so, burn-in is complete.
3. If static run up cannot be held, repeat step 1. as needed to successfully hold.
NOTE
Light brake usage can cause the glaze to wear
off, resulting in reduced brake performance. In
such cases, the lining may be conditioned
again following the instructions set forth in
this burn-in procedure.
5-173.
PARKING BRAKE SYSTEM. (Refer to figure 5-23.)
5-174.
DESCRIPTION. The parking brake system consists of a handle and ratchet mechanism,
connected by a cable to linkage at the brake master cylinders. Pulling out on the handle depresses both brake master cylinder piston rods and the handle ratchet locks the handle in
this position until the handle is turned and released.
5-175.
REMOVAL AND INSTALLATION. Refer to figure 5-23 for relative location of system components. The illustration may be used as a guide during removal and installation of components.
5-176.
INSPECTION AND REPAIR OF SYSTEM COMPONENTS. Inspect lines for leaks, cracks,
dents, chafing, improper radius, security, corrosion, deterioration, obstructions and foreign
matter. Check brake master cylinders and repair as outlined in applicable paragraph in this
Section. Check parking brake handle and ratchet for proper operation and release. Replace
worn or damaged parts.
Revision 3
5-93
MODEL R182 AND TR182 SERVICE MANUAL
9
10
6
1.
Master
Cylinder
7. Angle
812
13.
Clamp
0
Angle
12.
Handle
18.
Support
1.
2.
3.
3.
4.
5.
6.
Master Cylinder
Spring
Bracket
Cable Assembly
Tube
Angle
7.
8.
9.
10.
11.
12.
Angle
Cotter Pin
Housing Assembly
Spacer
Pin
Handle
13.
14.
15.
16.
17.
17.
18.
Clamp
Catch
Handle Assembly
Assembly
Positioning Pin
Positioning Rack
Rack
Support
2
1
Figure 5-23. Parking Brake System (Sheet 1 of 2)
5-94
18
6.
MODEL R182 AND TR182 SERVICE MANUAL
10
12
13
1
3.
4.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
19.
20.
21.
22.
23.
24.
Tube13
Bracket
Cable Assembly
Angle
Angle
Cotter Pin
Housing Assembly
Spacer
Pin
Handle
Clamp
Catch
Handle Assembly
Positioning Pin
Positioning Rack
Cotter Pin
Cable Assembly
Pulley
Bracket Assembly
Bellcrank
Pin
19
DetailB
4
5-95
MODEL R182 AND TR182 SERVICE MANUAL
1. RH Master Cylinder
2.
Hose
3.
4.
5.
6.
LH Master Cylinder
RH Brake Line
LH Brake Line
Clamp
5-96
,5-98
6
4
TO SWIVEL
c
(7)
5
MODEL R182 AND TR182 SERVICE MANUAL
9
SAFETY WIRE
SWIVEL TO ACTUATOR
c
8
_J/
f
>
'~
~
\\
;^
\
~
5.
7.
8.
9.
10.
11.
LH Brake Line
Swivel Fitting
LH Gear Actuator
Pivot Fitting
Plug Fitting
Wheel Brake Cylinder
11
3
Dc==-
Figure 5-24. Brake System (Sheet 2 of 2)
5-971(5-98 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 6
AILERON CONTROL SYSTEM
Page No.
Aerofiche/
Manual
AILERON CONTROL SYSTEM .. 2F5/6-1
Description ...............
2F5/6-1
Trouble Shooting ...........
2F5/6-1
Control Column ............
2F6/6-2
Description ............
2F6/6-2
2F6/6-2
Removal/Installation .......
2F6/6-2
Pilot's Control Column ....
Copilot's Control Column . . 2F9/6-5
2F9/6-5
Repair ................
Aileron Bellcrank ..........
2F10/6-6
TABLE OF CONTENTS
Removal ................
Repair .................
Installation .............
Cables and Pulleys ..........
Removal/Installation .......
Ailerons ...............
Removal ...............
Installation .............
Repair .................
Rigging .................
2F10/6-6
2F12/6-8
2F12/6-8
2F14/6-10
2F14/6-10
. 2F14/6-10
2F14/6-10
2F14/6-10
2F15/6-11
2F15/6-11
6-1.
AILERON CONTROL SYSTEM. (See figure 6-1.)
6-2.
DESCRIPTION. The aileron control system is comprised of push-pull rods. bellcranks.
cables. pulleys. cable drums and components forward of the instrument panel. all of which.
link the control wheels to the ailerons.
6-3.
TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart it may be necessary to re-rig system. refer to
paragraph 6-18.
TROUBLE
LOST MOTION IN CONTROL
WHEEL.
RESISTANCE TO CONTROL
WHEEL MOVEMENT.
PROBABLE CAUSE
REMEDY
Loose control cables.
Check cable tension. Adjust
cables to proper tension.
Broken pulley or bracket.
cable off pulley or worn
rod end bearings.
Check visually. Replace
worn or broken parts.
install cables correctly.
Cables too tight.
Check cable tension. Adjust
cables to proper tension.
Pulleys binding or cable
off.
Observe motion of the pulleys. Check cables visually
Replace defective pulleys.
Install cables correctly.
Bellcrank distorted or
damaged.
Check visually. Replace
defective bellcrank.
Defective quadrant
assembly.
Check visually. Replace
defective quadrant.
Revision 1
6-1
MODEL R182 AND TR182 SERVICE MANUAL
6-3.
TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE CAUSE
REMEDY
RESISTANCE TO CONTROL
WHEEL MOVEMENT (CONT).
Clevis bolts in system too
tight
Check connections where
used. Loosen. then tighten
properly and safety.
CONTROL WHEELS NOT
LEVEL WITH AILERONS
NEUTRAL.
Improper adjustment of
cables.
Refer to paragraph 6-18.
Improper adjustment of
aileron push-pull rods.
Adjust push-pull rods to
obtain proper alignment.
DUAL CONTROL WHEELS
NOT COORDINATED.
Cables improperly adjusted.
Refer to paragraph 6-18.
INCORRECT AILERON
TRAVEL.
Push-pull rods not adjusted
properly.
Refer to paragraph 6-18.
Incorrect adjustment of
travel stop bolts.
Refer to paragraph 6-18.
6-4.
CONTROL COLUMN. (See figures 6-2 and 6-3.)
6-5.
DESCRIPTION. Rotation of the control wheel rotates four bearing roller assemblies (3) on
the end of the control wheel tube (12), which in turn, rotates a square control tube assembly
(14) inside and extending from the control wheel tube (12). Attached to this square tube (14) is
a quadrant (23) which operates the aileron system. This same arrangement is provided for
both control wheels. Synchronization of the control wheels is obtained by the interconnect
cable (28). turnbuckle (29) and adjustment terminals (26). The forward end of the square
control tube (14) is mounted in a bearing block (20) on firewall (30) and does not move foreand-aft. but rotates with the control wheel. The four bearing roller assemblies (3) on the end
of the control wheel tube reduce friction as the control wheel is moved fore-and-aft for
elevator system operation. A sleeve weld assembly (5), containing bearings which permit
the control wheel tube to rotate within it. is secured to the control wheel tube by a sleeve and
retaining ring in such a manner it moves fore-and-aft with the control wheel tube. This
movement allows the push-pull tube (15) attached to the sleeve weld assembly (5) to operate
an elevator arm assembly (17). to which one elevator cable (19) is attached. A torque tube (18)
connects this arm assembly (17) to the one on the opposite end of the torque tube (18). to
which the other elevator cable is attached. When dual controls are installed. the copilot's
control wheel is linked to the aileron and elevator control systems in the same manner as the
pilot's control wheel.
6-6.
REMOVAL AND INSTALLATION
a. PILOTS CONTROL COLUMN. (See figures 6-2 and 6-3.)
1. Remove bolts securing adapter to control tube assembly (1) and remove control
wheel assembly (4).
2. Disconnect electrical wiring to maplight (11) and mike switch (7) at connector if
installed.
3. Remove decorative cover from instrument panel.
4. Remove screw securing adjustable glide plug (13) to control tube assembly (14)
and remove plug and glide assembly.
6-2
MODEL R182 AND TR182 SERVICE MANUAL
2
.',tail
A
D
2
Deta
Adjustment Nut
I
19
90
10
23
28
,-* ago/$ A',
* Used only on aircraft
equipped with single
controls.
^
19 *THRU 1981 MODELS
<
20*
1
$
24
22
X
-s
|
27**
265C
*
** Safety wire these items.
Figure 6-2. Control Column Installation
6-4
BEGINNING WITH
1982 MODELS
MODEL R182 AND TR182 SERVICE MANUAL
5.
6.
Disconnect push-pull tube (15) at sleeve weld assembly (5).
Remove screws securing support plate (10) at instrument panel.
NOTE
To ease removal of control wheel tube assembly (12),
snap ring (9) may be removed from its locking groove to
allow sleeve weld assembly (5) additional movement.
7.
Using care, pull control wheel tube assembly (12) aft and work assembly out
through instrument panel.
NOTE
If removal of control tube assembly (14) or quadrant (23)
is necessary, proceed to step 8.
8.
9.
10.
11.
12.
13.
Remove safety wire and relieve direct cable tension at turnbuckles (index 8,
figure 6-1).
Remove safety wire and relieve interconnect cable tension at turnbuckle (30).
Remove safety wire and remove roll pin (27) through quadrant (23) and control
tube assembly (14).
Remove pin, nut (24) and washer from control tube assembly (14) protruding
through bearing block (21) on forward side of firewall (30).
Using care, pull control tube assembly'(14) aft and remove quadrant (23).
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 Section 8, respectively. Use
figure 6-2 as a guide for reassembly and observe the following notes.
NOTES
Referring to figure 6-2, allow 0.030" minimum clearance
between bearing block (20) and nut (24) after tightening.
Adjust interconnect cables (28) to 40 LBS ± 10 LBS.
Washers (31) are of various thicknesses and are used to
obtain dimension shown in VIEW A-A.
Referring to figure 6-3, torque bolt (12) to 30 inch-pounds.
b.
6-7.
COPILOT'S CONTROL COLUMN.
1. Complete steps 1, 2, 3, 4, 5, 6, 8, 9, 10 and 11 of subparagraph "a".
2. Using care, pull control tube assemblies (12 and 14) aft and remove quadrant (23).
3. Remove radios, radio dust covers, cooling pans and associated equipment as
necessary to work control wheel tube assembly (12) out from under instrument
panel.
4. Complete step 13 of subparagraph "a".
REPAIR. Worn, damaged or defective shafts, bearings, drums, cables or other components
should be replaced. Refer to Section 2 for lubrication requirements.
6-5
MODEL R182 AND TR182 SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Control Tube Assembly
Adapter
Rheostat
Control Wheel
Cover
Setscrew
Mike Switch
Not Used
Not UsedL
Trim Switch
Maplight Assembly
Knob
Bolt
./
MX
\,
7
6
10
6
1
5
5
3
4
'
y
"' a
1.2
13
11
11
Figure 6-3. Control Wheel Installation (Sheet 1 of 2)
6-8.
AILERON BELLCRANK. (See figure 6-4.)
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).
NOTE
Carry-thru cable turnbuckle (5) may be located at either
the right or left aileron bellcrank.
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.
6-6
*
MODEL R182 AND TR182 SERVICE MANUAL
9
6
7 8
10
12
11
BEGINNING WITH 1981 MODELS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Control Tube Assembly
Adapter
Rheostat
Control Wheel
Cover
Setscrew
Mike Switch
Trim Controls
Trim Disengage Switch
Trim Switches
Maplight Assembly
Knob
Figure 6-3. Control Wheel Installation (Sheet 2 of 2)
6-7
MODEL R182 AND TR182 SERVICE MANUAL
6.
10 Detail A
8.
1.
Hinge
2.
3.
4.
5.
6.
7.
Balance Weight
Aileron
Pivot Bolt
Turnbuckle (Carry-Thru)
Bolt
Stop Bushing
Bellcrank
9. Turnbuckle (Direct)
10. Bushing
11. Brass Washer
12. Push-Pull Rod
13. Needle Bearing
14. Bushing
Figure 6-4. Aileron Installation (Sheet 1 of 2)
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.
NOTE
Brass washers (11) may be used as required between
lower end of bellcrank and wing channel to shim out
excess clearance.
6-8
MODEL R182 & TR182 SERIES SERVICE MANUAL
A
3
5
2
Detail B
R18200001 THRU R18202003
^"^^"^""^"^/6
~~~42-^~~~~~~~~~
1
2.
3.
4.
5.
6.
7.
Hinge
Balance Weight
Hinge Pin
Hinge Pin
MS24665 Cotter Pin
Hinge
.089 Diameter Drill Rod
/
/7
5
--
1
Detail C
NOTES
Install loop of hinge pin (4) on outboard end of
hinge.
The following method may be utilized to check
wear
on aileron hinges used prior to
R18202004. Refer to Service Letter SE83-18 for
specific serials affected.
1.
Remove cotter pins (5) from both ends of hinge (1).
Push drill rod (7) or number 43 drill bit into hinge pin hole beyond holes
2.
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 6-4. Aileron Installation (Sheet 2 of 2)
6-9
MODEL R182 AND TR182 SERVICE MANUAL
c. Install bellcrank pivot bolt (4).
d. Position bellcrank stop-bushing (7) and install attaching bolt (6).
NOTE
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). Push-pull rods (12) are then adjusted to rig the
ailerons neutral.
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 23. figure 6-2.)
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.
f.
After cable is routed in position. install pulleys and cable guards. Ensure cable is
positioned in pulley groove before installing guard.
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 6-4.)
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.
6-10
MODEL R182 AND TR182 SERVICE MANUAL
AVAILABLE FROM CESSNA SUPPLY
DIVISION (TOOL NO. SE 716).
Figure 6-5. Inclinometer for Measuring Control Surface Travel
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 29. figure 6-2) and adjustment terminals
(index 26, figure 6-2) to remove cable slack, acquire proper tension (40± 10 pounds)
and position control wheels level (synchronized).
d. Tape a bar across both control wheels to hold them in neutral position.
e. Adjust direct cable turnbuckles (8) and carry-thru cable turnbuckle (6) so bellcrank
stop-bushings (index 7. figure 6-4) are centered in both bellcrank slots with 40± 10
pounds tension on carry-thru cable. Disregard tension on direct cables.
f. Adjust push-pull rods (index 12. figure 6-4) 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 ° . (See figure 6-5 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.
WARNING
Be sure ailerons move in the correct direction when operated by the control wheel and check for freedom of movement.
6-11 (6-12 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 7
WING FLAP CONTROL SYSTEM
TABLE OF CONTENTS
WING FLAP
CONTROL SYSTEM .........
Description ...............
Operational Check ..........
Trouble Shooting ..........
Motor/Transmission
Assembly ...............
Removal/Installation .......
Repair .................
Flap Control Lever ..........
Removal/Installation .......
Page No.
Aerofiche/
Manual
Drive Pulleys ..............
Removal/Installation .......
Repair .................
Flaps ...................
Removal/Installation .......
Repair .................
Cables and Pulleys ..........
Removal/Installation .......
Rigging Flaps .............
Rigging Flap Control Lever
and Follow-up ............
2F23/7-1
2F23/7-1
2F23/7-1
2F24/7-2
2G1/7-3
2G1/7-3
2G1/7-3
2G3/7-5
2G3/7-5
2G3/7-5
2G3/7-5
2G3/7-5
2G3/7-5
2G3/7-5
2G7/7-9
2G7/7-9
2G7/7-9
2G8/7-10
2G10/7-12
7-1.
WING FLAP CONTROL SYSTEM. (See figure 7-1.)
7-2.
DESCRIPTION. The wing flap control system consists of the following: an electric drive
motor and transmission assembly, drive pulleys and cables. push-pull rods. a follow-up
control cable and a flap control lever/switch assembly mounted on the instrument panel.
The drive motor and transmission assembly mounts directly to the right hand flap in the
right wing and is connected to the left hand flap via cables. Switches mounted on the flap
control lever assembly (refer to figure 7-3) control electric power to the motor and hence
determine flap position and direction of travel. The switch assembly is linked to flap motion
using the follow-up control, thus ensuring that the switches interrupt flap travel at the
selected position. In addition, limit switches mounted on the motor/transmission assembly
prevent over-travel at the full UP or DOWN positions. A final switch connect into the landing
gear/ stall warning circuit is set to actuate and warn the pilot when the flaps reach 25
with the landing gear still retracted.
7-3.
OPERATIONAL CHECK.
a. Operate flaps through their full range of travel observing for uneven travel.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 opposite flap.
NOTE
An inclinometer for measuring control surface travel is
available from the Cessna Supply Division. Refer to Section
6.
e.
f.
Remove access plates adjacent to flap drive pulleys and attempt to rock pulleys to
check for bearing wear.
Inspect flap rollers and tracks for evidence of binding or defective parts.
Revision 2
7-1
MODEL R182 AND TR182 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.
BINDING IN SYSTEM AS
FLAPS ARE RAISED AND
LOWERED.
7-2
PROBABLE CAUSE
REMEDY
Open circuit breaker.
Reset and check continuity.
Replace breaker if defective.
Defective switch.
Place jumper across switch.
Replace switch if defective.
Defective motor.
Remove and bench test.
Replace motor if defective.
Broken or disconnected
wires.
Run continuity check of
wiring. Connect or repair
wiring as necessary.
Disconnected or defective
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.
Replace defective cables.
Flaps binding on tracks.
Observe flap tracks and
rollers. Replace defective
parts.
MODEL R182 AND TR182 SERVICE MANUAL
.
7-4.
TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE CAUSE
REMEDY
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.
INCORRECT FLAP TRAVEL.
Incorrect rigging.
Refer to paragraph 7-18.
LEFT FLAP FAILS TO
MOVE.
7-5.
FLAP MOTOR AND TRANSMISSION ASSEMBLY.
7-6.
REMOVAL AND INSTALLATION. (See figure 7-2.)
a. Run flaps to full DOWN position.
b. Disconnect battery ground cable and insulate terminal as a safety precaution.
c. Remove access plates beneath flap motor and transmission assembly in right wing.
NOTE
Flap motor (9), transmission (7), hinge assembly (10) and
actuating tube (5) are removed from the aircraft as a unit.
On aircraft equipped with long range fuel tank, it may be
easier to detach motor and transmission assembly from
other components before removal from wing.
Remove bolt (20) securing actuating tube (5) to drive pulley (13).
Screw actuating tube (5) in toward transmission (7) as far as possible by hand.
Remove bolt 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.
l. Complete operational check as outlined in paragraph 7-3 and rerig system in
accordance with paragraph 7-18 and 7-19.
d.
e.
f.
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.
7-3
MODEL R182 AND TR182 SERVICE MANUAL
F5S2
4
w
.I
7
.i
"
1
Q..;./
D......ea..
SEE
FIGURE 7-2
6
.i.'i*
8"'
M
e
^'
\
CABLE TENSION
*I /-
^*.
FIGURE 7-3
/SEE
!
^
'
DtDetailA
""-.....;*
"::::-":'*
-W
........... ...
,.::
...
C
^FIGURE
.......
SEE
7-4
...
/
/
2. Pulley
I
3.
Bracket
5B.
.Spacer
''
BEGININ
35:
LBS t 5 LB.
.~':::,:~"~,~
~ '---^...^s.' ;'..'
6.
7.
8.
9.
10.
11.
12.
Washer
Rear Spar
Flap
Rub Strip
Turnbuckle
Retract Cable
Direct Cable
CAUTION
1-...
/
4
2
Detail
CDet
~ail
'...'. MAINTAIN SPECIFIED CONTROL
®CABLE TENSION
CABLE TENSION
R18201384 & FR18200070
10 LBS
BEGINNING WITH R18201385
35 LBS ±5 LBS
AT AVERAGE TEMPERATURE FOR THE AREA
THRU
C70
LBS i
SEE FIGURE 1-1 FOR TRAVEL.
Figure 7-1. Wing Flap Control System
7-4
MODEL R182 AND TR182 SERVICE MANUAL
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 (23).
b. Remove flap operating switches (22 and 24) from switch mounting arm (23). DO NOT
disconnect electrical wiring at switches.
c. Remove knob (15) from control lever (14).
d. Remove remaining items by removing bolt (27). Use care not to drop parts into tunnel
area.
e. Reverse the preceding steps for reinstallation. Do not overtighten bolt (27) causing
lever (14) to bind. Rig system in accordance with paragraphs 7-18 and 7-19.
NOTE
Ensure that insulators (21) are installed between
switches (22 and 24) and switch mounting arm (23). Apply
Loctite grade "c" sealant to threads of knob (15) on
installation. Torque clamp nut (8) to 40-50 inch pounds
and lock with second nut.
f.
Rig system in accordance with paragraphs 7-18 and 7-19.
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 6, figure 71). 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) lower 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 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)
7-5
MODEL R182 AND TR182 SERVICE MANUAL
0l
2
4.
5.
Clean threads on screw (6) and tube (5) and apply Loctite
CU adhesive, or equivalent. before installing tube (5) on
jackscrew (3). Torque screw (6) to 40 in-lbs.
7
^
',®^
/
Clean threads on nut (27) and support (25) and apply
^A
>|
'
1NOTES
R
_I-Cj~
g
Loctite 601, or equivalent, before installing support (25)
(7).
on transmission
o
If
/ /
/ /
0
17
e
Bolt
Tube
Actuating
00
'4
6.
Setscrew
2.
Wing Structure
4
/
19
20
J
)_b,,
7.
8.
9.
10.
Transmission Assembly
Electrical Wiring
Motor Assembly
Hinge Assembly
12.
Cable Lock
13.
14.
15.
Drive Pulley
Push-Pullctureod
Bracket
Attach ew5
16.
Bolt
18 /
b
>
o
o
o
/
/
24
2
23
14
<
16
\
with
\-.05\
________
22.
23.
24.
25.
26.
Switch Adjustment Block
Up-Limit Switch
Switch Actuating CollariewA-A
Support
Down-Limit Switch
27.
21.
Nut
Setscrew
26
'
laps in the FULL
\
\
17. Direct Cable
Retract Cable
18.
19. Bolt
>_
f
|a_J__\
UP position
17
\
\
\
\
Figure 7-2. Flap Motor and Transmission Installation
7-6
Gy\<
<^\
/
3. Jackscrew
27
I
MODEL R182 AND TR182 SERVICE MANUAL
3
SEE TO FIGURE 7-2
-*<
.
'."
29.
6'
6
.8'%.
'
........
Detail A
-"
'.' , ---- - \*-*~
'!
-4
.28
5^\^^
-\
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
-<7/^
3
4
\
^^i
~
11
. ..~.
"
5
Detail A
'
*Airplanes R18200002 and On and
FR18200001 and on incorporating SK180-44.
When incorporating SK180-44 only stainless
steel washers (12) are used.
"
A
INBOARD
C
i
3
Detail B
A
x
3 4
Detail C
OUTBOARD
1.
2.
3.
4.
5.
6.
7.
.
9.
10.
11.
12.
Access Plate
Flap Support
Roller Assembly
Bushing
Bolt
Push-Pull Rod
Flap Bracket
Flap Bracket
acer
PlugButton
Nylon Plug Button
Stainless Steel Washer *
NOTE
Beginning with serial R18202012 access plates
(1) are enlarged and attached with recessed
head screws in place of truss head screws.
Figure 7-4. Flap Installation
7-8 Revision 3
MODEL R182 AND TR182 SERVICE MANUAL
FLAP MOTOR AND
D PFWD
v-DRIVE PULLEY
TRANMISSION
DRIVE PULLEY
PULLEY
Ask/
PULLEY
\
4
PULLEYS (CABIN TOP)\
\
.
-\ I
NTURNBUCK LE
RUB STRIP
\
*PUSH-PULL ROD
RUB STRIP
TURNBUCKLE
TO LEFT
WING FLAP
SET SCREW.
ACTUATING TUBE
PUSH-PULL ROD
TO RIGHT
VIEWED FROM ABOVE
WING FLAP
Figure 7-5. Flap System Schematic
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, re-rigging of system should not be necessary. Check flap travel and rig in
accordance with paragraph 7-18, if necessary.
NOTE
Bushings (4). rollers (3) and spacers (9) are first positioned through slots in flap tracks, then are secured to the
flap roller supports (2) with attaching bolts. washers and
nuts. Nylon plug buttons (11) prevent wing flap from
chafing with trailing edge. Position spacers (9) and
direction of bolts (5) as required to provide adequate flap
clearance at wing root, flap well skin and aileron. Some
lateral movement of flap is inherant due to the width of
rollers. This movement should be considered when positioning spacers and direction of bolts.
7-15.
7-16.
REPAIR. (Refer to Section 17.)
CABLES AND PULLEYS. (See figure 7-1.)
7-17.
REMOVAL AND INSTALLATION.
a. Remove access plates, fairings. headliner and upholstery as necessary for access.
b. If retract cable (11) is to be removed, disconnect follow-up cable at clamp (index 6.
figure 7-3).
c. Remove safety wire, relieve cable tension. disconnect turnbuckles (6) and carefully
lower LEFT flap.
d. Disconnect cables at drive pulleys, remove cable guards and pulleys as necessary to
work cables free of aircraft.
7-9
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
To ease routing of cables, a length of wire may be attached
to the end of cable being withdrawn from aircraft. Leave
wire in place. routed through sturcture: then attach the
cable being installed and use wire to pull cable into
position.
e.
f.
Reverse the preceding steps for reinstallation.
After cables are routed in position, install pulleys and cable guards. Ensure cables
are positioned in pulley grooves before installing guards.
g. Re-rig flap system in accordance with paragraph 7-18 and safety turnbuckles.
h. Re-rig follow-up system in accordance with paragraph 7-19 and reinstall all items
removed in step "a".
7-18.
RIGGING FLAPS. (See figure 7-2.)
a. Unzip or remove headliner as necessary for access to turnbuckles (index 10. figure 71).
b. Remove safety wire, relieve cable tension, disconnect turnbuckles and carefully
lower LEFT flap.
c. Disconnect push-pull rods (14) at drive pulleys (13) in both wings and lower RIGHT
flap gently.
d. Disconnect actuating tube (5) from drive pulley (13).
NOTE
If control cables are not connected to left and right drive
pulleys, actuating tube (5) and push-pull rods (14) must
be disconnected before installing cables. If drive pulleys
(13) are not installed, attach control cables before installing drive pulleys in the wings as illustrated in figure 7-5.
e.
f.
The 3/32 inch retract cable connects to the forward side of the right drive pulley and to
the aft side of the left drive pulley. The 1/8 inch direct cable connects to the aft side of
the right drive pulley and to the forward side of the left drive pulley.
Adjust both push-pull rods (14) to 8.83 . 12 inches between centers of rod end bearings
and tighten locknuts on both ends. Connect push-pull rods to flaps and drive pulleys.
NOTE
Temporarily connect cables at turnbuckles (index 10,
figure 7-1) and test flaps by hand to ensure both flaps
extend and retract together. If they will not. the cables are
incorrectly attached to the drive pulleys. Ensure that the
right drive pulley rotates clockwise, when viewed from
below, as the flaps are extended. Tag cables for reference
and disconnect turnbuckles again.
g. Screw actuating tube (5) IN toward transmission (7) by hand to. 12 .05 inches between
switch actuating collar (24) and transmission as illustrated in VIEW A-A. Loosen
setscrew (6) securing actuating tube (5) to switch actuating collar (24). hold actuating
collar to maintain .12±.05 inches, hold RIGHT flap in the full UP position and adjust
actuating tube (5) IN or OUT as necessary to align with attachment hole in drive
pulley (13). Tighten setscrew (6) in accordance with procedures outlined in the
following note and secure tube to drive pulley with bolt (20).
7-10
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Apply Loctite grade CV sealant to threads of setscrew (6)
and torque to 40 inch-pounds.
If actuating tube (5) is too long to allow attachment to drive pulley after completion of step
"g". proceed to step "h".
h. Disconnect push-pull rod (14) at drive pulley (13). then connect actuating tube (5) to
drive pulley.
i. Manually hold RIGHT flap in full UP position and readjust push-pull rod (14) to align
with attachment hole in drive pulley. Connect push-pull rod and tighten locknuts.
NOTE
The right flap and actuator must be correctly rigged
before cables and left flap can be rigged.
j.
Mount an inclinometer on trailing edge of RIGHT flap.
NOTE
An inclinometer for measuring control surface travel is
available from the Cessna Supply Division. Refer to Section
6.
k.
l.
m.
n.
With RIGHT flap in full UP position, loosen setscrew (21) and slide UP limit switch
(23) and adjustment block (22) on support (25) to activate switch and shut off electrical power to motor at this position. Tighten setscrew (21).
Run RIGHT flap full DOWN position and adjust DOWN limit switch (26) to activate
and shut off motor at degree of travel specified in figure 1-1. Tighten setscrew (21).
Run RIGHT flap to full UP position, manually hold LEFT flap full UP and connect
control cables at turnbuckles (index 10, figure 7-1). Remove reference tags previously installed in step "f" as turnbuckles are connected.
With flaps full UP, adjust turnbuckles to obtain 70± 10 pounds tension on cables
thru R18201384 and FR18200070. Beginning with R18201385 and on. maintain
35 ± 5 pounds cable tension.
NOTE
Ensure cables are positioned in pulley grooves and cable
ends are positioned correctly at drive pulleys before tightening turnbuckles.
o.
p.
q.
Disconnect push-pull rod at left drive pulley. Run motor to extend flaps approximately 20 ° and check tension on each flap cable. If necessary, readjust turnbuckles to
maintain 70 ± 10 pounds tension thru R18201384 and FR18200070. Beginning with
R18201385 and on, maintain 35 ± 5 pounds cable tension.
Fully retract right flap. Manually hold left flap in full up position and readjust pushpull rod to align with attaching hole in drive pulley. Connect push-pull rod and
tighten locknuts.
After completion of steps "a" thru "p", operate flaps and check for positive shut off of
flap motor through several cycles. Check for specified flap travel with inclinometer
mounted on each flap separately.
7-11
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Since the flap rollers may not bottom in the flap tracks
with flaps fully extended, some free play may be noticed
in this position.
7-19.
RIGGING-FLAP CONTROL LEVER AND FOLLOW-UP. (See figure 7-3.)
NOTE
Flaps must be rigged per paragraph 7-18 prior to rigging
flap follow-up system.
a.
b.
c.
d.
e.
f.
Run flaps to full UP position.
Remove upholstery and headliner as necessary.
Disconnect follow-up cable (28) from flap retract cable (1) at clamp (6).
With position indicator (20) in full UP position, pull all slack from follow-up control
cable (28) and secure follow-up cable (28) to retract cable (1) with clamp assembly (6).
Torque clamp nut (26) to 40-50 inch-pounds and lock with second nut.
With control lever (14) in full up position. adjust switches (22 and 24) in slotted holes
until cam (13) is centered between switch rollers.
Mount an inclinometer on trailing edge of one flap and set to 0 ° . Turn master switch
ON and move control lever to 10 ° position. If flap travel is more than 10° .2 °, adjust
flaps DOWN operating switch (24) away from cam (13) and recycle flaps.If flap travel
is less than 10 ° ± 2 ° . adjust flaps DOWN operating switch (24) closer to cam (13) and
recycles.
NOTE
An inclinometer for measuring control surface travel is
available from the Cessna Supply Division. Refer to figure Section 6.
g.
h.
Repeat step "f" for 20 ° flap position (flap travel: 20° 2°).
Adjust flaps UP operating switch (22) in slotted holes for.062 inch clearance between
switch roller and cam (13) when the flaps DOWN operating switch has just opened in
the 10 ° and 20 position.
NOTE
Flap travel on UP cycle may deviate a maximum of 4 °
from indicated position.
i.
Adjust flap/landing gear warning switch cam (9) on torque tube (17) to close switch
(10) with flaps down 25 ° .
j. Run flaps through several complete cycles and check indicator (20) for smoothness
of operation.
k. Reinstall all items removed for access.
7-12
Revision 2
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 8
ELEVATOR CONTROL SYSTEM
Page No.
Aerofiche/
Manual
ELEVATOR CONTROL SYSTEM . 2G17/8-1
Description ..............
2G17/8-1
Trouble Shooting ...........
2G17/8-1
Control Column ............
2G18/8-2
Elevators .................
2G18/8-2
Removal Installation .......
2G18/8-2
Repair .................
2G22/8-6
TABLE OF CONTENTS
Bellcrank ................
Removal/Installation .......
Arm Assembly .............
Removal/Installation .......
Cables and Pulleys ..........
Removal/Installation .......
Rigging .................
2G22/8-6
2G22/8-6
2G238-7
2G23/8-7
2G23/8-7
2G23/8-7
2G24/8-8
8-1.
ELEVATOR CONTROL SYSTEM. (Refer to figure 8-1.)
8-2.
DESCRIPTION. The elevators are operated by power transmitted through fore-and-aft
movement of the pilot or copilot control wheels. The system is comprised of control
columns. an elevator torque tube, cables and pulleys. The elevator control cables. at their aft
ends, are attached to a bellcrank mounted on a bulkhead in the tailcone. A push-pull tube
connects this bellcrank to the elevator arm assembly, installed between the elevators. An
elevator trim tab is installed in the trailing edge of the right elevator and is described in
Section 9.
8-3.
TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart it may be necessary to re-rig system, refer to
paragraph 8-14.
TROUBLE
NO RESPONSE TO CONTROL
WHEEL FORE-AND-AFT
MOVEMENT.
PROBABLE CAUSE
REMEDY
Forward or aft end of pushpull tube disconnected.
Attach push-pull tube
correctly.
Cables disconnected.
Attach cables and rig system
in accordance with paragraph 8-14.
Revision 1
8-1
MODEL R182 AND TR182 SERVICE MANUAL
8-3.
TROUBLE SHOOTING (Cont).
TROUBLE
BINDING OR JUMPY
MOTION FELT IN
MOVEMENT OF ELEVATOR SYSTEM.
ELEVATORS FAIL TO
ATTAIN PRESCRIBED
TRAVEL.
PROBABLE CAUSE
REMEDY
Defective bellcrank or
arm assembly pivot bearings or push-pull tube
attach bearings.
Replace defective parts.
Cables slack.
Adjust to tension specified
in figure 8-1.
Cables not riding correctly on pulleys.
Route cables correctly
over pulleys.
Nylon grommet on instrument panel binding.
Replace grommet.
Defective control column
bearing rollers.
Replace defective rollers.
Defective control column
torque tube bearings.
Replace defective bearings.
Control guide on aft end
of control square tube
adjusted too tightly.
Loosen screw and tapered
plug in end of control
tube enough to eliminate
binding.
Defective elevator hinges.
Replace defective hinges.
Defective pulleys or cable
guards.
Replace defective parts and
install guards properly.
Stops incorrectly set.
Rig in accordance with
paragraph 8-14.
Cables tightened unevenly.
Rig in accordance with
paragraph 8-14.
Interference at instrument
panel.
Rig in accordance with
paragraph 8-14.
8-4.
CONTROL COLUMN. (Refer to Section 6.) Section 6 outlines removal. installation and
repair of control column.
8-5.
ELEVATORS. (Refer to figure 8-2.)
8-6.
REMOVAL AND INSTALLATION.
a. Remove stinger.
b. Disconnect trim tab push-pull tube (6) at tab actuator.
8-2
MODEL R182 AND TR182 SERVICE MANUAL
/ /REFER TO
8-2
.,-'IU.,/FIGURE
REFER TO
Y:
NOTE
-
Only shaded pulleys are
used in this system.
'
-
'
-..... .......
'
'?
..
^
Detail Dai
A7··j
" o.A
.
:.
5
. :'.
:
;
8
-
"
13
Detail A
12
8-3. Elevator Bellcrank Installation
NOTE
If trim system is not moved and actuator screw is not
turned, re-rigging of trim system should not be necessary
after reinstallation of elevator.
c.
d.
e.
f.
g.
Remove bolts (13) securing elevator torque tubes (3) to arm assembly (4).
Remove bolts (14) from elevator hinges.
Using care, remove elevator..
To remove left elevator use same procedure, omitting step "b".
Reverse the preceding steps for reinstallation.
8-7.
REPAIR. Refer to Section 17. Hinge bearings may be replaced as necessary.
8-8.
BELLCRANK. (Refer to figure 8-3.)
8-9.
REMOVAL AND INSTALLATION.
a. Remove access plate below bellcrank on tailcone.
CAUTION
Position a support stand under tail tie-down ring to
prevent the tailcone from dropping while working inside.
8-6
MODEL R182 AND TR182 SERVICE MANUAL
-
-
TO
ELEVATOR
UP CABLE
BELLCRANK
/
/
\ \®
-
ELEV'ATO
~\ \
ELEVATOR
PUSH-PULL
\TUBE
TO
"
BELLCRANK
STOPS
ELEVATOR
DOWN CABLE
Figure 8-4. Elevator Bellcrank Travel Stop Adjustment
b.
c.
d.
e.
f.
Remove safety wire, relieve cable tension at turnbuckles (2) and disconnect turnbuckle eyes at bellcrank links (3).
Disconnect elevator down-springs (5) at bellcrank (4).
Disconnect push-pull tube (9) at bellcrank (4).
Remove pivot bolt (10) attaching bellcrank (4) to brackets (8). Remove bellcrank.
Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 8-14, safety turnbuckles and reinstall all items removed for access.
8-10.
ARM ASSEMBLY. (Refer to figure 8-2.)
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. (Refer to figure 8-1.)
8-13.
REMOVAL AND INSTALLATION.
CAUTION
Position a support stand under tail tie-down ring to
prevent the tailcone from dropping while working inside.
8-7
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
Maintain specified control cable tension. which is 30
Lbs 10 Lbs (at average temperature for the area).
a. Remove seats. upholstery and access plates as necessary.
b. Remove safety wire and relieve cable tension at turnbuckles (6).
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
To ease routing of cables, a length of wire may be attached
to the end of cable being withdrawn from aircraft. Leave
wire in place, routed through structure; then attach the
cable being installed and 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".
8-14.
RIGGING. (Refer to figure 8-3.)
CAUTION
Position a support stand under tail tie-down ring to
prevent the tailcone from dropping while working inside.
CAUTION
Maintain specified control cable tension, which is 30
Lbs 10 Lbs (at average temperature for the area).
a.
b.
c.
d.
Install control column neutral position rigging tool. (Refer to figure 8-5.)
Holding elevator in neutral position (streamlined with horizontal stabilizer). adjust
turnbuckles (Index 2, figure 8-3) equally to obtain cable tension.
Remove neutral position rigging tool from control column.
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. Refer to Section
6.
e.
8-8
(Refer to figure 8-3.) Adjust bellcrank stop blocks (7) at brackets (8) to degree of travel
specified in figure 1-1.
MODEL R182 AND TR182 SERVICE MANUAL
\1
-3
1. Support
Neutral Rigging Tool
2.
3.
1.
2.
3.
4.
A/
.125 inch Steel Plate
*,
4
l
"R(Typ)
.46 inchI
Instrument Panel ^y^
\,./( ^//.^ ^J09I/
DrillDia.
Rod
~(K/^.19"R.
(Typ)
Support
Neutral Rigging Tool
Instrument Panel
Pilot's Control Column
-
i
inch
Dia.
.250
Rod
Dril
I 60"W
n-------·L.35"R
t
.62
(Typ)
.15 inch
DetailA
Figure 8-5. Control Column Neutral Position Rigging Tool
NOTE
The bellcrank stop blocks (7) are four-sided bushings
drilled off-center so they may be rotated to any of four
positions to attain correct elevator travel. Each 90 degree
rotation of the stop changes elevator travel approximately one degree.
f.
g.
Check sponge at control column in both UP and DOWN positions and if necessary,
readjust turnbuckles (Index 2, figure 8-3) to prevent the control column from hitting
the instrument panel or firewall. Check for freedom of movement.
Safety turnbuckles and reinstall all items removed for access.
WARNING
Be sure elevators move in the correct direction when
operated by the control wheel.
8-9 (8-10 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEM
TABLE OF CONTENTS
ELEVATOR TRIM TAB
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 .......
Page No.
Aerofiche/
Manual
Cables and Pulleys ..........
Removal/Installation .......
Pedestal Cover .............
Removal/Installation .......
Rigging .................
Electric Trim Assist
Installation .............
Description .............
Trouble Shooting .........
Removal/Installation .......
Clutch Adjustment ........
Rigging Electric Trim
Assist .................
Voltage Regulator
Adjustment ............
2H9/9-1
2H9/9-1
2H9/9-1
2H11/9-3
2H 1/9-3
2H11. 9-3
2H 11/9-3
2H11/9-3
2H16/9-8
2H17/'9-9
2H18/9-10
2H18/9-11
2H18/9-11
2H18/9-11
2H18/9-11
2H20.9-12
2H20.9-12
2H20/9-12
2H21/9-13
2H21/9-13
2H22/9-14
2H22/9-14
2H22/9-14
212/9-18
2I2/9-20
9-1.
ELEVATOR TRIM TAB CONTROL SYSTEM.
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 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 9-19.
9-3.
TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart it may be necessary to re-rig system, referto
paragraph 9-18.
Revision 1
9-1
MODEL R182 AND TR182 SERVICE MANUAL
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.
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 9-3.
LOST MOTION BETWEEN
CONTROL WHEEL AND
TRIM TAB.
9-2
MODEL R182 AND TR182 SERVICE MANUAL
9-4.
TRIM TAB.
9-5.
REMOVAL AND INSTALLATION. (Refer to figure 9-2.)
a. Disconnect push-pull tube (15) from horn assembly (16).
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 9-18.
9-6.
TRIM TAB ACTUATOR.
9-7.
REMOVAL AND INSTALLATION. (Refer to figure 9-2.)
a. Relieve cable tension at turnbuckle (index 5, figure 9-1.).
CAUTION
Position a support stand under the tail tiedown ring to
prevent tailcone from dropping while working inside.
b.
c.
d.
e.
f.
9-8.
Disconnect push-pull tube (15) at actuator (11).
Remove access plate beneath actuator.
Remove chain guard (10) and disengage chain from actuator sprocket (7).
Remove screws attaching clamps (12) to bracket (9) and remove actuator (11) through
access opening.
Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 9-18, safety turnbuckle and reinstall all items removed for access.
DISASSEMBLY. (Refer to figure 9-4.)
a. Remove actuator in accordance with paragraph 9-7.
b. Disassemble actuator assembly (1) as illustrated in Detail A as follows:
1. Remove chain guard (3) if not previously removed in step "e" of paragraph 9-7.
2. Using suitable punch and hammer, remove roll pins (8) securing sprocket (5) to
screw (9) and 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).
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 (11).
9-3
MODEL R182 AND TR182 SERVICE MANUAL
0
7
\3
6
-
DetailA
/
TO
\bRREFER TOEFER
.FIGURE
*--,
.....
23j~~~~~~ .
/'
-~1
\
9-4
' I'
EF\
5^\^
..".,
' mii,lER?
9-82 "
.
FIGURE 9-3
.
U 1
2.
Cable Guard
,
4.
5.
Clevis
Cable
Turnbuckle
F^~
''
Tab Actuator
6. Trim
Sp
Figure
9-1. Elevator Trim
Tab Control
System (Sheet 1 of 2)
7.
8.
TrimTab
Trim
Tab
Stop Blocks
CAUTION
REEMAINTAIN
T
Detail aB
MAINTAIN SPECIFIED
TENSION
CONTROL CABLE TENSION
CABLE TENSION:
'10 to 15
15 LBS
LBS (AT AVERAGE TEMPERATIGURRE
FOR
THE
REFER
1-. F.:
ATURE TO
FORFIGURE
THE AREA.)92
AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.
Figure 9-1. Elevator Trim Tab Control System (Sheet 1 of 2)
9-4
0.
MODEL R182 AND TR182 SERVICE MANUAL
6
REFER TO
FIGURE 9-2
REFER TO
-, ," ..... .
.
.
.. ..
9-2~~~~~~~~.....FIGURE
~--
:.. .;.:
..
.
D':·
*
i':
.
. .
:.:..'FIGURE
v
-...
·
"I
"
R rn
REFER
TO
.....
........... ... .
'
9-3
.
.. v . '"
.
'..
'
. FE
"f /
3
*-
~' ~ ~-: ,'.:
2)
Control System (Sheet 2 of
Figure 9-1. Elevator Trim Tab
/~~~~~~~~~~~~~~~'
e 2 -o 2 '(h
ilr
S
m . .. C
F IG URE 9 - 1. El eta
;^-
.....
'~,,'.
/1
'
.....
4
",.... ','
.
....
-.... oetoO.~,s,~eJl
Fgr
?...-..;~..
-1.,·~~~.,;^
Detail ·
......
.
TrmTB
otl ye (h t
,,^~
"'--..~,
,.%
;-,
.~,......~~~~~~~~~~~9Detail E
MODEL R182 AND TR182 SERVICE MANUAL
^·"
4
Figur
· .
9-2 Ele
atorTrim'T\
-
A
Wheel
.
;
'A
"
o
/ *
.
Detail A
'
\
Figure 9-2. Elevator Trim Tab Control Wheel and Actuator (Sheet 1 of 2)
9-6
-
MODEL R182 AND TR182 SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Retainer
Bearing
Trim Indicator
Pedestal Structure
Trim Wheel Sprocket
Trim Wheel
Sprocket
Pedestal Cover
Support Bracket
Chain Guard
Actuator
12.
Clamp
13.
14.
Stabilizer Rear Spar
Brace
15.
Push-Pull Tube
16.
17.
Horn Assembly
Trim Tab
9
10
|
K
7
*14-
17
16
1^-
^
~~13
Detail B
Figure 9-2. Elevator Trim Tab Control Wheel and Actuator (Sheet 2 of 2)
9-7
MODEL R182 AND TR182 SERVICE MANUAL
| FWD
1.
2.
3.
4.
5.
With elevators in neutral, set trim tab to neutral (streamlined).
Position stop blocks (2 and 3) against cable ends and secure to cable A.
Place inclinometer on trim tab and lower to degree specified in figure 1-1.
Position stop block (4) against stop block (3) and secure to cable B.
Raise trim tab to specified degree, place stop block (1) against stop block (2) and
secure to cable.
Figure 9-3. Elevator Trim Tab Travel Stop Adjustment
9-9.
CLEANING. INSPECTION AND REPAIR. (Refer to figure 9-4.)
a. DO NOT remove bearing (16) from threaded rod end (15) unless replacement of
bearing is necessary.
b. Clean all component parts, except bearing (16), by washing in Stoddard solvent or
equivalent. Do not clean sealed bearing (16).
c. Inspect all component parts for obvious indications of damage such as stripped
threads, cracks, deep nicks and dents.
d. Check bearings (8 and 14), screw (9) and threaded rod end (15) for excessive wear and
scoring.
Dimensions of the parts are as follows:
BEARING (6)
INSIDE DIAMETER
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 be 0.004 to 0.010 inch at
room temperature.
9-8
MODEL R182 AND TR182 SERVICE MANUAL
*NOTE
Used with electric trim assist installation
16
4A
1115
1. Actuator Assembly
2.
3.
4.
5.
6.
7.
8.
/
Nut
Chain Guard
Screw
Sprocket
Bearing
Collar
Pin
8
10
12
-
\
J
9. Screw
8
i,-\
\
Detail
13
\
xe\ 4
\
10. Pin
4 "---~A'
\
\ I 4u13
23
A
7
\ \
\-
"y
3/'x\
5
sa
6
~
\-~
~\k
2/
x\
\ \\3o
:~it~'-"/.
\
\
\
5
8
7*
~
11.
Retaining Ring
12.
Housing
O-Ring
14. Bearing
15.
16.
Threaded Rod End
Bearing
Figure 9-4. Elevator Trim Tab Actuator
e.
Examine threaded rod end (15) and screw (9) for damaged threads or dirt particles
that may impair smooth operation.
f. Check sprocket (5) for broken, chipped and/or worn teeth.
g. Check bearing (16) for smoothness of 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. (Refer to figure 9-4.)
a. Always discard 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.
9-9
MODEL R182 AND TR182 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.
g.
h.
i.
j.
k.
1.
m.
n.
9-11.
With bearing (6) flush with end of housing (12), carefully drill bearing so the drill will
emerge from the hole on the opposite side of housing (12). DO NOT ENLARGE
HOLES IN HOUSING.
Press new roll pins (10) into pin holes.
Insert collar (7), new O-ring (13) and bearing (14) into opposite end of housing (12).
Complete steps "f" and "g" for bearing (14).
If a new bearing (16) is required, a new bearing may be pressed into the boss. Be sure
force bears against the outer race of bearing.
Screw the threaded rod end (15) into screw (9).
Install retaining rings (11), if they were removed.
Test actuator assembly by rotating sprocket (5) with fingers while holding threaded
rod end (15). The threaded rod end should travel in and out smoothly, with no
indication of binding.
Reinstall actuator assembly in accordance with paragraph 9-7.
TRIM TAB FREE-PLAY INSPECTION. (Refer to figure 9-5.)
a. Place elevators and trim tab in the neutral position and secure from movement.
b. Determine maximum allowable free-play using the following instructions.
1. Measure chord length at extreme inboard end of trim tab as shown in detail A.
figure 9-5.
2. Multiply chord length by 0.025 to obtain maximum allowable free-play.
c. Using moderate pressure, move the trim tab trailing edge up and down by hand to
check free-play.
HINGE POINT
HINGE POINT
CHORD LENGTH
TRAILING EDGE
7
-
TRIM TAB
Detail A
DetailB
*
FREE-PLAY UP
NEUTRAL POSITION
O FREE-PLAY DOWN
- TOTAL FREE-PLAY
Figure 9-5. Elevator Trim Tab Free Play
9-10
Revision 3
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Measure free-play at same point on trim tab that chord
length was measured. Total free-play must not exceed
maximum allowable. Refer to detail B, figure 9-5.
If the trim tab free-play is less than the maximum allowable, the system is within
prescribed limits.
e. If the trim tab free-play is more than the maximum allowable, check the following
items for looseness while moving the trim tab up and down.
1. Check push-pull tube to trim tab horn assembly attachment for looseness.
2. Check push-pull tube to actuator assembly threaded rod end attachment for
looseness.
3. Check actuator assembly threaded rod end for looseness in actuator assembly
with push-pull tube disconnected.
f. If looseness 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.
d.
9-12.
TRIM TAB CONTROL WHEEL.
9-13.
REMOVAL AND INSTALLATION. (Refer to figure 9-2.)
a. Relieve cable tension at turnbuckle (index 10, figure 9-1.)
CAUTION
Position a support stand under the tail tiedown ring to
prevent tailcone from dropping while working inside.
b. Remove pedestal cover (8) in accordance with paragraph 9-17.
c. Remove screws attaching control wheel retainer (1) to left side of pedestal structure
(4).
d. Remove retainer (1) and indicator (3), using care not to drop control wheel (6).
e. Disenengage roller chain from sprocket (7) and remove control wheel (6).
NOTE
Removal of the sprocket (7) from control wheel shaft is
not recommended except for replacement of parts.
f.
Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 9-18, safety turnbuckle and reinstall all items removed for access.
9-14.
CABLES AND PULLEYS.
9-15.
REMOVAL AND INSTALLATION. (Refer to figure 9-1.)
a. Remove seats, upholstery, pedestal cover and access plates as necessary.
CAUTION
Position a support stand under the tail tiedown ring to
prevent tailcone from dropping while working inside.
9-11
MODEL R182 AND TR182 SERVICE MANUAL
b.
c.
d.
Remove travel stop blocks (8) from control cables.
Disconnect control cables at turnbuckles (10) and at cable ends (9).
Remove cable guards and pulleys as necessary to work cables free of aircraft.
Disengage roller chains from sprockets to ease cable removal.
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
the cable being installed and pull cable into position.
e.
f.
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.
Re-rig system in accordance with paragraph 9-18. safety turnbuckle and reinstall all
items removed in step "a".
9-16.
PEDESTAL COVER.
9-17.
REMOVAL AND INSTALLATION. (Refer to figure 9-2.)
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.
RIGGING. (Refer to figure 9-1.)
CAUTION
Position a support stand under the tail tiedown ring to
prevent tailcone from dropping while working inside.
a.
b.
c.
d.
Remove rear baggage compartment wall and access plates as necessary.
Loosen travel stop blocks (8) on trim tab cables.
Disconnect push-pull tube from actuator (6).
Check cable tension and readjust turnbuckle (5) 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).
e.
9-12
(Refer to figure 9-2.) Rotate trim control wheel (6) full forward (nose down). Ensure
pointer (3) does not restrict wheel movement. If necessary, reposition pointer using
thin screwdriver to pry trailing leg of pointer out of groove.
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Full forward (nose down) position of trim wheel is where
further movement is prevented by the chain or cable ends
contacting 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 3 ° down at cruising speed.
NOTE
An inclinometer for measuring control surface travel is
available from the Cessna Supply Division. Refer to Section
6.
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 (15).
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 9-3 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 "TAKEOFF"
triangle with the trim tab set at 0°.
k. Safety turnbuckle and reinstall all items removed in step "a".
WARNING
Be sure trim tab moves in correct direction when operated by the trim control wheel. Nose down trim corresponds to tab up position. Check for freedom of movement.
9-19.
ELECTRIC ELEVATOR TRIM INSTALLATION. (Refer to figure 9-6.)
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 lower left
hand side of the instrument panel, fuselage wiring running aft to the 24 Volt D.C. electric
drive assembly and a chain connecting the drive assembly to an additional sprocket
mounted on 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 FORWARD sprocket of the trim tab actuator while the
manual trim chain connects to the AFT sprocket of the actuator. When the clutch or the drive
assembly is not energized, the drive assembly "free wheels" and, therefore, has no effect on
manual operation.
9-13
MODEL R182 AND TR182 SERVICE MANUAL
9-21.
TROUBLE SHOOTING.
TROUBLE
SYSTEM INOPERATIVE.
TRIM MOTOR OPERATING-TRIM TAB FAILS
TO MOVE.
PROBABLE CAUSE
REMEDY
Circuit breaker out.
Check visually. Reset
breaker.
Defective circuit breaker.
Check continuity. Replace
defective breaker.
Defective wiring.
Check continuity. Repair
wiring.
Defective trim switch.
Check continuity. Replace
defective switch.
Defective trim motor.
Remove and bench test.
Replace defective motor.
Defective clutch solenoid.
Check continuity. Replace
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.
9-22.
REMOVAL AND INSTALLATION. (Refer to figure 9-6.)
a. Remove covers (12) beneath tab actuator assembly (6) and drive assembly.
b. Disconnect electrical connectors (13 and 14) and relieve tension on drive chain (8) at
turnbuckle (9).
c. Remove chain guard (10) from tab actuator.
d. Remove mounting bolts from drive assembly and tab actuator and remove units from
the aircraft.
e. Reverse preceding steps for reinstallation. Check system rigging in accordance with
paragraph 9-24.
f. Reinstall all items removed for access.
9-23.
CLUTCH ADJUSTMENT. (Refer to figure 9-6.)
a. Remove access covers (12) below drive assembly.
b. Remove safety wire and relieve drive chain tension at turnbuckle (9).
c. Disconnect electric motor by unplugging electrical connectors (13) leading to motor
assembly.
d. Remove mounting bolts from drive assembly. It is necessary to remove unit from
aircraft to make necessary adjustments to clutch.
9-14
MODEL R182 AND TR182 SERVICE MANUAL
A
Be
* 118
:.
'.
-....
-? 8,,-;;,
'. --
..
:^: -. .....
2
2,../....
':
..
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B....
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\Y.: ~-"",
-"
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3
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/
.
C/
Dai
WITH
BEGINNING
1.TabDTrim
3.
Brace
4.
5.
6.
7.
Stabilizer Rear Spar
Mounting Bracket
Tab Actuator Assembly
Clamp
9.
Turnbuckle
12.
13.
14.
Cover
Connector
Connector
15.
Switch - Disengage
16.
17.
18.
Switch - Pitch Trim
Control Wheel
Circuit Breaker
,
* THRU R18201628
/
Da
."-
1
'
1
AND FR18200070
-
/
E
13
/
/
/
/
Detail
B
14
THRU 1980 MODELS
Figure 9-6. Electric Trim Installation (Sheet 1 of 3)
9-15
9-15
MODEL R182 AND TR182 SERVICE MANUAL
27
29
28 2
19. Screw
20.
21.
22.
23.
Rub Strip
Cover Assembly
Shaft Assembly
Nut
24.
Washer
25.
26.
27.
28.
29.
30.
Spring Washer
Washer Assembly
ChainSprocket
Shaft
Washer
25
20
226
\
19*
22
\
2 24
\
\
1
-'
2
40
31
33
I/
39
37 ..
38
..
* NOTE
34'
|Safety wire these items.
35
x
.\ Detail
36
D
THRU 1980 MODELS
CONNECTOR
'AtO~~
s.,~~
^^^<
^31.
E^^^^^
, ......
434
vj g'Ap
.,*..,lp,35.
S^2:~~:1~
Cw
42
44
1
oilltg
E
Detail
THRU 1980 MODELS
Housing
Cover
4.34.
4
^^^-^^
42
Mounting Plate Assembly
Ax32.
^
K ^ *^33.
^^
Sprocket
Mounting Plate
Regu
36. Motor
37. Pin
38. Chain
39. Bushing
40. Sprocket
41. Clutch Assembly
42. Voltage Regulator
43. CTR1 Adjustment
44. CTR2 Adjustment
Figure 9-8. Electric Trim Installation (Sheet 2 of 3)
9-16
MODEL R182 AND TR182 SERVICE MANUAL
4
6
8
200
1/1
1981 MODELS -
18
12
14
1. Guard
2. Screw
15
3.
4.
Actuator
Mounting Plate
BEGINNING WITH
1981 MODELS
5.
6.
7.
8.
Screw
Mounting Bracket Assembly
Safety Wire
Barrel
9.
Chain Assembly
10.
Post-Chain Guard
11.
Sprocket
12.
Doubler
13.
14.
15.
16.
Pitch Trim Actuator
Support
Relay Bracket
Cover Plate
17.
18.
19.
20.
21.
22.
Relay
Screw
Access Plate
Sprocket (Nav Trim)
Terminal
Trim Actuator Sprocket
Detail
-1.80"1
8
22
9
Detail
BEGINNING WITH
1981 MODELS
Figure 9-6. Electric Trim Installation (Sheet 3 of 3)
9-17
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Step 3 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 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" very slowly while watching indicator on spring scale. Slippage
should occur between 29.1 and 32.9 pounds.
l. 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 9-1.)
a THRU 1980 MODELS.
1. The standard manual elevator trim system MUST be rigged in accordance with
paragraph 9-18 before rigging electric trim assist.
2. Move elevator trim tab to full "NOSE UP" position.
3. Locate NAS228 terminal of turnbuckle (9) at a point 0.75 inch from drive assembly
housing.
4. Adjust AN155 barrel until chain deflection between sprockets is approximately
0.25 inch.
5. Resafety turnbuckle and reinstall all items removed for access.
b. BEGINNING WITH 1981 MODELS.
NOTE
Be sure the elevator control system has been rigged in
accordance with Section 8 and standard manual elevator
trim system is rigged in accordance with paragraph 9-18.
9-18
MODEL R182 AND TR182 SERVICE MANUAL
1.
2.
3.
4.
5.
Place control wheels in neutral position of elevator travel and secure with control
neutral rigging tool shown in Section 8.
Remove the aft, inboard access plate on the underside of the right-hand stabilizer
to gain access to the pitch trim actuator (13). Then remove the outboard access
plate (19) on the right-hand stabilizer to gain access to the navomatic pitch trim
sprocket assembly (20).
Remove the four plug buttons on the under side of the stabilizer and ensure the
pitch trim actuator assembly (13) is securely bolted to the actuator support (14).
With the trim tab in the full UP position check to see that pitch trim actuator chain
(9) is properly aligned and that barrel (8) is safely wired (7) also that the trim
actuator chain (9) deflection is .25 inch between sprockets (20 & 11).
Locate terminal (21) shown in Detail F on upper side of chain assembly (9) and
ensure that terminal (21) is 1.80 inches from the center of the sprocket (22) as
shown in Detail F.
NOTE
If the navomatic pitch trim chain assembly (9) is to be
removed for readjustments. it is necessary to remove the
two chain guard posts (10) on the trim actuator (13) and
chain guard (1) from the actuator assembly (3).
CAUTION
When the chain guard posts (10) are being unscrewed for
removal, use caution to not lose the locking washers.
6.
In order to properly adjust the electric trim system, it is first necessary to assure
that you have a well regulated continuous 28.8 volts dc (aircraft should be
equipped with a C611005-0102 and-0101 alternator control units applied to the
electronics side of the aircraft's bus bar. This can be accomplished in one of the
following methods:
(a) Using the standard aircraft starting procedures. run the engine at approximately 1000 RPM to maintain normal operating aircraft voltage (28.8 vdc).
(b) With the master switch and avionics power switch in the OFF position.
connect a well regulated and filtered external power supply directly to the
battery side of the battery contactor. Adjust the power supply for 28.8 volts dc
and then turn ON the master switch and avionics power switch to supply
power to the system.
CAUTION
Failure to observe proper polarity when connecting an
external power source directly to the battery side of the
battery contactor will result in damage to the diodes in
the alternator and other semiconductor devices in the
aircraft.
9-19
MODEL R182 AND TR182 SERVICE MANUAL
7.
With 28.8 volts dc applied to the electronics bus. use trim switches on control and
rotate the pitch command wheel to the full "NOSE-DOWN" position.
8. Place a piece of tape or a mark on the very top of the airplane's ELEVATOR TRIM
command wheel so a full revolution of the ELEVATOR TRIM command wheel
may be observed and timed with a stop watch.
9. Observe and time stop to stop of the aircraft ELEVATOR TRIM command wheel
by placing the trim switches on the control wheel in the UP position and ensure
you obtain a timing of 33 3 seconds for one complete rotation of the aircraft
ELEVATOR TRIM command wheel. Reverse this porcedure and ensure that you
are getting a reading of 33 3 seconds for one full rotation of the ELEVATOR
TRIM command wheel in the "NOSE-DOWN" position. If the rate of travel for one
full rotation does not agree with the aforementioned travel time limits, then use
the following procedures to obtain the desired rate of pitch trim tab travel.
10. Turn avionics power switch, and aircraft master switch to the OFF position.
11. Remove the neutral rigging tool installed in Step 1, replace the access plates
removed in Step 2, replace the plug buttons removed in step 3. remove the
external power source installed in step 6.
NOTE
For Air Load Test and Mechanical Clutch Torque Adjustment, refer to the Avionics Service/Parts Manual.
9-25.
9-20
VOLTAGE REGULATOR ADJUSTMENT. (Refer to figure 9-6.)
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 aircraft
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.
MODEL R182 AND TR182 SERVICE MANUAL
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 assembly 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 50±3 seconds.
e.
CAUTION
The trim motor should be allowed to cool between voltage
regulator adjustments for approximately 5 minutes if
several actuations of the motor become necessary during
adjustment.
i.
Readjust voltage regulator as required to obtain 50±3 seconds cycle time.
NOTE
If trim tab travel time exceeds 53 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.
9-21/(9-22 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 10
RUDDER AND RUDDER TRIM CONTROL SYSTEMS
Page No.
Aerofiche/
Manual
RUDDER CONTROL SYSTEM . .. 2113/10-1
Description ...............
2113/10-1
Trouble Shooting ..........
2113/10-1
Rudder Pedal Assembly ......
2114/10-2
Removal/Installation .......
2114/10-2
Rudder ..............
2I18/10-6
Removal Installation .......
2118/10-6
Repair ............
. 2119/10-7
TABLE OF CONTENTS
Cables and Pulleys ..........
Removal/Installation .......
Rigging .................
RUDDER TRIM/NOSE WHEEL
STEERING SYSTEM .......
Description ...............
Trouble Shooting ...........
Rigging .................
2119/10-7
2I119/10-7
2119/10-7
2I20/10-8
2120/10-8
2120/10-8
2124 10-12
10-1.
RUDDER CONTROL SYSTEM. (Refer to figure 10-1.)
10-2.
DESCRIPTION. Rudder control is maintained through use of conventional rudder pedals
which also control nosewheel steering. The system is comprised of the rudder pedals. cables
and pulleys, bellcranks and the nosewheel steering bungee.
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
PROBABLE CAUSE
REMEDY
RUDDER DOES NOT
RESPOND TO PEDAL
MOVEMENT.
Broken or disconnected
cables.
Open access plates and check
visually. Connect or replace
cables.
BINDING OR JUMPY
MOVEMENT OF RUDDER
PEDALS.
Cables too tight.
Refer to 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.
Revision 1
10-1
MODEL R182 AND TR182 SERVICE MANUAL
10-3.
TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE CAUSE
REMEDY
Pedal bars need
lubrication.
Refer to Section 2.
Defective rudder bar
bearings.
If lubrication fails to
eliminate binding. Replace
bearing blocks.
Defective rudder hinge
bushings.
Check visually. Replace
defective bushings.
Clevis bolts too tight.
Check and readjust bolts
to eliminate binding.
Steering rods improperly
adjusted.
Rig system in accordance
with paragraph 10-11.
LOST MOTION BETWEEN
RUDDER PEDALS AND
RUDDER.
Insufficient cable tension.
Refer to 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.
10-5.
REMOVAL AND INSTALLATION. (Refer to figure 10-2.)
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.
NOTE
Brake links (5), bellcranks (17), brake torque tubes (14)
and attaching parts are not required unless dual controls
ARE installed. When dual controls ARE NOT installed.
hubs (18) are attached to each end of rudder bars.
c.
d.
e.
f.
g.
10-2
Remove rudder pedals .(2) and brake links (5).
Remove fairing from either side of vertical fin. remove safety wire and relieve cable
tension by loosening turnbuckles (index 10, figure 10-1).
Disconnect cables (6 and 7) from rudder bar arms (8).
Disconnect steering bungee rod end (12) from rudder bar arm (13) (figure 10-5).
Remove bolts securing bearing blocks (10) and carefully work rudder bars out of
tunnel area.
MODEL R182 AND TR182 SERVICE MANUAL
2
9
io/j/
>1^-^i
Detail A
....
.
· .,v -- ;:'
L.....C --.
...-.
r*< -*** ?' i ->X^'
----- - .-.
': ^^ ' Do'>
N^
:-, -^ N^ \'
i
^'
^
-- ^ r'
^'
\/
*-
- __
/.__1.
^
"-2
NOTES
\
2. Bracket
3. Spacer
4. Pulley
..
E
5.
6.
7.
\>\
8.
9.
Right Aft Cable
Cotter Pin
Left Aft Cable
Travel Stop
Bellcrank Assembly
10.
Turnbuckle
11.
Bulkhead
\A
Only shaded pulleys are used in
..
this system.
cotter
Cable Guard
a
D
-
't^^''
*^te
tO^S
* Trim
'-
B7
A
V\- :--- -
8
pin
(6)
2
at rudder
bellcrank (9) to clear elevator torque tube in UP position. DO NOT
cut pin too short. Make sure bolt is
proper length and will clear eleva- ..
tor torque tube in the UP position.
4
^_-
1te
'-2
2
4
i
43
....
2
/
....
D
C
CAUTION
\^^'^
1
rackDetail
2.B
MAINTAIN SPECIFIED CONTROL
CABLE TENSION.
CABLE TENSION:
30 LBS ± 10 LBS (AT AVERAGE TEMPER
ATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.
Figure 10-1. Rudder Control System
10-3
MODEL R182 AND TR182 SERVICE MANUAL
21
21*
0
19
*
A
A:::^^~~
THRU R18201814
6j
* BEGINNING WITH
A
5
R18201815
X! Be^
I^\
I\
,,h1\
s
/,Detail
A
IV
7
:\
'
-
18
SINGLE CONTROL HUB
1. Anti-Rattle Spring
10
C
2.
3.
Pedal
Shaft
4.
Spacer
5.
6.
7.
8.
10.
11.
12.
13.
14.
15.
Brake Link
Right Forward Cable
Left Forward Cable
Rudder Bar Arm (For rudder
cable attachment)
Right Rudder Pedal Bar
Bearing Block
Arm. Steering and Rudder Trim
Left Rudder Pedal Bar
Bracket
Brake Torque Tube
Master Cylinder
16.
Bearing
17.
18.
19.
20.
21.
Bellcrank
Single Control Hub
Rudder Pedal Extension
Sector Gears
Shaft
9.
/
15
*20
12
B
1
17
Detail
* NOTE
Index Gears (20) as shown
with rudder pedals neutral.
Figure 10-2. Rudder Pedals Installation
10-4
14
13
Detail
B
MODEL R182 AND TR182 SERVICE MANUAL
1
6
/a1
Detail A
/
///
1. Bolt
2.
3.
Upper Hinge
Washer
4.
Nut
5.
6.
7.
8.
9.
Center Hinge
Balance Weight
Rudder
Lower Hinge
Bellcrank
4
D
Detail
/
Detail
1
A
If
I
/
W//
C
11. Clip
R12
/
2
3i
/9
10
I
D
,
X Detail
C
D
Detail
D
10
---
Detail
*
D
THRU R18201254 AND FR18200045
Figure 10-3. Rudder Installation
* BEGINNING WITH R18201255
AND FR18200046 THRU FR18200070
NOTE
The two inboard bearing blocks contain clearance holes
for the rudder bars at one end and a bearing hole at the
other. Tag these bearing 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 for access.
10-5
MODEL R182 AND TR182 SERVICE MANUAL
(2 X 4)
.
VERTICAL FIN
*:'**
S
BLOCK -t
/
'*/
9"
Hi
[ '\--
RUDDER
L
BI
BLOCK RUDDER HALF
THE DISTANCE BETWEEN STRAIGHTEDGES
IRE POI
ESTABLISHING NEUTRAL
POSITION OF RUDDER
MEASURING
RUDDER
TRAVEL
1. Establish neutral position of rudder by clamping straightedge (such as a
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 as 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
10-6.
RUDDER.
10-7.
REMOVAL AND INSTALLATION. (Refer to figure 10-3.)
a. Disconnect tail navigation light.
b. Remove stinger from tailcone.
c. Remove fairing from either side of vertical fin, remove safety wire and relieve cable
tension by loosening turnbuckles (index 10, figure 10-1.)
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.
10-6
MODEL R182 AND TR182 SERVICE MANUAL
10-8.
REPAIR. Repair may be accomplished as outlined in Section 18.
10-9.
CABLES AND PULLEYS. (Refer to 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.
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.
f.
Reverse the preceding steps for reinstallation.
After cable is routed in position, install pulleys and cable guards. Ensure cable is
positioned in pulley grooves before installing guards.
NOTE
Trim cotter pin (6) at rudder bellcrank (9) to clear elevator
torque tube in UP position. DO NOT cut pin too short.
(Refer to figure 10-1.)
g. Re-rig system in accordance with paragraph 10-11, safety turnbuckles and reinstall
items removed in step "a".
10-11.
RIGGING. (Refer to figure 10-5).
a. 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 strightedges as shown in figure 10-4.
b. 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.
c. Using soft lead pencil, mark rudder at point corresponding to soft wire indexing
point (neutral).
d. Remove strightedges and blocks.
e. 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".
f. Adjust travel stop bolts (index 8. figure 10-1) to attain correct rudder travel as
specified in figure 1-1.
g. Disconnect steering bungee adjustable rod end (12) from arm (13).
h. Disengage chain (10) from sprocket (15).
i. Remove fairing from either side of vertical fin, remove safety wire and relieve cable
tension at turnbuckles (index 10, figure 10-1).
j. With rudder pedals clamped 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. Remove rudder pedal clamps.
k. Operate system and check for proper travel and freedom of movement.
10-7
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
After completing the preceding steps. the rudder control
system is rigged. The rudder 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.
10-12.
RUDDER TRIM AND NOSEWHEEL STEERING SYSTEM. (Refer to figure 10-5.)
10-13.
DESCRIPTION. A sprocket-operated screw mechanism to provide rudder trim is incorporated at the aft end of the steering bungee (19). The trim system is operated by a trim control
wheel (4). mounted in the pedestal. Nosewheel steering is accomplished through use of the
rudder pedals. The steering bungee (19) links the nose gear to the rudder bar arm (13).
NOTE
The rudder control system, rudder trim control system
and nosewheel steering systems are interconnected.
Adjustments to any one of these systems will affect the
others. For maintenance to the nose gear steering, other
than rigging, refer to Section 5.
10-14.
TROUBLE SHOOTING.
NOTE
This trouble shooting chart should be used in conjunction
with the trouble shooting chart in paragraph 10-3.
NOTE
Due to remedy procedures in the following trouble
shooting chart it may be necessary to re-rig system. refer
to 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 R182 AND TR182 SERVICE MANUAL
1.
2.
Chain Tension Spring
Indicator
1
3. Bushing
.90 INCH
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Rudder Trim Wheel
Trim Wheel Sprocket
Aft Trim Shaft Sprocket
Pedestal Structure
Trim Shaft Bearing
Forward Trim Shaft Sprocket
Chain
18.
Indicator Positioning Arm
19.
20.
Bungee
Clamp^
15
NOTE
*Lube Threads on rod end (12)
with MILG-21164.
N-
*12
Pivot Bolt
Rod End
Rudder Bar Arm
Bearing Mount
Sprocket
Steering Bellcrank
Strut Assembly
,
3
B
Detail A
\
010
1
319
· II 4
el 2
20
/
1 I
\27
\\
l l
\
21. Boot
22. Cotter Pin
1
\
\
130
\
^*29.\^ jL
^^,1^1
158
; T^ \
\1 a 5-~\A
nnL~
f
-S
1 97-^^ss~l~f^
X
\
21
23.
Roll Pin
24.
25.
Universal Joint
Washer
26.
27.
Spacer
Retainer
28.
Rivet
30.
31.
32.
33.
34.
Flexible Shaft
Roll Pin
Snap Ring
Shaft
Screw
Grommet
\
1Q(\1\\
\
17 \\\\ \
2
THRU R18201798 AND FR18200070
v
\
A\
THRU R18201798 AND FR18200070
* R18201799 AND ON
Figure 10-5. Rudder Trim Control System (Sheet 1 of 3)
10-9
MODEL R182 AND TR182 SERVICE MANUAL
* THRU R18200578 AND FR18200020
@14
*9
*BEGINNING WITH R18200579 AND FR18200021
.1
OTHRU R18201798 AND FR18200070
*3
24
k!^
I/ *3 /
A
r11
0@25* 'F0 25
SC^7
/^
1
@*28*/
^\(
26' .^-^
^"-
Cg
D
^s$oi ^2
1'
e6
4
23^
' Safety wire this item
Detail
\
"
I^^^C^
-lJ
|
C
Figure 10-5. Rudder Trim Control System (Sheet 2 of 3)
10-10
25
MODEL R182 AND TR182 SERVICE MANUAL
* R18201799 AND ON
,3^33*
I
29*
34*
Detail
D
f2.
_60
Detail B
R18201799 AND ON
Figure 10-5. Rudder Trim Control System (Sheet 3 of 3)
10-11
MODEL R182 AND TR182 SERVICE MANUAL
10-15.
RIGGING. (Refer to figure 10-5.)
a. THRU 1981 MODELS.
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 "j" of paragraph 10-11. 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. Rotate trim control wheel (4) until indicator (2) is centered in pedestal slot
(neutral).
4. With rudder pedals clamped in neutral position, adjust steering bungee rod end
(12) .90 inch from bolt hole center to aft face of sprocket (15). Maintaining this
adjustment, rotate sprocket (15) IN or OUT as required to align rod end (12) with
attaching hole in rudder bar arm (13).
NOTE
When connecting rod end (12) to arm (13) with chain (10)
engaged, it is necessary to pull rod end (12) down with
enough force to overcome tension on spring (1).
5.
Without rotating sprocket (15) or moving trim indicator (2) engage chain (10) on
sprocket (15) and connect rod end (12) to rudder bar arm (13).
8. Lower nose wheel to ground, remove clamps from rudder pedals, tighten all jam
nuts and reinstall all items removed for access.
NOTE
Make sure rudder moves in the correct direction when
operated by the rudder pedals and the trim control wheel.
10-12
MODEL R182 AND TR182 SERVICE MANUAL
b.
BEGINNING WITH 1982 MODELS.
1. After completing step "j" of paragraph 10-11, 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 bungee shaft and barrel
nut to dimensions shown in detail B. Maintaining this position, slip flex shaft end
on bungee rod end and secure with roll pin. Safety roll pin.
4. Loosen setscrew (33) and position rudder trim wheel so that indicator is in center
track and aligned with ends of outer and inner tracks.
5. Install setscrew (33) so dog engages hole in shaft of trim tab control wheel. Seal
with Locktite 242 or equivalent.
6. Center indicator with respect to console cover by bending wire pointer. Do not
cause wire to "jump tracks."
7. Lower nosewheel to ground, remove clamps from rudder pedals, tighten all jam
nuts, and reinstall all items removed for access.
WARNING
Make sure rudder moves in the correct direction when
operated by the rudder pedals and the trim control wheel.
10-13/(10-14 blank)
MODEL R182 AND TR182 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.
Page No.
TABLE OF CONTENTS
Aerofiche/
Manual
ENGINE COWLING ..........
2J11/11-3
OIL SYSTEM ...............
Description ...............
2J11/11-3
Description ...............
Removal Installation .......
2J11/11-3
Trouble Shooting ...........
Cleaning Inspection .........
2J11/11-3
Full-Flow Oil Filter ...........
Repair ...................
2J11/11-3
Description ...............
COWL FLAPS ...............
2J11/11-3
Removal .................
Description ...............
2J11/11-3
Installation ...............
Removal Installation ........
2J11/11-3
Oil Cooler ................
Rigging .................
2J13/11-5
Description .............
ENGINE ...................
2J13/11-5
FUEL SYSTEM ..............
Description
...............
2J13/11-5
Description
..........
Time Between Overhaul (TBO) . 2J13/11-5
Carburetor
..........
Overspeed Limitations .......
2J13/11-5
RemovaL'Installation .......
Engine Data .............
2J14/11-6
Idle Speed/Mixture
Trouble Shooting .........
.. 2J15.11-7
Adjustments .............
Static Run-Up Procedures
. . 2J19 11-11
INDUCTION AIR SYSTEM .....
Removal ........
.........
2J19.11-1 1
Description ...............
Cleaning .................
2J21 11-13
Installation of Induction
Accessories Removal ........
2J21/11-13
Air System Ducts ..........
Inspection
.......
.........
2J22/11-14
Airbox ..................
Build-Up .................
2J22/11-14
Removal/Installation .......
Installation ...............
2J22/11-14
Cleaning/Inspection .......
Flexible Fluid Hoses ........
2J24/11-16
Induction Air Filter .........
Leak Test ...............
2J24/11-16
Description .............
Replacement.
...........
2J24/11-16
Removal Installation .......
Engine Baffles ...........
2J24 11-16
Cleaning/Inspection .......
Description ...........
. 2J24 11-16
IGNITION SYSTEM ..........
Cleaning Inspection .......
2J24 11-16
Description ...............
Removal Inspection ........
2J24 11-16
Trouble Shooting ...........
Repair .................
2K1/11-17
Magnetos ................
Engine Mount ............
2K1 11-17
Description ...........
Description ..
..........
2K1/11-17
Removal Installation .......
Removal Installation .......
2K1 11-17
Internal Timing ..........
Repair
.
............
2K1 11-17
Magneto-to-Engine-Timing .
Painting ..........
.......
2K1 11-17
Maintenance .............
Engine Shock-Mo-nt Pads ....
2K1 11-17
Magneto Check ..........
2K4 11-20
2K4 11-20
2K4/11-20
2K9 11-23
2K9/11-23
2K9 11-23
2K9/11-23
2K9 11-23
2K9 11-23
2K9 11-23
2K9 11-23
2K9 11-23
2K9 11-23
2K10 11-24
2K10 11-24
2K10 11-24
2K11
2K11
2K11
2K11
2K11
2K11
2K11
2K12
2K12
2K12
2K12
2K13
2K13
2K13
2K14
. 2K14
2K17
2K18
Revision 1
11-25
11-25
11-25
11-25
11-25
11-25
11-25
11-26
11-26
11-26
11-26
11-27
11-27
11-27
11-28
11-29
11-31
11-32
11-1
MODEL R182 AND TR182 SERVICE MANUAL
TABLE OF CONTENTS
Spark Plugs .............
ENGINE CONTROLS .........
Description .............
Rigging .................
Throttle Control ..........
Mixture Control ..........
Carburetor Heat Control ....
Propeller Control .........
STARTING SYSTEM ..........
Description ...............
Primary Maintenance .......
Starter Motor .............
Removal/Installation .......
Trouble Shooting ...........
11-2
Revision 1
Page No.
Aerofiche/
MANUAL
2K19 11-33
2K19/11-33
2K19/11-33
2K19/11-33
2K20/11-34
2K20/11-34
2K22/11-36
2K22/11-36
2K22/11-36
2K22/11-36
2K23/11-37
2K23/11-37
2K23/11-37
2K24/11-38
EXHAUST SYSTEM ..........
Description ...............
Economy Mixture
Indicator (EGT) ............
Removal/Installation ........
Inspection ................
EXTREME WEATHER
MAINTENANCE ............
Cold Weather ..............
Seacoast/Humid Areas .......
Ground Service Receptacle ....
2L1 11-39
2L1 11-39
2L1 11-39
2L1 11-39
2L1 11-39
2L3.11-41
2L3/ 11-41
2L4,11-42
2L4/11-42
MODEL R182 AND TR182 SERVICE MANUAL
11-1.
ENGINE COWLING.
11-2.
DESCRIPTION. The engine cowling is divided into two major removable segments. The
upper RH segment has an access door which provides access to the engine oil dipstick and
remote fuel strainer drain control. The upper center cowl skin has an access door which
provides access to the oil filler neck. Controllable cowl flaps are attached to the trailing edge
of the lower cowl segment to aid in controlling engine temperature. Screws fasten the upper
center and lower segments at the nose cap. Quick-release fasteners are used along the
parting surfaces and at the aft end, allowing the removal of either segment individually.
Cowl-mounted landing and taxi lights are mounted in the lower cowling nose cap.
11-3.
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. 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.
11-4.
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.
11-5.
REPAIR. (Refer to Section 17.)
11-6.
COWL FLAPS.
11-7.
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.
11-8.
REMOVAL AND INSTALLATION. (See 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 and remove flaps.
d. Reverse the preceding steps for reinstallation. Rig cowl flaps. if necessary. in
accordance with paragraph 11-9.
11-3
MODEL R182 AND TR182 SERVICE MANUAL
..
'*~~
'
'"--
-,1.
2.
· "''..*~~
""-*"4.
'......
.
.''" ~
,
-^;~~
::':"':-.
.- ::""
:'"...":"::'"
..1'
A
_____B
\.^^,
ir
'3.
~5.
6.
7.
8.
9.
10.
11.
D
*12.
'*~~
4.
c
2.:;'
2
DetailA
2
10
<^
DetailC 8
WC\-1
Detail
Figure 11-1. Cowl Flap Installation
11-4
B
Pedestal
Cowl Flap Control
Clamp
Retainer
Cowl Flaps
Clevis
Shock-Mount
Bracket
Position Bracket
Clevis
Control Lever
Bushing
MODEL R182 AND TR182 SERVICE MANUAL
11-9.
RIGGING. (See 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 stops in each
direction. Mark controls so that full travel can be readily checked and maintained
during the remaining rigging procedures.
c. Place cowl flap control lever (11) in the CLOSED position. If the control lever cannot
be placed in the closed position, 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
hold cowl flap in this position. Retighten jam nut and install bolt through clevis and
shock-mount.
NOTE
Be sure threads are visible in clevis inspection holes.
e. Repeat the preceding step for the opposite cowl flap.
f. Check that all clamps and jam nuts are tight.
g. Check for ease of operation.
11-10.
ENGINE.
11-11.
DESCRIPTION. An air cooled, wet-sump, six-cylinder, horizontally-opposed. direct-drive.
carbureted Avco Lycoming 0-540 series 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 11-12 for engine data. For repair and overhaul of the engine. accessories
and propeller, refer to the appropriate publications issued by their manufacturers. These
publications are available from Cessna Service Parts Centers.
11-12.
TIME BETWEEN OVERHAUL (TBO). Avco Lycoming recommends engine overhaul at 2000
hours operating time for the 0-540-J series engines. Refer to Avco Lycoming Service
Instruction 1009AB, 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.
11-13.
OVERSPEED LIMITATIONS. The engine must not be operated above specified maximum
continuous RPM. However, should inadvertent overspeed occur. refer to Avco Lycoming
Service Bulletin 369D, and to any superseding bulletins, revisions or supplements thereto.
for further recommendations.
11-5
MODEL R182 AND TR182 SERVICE MANUAL
11-14.
ENGINE DATA.
AIRCRAFT Series
MODEL (Lycoming)
R182 SKYLANE
O-540-J
Rated Horsepower at RPM
235 at 2400
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
Right Magneto
Bendix D6LN-2031
Fires 23 ° BTC, Upper Left. Lower Right
Left Magneto
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)
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
Within Green Arc
Red Line (245°F)
Accessory Housing
Cylinder Head Temperature
Normal Operating
Maximum
Probe Location
Within Green Arc
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
11-6
387 LB (Weight is approximate and will
vary with optional accessories installed-)
MODEL R182 AND TR182 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 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.
Defective carburetor.
Repair or replace carburetor.
Carburetor screen or fuel
strainer plugged.
Remove carburetor and
clean thoroughly. Refer to
Section 12 for fuel strainer
cleaning.
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 11-64.
11-7
MODEL R182 AND TR182 SERVICE MANUAL
11-15.
TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE WILL NOT
START. (Cont).
ENGINE STARTS BUT
DIES, OR WILL NOT
IDLE.
11-8
PROBABLE CAUSE
REMEDY
Defective magneto switch
or grounded magneto
leads.
Check continuity. Repair or
replace switch or leads.
Spark plugs fouled.
Remove, clean and regap
plugs. Test harness cables
to persistently fouled
plugs. Replace if defective.
Idle stop screw or idle
mixture incorrectly
adjusted.
Refer to paragraph 11-46.
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.
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 11-64.
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.
MODEL R182 AND TR182 SERVICE MANUAL
11-15.
TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE STARTS BUT
DIES. OR WILL NOT
IDLE. (Cont).
ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY, OR LACKS
POWER.
PROBABLE CAUSE
Leaking float valve or
float level set too
high.
REMEDY
Perform an idle mixture
check. Attempt to remove
any rich indication with
the idle mixture adjustment.
If the rich indication
cannot be removed, the
float valve is leaking or
the float level is set too
high. Replace defective
parts, reset float level.
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.
Spark plugs fouled or
improperly gapped.
Remove, clean and- regap
plugs. Replace if
defective
Defective ignition system.
Refer to paragraph 11-64.
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.
11-9
MODEL R182 AND TR182 SERVICE MANUAL
11-15.
TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY. OR LACKS
POWER. (Cont.)
POOR IDLE CUT-OFF.
11-10
PROBABLE CAUSE
REMEDY
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.
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
system. Drain all
flush out system.
all screens. lines,
and carburetor.
in fuel
fuel and
Clean
strainer
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.
MODEL R182 AND TR182 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 takeoff 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.
Check carburetor heat control for proper rigging. If partially open it would cause
a slight 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.
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.
2.
11-17.
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.
b.
c.
d.
e.
f.
Attach a tail stand of suitable capacity.
Place all cabin switches in the OFF position.
Place fuel selector valve in the OFF position.
Remove engine cowling in accordance with paragraph 11-3.
Disconnect battery cables and insulate terminals as a safety precaution.
Drain fuel strainer and lines with strainer drain control.
11-11
MODEL R182 AND TR182 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 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 .
g. Drain the engine oil sump and oil cooler.
h. Disconnect magneto primary lead wires at magnetos.
WARNING
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.
i.
j.
k.
l.
m.
n.
o.
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.
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.
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.
Disconnect all hot and cold air flexible ducts and remove.
Remove exhaust system in accordance with paragraph 11-83.
Disconnect carburetor heat control from arm on airbox. Remove clamps and pull
control clear of engine.
Disconnect wires and cables as follows:
1. Disconnect tachometer drive shaft at adapter.
CAUTION
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.
3.
4.
5.
6.
7.
11-12
Disconnect starter electrical cable at starter.
Disconnect cylinder head temperature wire at probe.
Disconnect carburetor air temperature wires at quick-disconnects.
Disconnect electrical wires and wire shielding ground at alternator.
Disconnect exhaust gas temperature wire at quick-disconnect.
Remove all clamps and lacings attaching wires or cables to engine and pull wires
and cables aft to clear engine.
MODEL R182 AND TR182 SERVICE MANUAL
p. Disconnect lines and hoses as follows:
1. Disconnect vacuum hose at vacuum pump.
2. Disconnect oil breather vent lines where secured to the engine.
WARNING
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.
4. Disconnect primer line at engine fitting.
5. Disconnect fuel supply hose at fuel strainer.
6. Disconnect oil pressure line at engine fitting.
7. Disconnect manifold pressure line at engine.
q. 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.
CAUTION
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.
s.
t.
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.
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.
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 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.
11-13
MODEL R182 AND TR182 SERVICE MANUAL
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 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.
f.
Refer to Section 2 for replacement intervals for flexible fluid carrying hoses in the
engine compartment.
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, plugs, caps and identification tags as each item is connected or installed. Omit any
items not present on a particular engine installation.
a.
b.
c.
Hoist the engine to a point near the engine mount.
Install engine shock-mount pads as illustrated in figure 11-2.
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.
e.
f.
11-14
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.
Route throttle, mixture and propeller controls to their respective units and connect.
Secure controls in position with clamps.
Route carburetor heat control to airbox and connect. Secure control in position with
clamps.
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Throughout the aircraft fuel system, from the fuel cells to
the carburator, use NS-40 (RAS-4) (Snap-On-Tools Corp.,
Kenosha, Wisconsin), MIL-T-5544 (Thread Compound
Antiseize, Graphite Petrolatum), USP Petrolatum or
engine oil as a thread lubricator or to seal a leaking
connection. Apply sparingly to male threads, exercising
extreme caution to avoid "stringing" sealer across the
end of the fitting. Always ensure that a compound, the
residue from a previously used compound, or any other
foreign material cannot enter the system.
g. Connect lines and hoses as follows:
1. Connect manifold pressure line at engine fitting.
2. Connect oil pressure line at engine fitting.
3. Connect fuel supply hose at fuel starter.
4. Connect primer line at engine fitting.
5. Connect oil temperature bulb.
6. Connect oil breather vent line 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.(Do not exceed 4 lb-in torque.)
CAUTION
When connecting starter cable, do not permit starter
terminal bolt to rotate. Rotation of the bolt could break the
conductor between bolt and field coils causing the starter
to be inoperative.
3.
4.
i.
j.
k.
l.
Connect starter electrical cable at starter.
Connect tachometer drive shaft at adapter. Be sure drive cable engages drive in
adapter. Torque housing attach nut to 100 lb-in.
5. Connect 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.
Install exhaust system in accordance with paragraph 11-83.
Connect all hot and cold air flexible ducts.
Install propeller and spinner in accordance with instructions outlined in Section 13.
Complete a magneto switch ground-out and continuity check. then connect primary
lead wires to the magnetos. Remove the temporary ground or connect spark plug
leads, whichever procedure was used during removal.
WARNING
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.
11-15
MODEL R182 AND TR182 SERVICE MANUAL
o. Check all switches are in the OFF position and connect battery cables.
p. Rig engine controls in accordance with paragraphs 11-69. 11-70. 11-71 and 11-72.
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.
FLEXIBLE FLUID HOSES.
11-24.
LEAK
a.
b.
c.
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 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.
11-26.
ENGINE BAFFLES.
11-27.
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 rubber-asbestos 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 to engine cooling that the baffles and seals are in 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.
11-28.
CLEANING AND INSPECTION. The engine baffles should be cleaned with a suitable
solvent to remove oil and dirt.
TEST. Refer to Section 2 for leak test interval. Perform leak check as follows:
Examine the exterior of hoses for evidence of leakage or wetness.
Hoses found leaking should be replaced.
Refer to paragraph 11-20 for detailed inspection procedures for flexible hoses.
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.
11-29.
11-16
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.
MODEL R182 AND TR182 SERVICE MANUAL
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-to-fuselage structure and carefully
remove engine mount.
c. Reverse the preceding steps for reinstallation. Reinstall engine in accordance with
paragraph 11-22.
NOTE
Torque engine-to-mount bolts to 450-500 lb-in. Torque
mount-to-firewall bolts to 160-190 lb-in.
11-34.
REPAIR. (Refer to Section 17.)
11-35.
PAINTING. (Refer to Section 18.)
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
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.
11-17
MODEL R182 AND TR182 SERVICE MANUAL
89
6
UPPER MOUNT
3
2
3"t'
~ ..
^
<
s~~~~/^
s8
i.
2.
3.
4.
Nut
Washer
Mounting
Engine
5.
6.
Damper
Mounting
7.
8.
9.
Engine Mount
Bolt
Washer
12
3
LOWER MOUNT
7
8
Figure 11-2. Engine Mount (Sheet 1 of 2)
11-18
9g
MODEL R182 AND TR182 SERVICE MANUAL
UPPER MOUNTTO-FI REWALL
4
5
6
7
2
*
1
\\v<
^@
LOWER MOUNT-
TO- FIREWALL
1.
2.
3.
4.
5.
6.
7.
Bolt
Washer
Engine Mount
Washer (Lower Mount Only)
Firewall
Washer
Nut
Figure 11-2. Engine Mount (Sheet 2 of 2)
11-19
MODEL R182 AND TR182 SERVICE MANUAL
11-37.
OIL SYSTEM.
11-38.
DESCRIPTION. A wet-sump, pressure-lubricating oil system is employed in the engine. An
external, replaceable oil filter is standard equipment. The engine may also be equipped with
a noncongealing oil cooler. Refer to applicable engine manual for specific details.
WARNING
The U.S. Environmental Protection Agency advises that
mechanics and other workers who handle engine oil are
advised to minimim 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 begin washed off,
for most of their life span. Substances found to cause
cancer in laboratory animals may also cause cancer in
humans.
11-39.
TROUBLE SHOOTING.
TROUBLE
NO OIL PRESSURE.
LOW OIL PRESSURE.
11-20
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.
MODEL R182 AND TR182 SERVICE MANUAL
11-39.
TROUBLE SHOOTING (Cont).
TROUBLE
LOW OIL PRESSURE.
(Cont).
HIGH OIL PRESSURE.
LOW OIL TEMPERATURE.
PROBABLE CAUSE
REMEDY
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 enteredo il passages.
Secondary result of high
oil temperature.
Observe oil temperature
gage for high indication.
Determine and correct
reason for high oil tempature.
Dirty oil screens.
Remove and clean oil
screens.
High viscosity oil.
Drain sump and refill with
proper grade and quantity
of oil.
Relief valve defective.
Remove and check for dirty
or defective parts. Clean
and install; replace valve
if defective.
Defective oil pressure
gage.
Check with a known good
gage. If second reading is
normal, replace gage.
Defective oil temperature
gage or temperature bulb.
Check with a known good
gage. If second reading is
normal, replace gage. If
reading is similar. the
temperature bulb is defective. Replace bulb.
11-21
MODEL R182 AND TR182 SERVICE MANUAL
11-39.
TROUBLE SHOOTING.(Cont).
TROUBLE
LOW OIL TEMPERATURE
(Cont).
HIGH OIL TEMPERATURE.
11-22
PROBABLE CAUSE
REMEDY
Oil cooler thermostatic
bypass valve defective or
stuck.
Remove valve and check for
proper operation. Replace
valve if defective.
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.
This condition can occur
only in extremely cold
temperatures. If congealing
is suspected. use an external
heater or a heated hangar
to warm the congealed oil.
Oil cooler air passages
clogged.
Inspect cooler core. Clean
air passages.
Oil cooler 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.
MODEL R182 AND TR182 SERVICE MANUAL
11-39.
TROUBLE SHOOTING (Cont).
TROUBLE
HIGH OIL TEMPERATURE
(Cont).
PROBABLE CAUSE
Defective oil temperature
bulb.
REMEDY
Check for correct oil pressure, oil level and cylinder
head temperature. If they
are correct, check oil temperature gage for being defective; similar reading is
observed, bulb is defective.
Replace bulb.
OIL LEAK AT FRONT OF
ENGINE.
Damaged crankshaft seal.
Replace. Also refer to Service
Newsletter SNL85-8.
OIL LEAK AT PUSH ROD
HOUSING.
Damaged pushrod housing
oil seal.
Replace.
11-22A.( 11-22B blank)
MODEL R182 AND TR182 SERVICE MANUAL
11-39A. FULL-FLOW OIL FILTER.
11-39B. DESCRIPTION. A disposable spin-on oil filter attaches to a threaded fitting on the oil pump
casting. The filter contains an internal bypass valve.
11-39C. REMOVAL.
a. Remove engine cowl in accordance with paragraph 11-3.
b. Cut safety wire and turn filter counterclockwise to remove if from the adapter.
NOTE
Before discarding filter, remove filter element from can
and cut off both ends. Carefully unfold the element and
inspect for evidence of internal engine damage such as
chips or metal from bearings. In new or newly overhauled engines chips and bearing metal may be found,
and generally are of no consequence. However, particles
produced by impact, abrasion, or pressure are evidence of
internal engine damage and justify further examination
to determine the cause.
11-39D. INSTALLATION.
a. Lightly lubricate filter gasket with engine oil or Dow-Corning compound (DC-4).
b. Turn filter clockwise until filter gasket contacts base of adapter; then tighten 3/4 to 1
turn or torque to 15/20 FT/LBS. and safety wire.
c. Start engine, check for proper oil pressure. Warm up engine and check filter for
leaks.
d. Check that engine torque does not cause filter to contact adjacent parts.
e. Replace engine cowl in accordance with paragraph 11-3.
f. Check oil level and filter leakage after operating engine at high power setting, or
after a flight around the field.
11-40.
OIL COOLER.
11-41.
DESCRIPTION.
hoses carry the
discharged into
Refer to Section
11-42.
The external oil cooler is mounted on the left forward engine baffle. Flexible
oil to and from the cooler. Ram air passes through the cooler coil and is
the engine compartment. At each engine oil change. drain the oil cooler.
2 for servicing instructions.
FUEL SYSTEM.
11-43.
DESCRIPTION. The engine is equipped with a carburetor mounted on the lower aft end of the
engine. The carburetor has a manual altitude mixture control. For overhaul and repair of the
carburetor, refer to the manufacturer's overhaul and repair manual.
11-44.
CARBURETOR.
11-45.
REMOVAL AND INSTALLATION.
a.
Place fuel selector valve in the OFF position.
11-23
MODEL R182 AND TR182 SERVICE MANUAL
b.
c.
d.
e.
Remove engine cowling in accordance with paragraph 11-3.
Drain fuel from strainer and lines with strainer drain control.
Remove bolts attaching air box ducting to carburetor, and remove air box ducting.
Disconnect throttle and mixture controls at the 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 engine, 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 11-70. 11-71 and 11-72.
(Check carburetor throttle arm to idle stop arm attachment for security and proper
safetying at each normal engine inspection in accordance with figure 11-3.)
11-46.
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 momentary 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. 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.
11-47.
INDUCTION AIR SYSTEM.
11-48.
DESCRIPTION. Ram air enters the induction air system through an intake port and a filter
on the left aft side of the cowling, and is ducted to the airbox near the firewall. From the
induction airbox the filtered air is ducted to the inlet of the carburetor mounted on the lower
aft end of the engine, through the carburetor, where the fuel is mixed with the air to the intake
11-24
MODEL R182 AND TR182 SERVICE MANUAL
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.
11-48A.
INSTALLATION OF INDUCTION AIR SYSTEM DUCTS. When cutting induction air system
ducts to length, the support wire should be cut 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 the wire and the fabric. Before tightening clamps, make sure there is no twist or torque on the duct. If the duct is supported with MIL-Y-1140 cord in place of wire, the preceding installation applies except: MILY-1140 cord has no minimum bend radius requirements.
The minimum installed bend radii for wire-supported ducts in plane of bend, measured from
the wall of the duct, are as follows:
a. Neoprene - one ply, 1/4 diameter of the maximum duct dimension.
b. Neoprene - two ply, and silicone one ply, 1/3 diameter of the maximum duct dimension.
c. Silicone - two ply, 1/2 diameter of the maximum duct dimension.
NOTE
Duct carrying filtered induction air may not have local
areas hand-formed to a different cross section.
.
11-49.
AIRBOX.
11-50.
REMOVAL AND INSTALLATION.
a. Remove upper left engine cowl in accordance with paragraph 11-3.
b. Disconnect flexible duct from forward end of airbox.
c. Disconnect flexible duct from carburetor adapter assembly.
d. Disconnect carburetor heat control arm on the forward side of the airbox and remove
clamp securing control to the airbox.
e. Remove screw attaching upper airbox support to firewall stiffener.
f. Remove four screws and washers attaching airbox to the firewall and carefully
remove airbox.
g. Reverse the preceding steps for reinstallation. Rig carburetor heat control in
accordance with paragraph 11-72.
11-51.
CLEANING AND INSPECTION. Clean metal parts of the induction airbox with Stoddard
solvent or equivalent. Inspect for cracks, dents, loose rivets, etc. Minor cracks may be stopdrilled. In case of continued or severe cracking, replace airbox. Inspect gaskets and install
new gaskets, if damaged. Check manually-operated air door for ease of operation and proper
rigging.
11-52.
INDUCTION AIR FILTER.
11-53.
DESCRIPTION. An induction air filter, mounted on the induction airbox on the left aft side of
the engine compartment, removes dust particles from the ram air entering the engine.
11-54.
REMOVAL AND INSTALLATION.
a. Release the four quick-release fasteners securing the filter assembly to the airbox.
b. Reverse the preceding step for reinstallation.
11-25
MODEL R182 AND TR182 SERVICE MANUAL
11-55.
CLEANING AND INSPECTION. Clean and inspect filter in accordance with instructions in
Section 2.
NOTE
If air filter gasket becomes loose, bond with EC-1300L or
equivalent.
11-56.
IGNITION SYSTEM.
11-57.
DESCRIPTION. The ignition system is comprised of dual magnetos in one housing. 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.
11-58.
TROUBLE SHOOTING
TROUBLE
ENGINE FAILS TO
START.
11-26
PROBABLE CAUSE
REMEDY
Defective ignition switch.
Check switch continuity.
Replace if defective.
Spark plugs defective.
improperly gapped or
fouled by moisture or
deposits.
Clean. regap and test plugs.
Replace if defective.
Defective ignition harness.
If no defects are found by
a visual inspection. check
with a harness tester. Replace defective parts.
Magneto "P" lead
grounded.
Check continuity. "P" lead
should not be grounded in
the ON position. but should
be grounded in OFF position.
Repair or replace "P" lead.
Failure of impulse
coupling.
Impulse coupling pawls
should engage at cranking
speeds. Listen for loud clicks
as impulse couplings operate.
Remove magnetos and determine cause. Replace defective
magneto.
Defective magneto.
Refer to paragraph 11-64.
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.
MODEL R182 AND TR182 SERVICE MANUAL
11-58.
TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE CAUSE
ENGINE WILL NOT
IDLE OR RUN
PROPERLY:
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 11-64.
Impulse coupling pauls
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.
REMEDY
11-59.
MAGNETOS.
11-60.
DESCRIPTION. The Bendix D-2000 series magneto consists of two electrically independent
ignition circuits in one housing. A single four pole rotor provides the magnetic energy for
both 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.
11-61.
REMOVAL AND INSTALLATION.
WARNING
The magneto is in a SWITCH ON condition when the
switch wire is disconnected. Therefore, ground the
breaker contact points or disconnect the high-tension
wires from magneto to spark plugs.
a.
b.
Remove engine cowling in accordance with paragraph 11-3.
Remove the eight screws securing the high-tension outlet cover to the magneto. The
"P" leads may be disconnected for additional clearance if necessary.
NOTE
It is a good practice to position No. 1 cylinder at its
approximate advanced firing position before removing
the magneto.
11-27
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
11-62.
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.
Reverse the preceding steps for reinstallation and time magneto-to-engine in
accordance with paragraph 11-63.
INTERNAL TIMING. (MAGNETO REMOVED FROM ENGINE.)
NOTE
A magneto. correctly timed internally, will have the red
painted tooth of the large distributor gears approximately centered in the timing windows, the L ("E" gap)
mark on the rotor shaft in alignment with the pointer and
both sets of breaker contacts opening, all at the same
time.
Remove breaker contact point assembly cover, if installed, by removing the cover
screws, pulling cover directly aft away from housing and disconnecting both
capacitor leads from breaker contact assemblies.
b. Remove timing inspection hole plugs from magneto.
c. Slowly turn the rotor shaft until the red painted tooth of the large distributor gear for
each side is approximately centered in the inspection windows with the L("E" gap)
mark on the rotor aligned with the pointer. Lock the rotor in this EXACT position
using Bendix Rotor Holding Tool, Part No. 11-8465 or equivalent.
a.
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. 11-9110 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.
11-28
MODEL R182 AND TR182 SERVICE MANUAL
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".
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 a broad bladed
screwdriver between the bottom of the cam and housing. Strike the screwdriver
handle with a sharp downward blow to "pop" the cam loose from taper of shaft.
i. Rotate cam until breaker contact cam followers are on the high point of cam lobes.
Adjust breaker points to obtain a clearance of 0.016±0.004 inch on LEFT and RIGHT
contacts respectively. Tighten breaker contact securing screws to 20-25 lb-in.
j. Repeat step "c."
k. While holding rotor shaft in this EXACT position, rotate the breaker contact cam in
the opposite direction of rotation a few degrees BEYOND where the breaker contacts
close, then rotate cam in the normal direction of rotation until the breaker contacts
just begin to open. Point opening should be determined by the use of a timing light.
(Bendix Part No. 11-9110 or equivalent.)
l.
While holding cam in this EXACT POSITION, push cam on rotor shaft as far as
possible with the fingers. Tighten cam securing screw thereby drawing the cam
down evenly and tightly. Torque cam securing screw to 16-20 lb-in.
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 reinstalling the inspection hole plugs, make sure
the ventilated plugs are installed in the ends of the
magneto. Torque plugs to 12-15 lb-in.
11-63.
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 at its advanced firing position. Refer to paragraph 11-14 for the advanced firing
position of number one piston. To locate the compression stroke of the number one cylinder.
remove the lower spark plug from number 2, 3. 4.5. and 6 cylinders. Remove the upper spark
11-29
MODEL R182 AND TR182 SERVICE MANUAL
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 (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.
WARNING
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.
g.
11-30
Remove the engine-to-magneto drive gear train backlash by turning magneto drive
opposite to normal rotation as far as possible.
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.
MODEL R182 AND TR182 SERVICE MANUAL
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-toengine 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.
Turn the entire magneto in direction of rotor rotation until the timing lights are on.
Turn 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.
l. 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.
i.
j.
11-64.
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 magneto-to-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.
11-31
MODEL R182 AND TR182 SERVICE MANUAL
a.
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.
CAUTION
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 points and cause excessive burning.
4. Check capacitors for looseness in the magneto cover of the harness assembly and
for any physical damage. If equipment is available, check the capacitors for
leakage, series resistance and capacitance. The capacitance should be 0.34 to 0.41
microfarads.
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 accomplishing the moisture and breaker
contact compartment check, check magneto-to-engine timing in accordance with
paragraph 11-63. If timing is incorrect, remove magneto and adjust internal timing in
accordance with paragraph 11-62.
d. Reinstall magneto and time to engine in accordance with paragraph 11-63.
e. If the trouble has not been corrected, magneto overhaul or replacement is indicated.
11-65.
11-32
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 "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.
MODEL R182 AND TR182 SERVICE MANUAL
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 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.
11-66.
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. Remove, clean.
inspect and regap all spark plugs at each inspection.
Install lower spark plugs in upper portion of cylinders
and install upper spark plugs in lower portion of cylinders. Since deterioration of lower spark plugs is usually
more rapid than that of the upper spark plugs, rotating
helps prolong spark plug life.
11-67.
ENGINE CONTROLS.
11-68.
DESCRIPTION. The throttle, mixture and carburetor heat controls are of the push-pull type.
The mixture control is equipped to lock in any position desired. To move the control, the
spring-loaded button, located in the end of the control knob, must be depressed. When the
button is released, the control is locked. The mixture control also has a vernier adjustment.
Turning the knob in either direction will change the control setting. The vernier is primarily
for precision control setting. The throttle control has neither a locking button nor a vernier
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.
11-69.
RIGGING. When adjusting any engine control, it is important to check that the control slides
smoothly throughout its full range of travel, that it locks securely if equipped with a locking
device and the arm or lever it operates moves through its full arc of travel.
CAUTION
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.
11-33
MODEL R182 AND TR182 SERVICE MANUAL
11-70.
THROTTLE CONTROL. (See figure 11-3.)
NOTE
Before rigging throttle control, check that control end
(13) is secure. If any indication of looseness or breakage
is apparent, replace the throttle control.
a.
b.
c.
d.
e.
Screw friction lock nut (2) into threads of barrel (7).
Ensure washer (5) and nut (6) on forward side of panel are secure.
Push knob assembly (1) full in against friction lock nut (2), then pull knob assembly
out approximately 1/8-inch to obtain "cushion".
Tighten friction lock nut (2) against barrel (7).
At the carburetor, attach throttle arm hardware to rod end (16).
NOTE
Ensure palnut (17) is on threads of plunger (18) before
installing rod end (16).
f.
Screw rod end (16) up threads of plunger (18) until throttle arm contacts full power
stop; secure with palnut (17).
NOTE
Ensure that rod end (16) is threaded on to plunger (18) so
that .020-inch safety wire cannot be installed through
drilled hole in rod end.
g. Check control end (13) clamping in bracket (12) and clamp (15).
h. Pull knob assembly full out and check that idle stop on carburetor is contacted.
i. Work throttle control in and out several times to check for binding.
11-71.
11-34
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.
MODEL R182 AND TR182 SERVICE MANUAL
GEAR WARNING HORN
MICROSWITCH/
COTERPIN
l
TIGHTEN TO
25 to 60 IN. LBS.
NOTE SERRATED FACES OF
THROTTLE ARM AND STOP
11
12
14
13
10
2
\
\
\\
\Clamp
\
\
6.
15
16
17
18
19
20
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Knob Assembly
Friction Lock Nut
Locking Collet
Instrument Panel
Washer
Nut
Barrel
Core
Casing
Clamping Sleeve
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Firewall
Bracket
Control End
Packing
Clamp
Rod End
Palnut
Plunger
Plunger Seal
Plunger Guide
Figure 11-3. Throttle Control and Throttle Arm to Idle Stop Adjustment
11-35
MODEL R182 AND TR182 SERVICE MANUAL
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 the inspection chart in Section 2 for inspection,
lubrication and/or replacement interval for the mixture
control.
11-72.
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.
11-73.
PROPELLER CONTROL. (Refer to Section 13.)
11-74.
STARTING SYSTEM.
11-75.
DESCRIPTION. The starting system employs an electrical starter motor mounted at the
front (propeller end) lower left side of the engine. A starter solenoid is activated by the
ignition key on the instrument panel. When the solenoid is activated, its contacts close and
electrical current energizes the starter motor. Initial rotation of the starter armature shaft,
engaged with the reduction gear, drives the Bendix shaft and pinion. When the armature
turns the reduction gear, the Bendix drive pinion meshes with the crankshaft ring gear
assembly by inertia and action of the screw threads within the Bendix sleeve. A detent pin
engages in a notch in the screw threads which prevents demeshing if the engine fails to start
when the starting circuit is de-energized. When the engine reaches a predetermined speed.
centrifugal action forces the detent pin out of the notch in the screw shaft and allows the
pinion to demesh from the ring gear.
11-36
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
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.
.
11-76.
PRIMARY MAINTENANCE. The starting circuit should be inspected at regular intervals.
the frequency of which should be determined by the 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 ones). 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.
11-77.
STARTER MOTOR.
11-78.
REMOVAL AND INSTALLATION.
a. Remove engine cowling in accordance with paragraph 11-3.
CAUTION
When disconnecting or connecting the starter cable. do
not permit starter terminal bolt to rotate. Rotation of the
bolt could break the conductor between terminal and field
coils causing the starter to be inoperative.
Disconnect electrical cable at starter motor. Insulate the disconnected cable terminal
as a safety precaution.
c. Remove three nuts and washers and one bolt securing starter to crankcase. Work
starter from engine.
d. To install starter, position starter on mounting pad, aligning dowel pins in starter
mounting pad with holes in mounting pad on engine.
e. Secure starter with washer, lockwasher and nut in three places and install bolt and
washers.
f. Tighten nuts and bolt evenly to a torque value of 150 lb-in.
g. Connect electrical cable to starter terminal and install engine cowling.
b.
11-37
MODEL R182 AND TR182 SERVICE MANUAL
11-79.
TROUBLE SHOOTING.
TROUBLE
STARTER WILL NOT
OPERATE.
STARTER MOTOR RUNS,
BUT DOES NOT TURN
CRANKSHAFT.
STARTER MOTOR DRAGS.
STARTER EXCESSIVELY
NOISY.
11-38
PROBABLE CAUSE
REMEDY
Defective master switch
or circuit.
Check continuity of master switch and circuit.
Install new switch or wires.
Defective starter switch
or switch circuit.
Check continuity of switch
and circuit. Install
new switch or wires.
Defective starter motor.
Check voltage to starter.
If voltage is present. remove, repair or install
new starter motor.
Defective Bendix drive.
Remove starter and inspect Bendix drive.
Replace defective parts.
Damaged starter pinion
gear or ring gear.
Inspect starter pinion gear
and ring gear. Replace
defective parts.
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.
Inspect cable.
Install new cable.
Loose or dirty
connections.
Inspect 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.
Inspect commutator.
Clean and turn commutator.
Worn starter pinion gear
or broken teeth on ring
gear.
Inspect starter pinion gear
and ring gear. Replace
defective parts.
MODEL R182 AND TR182 SERVICE MANUAL
11-80.
EXHAUST SYSTEM.
11-81.
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 forming an exhaust
stack assembly. Each exhaust stack assembly connects to the muffler on its respective side
of the engine. The mufflers are enclosed in a shroud which captures exhaust heat. The left
muffler supplies heated air for the carburetor heat source, the right muffler supplies heated
air which is used to heat the cabin. Tail pipes are clamped to each muffler.
11-82.
ECONOMY MIXTURE INDICATOR (EGT). (Refer to Section 15.)
11-83.
REMOVAL AND INSTALLATION. (See figure 11-4.)
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.
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 copper-asbestos 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 poundinches.
11-84.
INSPECTION. Since exhaust systems of this type are subject to burning, cracking and general deterioration from alternate thermal stresses and vibrations, 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.
Revision 1
11-39
MODEL R182 AND TR182 SERVICE MANUAL
1.
~~~~~~~1
~~2.
3.
4.
5.
0\^=s\n~~~ ~6.
0r \
\s=\
77. (-~^\
7 \ \
,oi8.
9.
10.
11.
12.
8
2
RIGHT EXHAUST
/6
3/
·
Riser
Exhaust Stack Assembly
Spring
Muffler
Clamp Half
Tailpipe
Shroud
Cabin Heat Outlet
Cabin Heat Inlet
Carburetor Heat Outlet
Shock-Mount
Clamp
'~I
17~
^
*
:BEGINNING
WITH
R18201799
10
2E EXAST/\1t
12
Detail
LEFT EXHAUST
/
*
THRU R18201798
/
\
'
4
Figure 11-4. Exhaust System
11-40
et
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
Where a surface is not accessible for a visual inspection. or for a more positive test.
the following procedure is recommended.
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.
After installation of exhaust system components perform the inspection in step "b"
of this paragraph to ascertain that system is acceptable.
11-85.
EXTREME WEATHER MAINTENANCE.
11-86.
COLD WEATHER. Cold weather starting is made easier by the use of the engine primer
system and installation of 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
drained engine oil.
WARNING
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°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 engine cowl flap openings, thus heating both the cylinder and oil. 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.
CAUTION
Due to the desludging effect of the diluted oil, engine
operation should be observed closely during the initial
warm-up of the engine. Engines that have 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
11-41
MODEL R182 AND TR182 SERVICE MANUAL
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.
11-87.
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.
11-88.
GROUND SERVICE RECEPTACLE. With the ground service receptacle installed, the use of
an external power source is recommended for cold weather starting, and lengthy maintenance of the aircraft electrical system. Refer to Section 16 for additional information.
11-42
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 11A
ENGINE
(TURBOCHARGED)
WARNING
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 trouble-shooting
refer to manufacturer's overhaul manual.
TABLE OF CONTENTS
Page No.
Aerofiche/
Manual
ENGINE COWLING ..........
3A4/11A-2
Description ..............
3A4/11 A-2
Removal/Installation ........
3A4/11A-2
CleaningInspection .........
3A4/11A-2
Repair ...................
3A4/11A-2
COWL FLAPS ...............
3A4/11A-2
Description ...............
3A4/11A-2
Removal Installation ........
3A4/11A-2
Rigging ...............
. 3A4/11A-2
ENGINE ...................
3A4/11A-2
Description ..........
.....
3A4/11A-2
Engine Data ..............
3A5/11A-3
Time Between Overhaul (TBO) . 3A7/11A-5
Overspeed Limit ...........
3A7/11A-5
Trouble Shooting ...........
3A7/11A-5
Static Run-Up Procedures . . . . 3A12/11A-10
Removal ................
3A12/11A-10
Cleaning ...............
3A14/11A-12
Accessories Removal .......
3A14/11A-12
Inspection .............
3A15/11A-13
Build-Up ..............
3A15/11A-13
Installation ............
3A15 11A-13
Flexible Fluid Hoses ........
3A17/11A-15
Leak Test ...............
3A17/11A-15
Replacement .............
3A17 11A-15
Engine Baffles .............
3A17 11A-15
Description .............
3A17 11A-15
Cleaning Inspection .......
3A17 / 11A-15
Removal Installation .......
3A18 11A-16
Repair ................
3A18 11A-16
Engine Mount .............
3A18 11A-16
Description .............
3A18/11A-16
Removal/Installation .......
3A18/11A-16
Repair .................
3A18/11A-16
Painting .................
3A18/11A-16
Shock-Mount Pads ..........
3A18/11A-16
OIL SYSTEM ...............
3A18/11A-16
Description ...............
3A18/11A-16
Trouble Shooting ...........
3A1911A-16A
Trouble Shooting (Oil Leak) . . .3A1911/A-16A
Oil Cooler ................
3A21 11A-17
Description .............
3A21 11A-17
FUEL SYSTEM ..............
3A21/11A-17
Description ...............
3A21 11A-17
Carburetor ...............
3A21 11A-17
Removal/Installation .......
3A21 11A-17
Idle Speed and Mixture
Adjustments ..........
3A21/11A-17
INDUCTION AIR SYSTEM .....
3A22/11A-18
Installation of Induction
Air System Ducts .........
3A22 11A-18
Filter Removal/Installation ....
3A2211 A-18
Cleaning/Inspection .......
3A22/11A-18
Airbox Removal/Installation . . . 3A23 11A-19
Cleaning/Inspection .......
3A23 11A-19
IGNITION SYSTEM ..........
3A23/11A-19
Description ...............
3A23 11A-19
Trouble Shooting ...........
3A23 11A-19
Magnetos ................
3A23 11A-19
Description ............
3A23'11A-19
Removal/Installation .......
3A23 11A-19
Timing Internal ..........
3B1 llA-21
Revision
11A-1
MODEL R182 AND TR182 SERVICE MANUAL
Timing to Engine .........
Maintenance .............
Check .................
Spark Plugs ..............
ENGINE CONTROLS .........
Throttle Control
(TR18201628) .............
Throttle Control
(TR18201629 & ON) ........
Mixture Control ...........
Carburetor Heat Control .....
Propeller Control ..........
STARTING SYSTEM ..........
EXHAUST SYSTEM ..........
3B1 11A-21
3B. 11A-21
3B1/11A-21
3B1/11A-21
3B1/11A-21
3B1/11A-21
3B4/11A-24
3B5/11A-25
3B5/11A-25
3B5/11A-25
3B5/11A-25
3B5/11A-25
Description ...............
Removal/Installation ........
Inspection ................
TURBOCHARGER ...........
Description ...............
Removal/Installation ........
ECONOMY MIXTURE
INDICATOR (EGT) ..........
EXTREME WEATHER
MAINTENANCE ............
Cold Weather ..............
Seacoast/Humid Areas .......
GROUND SERVICE
RECEPTACLE .............
3B5/11A-25
3B5 11A-25
3B5 11A-25
3B8/11A-28
3B8 11A-28
3B12 11A-32
3B 12 11A-32
3B12 11A-32
3B12 11A-32
3B13 11A-33
3B13 11A-33
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. Cowl mounted landing and taxi lights are mounted in the nose cap lower
cowling.
11A-3.
REMOVAL AND INSTALLATION. (Refer to Section 11.)
11A-4.
CLEANING AND INSPECTION. (Refer to Section 11.)
11A-5.
REPAIR. (Refer to Section 17.)
11A-6.
COWL FLAPS.
11A-7.
DESCRIPTION. Cowl flaps are provided to aid in controlling efficient engine temperature.
Two cowl flaps, operated by a single control in the cabin, are located at the aft edge of the
lower cowl segment.
11A-8.
REMOVAL AND INSTALLATION. (Refer to Section 11.)
11A-9.
RIGGING. (Refer to Section 11.)
11A-10. ENGINE.
11A-11. DESCRIPTION. An air cooled, wet-sump, six-cylinder, horizontally-opposed, direct-drive.
carbureted, turbocharged Avco Lycoming O-540-L series engine, driving a constant-speed
propeller is used to power the aircraft. Refer to paragrpah 11A-12 for engine performance
data. Repair and overhaul of the engine, turbocharger controls, accessories, and propeller
are covered in the appropriate publications, which are issued by the respective manufacturers. These publications are available from Cessna Service Parts Center.
11A-2
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
11A-12. ENGINE DATA.
AIRCRAFT Series
TR182 SKYLANE
MODEL (Lycoming)
O-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
Right Magneto
Bendix D6LN-2031
Fires 23 ° BTC, Upper Left, Lower Right
Left Magneto
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)
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 3 Cylinder THRU 1979
Lower side of Number 5 Cylinder 1980 & ON
Economy Mixture Indicator (EGT)
Probe Location
Left Hand Exhaust Collector
Direction of Crankshaft
Rotation (Viewed from Rear)
Clockwise
Dry Weight-With Accessories
430 LB (Weight is approximate and will
vary with optional accessories installed.)
11A-3
MODEL R182 AND TR182 SERVICE MANUAL
Manifold Pressure
( <^
^-^ =)--"I 1(----
f(---
<'
TAbsolute
r
T
Air Filter
Carburetor
vHeat H ^ Control
Knob
v:
a
Relief
_ .
^^--
:Waste Gate^l
i\ii
L
....
J
Carbueor
ItOFF ON
_
CCarburetori
Carburetor Heat
HeaAirbox
I
Turbine
Compressor
'
O
Ram Air Intake
cL=>
Compressed Air (MP)
<-0
Exhaust Gas
+
|..
Turbocharger
Exhaust Stack
Alternate/Carb Heat Air
Engine Cooling Air
for Carburetor Heat
- - -
Mechanical Linkage
\ Throttle
Waste Galte\»\
;Throttle/Waste Gate Control
,/\^l Linkage
/^;zFinal 1/2 control
Lnatravel
is waste gate
Wa~st~e~ Gatportion
of control
Figure 11A-1. Turbocharger Airflow Schematic
11A-4
Initial 1/2 control
travel is throttle
portion of control
MODEL R182 AND TR182 SERVICE MANUAL
11A-13. TIME BETWEEN OVERHAUL (TBO). AvcoLycoming recommends engine overhaul at 2000
hours operating time for the O-540-L3C5D series engines. Refer to Avco Lycoming Service
Instruction 1009AA, 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-14. OVERSPEED LIMITATIONS. The engine must not be operated above specified maximum
continuous RPM. If inadvertent overspeed occurs, refer to Avco Lycoming Bulletin 369F,
and any superseding bulletins, revisions, or supplements for complete coverage.
11A-15. TROUBLE SHOOTING.
TROUBLE
ENGINE WILL NOT
START.
PROBABLE CAUSE
REMEDY
Improper 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.
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.
11A-5
MODEL R182 AND TR182 SERVICE MANUAL
11A-15. TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE WILL
NOT START (Cont).
PROBABLE CAUSE
Vaporized fuel. (Most
likely to occur in hot
weather with a hot
REMEDY
Refer to Pilot's Operating
Handbook.
engine.)
ENGINE STARTS BUT
DIES, OR WILL NOT
IDLE.
11A-6
Defective aircraft fuel
system.
Refer to Section 12.
Defective ignition system.
Refer to paragraph 11-64.
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
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.
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.
Idle stop screw or idle
mixture incorrectly
adjusted.
Refer to paragraph 11A-46.
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.
MODEL R182 AND TR182 SERVICE MANUAL
11A-15. TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE STARTS BUT
DIES. OR WILL NOT
IDLE (Cont).
PROBABLE CAUSE
REMEDY
Manual primer leaking.
Disconnect primer outlet
line. If fuel leaks through
primer, repair or replace
primer.
Defective ignition system.
Refer to paragraph 11-64.
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 the
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-64
or 11A-65.
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.
11A-7
MODEL R182 AND TR182 SERVICE MANUAL
11A-15. TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY, OR LACKS
POWER.
11A-8
PROBABLE CAUSE
REMEDY
Restriction in aircraft
fuel system.
Refer to Section 12.
Worn or improperly
rigged throttle or
mixture control.
Check visually. Replace
worn linkage. Rig properly.
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 11-64.
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.
MODEL R182 AND TR182 SERVICE MANUAL
11A-15. TROUBLE SHOOTING (Cont).
TROUBLE
PROBABLE CAUSE
REMEDY
ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY. OR LACKS
POWER. (Cont.)
Defective mounting
bushings.
Inspect and install new
bushings as required.
Defective engine.
Check compression.
Listen for unusual engine
noises. Engine repair is
required.
POOR IDLE CUT-OFF.
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.
Carburetor heat on.
Check control.
Improperly adjusted
waste gate.
Refer to paragraph 11A-64
or 11A-65.
Loose or damaged exhaust system.
Inspect entire exhaust systern to turbocharger for
cracks and leaking connections, replace damaged parts.
Refer to paragraph
11A-73.
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. Correct the
cause of leaks.
ENGINE LACKS POWER,
REDUCTION IN MAXIMUM
MANIFOLD PRESSURE.
11A-9
MODEL R182 AND TR182 SERVICE MANUAL
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 pad. Run up engine to determine that governor was adjusted properly.
4.
5.
Check magneto timing, spark plugs, and ignition harness for settings and
condition.
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 of removing or disconnecting units.
against entry of foreign material by installing covers or
sealing with tape.
11A-10
MODEL R182 AND TR182 SERVICE MANUAL
a.
b.
c.
d.
e.
f.
Attach a tail stand of suitable capacity.
Place all cabin switches in the OFF position.
Place fuel selector valve in the OFF position.
Remove engine cowling in accordance with paragraph 11-3.
Disconnect battery cables and insulate terminals as a safety precaution.
Drain fuel strainer and lines with strainer drain control.
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 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.
g. Drain the engine oil sump and oil cooler.
h. Disconnect magneto primary lead wires at magnetos.
WARNING
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.
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.
l.
Disconnect all hot and cold air flexible ducts and remove.
m. Remove exhaust system in accordance with paragraph 11A-72.
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.
i.
CAUTION
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.
11A-11
MODEL R182 AND TR182 SERVICE MANUAL
2.
3.
4.
5.
6.
7.
p.
Starter electrical cable at starter.
Cylinder head temperature wire at probe.
Carburetor air temperature wires at quick-disconnects.
Electrical wires and wire shielding ground at alternator.
Exhaust gas temperature wire at quick-disconnect.
Remove all clamps and lacings attaching wires or cables to engine, and pull
wires and cables aft to clear engine.
Disconnect lines and hoses as follows:
1. Vacuum hose at vacuum pump.
2. Oil breather vent lines where secured to the engine.
WARNING
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.
q.
3. Oil temperature bulb.
4. Primer line at engine fitting.
5. Fuel supply hose at fuel strainer.
6. Oil pressure line at engine fitting.
7. Manifold pressure line at engine.
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 engine.
CAUTION
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.
s.
t.
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.
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.
Remove engine shock-mount pads and bonding straps.
11A-18. CLEANING. Clean engine in accordance with instructions in 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 bare engine. During the removal process, items removed should be tagged for
repair or replacement as required.
11A-12
MODEL R182 AND TR182 SERVICE MANUAL
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.
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.
f.
Refer to Section 2 for replacement intervals for flexible fluid carrying hoses in the
engine compartment.
For major engine repairs, refer to the engine manufacturer's overhaul and repair
manual.
11A-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.
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.
NOTE
Remove all protective covers, plugs, caps and identification tags as each item is connected or installed. Omit any
items not present on a particular engine installation.
a.
b.
c.
Hoist the engine to a point near the engine mount.
Install engine shock-mount pads as illustrated in figure 11-2.
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.
11A-13
MODEL R182 AND TR182 SERVICE MANUAL
d.
e.
f.
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.
Route throttle, mixture and propeller controls to their respective units and connect.
Secure controls in position with clamps.
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.
3. Fuel supply hose at fuel strainer.
4. Primer line at engine fitting.
5. Oil temperature bulb.
6. Oil breather vent line where secured to the engine.
7. Vacuum hose at vacuum pump.
h. Connect wires and cables as follows:
1. Electrical wires and wire shielding ground at alternator.
2. Cylinder head temperature wire at probe.(Do not exceed 4 lb-in torque.)
CAUTION
When connecting starter cable, do not permit starter
terminal bolt to rotate. Rotation of the bolt could break the
conductor between bolt and field coils causing the starter
to be inoperative.
3.
4.
i.
j.
k.
l.
11A-14
Starter electrical cable at starter.
Tachometer drive shaft at adapter. Be sure 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 quickdisconnects.
6. Install clamps and lacings securing wires and cables to engine, engine mount and
brackets.
Install exhaust system in accordance with paragraph 11A-72.
Connect all hot and cold air flexible ducts.
Install propeller and spinner in accordance with instructions outlined in Section 13.
Complete a magneto switch ground-out and continuity check, then connect primary
lead wires to the magnetos. Remove the temporary ground or connect spark plug
leads, whichever procedure was used during removal.
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
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. Be sure all switches are in the OFF position, and connect battery cables.
p. Rig engine controls in accordance with paragraphs 11A-64, 11A-65, 11A-66 and 11A67.
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
a.
b.
c.
TEST. Refer to Section 2 for leak test interval. Perform leak check as follows:
Examine the exterior of hoses for evidence of leakage or wetness.
Hoses found leaking should be replaced.
Refer to paragraph 11-20 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.
c.
d.
e.
Provide as large a bend radius as possible.
Hoses should have a minimum of one-half inch clearance from other lines, ducts,
hoses or surrounding objects or be butterfly clamped to them.
Rubber hoses will take a permanent set during extended use in service. Straightening a hose with a bend having a permanent set will result in hose cracking. Care
should be taken during removal so that hose is not bent excessively, and during
reinstallation to assure hose is returned to its original position.
Refer to Advisory Circular 43.13-1, Chapter 10, for additional installation procedures
for flexible fluid hose assemblies.
11A-26. ENGINE BAFFLES.
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 rubber-asbestos 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 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.
11A-15
MODEL R182 AND TR182 SERVICE MANUAL
Inspect baffles for cracks in the 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. ENGINE MOUNT. (See figure 11-2.)
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.
11A-33. REMOVAL AND INSTALLATION. (Refer to paragraph 11-33.)
NOTE
Torque engine-to-mount bolts to 450-500 lb-in. Torque
mount-to-firewall bolts to 160-190 lb-in.
11A-34. REPAIR. (Refer to Section 17.)
11A-35. PAINTING. (Refer to Section 18.)
11A-36. ENGINE SHOCK-MOUNT PADS. (Refer to paragraph 11-36.)
11A-37. ENGINE OIL SYSTEM.
11A-38. DESCRIPTION. A wet-sump, pressure-lubricating oil system is employed in the engine. An
external, replaceable oil filter is standard equipment. The engine is equipped with a
noncongealing oil cooler. Refer to applicable engine manual for specific details.
WARNING
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 begin washed off,
for most of their life span. Substances found to cause
cancer in laboratory animals may also cause cancer in
humans.
11A-16
MODEL R182 & TR182 SERIES SERVICE MANUAL
11A-39. TROUBLE SHOOTING. (Refer to Section 11).
11A-39A. TROUBLE SHOOTING. (OIL LEAK) (R18200584 thru R18201973).
The source of oil leakage which appears in this area can generally be isolated easily by accomplishing the following.
a. Remove cowling and wash engine with approved solvents.
b. Reinstall cowling and run the engine.
c. Remove cowling and inspect for oil leak sources such as rocker arm covers, push rod
tubes, turbocharger oil supply lines, return lines, gaskets, fittings, connecting
flanges, and bolts.
11A-16A/(16B blank)
MODEL R182 AND TR182 SERVICE MANUAL
11A-40. OIL COOLER.
11A-41. DESCRIPTION. On aircraft through serial R18201313 the external oil cooler is mounted on
the left forward engine baffle. Beginning with aircraft serial R18201314 the external oil
cooler is mounted on the firewall. Flexible hoses carry the oil to and from the cooler. Ram air
passes through the cooler coil and is discharged into the engine compartment. At each
engine oil change, drain the oil cooler. Refer to Section 2 for servicing instructions.
11A-42. ENGINE FUEL SYSTEM.
11A-43. DESCRIPTION. The engine is equipped with a carburetor mounted on the lower aft end of the
engine. The carburetor has a manual altitude mixture control.For overhaul and repair of the
carburetor, refer to the manufacturer's overhaul and repair manual.
11A-44. CARBURETOR.
11A-45. REMOVAL AND INSTALLATION.
a. Place fuel selector valve in the OFF position.
b. Remove engine cowling in accordance with paragraph 11A-3.
c. Drain fuel from strainer and lines with strainer drain control.
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 controls in
accordance with paragraphs 11A-64, 11A-65, 11A-66 and 11A-67.
11A-46. 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 momentary 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.
11A-17
MODEL R182 AND TR182 SERVICE MANUAL
e.
f.
If mixture is set too LEAN, engine speed will drop immediately, thus requiring a
richer mixture. Turn adjusting screw OUT (counterclockwise) for a richer mixture.
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.
11A-47. INDUCTION AIR SYSTEM. Ram air enters 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-47A. INSTALLATION OF INDUCTION AIR SYSTEM DUCTS. When cutting induction air system
ducts to length, the support wire should be cut 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 the wire and the fabric. Before tightening clamps, make sure there is no twist or torque on the duct. If the duct is supported with MIL-Y-1140 cord in place of wire, the preceding installation applies except: MIL-Y-1140 cord has no minimum bend radius requirements.
The minimum installed bend radii for wire-supported ducts in plane of bend, measured from
the wall of the duct, are as follows:
a. Neoprene - one ply, 1/4 diameter of the maximum duct dimension.
b. Neoprene - two ply, and silicone one ply, 1/3 diameter of the maximum duct dimension.
c. Silicone - two ply, 1/2 diameter of the maximum duct dimension.
NOTE
Duct carrying filtered induction air may not have local
areas hand-formed to a different cross section.
11A-48. 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-49. 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-18
MODEL R182 AND TR182 SERVICE MANUAL
11A-50. AIRBOX REMOVAL AND INSTALLATION.
a. Remove upper left cowl according to Section 11.
b. Disconnect flexible compressor inlet (upper) duct at airbox.
c. Disconnect flexible carburetor heat (lower) duct from airbox.
d. Disconnect carburetor heat control wire from control arm on airbox, and remove
clamp.
e. Remove clamp attaching air filter box to air box.
f. Remove screw attaching upper airbox support to firewall stiffener.
g. Remove four screws attaching airbox to firewall and remove airbox, retaining
washers for installation.
h. Reverse the preceding steps for reinstallation. Rig carburetor heat control according
to paragraph 11A-67.
11A-51. CLEANING AND INSPECTION. Clean metal parts of the induction airbox with Stoddard
solvent or equivalent. Inspect for cracks, dents, loose rivets, etc. Minor cracks may be stopdrilled. In case of continued or severe cracking, replace airbox. Inspect gaskets and install
new gaskets, if damaged. Check manually-operated air door for ease of operation and proper
rigging.
11A-52. IGNITION SYSTEM.
11A-53. DESCRIPTION. The ignition system is comprised of dual magnetos in one housing, 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-54. TROUBLE SHOOTING. (Refer to Section 11.)
11A-55. MAGNETOS.
11A-56. DESCRIPTION. The Bendix D-2000 series magneto consists of two electrically independent
ignition circuits in one housing. A single four pole rotor provides the magnetic energy for
both 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-57. REMOVAL AND INSTALLATION.
WARNING
The magneto is in a SWITCH ON condition when the
switch wire is disconnected. Therefore, ground the
breaker contact points or disconnect the high-tension
wires from magneto to spark plugs.
a.
b.
Remove engine cowling in accordance with paragraph 11A-3.
Remove the eight screws securing the high-tension outlet cover to the magneto. The
"P" leads may be disconnected for additional clearance if necessary.
NOTE
It is a good practice to position No. 1 cylinder at its
approximate advanced firing position before removing
the magneto.
11A-19
MODEL R182 AND TR182 SERVICE MANUAL
1tf
1. Air Filter Box
2. Air Filter Assembly
3. Air Box Inlet Clamp
<(
4.
Air Box
-"2*'^
^12
~~~~~10~
5. Carburetor Heat Selector Valve Arm
6. Clamp
e
'/
s~/
l~
//
~\Carburetor Heat Inlet Duct
L/
\\ \ v7.
\ \ \g~
~8.
9.
10.
11.
12.
Carburetor Heat Shroud
Upper Shroud Clamp
Lower Shroud Clamp
Pin
Bolt
Figure 11A-2. Carburetor Heat and Air Filter Installation
11A-20
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
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.
Reverse the preceding steps for reinstallation and time magneto-to-engine in
accordance with paragraph 11-62.
11A-58. INTERNAL TIMING. (MAGNETO REMOVED FROM ENGINE.) (Refer to Section 11.)
11A-59. MAGNETO-TO-ENGINE-TIMING. (Refer to Section 11.)
11A-60. MAINTENANCE. (Refer to Section 11.)
11A-61. MAGNETO CHECK. (Refer to Section 11.)
11A-62. SPARK PLUGS. (Refer to Section 11.)
11A-63. ENGINE CONTROLS.
11A-64. RIGGING THROTTLE AND WASTE GATE CONTROL ASSEMBLY. (THRU TR18201628)
(See figure 11A-3.)
a. With throttle valve fully open, position arm (5) at the 2:30 o'clock position, that is
between 7 ° 30' and 22 ° 30' up from horizontal casting line (2) on carburetor throat.
b. Install throttle shaft extension (30) finger tight and roll pin (31) so it doesn't protrude
beyond edge of extension.
c. Assemble bolt (6) through levers (9), (11), and (12) using washers (7) and bushings (8)
in the order shown in figure 11A-3, and screw throttle control rod end (14) on bolt (6)
with lock nut to hold.
d. In above step be sure that washers (16) and (19), cam (18), and castellated nut (15) are
properly installed.
NOTE
Index cam according to Section 5. After completion of
this rigging procedure.
e.
f.
g.
h.
i.
j.
Install throttle arm bolt (10) through throttle arm (5) and lever (9), while throttle is
full open, torque bolt (10) to 20-30 in/lbs.
Assemble support (33) and mount (35) using bolts (34), do not tighten until entire
unit is assembled and free movement ascertained.
Install switch bracket (27) bolt (17) and (22), do not tighten until entire unit is assembled and free movement ascertained.
Install switch (25) using insulator (26) and nut plate (28). Rig in accordance to Section 5.
Install waste gate control (23) with bolts (22) and (24). Waste gate control arm (10)
must be against maximum stop screw adjustment (8) (refer to figure 11A-6), and
wire must not be bent. Ensure 0.072" clearance exists between butterfly valve and
throat while arm rests against the adjustable stop.
Install throttle control (13) so approximatley 1/8" cushion exists at each end of travel
of the cockpit throttle control.
11A-21
MODEL R182 AND TR182 SERVICE MANUAL
35
36
THRU TR18201628
Ca
131
,,"
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23.
Cab 6re 2728
25
22
.
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29
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109
19 2
-
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5. Bracket
14Bolt
1.
2.
3.
4.
5.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
4*
r
Trtl
(Beginn
~~~~~
Carburetor
Casting Line
Idle Adjusting Screw
Throttle Shaft
Throttle Arm (Thru R18201156)
Bracket (Beginning with R18201157)
Bolt
Washers
Bushings
Lever Slotted Throttle
Bolt
Lever Slotted Stationary
Lever Slotted Waste Gate
Throttle Control
Throttle Control Rod End
Castellated Nut
Washers
*
THRU TR18201156
TR18201157 & ON
17.
213 Bolt
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Cam
Washer
Washer
Washer
Bolt
Waste Gate Control Cable
Bolt
Micro Switch
Insulator
Switch Bracket
Nut Plate
Bushing
Throttle Shaft Extension
Roll Pin
Washer
Mount Support
Bolts
Mount
Gasket
Figure 11A-3. Throttle to Carburetor and Waste Gate Installation (Sheet 1 of 2)
11A-22
2
MODEL R182 AND TR182 SERVICE MANUAL
38
36 37
35
TR18201629 & ON
13
\
31
29
1. ,.Carburetor
27
15.
23
Washer
29.
\
\
77
26
,"~'-
11
\
\
22
28
21
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
-6
9
24
23,
Bolt
20
19
Carburetor
Idle Adjusting Screw
Throttle Arm
Throttle Shaft
Bolt
Washers
Bearing
Lever Slotted Throttle
Bolt
Washer
Retainer
Washer
Bearing
Bracket
\12
29
16
17 18
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
Washer
Retainer
Lever
Throttle Control
Bearing
Throttle Control Rod End
Nut
Cotter Pin
Castellated Nut
Cam
Nut
Washer
Washer
Clamp
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
Bolt
Waste Gate Control Cable
Switch Bracket
Throttle Shaft Extension
Spring Pin
Washer
Support Assembly
Bolts
Mount
Gasket
Switch
Insulator
Nutplate
Figure 11A-3. Throttle to Carburetor and Waste Gate Installation (Sheet 2 of 2)
11A-23
MODEL R182 AND TR182 SERVICE MANUAL
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 arm, readjustment is necessary.
k. After free movement is obtained. follow the following bolt tightening sequence:
1. Tighten throttle arm bolt (10), torque 20-30 lbs.
2. Throttle rod bolt. tightened as soon as all levers (9,11. and 12) bushings (8 and 29).
and washers (7. 16, and 19) are installed.
3. Castellated nut (15) tighten after throttle rod bolt.
4. Stationary lever mount bolts (17 and 22) tighten before support mount bolts.
5. Support mount (33) retaining bolts (34) tighten last. only after adjustment is
complete and free movement ascertained.
11A-65. RIGGING THROTTLE AND WASTE GATE CONTROL ASSEMBLY. (TR18201629 & ON)
(See figure 11A-3.)
a.
b.
Install washer (34) and throttle shaft extension (32) on throttle shaft (4) tighten finger
tight, then install spring pin (33) making certain it does not protrude beyond the edge
of the extension.
Assemble bolt (5) through levers (8, 14 and 17) in the exact order as shown in figure
11A-3. 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.
d.
e.
Be sure that washers (26). cam (24) and castellated nut (23) are properly installed.
Install throttle arm bolt (9) through lever (8) and throttle arm (3).
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) bolt (29), do not tighten until entire unit is assembled and
free movement is ascertained.
g. Install switch (39) using insulator (40) and nutplate (41). Rig in accordance to Section
5.
NOTE
Lubricate waste gate control cable (30) with molybdenum
disulfide (MIL-M-7866) suspended in petroleum distilate.
h. Install waste gate control (30) with bolts (28 and 29).
i. See figure 11A-6. Waste gate contorol arm (10) must be against maximum stop screw
adjustment (8) and wire must not be bent.Ensure 0.072" clerance exists between butterfly valve
and throat while arm rests against the adjustable stop.
j. Install throttle control (18) so approximately 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-24
Revision 2
MODEL R182 AND TR182 SERVICE MANUAL
k.
After free movement is obtained, follow the following bolt tightening sequence.
1. Tighten throttle arm bolt (9), torque 20-30 in-lbs.
2.
3.
4.
5.
Throttle rod bolt (5) tighten as soon as all levers (8, 14 and 17), washers (6, 10, 12
and 15), bearings (7. 13 and 19) and retainers (11 and 16) are installed.
Tighten castellated nut (23) and install cotter pin (22) after throttle rod bolt.
Tighten stationary lever bolts (29) before support mount bolts.
Tighten support mount bolts (36) only after adjustment is complete and free
movement is assured.
11A-66. MIXTURE CONTROL. (Refer to Section 11.)
11A-67. CARBURETOR HEAT CONTROL. (Refer to Section 11.)
11A-68. PROPELLER CONTROL. (Refer to Section 13.)
11A-69. STARTING SYSTEM. (Refer to Section 11.)
11A-70. EXHAUST SYSTEM.
11A-71. 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 oulet. The single pipes collect exhaust 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 to ensure that proper
manifold pressure is maintained.
11A-72. REMOVAL AND INSTALLATION. (See figure 11A-4.)
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.
d. Remove nuts, bolts and clamps attaching stack assemblies to the turbocharger.
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 copper-asbestos 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 poundinches.
11A-73. INSPECTION. Since exhaust systems of this type are subject to burning, cracking and
general deterioration from alternate temperatures extremes and vibrations, inspection is
important and should 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.
11A-25
MODEL R182 AND TR182 SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Right Exhaust Risers
Cabin Heat Outlet Elbow RH
Shroud RH
Clamp Half RH
Exhaust Stack Assy RH
Exhaust Stack Clamp
Crossover Pipe
Left Exhaust Riser
Exhaust Stack Assy LH
Turbocharger Mount
Exhaust Stack Clamp LH
Crossover Pipe
\
2
\
4
6
12
13.
Heat Guard
14.
15.
16.
Waste Gate Inlet
Waste Gate Outlet
Tail Pipe
13
11
14
r5
Figure 11A-4. Exhaust System Installation
11A-26
16
\
MODEL R182 AND TR182 SERVICE MANUAL
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.
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.
Where a surface is not accessible for a visual inspection, or for a more positive test,
the following procedure is recommended.
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.
After installation of exhaust system components perform the inspection in step "b"
of this paragraph to ascertain that system is acceptable.
2.
c.
d.
11A-27
MODEL R182 AND TR182 SERVICE MANUAL
11A-74. TURBOCHARGER.
NOTE
For additional information covering turbocharger and
component maintenance, overhaul and trouble shooting.
refer to the Manufacturer's Overhaul Manual.
11A-75. 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
when throttle control is moved to quickly to the full open position. Actual available
manifold pressure is regulated by the turbocharger speed, controlled by the waste gate
bypass action, or indirectly by the operator.
CAUTION
This turbocharged engine installation is equipped with
an overboost control valve which functions as a safety
device, but is not an automatic controller.
Consequently, it is necessary that the pilot observe and
control the manifold pressure, particularly during
takeoff, climb and power changes in flight.
The slight overboosting of manifold pressure beyond
established maximums which is occasionally experienced during initial takeoff roll 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-28
MODEL R182 AND TR182 SERVICE MANUAL
TR18200584
THRU
TR18201376
Figure 11A-5. Turbocharger Installation (Sheet 1 of 2) 5 11 8A-29
TR18200584
^ /
^/
THRU
J,
^Bu
//
TR18201628
TR18201628
A-E Mount bolts tighten in ascending order.
13
13
NOTE
A-E Mount bolts tighten in ascending order.
Figure 11A-5. Turbocharger Installation (Sheet 1 of 2)
IIA-29
MODEL R182 AND TR182 SERVICE MANUAL
TR18201377 & ON
2
..-,
X
J^
15
g
18
_/
Y\
7
'''n
^)14
1
/I"/~
12^S.
~A,
13
1. Oil Pressure Line
2. Oil Scavenge Line
3. Carburetor Air Box
4. Compressor Outlet Tube
5. Absolute Pressure Relief Valve
'
6'.
7.
18.
9.
10.
t11.
12.
Compressor Inlet Duct
Compressor Inlet Elbow
Compressor Clamp
Check Valve
Turbocharger
Check Valve
Turbine Outlet Clamp
13.
14.
15.
16.
17.
18.
19.
Tail Pipe
Waste Gate Connection
Gasket
Exhaust Manifold
Turbocharger Mount Brackets
Carburetor Inlet Gasket
Turbocharger Mount Bolts
Figure 11A-5. Turbocharger Installation (Sheet 2 of 2)
11A-30
TR18201629 & ON
MODEL R182 AND TR182 SERVICE MANUAL
4
1
~3~5
171
16
0'^--'-^
·
t
10
-
12
13
14
15
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Waste Gate Inlet Clamp
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
,
11.
12.
13.
14.
15.
16.
17.
18.
Pin
Washers
Control Arm
Waste Gate Control Cable
Waste Gate Exhaust
Waste Gate Clamp
Waste Gate Valve (Exhaust Bypass)
Minimum Stop Screw (Max Bypass)
Figure 11A-6. Waste Gate Assembly
11A-31
MODEL R182 AND TR182 SERVICE MANUAL
11A-76. REMOVAL AND INSTALLATION. (See figure 11A-5.)
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.
j.
If mount bolts were removed or loosened, retighten in sequence of ascending order as
shown in figure 11A-5.
Refer to paragraph 11A-64 or 11A-65, for waste gate control linkage installation and
adjustment.
11A-77. ECONOMY MIXTURE INDICATOR (EGT). (Refer to Section 15.)
11A-78. EXTREME WEATHER MAINTENANCE.
11A-79. COLD WEATHER. Cold weather starting is made easier by the use of the engine primer
system and installation of 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
drained engine oil.
WARNING
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.
11A-32
MODEL R182 AND TR182 SERVICE MANUAL
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°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 engine cowl flap openings, thus heating both the cylinders and oil. 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.
CAUTION
Due to the desludging effect of the diluted oil, engine
operation should be observed closely during the initial
warm-up of the engine. Engines that have 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-80. 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 condensation drained to prevent corrosion.
11A-81. GROUND SERVICE RECEPTACLE. With the ground service receptacle installed, the use of
an external power source is recommended for cold weather starting, low battery starting and
lengthy maintenance of the aircraft electrical system. Refer to Section 16 for additional
information.
11A-33/(11A-34 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 12
FUEL SYSTEM
Page No.
Aerofiche/
Manual
TABLE OF CONTENTS
3C15/12-21
...............
FUEL SYSTEM ..............
3B18/12-2
Description
Description ...............
Precautions ...............
3B18/12-2
3B18/12-2
Removal/Installation ........
.....
.......
Disassembly
Trouble Shooting ...........
3B19/12-3
Cleaning, Inspection/Repair
.. . 3C21/12-26A
FUEL CELLS ...............
Description ...............
General Precautions ........
Removal .................
Repair ...................
Installation ...............
VENTED FUEL FILLER
CAPS ....................
3B20/12-4
3B20/12-4
3B20/12-4
3C2/12-10
3C5.12-13
3C5.12-13
Reassembly ...............
FUEL STRAINER ............
..............
Description
Removal/Installation ........
Disassembly/Assembly .......
PRIMING SYSTEM ...........
Description ...............
Removal/Installation ........
3C21/12-26A
3C24/12-28
3C24/12-28
3C24/12-28
3C24/12-28
3C24/12-28
3C2412-28
3C24/12-28
Description
3C5 12-13
3C5, 12-13
...............
Metal "Flush-Type"
Filler Caps ...............
Inspection ..............
Cleaning ...............
Reassembly .............
......
Checking Filler Caps
Red Plastic "Flush-Type"
Filler Caps ...............
Cleaning LSE Fuel
Filler Caps .............
Inspection ..............
Cleaning Metal or Red
Plastic Caps ............
Reassembly
3C6/12-14
3C6 12-14
3C7/12-15
3C7.'12-15
3C7 12-15
3C7 12-15
3C9 12-17
3C10 12-18
3C10 12-18
3C10 12-18
............
3C11 12-18A
.........
Mixing Sealant
3C13 12-19
..........
FUEL VENTS ..............
Description ...............
Checking ................
Adjustment .........
3D1/12-29
3D1/12-29
3D1/12-29
3D1/12-29
3D1/12-29
3D1/12-29
3D4;12-32
3D4/12-32
3D4/12-32
3D4/12-32
3D4/12-32
3D612-34
3D6 12-34
...........
.....
Repair ...........
Sealing Fuel Leaks
FUEL QUANTITY
TRANSMITTERS
3D1/12-29
..............
Description .............
AUXILIARY ELECTRICAL
FUEL PUMP ...............
Description ...............
Removal/Installation ........
Turbocharged Airplanes .....
Description .............
Removal/Installation .......
INTEGRAL FUEL BAY ........
Description ...............
Fuel Leak Classification ......
Fuel Bay Purging ..........
...
Integral Fuel Bay Sealant
Sealing During Structural
Leak Testing Metal or Red
Plastic Filler Caps
TR182 (Opt)
3C15/12-21
3C15/12-21
....
FUEL SELECTOR VALVE ......
3C13
3C13
3C14
3C14
12-19
12-19
12-20
12-20
3C15 12-21
........
Normal Cure Time .........
Normal Work Time .......
Testing Integral
Fuel Bay ...............
FUEL QUANTITY
TRANSMITTERS
...........
3D6 12-34
3D10 12-38
3D10 12-38
3D10 12-38
3D10 12-38
3D11 12-39
Revision 1
12-1
MODEL R182 & TR182 SERIES SERVICE MANUAL
12-1. FUEL SYSTEM.
12-2. DESCRIPTION. A rubberized bladder-type fuel (cell) tank, or an integral fuel tank is located
in the inboard bay of each wing. When the fuel system is in operation, depending upon the airplane's configuration, gravity, an electric or engine-driven fuel pump, draws the fuel from the
tanks through the tank strainers, a selector valve, fuel strainer, electric or engine-driven fuel
pump to the carburetor. In the 1977 thru 1978 Models, system ventilation is provided by vented fuel caps and a vent line and check valve extends from the left wing tank and emerges
through the lower wing skin adjacent to the wing strut. Beginning with the 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 utilized as vapor return lines 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 and is used to remove water and sediment from the system. Fuel sump drain
valves (one in each tank), are located in the bottom, inboard end of each tank and are provided
for draining trapped water and sediment. Integral fuel tank equipped airplanes R18200584
and On, incorporating SK182-100 have four additional quick-drain valves installed in each
bay.
12-3. PRECAUTIONS. Observe the following general precautions and rules during fueling,
defueling, tank or integral fuel bay purging, repairing, assembly or disassembly of system
components and electrical system checks and repairs on the airplane fuel system.
WARNING
During all fueling procedures, fire fighting equipment
must be available. Attach a ground wire from approved
ground stakes to the mooring eyebolt on LH and RH wing
struts or mooring ring on LH and RH wings. Ground fuel
nozzle to airplane during fueling operations.
a. Plugs or caps should be placed on all disconnected hoses, lines and fittings to prevent residual fuel drainage, thread damage, or entry of dirt or foreign materials
into the fuel system.
WARNING
ASSURE THAT ALL CONTAMINATES, INCLUDING WATER.
ARE REMOVED FROM FUEL AND FUEL SYSTEM BEFORE
FLIGHT FAILURE TO ASSURE CONTAMINATE FREE FUEL
AND HEED ALL SAFETY INSTRUCTIONS AND OWNER
ADVISORIES PRIOR TO FLIGHT CAN RESULT IN BODILY
INJURY OR DEATH.
PLACARD 0705098-1
12-2
Revision 3
MODEL R182 AND TR182 SERVICE MANUAL
12-4.
TROUBLE SHOOTING.
TROUBLE
NO FUEL AT
CARBURETOR.
PROBABLE CAUSE
REMEDY
Fuel selector valve-closed.
Open selector valve, or
repair as necessary.
Fuel cells empty.
Service with proper fuel.
Plugged fuel strainer.
Remove and clean screen.
Carburetor inlet screen
plugged.
Clean or replace.
Fuel cell outlet plugged.
Remove and clean screens,
and flush fuel cells.
CAUTION
Aircraft will require defueling for this operation.
FUEL STARVATION
AFTER STARTING.
Fuel line plugged.
Repair or replace line.
Fuel line disconnected or
broken.
Repair or replace fuel line.
Mechanical fuel pump
defective.
Repair or replace mechanical fuel pump.
Auxilary fuel pump circuit
breaker open.
Reset circuit breaker.
Auxilary fuel pump or circuitry defective.
Repair or replace fuel pump
or pump wiring.
Plugged fuel cell vent.
Refer to paragraph 12-24.
Water in fuel.
Drain fuel cell sumps. lines.
and strainers.
Intermittent fuel pump
operation.
Repair or replace fuel pump
or wiring.
12-3
MODEL R182 AND TR182 SERVICE MANUAL
12-4.
TROUBLE SHOOTING (Cont).
NO FUEL QUANTITY
INDICATION.
PRESSURIZED FUEL
CELL.
Fuel cell empty.
Service with proper fuel.
Open or defective circuit
breaker.
Reset or replace if necessary.
Open circuit-loose connections, breaker wiring.
Repair wiring or tighten connections.
Defective fuel quantity
transmitter or gage.
Remove and replace defective
component.
Plugged bleed hole in fuel
vent.
Check out using paragraph
12-24 as guide.
12-5.
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 collapsing because they are
flexible.
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. 30F to 85°F, 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 the preceding steps.
f. Do not carry cells by fittings. Maintain original cell contours or folds when refolding
for boxing.
12-8.
REMOVAL.
a. Place fuel selector valve in LEFT, RIGHT or OFF position only, if placed in BOTH
ON, fuel will have to be drained from both cells. Drain applicable fuel cell, wipe out
with cloth, and purge with fresh air, until all traces of fuel are gone.
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.
12-4
MODEL R182 AND TR182 SERVICE MANUAL
FUEL QUANTITY INDICATORS
____________
1
VENTED
FILLER CAP
I
I
IWT .
CHECK
VALVE)
:
..
TRINRV
: :.
..
..SCREEN
SIWITH
WIT
SCREEN
Li--:-__
R
FLFU
LEFT^ FUEL TANK
OT
ENTT
^SCREEN .-..........:
:T
EaFUELSELECTOR
DRAIN
L-
VENTED
FILLER CAP
\
FUEL QUANTITY TRANSMITTERS
__I
~~VN ^
R18200584 THRU R18201628
FR18200021 THRU FR18200070
VALVEDRAIN
IWITH
(WITH
CHECK
amVA)FUEL
SUPLY
RIGHT FUEL TANKALVEI
VALVE
VALVE
* Beginning with R18200584
and FR18200026, a vent line is
located under each wing.
~
CONDITION
SELECTOR VALVE el
O~D~~RAIN
7
SYSTEM SHOWN WITH
FUEL SELECTOR VALVE
IN BOTH POSITION.
PLUG
FUEL
STRAINER
FUEL
STRAINER
-
----
TO ENGINE
CONTROL
T
TO
EN
ERENGINE
FUE
FUEL PUMP
|
THROTTLE
_IGAGE
CODE
O
CONTROL
CONTROL PUM
^B
TO ENGINE
TO ENGINE
"^~~~~~~~~~-
W|LF
ELECTRICAL
CONNECTION
R182
Figure 12-1. Fuel System Schematic (Sheet 1 of 3)
12-5
MODEL R182 AND TR182 SERVICE MANUAL
FUEL QUANTITY INDICATORS
REDUCED
CAPACITY
STANDPIPE
*
~\
-
-t jt.~~~
-F-
r
--
: ::::;V.:::
:::J_::_:
::::: :
i
:. 7: :-:: SCREEN
VENT
IWITH
-REDUCED
FUEL QUANTITY TRANSMITTERS
CAPACITY
STANOPIPE
-
.
:.;
::::
:.:
:
I
I
VALVE
VALVE
|;|
Beginning with R 18200584.
-
it
DRAIN
0
1
VENTED
FILLER CAP
;. . . S... }f~.
r
CHECK
VENTED
FILLER CAP
----
_--------
CHECK
RIGHT FUEL TANK
DRAIN
...
|:
/-
VENT
:
(WITH
SCREEN
VALVE
i
and FR18200026, a vent line is
located under each wing.
SELECTOR VALVE
DRAIN
FUEL
STRAINER
FUEL
STRAINER
DRAIN
CONTROL
PLUG
CONDITION:
SHOWN WITH
I
DRL SYSTEM
FUEL SELECTOR VALVE
IN BOTH POSITION.
/
H
(
TO ENGINE
.
_
AX
F
AUXILIARY
FUEL PUMP
SWITCH
SWITCH
:
l
*
:-ENGINE
PRIMER
LIAUXILIARY
FUEL PUMP
4
ENGINE-DRIVEN
FUEL PUMP
FUEL
PRESSURE
GAGE
THROTTLE:
CONTROL
-
_
CARBURETOR
MIXTURE
CONTROL
_T
CODE
'! :.:""
TO ENGINE
R18200584 THRU R18201628
FUEL SUPPLY
VE
VENT
--
FR18200021 THRU FR18200070
-
MECHANICAL
LINKAGE
ELECTRICAL
ELECTRICAL
TR182 ~~~~~TR182~CONNECTION
Figure 12-1. Fuel System Schematic (Sheet 2 of 3)
12-6
MODEL R182 AND TR182 SERVICE MANUAL
FUEL QUANTITY INDICATORS
REDUCED
CAPACITY
STANDPIPE-
[VENTED
FILLER CAPLLER
F
VENTED
CAP
i-REDUCED
CAPACITY
STANDPIPE
FUEL QUANTITY TRANSMITTERS
V NT
IWT H
CHECK
VALVE) LEFT
LEFT FUEL
FUEL TANK
TANK
FUEL SELECTOR
VALVE
DRAIN
VALVE
DRAI
VALVE
.
DRAIN VALVE
|[S
i
FU..E..L..
FUEL
STRAINER
DRAIN
CONTROL
VENT
(WITH
CHECK
RIGHT
RIGHT FUEL
FUEL TANK
TANK VALVE
LVE
SYSTEM
...........SHOWN WITH
FUEL SELECTOR VALVE
IN BOTH POSITION.
____
a
MA
NUAL
TO
ENGINE
AUXILIARY
FUEL PUMP
SWITCH
__
AUXILIARY
FUEL PUMP
ENGINE-DRIVEN
FUEL PUMP
]:i"
l
ELECTRIC
PRIMER (*)
SWITCH
(OPT.)
-
FUEL
PRESSURE
GAGE
_
SOLENOID
VALVE
-ll
;.i
I9-
IRIGHT HALF OF
([
DUAL INSTRUMENT)
i
,,
_____
J
TO ENGINE
THROTTLE t>
CONTROL
VE
I
t::
--
CARBURETOR
MIXTURE
I
-
CONTROL
-
CODE
t
1*|1
FUEL SUPPLY
|:::
TO ENGINE
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__________________ IR18201629
|
VENT
_
---
ELECTRICAL
CONNECTION
|
& ON
MECHANICAL
LINKAGE
___
Figure 12-1. Fuel System Schematic (Sheet 3 of 3)
12-7
MODEL R182 AND TR182 SERVICE MANUAL
3
11
13
715
~7
1' 6
1^*14
1. Hose
2.
Primer Line
Primer
Hose
Finger Strainer
Fuel Filler Cap
Fuel Quantity Transmitter
Crossover Vent Line
Fuel Vent-Valve
THRU R18201628 AND FR18200070
11.
12.
Vent Line
Placard
RH vent line added to system at
serials R18200584 and FR18200026.
13.
14.
15.
16.
17.
Gear and Shaft Assembly
Fuel Selector Valve
Auxiliary Fuel Pump
Strainer Drain Control
Drain Line
Figure 12-2. Fuel System (Sheet 1 of 2)
12-8
Fuel Strainer
3.
4.
5.
6.
7.
8.
9.
10.
MODEL R182 AND TR182 SERVICE MANUAL
13
2
11
12
't'4
13 & ON
R18201629
j
1.
.I
Fuel Filler Cap
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Fuel Quantity Transmitter
Crossover Vent Line
Hose
Placard
Gear and Shaft Assembly
Fuel Selector Valve
Drain Line
Fuel Strainer
Auxiliary Electric Fuel Pump
VentLine
Fuel Vent Valve
13.
Vent Line
FUEL SAMPLER CUP
For
valves.
wth drain
drain valves.
use with
For use
(Refer to Section 2 of this
manual.
Figure 12-2. Fuel System (Sheet 2 of 2)
12-9
MODEL R182 AND TR182 SERVICE MANUAL
1
NOTE
Fuel cell is replaced by integral fuel bay. See
figure 12-13.
'~/
1.
2.
3.
4.
5.
6.
Filler Cap
Adapter
Wing Skin
Gasket
Fitting
Hanger
R18200001 THRU R18200583
FR18200001 THRU FR18200020
STANDARD CELL
Figure 12-3. Fuel Cell Installation (Sheet 1 of 3)
12-10
MODEL R182 AND TR182 SERVICE MANUAL
7
6
8
.
5
12
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
11
Fitting
Gasket
Wing Skin
Cover Plate
Filler Cap
Adapter
Wing Skin
Gasket
Fitting
Nylon Tube
Hose
Vent Adapter
Hanger
B
4
^\
NOTE
Fuel cell is replaced by integral fuel bay. See
figure 12-13.
R18200001 THRU R18200583
FR18200001 THRU FR18200020
LONG - RANGE CELL
Figure 12-3. Fuel Cell Installation (Sheet 2 of 3)
12-11
MODEL R182 AND TR182 SERVICE MANUAL
21
5
6
3Wi
tDetailA
7
DetailB
2,: !
8 9
10
Hinge for vent valve (10) must be at top. Tube for vent
Iextends
into fuel cell, then bends down and inboard. Vent
valve (10) is used in the left wing fuel cell only.
Torque drain valve (1), 15 to 35 in-lbs and safety-wire.
Drain valve gasket (2) should be Lightly oiled and installed with asbestos side against head of valve.
*This surface to be installed toward and parallel to aft side
of tank.
19
18
11
ii
1712
16
Detail~
W
.
13
13
615
~C
~v
614
20
A^
FUELL QUANTITY TRANSMITTER
INSTALLATION AND GROUNDING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Drain Valve
Gasket
Adapter
Clamp
Vent Line
Grommet
Clamp
Hose
Clamp
Vent Valve
11.
n Clamp
12.
13.
14.
15.
Strainer
Protector
Fuel Quantity Transmitter
Fuel Quantity Transmitter
Figure 12-3. Fuel Cell Installation (Sheet 3 of 3)
12-12
16.
17.
18.
19.
20.
21.
Detail D
Ground Strap
Gasket (Seal)
Gasket
Adapter
Ground Strap
Nipple
MODEL R182 AND TR182 SERVICE MANUAL
h. Working through filler neck opening, loosen snap fasteners. Tilt snap fasteners
slightly when pulling cell free, to prevent tearing rubber.
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.
12-9.
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.
INSTALLATION.
a. Clean all filings, trimmings, loose washers, bolts, nuts, etc. from cell compartment.
b. Round all sharp edges or rivets, and tape over them to protect bladder.
c. Inspect cell compartment just prior to installation of a cell for conditions noted in the
preceding steps.
d. Install fuel drain adapter and snap fasteners.
e. Check to insure cell is warm enough to be flexible and fold as necessary to fit through
fuel cell access opening.
f. Place cell in compartment, develop it out to full size and attach fasteners, then
reverse procedures outlined in preceding paragraph for installation. Install all new
gaskets when installing cell.
g. On aircraft equipped with long-range cells, install 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.
h. When tightening screw-type clamps on standard fuel cell (BTC-39) construction),
apply a maximum of 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.
i. 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).
j. 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.
k. 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.
VENTED FUEL FILLER CAPS.
12-12.
DESCRIPTION. The filler cap assemblies may be constructed of either metal or red plastic.
Both cap assemblies incorporate a vent safety valve that provides vacuum and positive pressure relief for their respective fuel tanks. It is important that both type caps be cleaned on
an as required basis, if proper filler cap sealing is to be maintained.
12-13
MODEL R182 AND TR182 SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
Cap Iandle
Fuel CapBody
O-Ring
Check Valve (Vent)
Umbrella Rubber
Fuel Cap Lock Plate
Adapter Assembly
Safety Chain
9. Placard
17
1
NOTE
NT
Vent safety valve (4) opens
at or before 1.0 PSI vacuum
pressure, and 10.0 PSI positive pressure.
.
16
2
-r
3
10. Nut
11. Washer
12. Lug (3 places)
13.
14.
15.
16.
17.
^^
15
Stem O-Ring
Stem
Spring
Split Washer
Handle Pin
14
6
13
12
-4. Metal Fuel Filler Cap
11
10
R18200001 THERU R18200583
FRle200001 THRU FR18200020
Figure 12-4. Metal Fuel Filler Cap
12-13.
METAL "FLUSH-TYPE" FI.TER 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 Oring leakage. Fuel collecting around perimeter of cap
could indicate cap O-ring or check valve leakage.
12-14
Revision 3
T
MODEL R182 AND TR182 SERVICE MANUAL
a.
b.
c.
Remove fuel cap from adapter (7), remove safety chain (9) from cap and cover or plug
fuel opening to keep out foreign matter.
Remove nut (10) and, observing position of lock plate (6) in relation to stem (14)
disassemble cap.
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 for defects.
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 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 (16).
NOTE
It is possible to install the lock plate (6) 180 ° out of the
desired position, if the alignment procedures in steps "d",
"e" 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 (11) and nut
(10).
h. Connect fuel cap assembly to safety chain (9) and reinstall in tank.
12-16A. CHECKING FILLER CAPS. With fuel cap in the locked position. try to twist cap out of position by pressing down and twisting the fuel cap handle clockwise using as much force as
you can with your fingers. If the "FWD" arrow on the cap rotates out of alignment with the
arrow on the placard, install more washers until the cap will not rotate. If fuel leaks from a
fuel cap, observe where the fuel collects. Fuel in the handle well could indicate stem O-ring
leakage. Fuel collecting around the perimeter of the fuel cap body could indicate outer seal
or check valve leakage.
12-17.
RED PLASTIC "FLUSH-TYPE" FILLERR 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.
12-15
MODEL R182 AND TR182 SERVICE MANUAL
1. Cap Handle
2.
Body
2. Fuel
Fuel Cap
Cap Body
3. Outer Seal
4. Check Valve (Vent)
5. Umbrella Rubber
6. Fuel Cap Lock Plate
7. Lock Plate Vents (4)
8. Adapter Assembly
9. Placard
n10. Safety Chain
11.
11. Cotter
Cotter Key
Key
17
Vent safety valve (4) opens
16
lo
at or before .25 PSI vacuum
pressure. and 5.0 PSI positive
tive pressure.
pressure.
2
3
0^"
12.
Metal Plates
15
13.
14.
15.
16.
17.
Stem O-Ring
Stem
Spring
Split Washer
Handle Pin
14
^
-
f
FR18200001 THRU R18201973
FR18200001 THRU FR18200070
m
4
5
13
6
12-
7-8
10
7
Figure 12-5. Red Plastic or Metal Fuel Filler Cap (Sheet 1 of 2)
CAUTION
On aircraft serials R18200001 thru R18201973 and
FR18200001 thru FR18200070 the O-ring type outer seal
(3), (P/N 4196-17) is not to be used as a replacement on
the red plastic fuel caps. Replace with the correct gasket
type seal from Service Kit SK182-65. Seals used on the
metal and plastic caps are not interchangeable.
*A letter M on the fuel cap body (2) under the handle (1)
signifies that the outer seal (3) mounting groove is
machined.
12-16
Revision 1
MODEL R182 & TR182 SERIES SERVICE MANUAL
R18201974 AND ON
1.
2.
3.
4.
5.
6.
Umbrella
Check Valve
Gasket
Frictionless Washer
Body
Cover
7.
Screw
5
3
NOTE
Check condition of gasket (3) and frictionless washer (4).
Replace gasket and washer if worn or fuel leaks between
adapter and gasket (3).
2
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.
Figure 12-5. Fuel Filler Cap - LSE (Sheet 2 of 2
12-17A. 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 contaminating the tank.
NOTE
Check condition of gasket (3) and frictionless washer (4).
Replace gasket and washer if worn or fuel leaks between
adapter and gasket (3).
c.
d.
Using cotton swabs and Stoddard solvent or equivalent, gently lift edges of rubber
umbrella (1) and clean stainless steel 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.
If the umbrella continues to leak or is deteriorated, remove and replace. To remove
the umbrella, lubricate the umbrella stem with (MIL-H-5606) hydraulic fluid to prevent tearing the stem. When installing the new umbrella, lubricate the stem with
(MIL-H-5606) hydraulic fluid and use a small blunt tool to insert the retaining knob
on the umbrella into the check valve body.
12-17
MODEL R182 AND TR182 SERVICE MANUAL
12-18.
INSPECTION.
NOTE
If fuel collects in the handle well it could indicate stem Oring leakage. Fuel collecting around perimeter of cap
could indicate cap outer seal or check valve leadage.
a.
b.
c.
d.
e.
12-19.
Remove fuel cap from adapter (8), remove safety chain (10) from cap and cover or
plug fuel opening to keep out foreign matter.
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).
Using a small wire push out the handle pin (17).
Note resiliency of O-ring (13), outer seal (3), and condition of grooves. If the O-ring or
the outer seal (3) have deteriorated they must be replaced.
Note condition of tabs on lockplate (6) for signs of abnormal wear, if such wear is
evident, replace the complete cap assembly.
CLEANING METAL OR RED PLASTIC CAPS.
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 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.
12-20.
REASSEMBLY.
NOTE
If fuel was observed leaking around the cap periphery
prior to disassembly and the leakage was not duel 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 washer
under the cap handle will increase the effort required to
uncap 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).
12-18
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
It is possible to install the handle pin in the pin hole 180 °
out of the desired position, if the alignment procedures 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.
e.
f.
g.
Compress cap body (2) and lock plate (6), install split washer(s) (16) as required.
Install cap handle (1) on stem (14) so that the handle (1) will be in the open position.
Insert handle pin (17) through handle (1) and stem (14).
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.
WARNING
Do not inhale fuel vapor while blowing into the rubber
hose.
f.
It may take several applications of pressure to bring the bay to the desired pressure
level.
WARNING
Do not apply regulated or unregulated air pressure from
an air compressor to the fuel vent. Over inflation and
major structural damage will occur if more than .7 psi is
applied.
g.
h.
Pinch or close the rubber hose to sustain pressure in the fuel bay.
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, replace
the cap with a new unit or repair in accordance with
Cessna Service Information Letter SE 80-59 Supplement
No. 1, dated June 23, 1980.
12-18A/(12-18B blank)
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Beginning with R18200584 and ON: 90 ° dimension may
be deviated outboard on LH or RH vent line ONLY in
order to balance venting of the system.
VIEW
LOOKING
FORWARD
VIEW
LOOKING
2
1INBOARD
>/
3
S
3
900
4
3.46"
1.
2.
3.
4.
Wing
Fairing
Vent
Strut
Figure 12-6. Fuel Vent Location
CAUTION
Care must be exercised in removing the fuel filler caps
until the system has been depressurized.
i.
J.
After replacement or repair of either fuel filler cap, repeat the inspection.
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 QUANTITY TRANSMITTERS. Refer to Section 15for-a complete description and
maintenance procedures of the transmitters.
12-22.
FUEL VENTS.
12-23.
DESCRIPTION. A vent line is installed in the outboard end of each fuel cell and extends
overboard through the lower wing skin. The inboard end of the vent line extends into the fuel
cell, then forward and slightly upward. 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.
12-19
MODEL R182 AND TR182 SERVICE MANUAL
12-24.
CHECKING. The following procedure may be used to check the vent and bleed hole in the
valve assembly.
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. With a .5 psi MAX air pressure source, slightly pressurize cell, if air can be blown
into cell, 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", again slightly pressurize the cell. Crimp rubber 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 isopen. 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 bays
by fuel expansion.
f.
Repeat procedures for opposite fuel bay.
NOTE
The fuel vent line protruding beneath the wing near the
wing strut must be correctly aligned to avoid possible
icing. Dimensions are shown in figure 12-6.
12-24A. ADJUSTMENT. On aircraft serials R18200584 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
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 ensure the lines are open, connections secure and that
the system is functioning properly.
b. Park the aircraft on a level surface 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. Cruise at the top of the green band on
manifold pressure for a period of at least on hour.
e. At the end of the hour and while still in straight and level flight, take note of the fuel
tank levels and indicated on the fuel gage.
12-20
MODEL R182 AND TR182 SERVICE MANUAL
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
inch.
2. Bend the underwing vent of the tank which had the lowest level inboard 1/4 inch,
providing the vent is not squarely behind the strut. Repeat the first five steps.
CAUTION
At least one of the vent tubes should remain behind the
strut to ensure that icing cannot block both vents.
3.
No adjustment need be performed when satisfactory equalization of fuel tank
feeding is obtained.
12-25.
FUEL SELECTOR VALVE. (See figure 12-7.)
12-26.
DESCRIPTION. A four position fuel selector valve is located beneath the floorboard just aft
and slightly to the left of the pedestal structure. A shaft incorporating two meshing gears
links the valve to a handle and shaft assembly mounted on the pedestal structure. The
positions of the handle are labeled OFF, LEFT, BOTH ON AND RIGHT. Valve repair is
limited to replacement of component parts only.
12-27.
REMOVAL AND INSTALLATION.
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 (1) and pedestal cover.
c. Peel back carpet as required to gain access to inspection plates aft of pedestal
structure.
d. Disconnect drive shaft assembly (4) at selector valve (6).
e. Disconnect and cap inlet and outlet fuel lines to valve.
f. Remove screws attaching valve to mounting bracket (10) 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.
h. Replace items removed for access.
12-28.
DISASSEMBLY.
a. Remove fuel selector valve in accordance with paragraph 12-27.
b. Remove screws securing cover (2) to valve body (8) and carefully remove cover.
Discard O-rings (3) and (16), but retain ball (4) and spring (5) for reinstallation.
c. Slowly withdraw rotor (6) from valve body.
NOTE
Removal of rotor (6) will allow seal (9), O-ring (10),
washer (11) and spring (12) (one each installed in both
inlet ports) to spring free.
d. Remove washer (7), plug (14), and O-ring (13).
12-21
MODEL R182 AND TR182 SERVICE MANUAL
R18200001 THRU R18200583
FR18200001 THRU FR18200020
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
<
Handle
Placard
Gear Assembly
Drive Shaft
Inlet Line
Selector Valve
Inlet Line
Spring Compressor (Locally Mfg.)
Outlet Line
Mounting Bracket
2
loC_
Grind flat
and break sharp edges
.030"
0.10"-
4.00" (Approx)
Figure 12-7. Fuel Selector Valve (Sheet 1 of 5)
12-22
3
MODEL R182 AND TR182 SERVICE MANUAL
1. Screw
2.
3.
Cover
O-Ring
4.
Ball
5.
Spring
6.
7.
Rotor
Washer
2
G
Q
8. Body
9. Seal
10.
3
4
16
O-Ring
11. Washer
12. Spring
13. O-Ring
14. Plug
5
i
15.
Inlet Ports
6
16.
17.
O-Ring
Spring Compressor
7
10
1
15
15
(0----l3
14
e1
16
Detail C
9
11
10
15
17
Cross Section A-A
Figure 12-7. Fuel Selector Valve (Sheet 2 of 5)
12-23
MODEL R182 AND TR182 SERVICE MANUAL
0Q
1
R18200584 THRU R18201798
FR18200021 THRU FR18200070
1. Handle
2. Placard
m5a
_ \/
3. Gear Assembly
4. Drive Shaft
*3
rs~
^:<2 63> ,
7
-I~~
NOTES
Roll pin (5) must be bonded to shaft (6) 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 pin (5) and shaft (6) 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 °.
Before installing screw (1) on drive shaft (6), clean
threads of screw (1) 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 (Sheet 5 of 5)
12-26
MODEL R182 AND TR182 SERVICE MANUAL
12-29.
CLEANING. INSPECTION AND REPAIR.
NOTE
Repair of damaged or worn parts of the selector valve
assembly is NOT authorized, therefore, is limited to
replacement of component parts only.
a.
b.
12-30.
Clean disassembled parts by washing in Stoddard solvent or equivalent. Blow dry
parts using clean compressed air.
Inspect all parts for obvious wear or damage as follows:
1. Check detent holes in cover (2) for excessive wear and examine bearing surfaces
of rotor (6).
2. Inspect shaft and bearing surfaces of rotor (6) for removal of black anodized
finish indicating wear. Check for internal corrosion of drilled passages.
3. Examine valve body (8) 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.
REASSEMBLY.
NOTE
Mount selector valve in a vise or equivalent bench
support, making sure that valve body (8, figure 12-7), is
protected from damage. Fabricate two spring compressors (21, figure 12-7), to aid assembly. Stock is 1/16 inch
diameter #1 OX-WELD AC welding rod (or equivalent)
according to dimensions shown. Replace O-rings (10, and
16, figure 12-7) each time valve rotor is removed from
body.
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
Ensure all component parts are clean, and coat sparingly with lightweight engine
oil.
Insert washer (11) and springs (12) into body (8).
With spring compressors (17) in place as shown in Section A-A. figure 12-7, compress
springs (12) and install washers (11), new O-rings (10) and seals (9) into inlet ports.
Holding springs compressed, carefully insert rotor (6) into valve body (8). Release
spring compressors and check for proper seating of seals to rotor.
Insert new O-ring (3) into recess at top of valve body (8).
Place new O-ring over shaft of rotor.
Lubricate spring (5) and ball (4) with lubricant conforming to Military Specification
VV-P-236 (USP Petrolatum or equivalent), inserting spring into hole in top of rotor.
Place ball on spring and turn rotor as required to index one of the detent holes in
cover (2).
Attach cover (2) and test rotation of rotor shaft for ease of operation and positive
detent engagement.
Replace plug (14) using new O-ring (13).
Reinstall selector valve in accordance with paragraph 12-27.
12-26A (12-26B blank)
MODEL R182 AND TR182 SERVICE MANUAL
6
/
>19
18
C10173
2.
_17
~~~~5~~~~~~~~5.
*~
'0
/1
rI~~
<9/,/lql15.
|'^
/ / J^ '
~J-4 ~
Fgr
'
1 1 9l 1 \
X
12-8=1.
.1
,
\
2
ClpJ
.4
-Spring
~9.Safety Wire Hole
11.Ft114.
12. Pluner
Standpipe
14. Drain
Nut Line
jl
-t insertin
F'
3 ,13
Plunger
Top
6.
Plate
~~7.Control
2~ Drain
3.
C~~~~~8
Washer
Spring1
1
-j
16
158O-Ring
~..Co.16.
10.
Gasketro
11.
Filter
13.
Safety
Wire Hole
T ^12.
Standpipe
14. Drain Line
20.
Nut
1
14
14
19.
NOTES
After inserting drain control (6) wire through
clamp (19), bend end of wire 90 ° to prevent separation from clamp if nut (20) should loosen.
Torque nut (15) to 25-30 in-lbs and safety-wire.
Figure 12-8. Fuel Strainer
12-27
MODEL R182 AND TR182 SERVICE MANUAL
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.
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
quick-drain control.
c. Disconnect and cap or plug all fuel lines and control 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.
DISASSEMBLY AND ASSEMBLY.
a. With selector valve in OFF position, drain fuel from bowl and lines with quick-drain
control.
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 quickdrain 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 each of the
rear four cylinders, no's. 3, 4, 5 & 6.
12-37.
REMOVAL AND INSTALLATION.
a. With selector valve in the OFF position, drain fuel from strainer and lines with quickdrain 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.
12-28
MODEL R182 AND TR182 SERVICE MANUAL
12-37A. PRIMING SYSTEM (TR182 OPTIONAL)
12-37B. 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.
NOTE
Visually inspect primer lines for crushed. kinked or
broken condition. Insure proper clamping to prevent
fatigue due to vibration and chafing.
12-38.
AUXILIARY ELECTRIC FUEL PUMP.
12-39.
DESCRIPTION. An electrically driven auxiliary fuel pump is mounted on the firewall, and
is connected in parallel with fuel flow of the primary pump. This pump is designed to be used
if the primary pump should fail. It is controlled by the Auxiliary Fuel Pump Switch located
adjacent to Master Switch. As the fuel pressure and plunger spring tension become equal,
the pumping action is automatically reduced due to limited plunger movement which
maintains low tolerance output pressure.
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.
c. Remove fuel lines from pump, observing precautions in paragraph 12-3.
d. Disconnect wire at connector.
e. Remove two mount bolts, retaining hardware for reinstallation.
f. Reverse preceding steps for installation, and check pump operation when repair is
completed.
12-41.
TURBOCHARGED AIRPLANES.
12-42.
DESCRIPTION. On turbocharged airplanes a high pressure fuel pump is used to ensure adequate fuel flow.
12-29
MODEL R182 AND TR182 SERVICE MANUAL
1
/
/
78
62
9
1011
\
i
0
\
~~~~~/ ____\.~~
'~S^--W_
~1
1. Body
~2.
Mounting
~
Bracket
3. Tube
^4. Electrical Lead
5. Cup Valve
6. O-Ring
13 7- Washer
~4Retainer
S~8.
9. Filter
10. Magnet
11.
12.
13.
14.
Figure 12-9. Auxiliary Fuel Pump
12-30
12
Gasket
Cover
Spring
Plunger
MODEL R182 AND TR182 SERVICE MANUAL
7
8
5
r
2.
Fitting
3.
4.
5.
6.
7.
8.
9.
O-Rings
Fuel Pump Drain Fitting
Auxiliary Fuel Pump
Fitting
Fuel Line (Outlet)
Screw
Mount Bracket
10.
28V Single Speed Motor
11.
Clamps
Figure 12-10. Auxiliary Fuel Pump on Turbo Equipped Airplane
12-31
MODEL R182 AND TR182 SERVICE MANUAL
12-43.
REMOVAL AND INSTALLATION.
a. Place Fuel Selector Valve in OFF position.
b. Be sure that Master Switch and Auxiliary Fuel Pump switch are OFF.
c. Remove fuel lines from pump. observing precautions in paragraph 12-3.
d. Disconnect wire at connector.
e. Remove two mount bolts, retaining hardware for reinstallation.
f. Reverse preceding steps for installation, check pump operation when repair is completed.
12-44.
INTEGRAL FUEL BAY.
12-44A. DESCRIPTION. Beginning serial R18200584 and FR18200021. The integral fuel bay is a
sealed portion of the inboard wing structure between the wing spars, extending approximately five feet into each wing. This type construction reduces weight as well as increasing
the strength of the wing member, and extends the operable range of the airplane considerably.
12-45.
FUEL LEAK CLASSIFICATION. Fuel leaks which do not constitute a flight hazard are
stains, seeps, and heavy seeps NOT in an enclosed area. All leaks should be repaired when
the airplane is grounded for other maintenance. Fuel leaks that constitute a flight hazard
are running leaks in any area, seeps, heavy seeps, or stains in an enclosed area, such as the
wing leading edge, sections of wing inboard of fuel bay, and the area between the rear fuel
spar and trailing edge. This type leak must be repaired prior to flight. A wet or stained spot
on the wing is the visual indication of leak intensity. Classification of fuel leakage is shown
in figure 12-11.
NOTE
Stains and seeps that are not considered a flight hazard
must be inspected after each flight to ensure that they
have not increased.
If a flight hazard leak should be identified at a field where no repair facilities are available.
We recommend that the applicable bay be drained, a temporary patch placed over the leak to
prevent escaping fumes, and fly to nearest facility that can complete repair action. Switch
fuel selector to opposite bay, and fly aircraft normally to repair facility.
12-46.
FUEL BAY PURGING.
WARNING
Purge fuel bays with an inert gas prior to repairing fuel
leaks, to preclude the possibility of explosions.
The following procedure may be used to purge the bay with argon or carbon dioxide.
a. Ground airplane to suitable ground stake.
b. Place fuel selector in OFF position.
c. Drain all fuel from applicable bay, observing precautions in paragraph 12-3.
d. Remove access door and insert inert gas supply hose into bay.
e. Allow gas to flow into bay for several minutes to remove all fuel vapors.
Since argon or carbon dioxide are heavier than air, these gases will remain in the bay during
the repair. Non-sparking tools shall be used to make repair, (air motors, plastic scrapers.
etc.)
12-32
MODEL R182 AND TR182 SERVICE MANUAL
HEAVY
SEEP
SEEP
3/4" to 1-1/2"
1-1/2 to 4
___t
3/4" Max.
STAIN
RUNNING
LEAK
Size will vary
with location and
intensity of leak.
AIS
Fuel will usually flow in
this area along skin contour after it is wiped dry
Fuel usually drops at this point.
Figure 12-11. Classifications of Fuel Leaks
12-33
MODEL R182 AND TR182 SERVICE MANUAL
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.
12-47.
INTEGRAL FUEL BAY SEALANT. Two kinds of sealants are used, one to seal the bay and
the other to seal the access doors and fuel quantity transmitter adapter. The access door sealant is more pliable, and will not adhere to metal so firmly as the bay sealant does. This permits the access doors and fuel quantity transmitter adapter to be removed without damage
to them. Service Kits SK210-56 (8-ounce tube) and. SK210-101 (2.5-ounce tube), which are
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 gray, and its accelerator is a clear liquid.
WARNING
Keep sealants 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 generously
with clean water, and secure prompt medical attention.
12-48.
MIXING SEALANT. Use all the accelerator and sealant in the container when mixing, to
ensure 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 stir air into mixture so it
forms blubbles, if bubbles appear they must be removed.
12-49.
SEALING DURING STRUCTURAL REPAIR.
CAUTION
Protect drain holes and fuel outlet screens when applying
sealants.
Any repair that breaks the fuel bay seal will necessitate resealing that bay area. Repair
parts that need sealing must be installed during the sealing operations. All joints within the
boundary of the bay, but do not provide a direct fuel path out of the bay, as such fuel spar
flanges, and rib flanges which 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 joint when the parts are fastened
together. The fillet seal is applied after the joint is fay surface sealed and fastened. Sealer is
(fillet) applied to the edge of all riveted joints, joggles, bend reliefs, voids, rivets, or
fasteners. All boundaries are sealed, and any other place that could become a fuel leak. The
fay sealant need not be cured before applying the fillet sealer, however, the fay sealant must
be free of dirt or other contaminants before applying fillet seal. Fillets laid on intersecting
joints shall be joined together to produce a continuous seal. Sealant must be pressed into the
joint to displace any entrapped air bubbles. Use an extrusion gun to lay a bead along joint.
and work out all entrapped air with a small paddle to eliminate bubbles.
12-34
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Refer to paragraph 12-49.
TYPICAL
INSPECTION PLATE
*
2
, .
3
.06"
TYPICAL
RIB SECTION
1.
2.
3.
Faying
Fillet Seal
Rivet and Fastener Seal
Figure 12-12. Typical Fuel Bay Sealing (Sheet 1 of 2)
12-35
MODEL R182 AND TR182 SERVICE MANUAL
.06'
TYPICAL
FASTENER
I 2
Fastener
.06
)
3
.19"
.38"
FUEL BAY
SPAR
Fillet
1.
2.
.38"
.
W/
25
p3.
Fuel Side
Nutplate
Fillet Seal
19TYPICAL
END SECTION
Figure 12-12. Typical Fuel Bay Sealing (Sheet 2 of 2)
12-36
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
During structural repair, parts must be predrilled, countersunk or dimpled, and cleaned before sealed and positioned for final installation.
a.
Remove all existing sealant from area to be sealed, leaving a taper on the remaining
sealant. The taper will allow a scarf bond, and a continous seal when the new sealant
is applied.
NOTE
The best method of removing sealant is with a chisel-like
tool made of hard fiber. Remaining sealant can be
removed with aluminum wool. Steel wool or sandpaper
must not be used.
b.
c.
Vacuum thoroughly to remove all chips, filings, dirt. etc., from bay area.
All surfaces to be sealed should 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 allowing solvent to evaporate. Always pour the solvent on
the cloth to prevent contaminating solvent. Do not allow cloth to drip. Never use
contaminated solvent.
NOTE
Work life of EC-1675B/A sealant is two hours from the
start of mixing. Work life of EC-1608B/A sealant is two
hours. These are set on the standard day, 77°F and 50%
relative humidity. An increase in temperature or a
decrease in humidity will shorten the work life of the
sealant.
d.
Apply fay surface sealant to one mating part, and install rivets or fasteners while
sealant is still within its work life.
NOTE
During sealing, the supply of mixed sealant must be
monitored to be certain it has not exceeded the normal
work life. To check, use a small wooden paddle, or tongue
depressor, to gather a small amount of sealant. Touch
this sealant to a piece of clean sheet metal. If it adheres,
sealant can still be used, if it doesn't adhere, then the
sealant has exceeded the allowable work life, and must
not be used.
Apply a fillet seal to the repaired area on the inside of the bay.
Apply a fay surface seal to access doors and fuel quantity transmitters adapter, if
removed, and install the doors.
g. Allow sealant to cure, refer to paragraph 12-51 for time requirements.
h. Clean stains on outer surface.
i. Test fuel bay for leaks as described in paragraph 12-52.
e.
f.
12-37
MODEL R182 AND TR182 SERVICE MANUAL
12-50.
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 12-52. 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 12-49.
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 plate.
d. Apply fay surface door sealant to access doors, fuel quantity transmitters, etc., if removed, and install.
e. Test fuel bay for leakage as outlined in paragraph 12-52.
12-51.
NORMAL CURE TIME. Service Kit SK210-56 contains: (A) SP654706B2 access door sealant
and (B) SP654890B2 fuel bay sealant. Cure times for (A) and (B) are 24 hours. Service Kit
SK210-101 contains: (C) PR1321B 1/2 access door sealant and (D) PR1422B 1/2 fuel bay sealant. Cure time for (C) is 18 hours; cure time for (D) is 45 hours. Cure times for both kits
are based on 77°F (25°C) and 50 percent relative humidity.
12-51A. 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.
ACCELERATED CURING TIME
°F of Sealant
160
140
* 130
120
Time in Hours
3
4
5 1/2
7
*Applicable to SK210-101 only.
12.51B. INTEGRAL FUEL TANK QUICK-REPAIR SEALANT. GC-435 is a quick-repair synthetic rubber sealant for use in fuel tanks. The sealant requires no cure time, and may be used when
it is necessary to refuel tanks as soon as the repair has been made. The sealant is a two-part.
medium-viscosity, polysulfide liquid polymer and may be applied by brush or extrusion. The
base compound is cream colored and the accelerator is black. GC-435 may be purchased
from: Goal Chemical Sealants Corp., 3137 East 26th Street, Los Angeles, CA 90023.
NOTE
Unless specifically noted, all items relating to Integral
Fuel Tank Sealants also apply to GC-435 sealants.
12-38
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
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 generously with water, and
get prompt medical attention.
12-52.
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.
CAUTION
Do not attempt to apply pressure to the bay without a
good regulator, and a positive shutoff in the supply line.
Do not inflate the fuel bay to more than 1/2 PSI or damage may occur.
f.
g.
h.
i.
j.
12-53.
Apply pressure slowly until 1/2 PSI is obtained.
Apply a soap solution as required.
Allow 15 to 30 minutes for pressure to stabilize.
If bay holds for 15 minutes, without pressure loss, bay is acceptable.
Reseal and retest if any leaks are found.
FUEL QUANTITY TRANSMITTERS. One float-actuated, variable-resistive transmitter is
located in each fuel bay. They are connected to a magnetic gage, that indicates fuel level in
each fuel bay. Complete description. operation, and maintenance is covered in Section 16.
Revision 1
12-39
MODEL R182 AND TR182 SERVICE MANUAL
1. Upper Wing Skin
1
/2
'~-:/:""^.
--~
.\7.._-.-~-.
-. ":.
"*
S
-. .
\
'^/
.:-.
-~:
'
.,^ i
.10.
.
.
" -:-..
. ":'A_-\'
-'Z
3
15
_
\
-. ;
Fuel Vent
Vent Valve
11.
12.
13.
14.
15.
TD
..
Wing Rib
9.
".-_;
c - 16,_
(
1
8.
66.
\''-/.
(M)~
'\ --. ' .^ ;-^
C
Filler Cap
3.
4.
5.
>//
'"-.,.
\^
2.
16.
14
17.
,\
\
18.
A
n
3
^\
*/7\
~1'~
~
~ ^^^^?\
Quantity Transmitter
Finger Filters
Stiffeners
Inspection Plate
/^CAUTION
/i/
.-/ _
/~/ [\ A ---
Interior Ribs (Baffles)
Front Spar
Interior Vent
Root Rib
B
-
\^^\-
Access Cover
Stiffeners
Main Spar
Lower Wing Skin
Outlet Baffles
9/
\S
\ \ *When applying sealant DO NOT
plug drain path at inboard end of
hat section stiffeners (17) in lower
assembly.
~
'^^.mtf-'skinl
18
6 Eat
T
Beinng wit h R18NOTE
Beginning with R18202012,
(IS)
inspection plate
fasteners change from 3 ea. to 6 ea. reces-
R182004 AD
R18200584 AND ON
FR18200021 THRU FR18200070
sed countersunk screws.
Figure 12-13. Integral Fuel Bay Installation (Sheet 1 of 5)
12-40
MODEL R182 AND TR182 SERVICE MANUAL
.^-*-~~"
\'
Detail A'Deta
I
j
S
8
1.
2.
3.
4.
5.
6.
7.
8.
9.
Drain Valve
Vent Line
Grommet
Clamp
Hose
Clamp
Vent Valve
Fuel Sampler Cup
Drain Valve Gasket
Torque drain valve (1), 15 to 35 in-lbs. Drain valve gasket (9) should be lightly oiled and installed with asbestos
side side against head of valve. Safety-wire drain valve.
Beginning with serial R18200584 and FR18200026.
items 2 thru 7 are installed in LEFT and RIGHT wings.
Figure 12-13. Integral Fuel Bay Installation (Sheet 2 of 5)
12-41
MODEL R182 & TR182 SERIES SERVICE MANUAL
NOTES
Beginning with serial R18202007, nutring (1) is bonded
to root rib (3). Oder kit number SK210-56 or SK210-101,
fuel tank sealant from Cessna Supply Division.
R 18200584 thru R18202007 and FR18200021 thru
FR18200070, 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 crosspattern sequence.
2
4
·
5
1.
2.
3.
4.
5.
6.
7.
8.
Nutring
Gasket
Root Rib
Gasket - Transmitter
Fuel Quantity Transmitter
Washer
Screw
Gasket
\
\
R18200584 THRU R18202007
AND FR18200021 THRU
FR18200070
8
R18202008 AND ON
Detail C
Figure 12-13. Integral Fuel Bay Installation (Sheet 3 of 5)
12-42
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Torque clamps (2) and (4) to 8-10 in-lb.
1
2
4
(5
1
1
D
DetailD
DetailE
1.
2.
3.
4.
5.
Filter
Clamp
Fitting
Clamp
Hose
5
Figure 12-13. Integral Fuel Bay Installation (Sheet 4 of 5)
12-43
MODEL R182 & TR182 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 COLLAR
Fuel Quantity Placard
AVGAS ONLY
GRADE
100LL
GRADE
100
Fuel Grade Placard
1.
2.
3.
Fuel Cap (See figure 12-5)
Adapter
Fuel Filler Collar
R18201929 AND ON
<
R18202000 AND ON
Figure 12-13. Integral Fuel Bay Installation (Sheet 5 of 5)
12-44
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 13
PROPELLER AND GOVERNOR
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.
Page No.
Aerofiche/
Manual
PROPELLER DESCRIPTION ....
3D21/13-1
Trouble Shooting ..........
3D22/13-2
Repair ...................
3D23/13-3
Removal (Thru R18201313) . . .3D23/13-3
Installation (Thru R18201313) . 3E3/13-7
Removal (R18201314 & ON) . . 3E4/13-8
Installation (R18201314 & ON). 3E4/13-8
Time Between Overhaul ......
3E5/13-9
TABLE OF CONTENTS
13-1.
GOVERNOR DESCRIPTION ....
3E5/13-9
Trouble Shooting ...........
3E6/13-10
Removal .................
3E7'13-11
Installation ...............
3E7.13-11
High RPM Stop Adjustment . . . 3E7 13-11
Rigging .................
3E8 13-12
Time Between Overhaul ......
3E8 13-12
PROPELLER DESCRIPTION. The constant-speed propeller is a single acting unit. where
governor regulated oil pressure opposes the centrifugal twisting moment of the rotating
blades and spring force to obtain the correct blade pitch for engine load. Engine lubricating
oil is supplied to the power piston in the propeller hub through the engine crankshaft. The
amount and pressure of the engine oil used is controlled by the propeller governor. An
increase or decrease in throttle setting or a change in aircraft attitude will affect the balance
to maintain the most efficient and economical RPM, which the pilot has previously selected.
If the throttle is opened more, or the aircraft speed is increased, the engine RPM will also
begin to increase. This change is sensed by the propeller governor, and it directs oil pressure
to the forward side of the piston. The blades will move to a higher pitch to load the engine.
thereby maintaining constant RPM. Conversely, if the throttle is closed somewhat. or
aircraft speed is decreased, the engine RPM will try to decrease. The governor senses this.
and it allows oil to drain from the forward side of the piston. Spring tension and centrifugal
twisting moment will move the propeller blades to a lower pitch to maintain selected engine
speed.
Revision 1
13-1
MODEL R182 AND TR182 SERVICE MANUAL
13-2.
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 paragraph 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.
Perform static RPM check.
Refer to Section 11 and 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 takeoff 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.
FAILURE TO CHANGE
PITCH FULLY.
13-2
MODEL R182 AND TR182 SERVICE MANUAL
13-2.
TROUBLE SHOOTING (Cont).
TROUBLE
OIL LEAKAGE AT
PROPELLER MOUNTING FLANGE.
OIL LEAKAGE AT ANY
OTHER PLACE.
13-3.
PROBABLE CAUSE
REMEDY
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.
REPAIR. Metal propeller repair is a two step operation. First. the damage must be
evaluated. Second, a determination of degree of the damage must be made under criteria
contained in Federal Aviation Regulations, Part 43 (FAR 43) and Federal Aviation Agency
Advisory Circular No 43.14 (FAA AC 43.13). These instructions must be served anytime
repairs or alterations are being made, because they authorize the level of repair for each
action.
NOTE
For information not covered in this section, refer to the
applicable McCauley Service Manual and supplements
thereto.
13-4.
REMOVAL. (THRU R18201313) (See figure 13-1.)
WARNING
Be sure magneto is grounded before turning propeller.
a.
b.
Remove spinner dome.
Remove safety wire, back off bolts attaching propeller to engine crankshaft about
one-fourth inch, and pull propeller forward.
NOTE
Bolts will have to be backed out evenly so propeller can
be pulled forward (approximately 1/4 inch each time)
until all bolts are disengaged from engine crankshaft
flange. As the propeller is separated from the engine
crankshaft, oil will drain from the propeller and engine
crankshaft cavities.
c. Pull propeller from engine crankshaft.
d. If necessary to remove the aft spinner bulkhead, remove bolts, washers, and nuts
attaching bulkhead to starter ring gear support. but retain shims for use in
reinstallation.
13-3
MODEL R182 AND TR182 SERVICE MANUAL
9
10
6
5
([I
/>^g
I~"'
NOTE
|
Torque studs (5) evenly
to 660-780 lb-in.
THRU R18201313
1.
Spinner
2. Spinner Bulkhead
3. Propeller Cylinder
4. Propeller
5. Stud
o/
o_11
6. O-Ring
7.
8.
Shim
Aft Spinner Bulkhead
9. Starter Ring Gear Support
10. Engine Crankshaft
11. Grommet
Figure 13-1. Propeller Installation (Sheet 1 of 3)
13-4
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
NOTE
Additional spacers, 0752620-3, may be required
when installing a new spinner (1) on 2 or 3
bladed propellers to ensure a snug fit between
spinner and support. Do NOT USE more than 6
spacers in these installations.
Torque propeller mounting
bolts to 660-780 lb-in.
5
3
2
6
9
8
R18201314 & ON
1.
2.
3.
4.
5.
6.
7.
8.
9.
Spinner Dome
Propeller
Aft Spinner Bulkhead
Screw
Washer
Nut
Screw
Propeller Hub
O-Ring
Figure 13-1. Propeller Installation (Sheet 2 of 3)
13-5
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
Torque propeller mounting
bolts to 660-780 lb.-in.
5
3
4
\
Q
1. Spinner Dome
9
OPTIONAL 3-BLADED
2.
3.
4.
5.
6.
7.
8.
9.
Propeller
Aft Spinner Bulkhead
Screw
Washer
Nut
Screw
Propeller Hub
Forward Support
Figure 13-1. Propeller Installation (Sheet 3 of 3)
13-6
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
After removing the propeller, the starter ring gear
assembly may be removed from the engine crankshaft to
allow easier access to the aft spinner bulkhead attaching
bolts. Loosen alternator adjusting arm and disengage
drive belt from pulley on aft face of starter ring gear
support assembly.
13-5.
INSTALLATION. (THRU R18201313) (See figure 13-1.)
WARNING
Be sure magneto is grounded before turning propeller.
a.
b.
c.
If aft spinner bulkhead was removed. reinstall on ring gear support. using bolts.
nuts, and shims, as shown in figure 13-1.
If starter ring gear support and aft spinner bulkhead were removed, clean mating
surfaces of support assembly and engine crankshaft flange.
Place alternator drive belt in pulley groove of starter ring gear support. Fit starter
ring gear over propeller flange bushings on crankshaft.
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. Lightly lubricate new O-ring 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 through 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 safety wire through bolts in pairs.
i. Adjust alternator drive belt tension as outlined in Section 16.
j. Install spinner dome.
13-7
MODEL R182 AND TR182 SERVICE MANUAL
13-6.
REMOVAL. (R18201314 & ON)
WARNING
Be sure magneto is grounded before turning propeller.
a. Remove spinner dome (1).
b. Remove safety wire, back off bolts attaching propeller to engine crankshaft about
one-fourth inch. and pull propeller forward.
NOTE
Bolts will have to be backed out evenly so propeller (2)
can be pulled forward (approximately 1/4 inch each time)
until all bolts are disengaged from engine crankshft
flange. As the propeller is separated from the engine
crankshaft, oil will drain from the propeller and engine
crankshaft cavities.
c.
d.
13-7.
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 remove screws (7)
to separate bulkhead halves.
Pull propeller from engine crankshaft.
INSTALLATION. (R18201314 & ON) (See figure 13-1.)
WARNING
a.
Be sure magneto is grounded before turning propeller.
If aft spinner bulkhead was removed, reinstall on ring gear support using bolts,
nuts, and shims as shown on figure 13-1.
b.
c.
If starter ring gear support and aft spinner bulkhead were removed, clean mating
surfaces of support assembly and engine crankshaft flange.
Place alternator drive belt in pully groove of starter ring gear support. Fit starter
ring gear over propeller flange bushings on crankshaft.
NOTE
Make sure bushing hole in right 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 right gear.
d.
e.
f.
13-8
Clean propeller hub cavity and mating surfaces of propeller hub and ring gear
support.
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.
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.
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
g. Tighten bolts evenly, and work propeller aft on crankshaft flange. Torque bolts per
figure 13-1.
h. Install .040 inch diameter corrosion resistant safety wire through bolts in pairs.
i. Adjust alternator drive belt tension as outlined in Section 16.
j. Install 0752620-3 spacer (if required and spinner support on propeller cylinder (8).
If spacers are not centered mechanically (piloted), visually center and hold them
until spinner support is forced firmly in place.
k. Hold spinner (1) snug against spinner support and check alignment of holes in spinner (1) with holes in spinner bulkhead (3). Add or remove 0752620-3 spacers from
propeller cylinder (8) until holes are within .050 of alignment.
1. Push hard on spinner (1) to align holes and install screws and washers (if required)
in three (3) or more equal spaces around the bulkhead (3). Relax pressure on spinner
and install remaining screws and washers (if required) in spinner (1).
m. Tighten all screws uniformly around the spinner.
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 asnug fit of forward support (9) to propeller hub (8).
13-8.
TIME BETWEEN OVERHAUL (TBO). Propeller overhaul shall coincide with engine
overhaul, but interval between overhauls of propeller shall not exceed 1500 hours. Refer to
Section 11 & 11A for engine time between overhaul (TBO) periods.
13-9.
GOVERNOR DESCRIPTION. The engine mounted, centrifugal, single-acting propeller
governor is mounted on the upper left side of engine just forward of number two cylinder.
The term "single-acting" refers to the way engine oil is directed to the propeller to effect
pitch change. This governor directs oil pressure to increase blade pitch. Decreased blade
pitch is caused by centrifugal twisting moment of rotating propeller blades and the force
of
an internal spring, as oil pressure is relieved. When oil is relieved by the governor, it returns
to the oil sump through governor pilot spool valve action. Basically the governor consists
of
an engine driven gear pump, pressure relief valve, rotating flyweights. a pilot spool valve.
and a control lever to vary spring load on flyweights. which presets engine load through
blade pitch.
NOTE
Outward physical appearance of specific governors is
the same, but internal parts determine the action of oil
pressure output: i.e., oil pressure to increase or decrease
blade pitch. Always be sure the correct governor is used
with the propeller.
Revision 2
13-9
MODEL R182 AND TR182 SERVICE MANUAL
6
2
1. Governor Control
2. Jam Nut
3. Thread Gage Hole
4. Governor
5. Rod End
6. Governor Arm
7. High RPM Stop Screw
8. Governor Ring Screws
Figure 13-2. Propeller Governor
13-10.
13-10
TROUBLE SHOOTING. Since governor action is directly related to propeller pitch. very few
governor troubles can be isolated with governor installed and operated on the aircraft.
Failure of propeller to change pitch correctly may be caused by the governor or propeller.
Except for locating obvious troubles. it is best to install a governor known to be in good
condition to check whether the propeller or the governor is at fault when trouble occurs in
the propeller pitch change mechanism. If the trouble disappears the governor was at fault. If
the trouble persists. the propeller may be at fault. Removal. installation. rigging of control.
high-speed stop adjustment. desludging. and installation of governor mounting gasket are
not major repairs and may be accomplished in the field. Repairs to propeller governors are
classified as propeller major repairs in Federal Aviation Regulations. which also define
who may accomplish such repairs.
MODEL R182 AND TR182 SERVICE MANUAL
13-11.
REMOVAL.
a. Remove engine cowling as required for access.
b. Disconnect control from arm or governor and from bracket.
c. Remove nuts and washers securing governor to engine crankcase.
d. Remove governor and mount gasket.
13-12.
INSTALLATION.
WARNING
Be sure magneto is grounded before turning propeller.
a.
b.
c.
Wipe governor and adapter mounting pad clean.
Install new gasket with screen facing governor (outward).
Position governor on mount studs, aligning governor pump drive splines with
engine drive splines, and install nuts and washers. Do not force spline engagement.
Rotate crankshaft slightly, and splines will mesh smoothly when properly aligned.
d. Install mount washers and nuts in removal sequence.
e. Connect control bracket to engine, and control end to governor arm. Rig per
paragraph 13-14.
f. Install engine cowling previously removed for access in removal sequence.
13-13.
HIGH
a.
b.
c.
RPM STOP ADJUSTMENT. (See figure 13-2.)
Remove engine cowling as necessary for access.
Loosen high-speed stop screw lock nut.
Turn stop screw IN for decrease in RPM, and OUT to increase maximum RPM. One
complete turn will cause a change of approximately 25 RPM.
d. Tighten lock nut, and adjust linkage as necessary to maintain full travel. Insure that
governor arm contacts stop screw in both maximum and minimum settings, and that
a cushion exists on control in both positions.
e. Install cowling and test-operate governor-propeller combination.
NOTE
It is possible for either the propeller low pitch stop or the
governor high RPM stop to be the limiting factor. It is
desirable for the governor high RPM stop to limit the
engine speed at the maximum rated RPM for a particular
aircraft. Due to climate conditions, field elevation, low
pitch propeller blade angle, and other factors, 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.
13-11
MODEL R182 AND TR182 SERVICE MANUAL
13-14.
RIGGING.
NOTE
The result of rigging of the governor control is full travel
of the governor control arm (bottomed out against both
high and low pitch stops) with some "cushion" at both
ends of the control travel.
a.
b.
c.
d.
e.
f.
13-15.
13-12
Disconnect control from governor arm.
Place control, in cockpit, full forward, then pull back approximately 1/8" and lock in
this position. This will allow "cushion" to assure full contact with governor high
RPM stop screw.
Place governor arm against high RPM stop screw.
Loosen jam nuts on control rod end, and adjust rod end to align with arm. Be sure
sufficient thread engagement is maintained, it may be necessary to adjust control in
mount bracket, to achieve proper alignment and thread engagement.
Attach control rod end to governor arm, tighten previously loosened jam nuts, and
safety wire.
Operate the propeller control to see that governor arm has full travel, and contacts
stops in both directions with proper "cushion".
TIME BETWEEN OVERHAUL (TBO). Propeller governor overhaul shall coincide with
engine overhaul, but interval between governor overhauls shall not exceed 1800 hours.
Refer to Section 11 for engine overhaul frequency requirements. The McCauley Service
Manual is available from Cessna Service Parts Center.
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 14
UTILITY SYSTEMS
TABLE OF CONTENTS
Page No.
Aerofiche/
Manual
3E14/14-2
3E14/14-2
3E14/14-2
3E14/14-2
3E14/14-2
UTILITY SYSTEMS ...........
Heating System ............
Description ............
Operation ...............
Trouble Shooting .........
Removal, Installation and
Repair ................
3E14/14-2
Defroster System ...........
3E14/14-2
Description .............
3E14/14-2
Operation ...............
3E14/14-2
Trouble Shooting .........
3E14/14-2
Removal, Installation and
Repair ................
3E15/14-3
Ventilating System .........
3E15/14-3
Description .............
3E15.'14-3
Operation ...............
3E15/14-3
Trouble Shooting .........
3E15/14-3
Removal, Installation and
Repair ................
3E15.14-3
Oxygen System ............
3E15/14-3
Description .............
3E15/14-3
Trouble Shooting .........
3E16/14-4
Maintenance Precautions . . . 3E 16 14-4
Oxygen Cylinder General
Information ............
3E18'14-6
Cylinder-Regulator ........
3E18/14-6
Servicing Oxygen Cylinder-Regulator ........
3E18 14-6
Removal of Oxygen Cylinder-Regulator (Thru
1981 Models) ..........
3E20 14-8
Installation of Oxygen Cylinder-Regulator (Thru
1981 Models) ..........
3E20/14-8
Removal of Oxygen Cylinder-Regulator (Beginning
with 1982 Models) ......
3E20/14-8
Installation of Oxygen Cylinder-Regulator (Beginning with 1982 Models) . . 3E2114-9
Inspection of Oxygen Cylinder-Regulator ........
3E21 14-9
Oxygen Filler Valve .......
3E23/14-11
Description ..........
3E23 14-11
Removal (Thru 1981
Models) ..............
3E23 14-11
Installation (Thru 1981
Models)
.............
3E23 14-11
Removal (Beginning
with 1982 Models) ......
3E23 14-11
Installation (Beginning
with 1982 Models) ..... 3E23 14-11
Oxygen Lines ...........
3E23 14-11
Description ............
3E23/14-11
Removal/Installation ..... 3E24/14-12
Outlet Valve Assemblies ....
3E24/14-12
Description ............
3E24/14-12
Removal of Passengers'
Outlet Valve Assembly . .. 3E24/14-12
Installation of Passengers'
Outlet Valve Assembly . . . 3E24/14-12
Removal of Pilot and/
or Copilot Outlet Valve
Assembly ............
3E24 14-12
Installation of Pilot and/
or Copilot Outlet Valve
Assembly ............
3F1/14-13
Inspection/Test of
Oxygen Outlet Valve
Assemblies ...........
3F1/14-13
Oxygen System
Functional Test ........
3F1/14-13
Oxygen Gage .........
3F2.14-14
Description ..........
. 3F2/14-14
Removal ..............
3F2.14-14
Installation ............
3F2/14-14
Inspection .............
3F2'14-14
Oxygen Masks ...........
3F2/14-14
Description ............
3F3 14-15
Inspection .............
3F3 14-15
Cleaning
.
.............
3F3 14-15
Functional Test ........
3F3 14-15
Propeller De-ice System
(2-Bladed)
...........
3F11 14-23
Description
..........
3F11 14-23
Trouble Shooting .........
3F11 14-23
Timer Test ..............
3F12 14-24
Slip Ring Alignment .......
3F12 14-24
Installation & Alignment
of Brush Block Assembly . .3F13 14-25
Boot Replacement .........
3F13 14-25
Propeller De-ice System
(3-Bladed) ...............
3F18 14-30
Description .............
3F18 14-30
Trouble Shooting .........
3F19 14-31
Timer Test ..............
3F20 14-32
Slip Ring Alignment .......
3F20 14-32
Installation & Alignment
of Brush Block Assembly .. 3F24 14-36
Boot Replacement .........
3F24 14-37
Heated Windshield Panel
(Removable) .............
3F24 14-37
Description .............
3F24 14-37
Removal Installation .......
3F24 14-37
Control Surface Dischargers
. 3G4 14-40
Description ...........
3G4 14-40
Resistance Check ........
3G4 14-40
Revision 1
14-1
MODEL R182 AND TR182 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 pushpull control on the instrument panel. outlets and flexible ducting connecting 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 shutoff valve into a duct across the aft side of the firewall, where it is distributed into the cabin.
The shut-off valve, operated by a push-pull control 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 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 hoses are
properly secured and replace hoses that are burned, frayed or crushed. If fumes are detected
in the cabin. a thorough inspection of the exhaust system should be accomplished. Refer to
applicable paragraph in Section 11 or 11A for this inspection. Since any holes or cracks may
permit exhaust fumes to enter the cabin, replacement of defective parts is imperative
because fumes constitute an extreme danger. Seal any gaps in heater ducts across the
firewall with Pro-Seal #700 (Coast Pro-Seal Co., Los Angeles. California) compound or
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
hoses must be replaced with new hoses, 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.
14-7.
DEFROSTER SYSTEM.
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 shutoff 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 of this air is controlled by the
settings of the heater system control.
14-10.
TROUBLE SHOOTING. Since the defrosting system depends on proper operation of the
heating system, refer to paragraph 14-5 for trouble shooting the defrosting system.
14-2
MODEL R182 AND TR182 SERVICE MANUAL
.
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.
14-12.
VENTILATING SYSTEM.
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.
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 wings. Each plenum chamber is equipped with
a valve which meters the incoming cabin ventilation air. This provides a chamber of
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 routed to the duct across the aft side of the firewall. where it is distributed into
the cabin. As long as the "CABIN HEAT" control is pushed in, no heated air can enter the
firewall duct; therefore, when the "CABIN AIR" control is pulled out. only fresh air from the
scoop will flow through the duct into the cabin. As the "CABIN HEAT" control is gradually
pulled out, more and more heated air will blend with the fresh air from the scoop and be
distributed into the cabin. Either one, or both of the controls may be set at any position from
full open to full closed.
14-15.
TROUBLE SHOOTING. Most of the operational troubles in the ventilating system are
caused by sticking or binding of the inlet scoop door or its control. Check 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.
14-17.
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. 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 flowmeter provides a visual indication of correct oxygen flow. The
pilot's mask is equipped with a microphone that is keyed by a switch button on the pilot's
14-3
MODEL R182 AND TR182 SERVICE MANUAL
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 overhead console. The control assembly consists of a knob-cable
apparatus which turns the oxygen supply on and off. The control is located in the overhead
console. The control is connected to the cylinder-regulator assembly by a control cable. Thru
R18201798, the oxygen cylinder is mounted on the aft side of bulkhead station 140.00.
Beginning with R18201799, the oxygen cylinder is mounted fore-and-aft, on the left side of
the tallcone. between bulkhead stations 140.00 and 156.00. A circular access plate, located on
the left-hand side of the fuselage, provides access to the oxygen filler valve assembly.
14-19.
TROUBLE SHOOTING -- Oxygen System.
PROBABLE CAUSE
TROUBLE
NO PRESSURE INDICATION
ON PRESSURE GAGE
(Oxygen Not Depleted)
OXYGEN DURATION IS
TOO SHORT.
PRESSURE INDICATION
NORMAL, BUT NO FLOW OF
OXYGEN WITH CYLINDER
REGULATOR ON.
14-20.
REMEDY
Leak at 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.
Defective part.
Functionally test system.
Replace defective part.
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 read and thoroughly understand the following. Careful adherence to these instructions will aid in maintaining a trouble-free oxygen system.
WARNING
Do not permit smoking or open flame near aircraft while
maintenance is being performed on the oxygen system.
Assure 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.
14-4
MODEL R182 AND TR182 SERVICE MANUAL
a.
b.
c.
Use extreme caution to assure every port on the system is kept thoroughly clean and
free of water, oil, grease, and solvent contamination.
Cap all openings immediately upon removal of any component. Do not use tape or
caps which will induce moisture.
Lines and fittings shall be clean and dry. One of the following methods may be used to
clean lines.
CAUTION
Most air compressors are oil-lubricated and a small
amount of oil may be carried by the airstream into the
system. A water-lubricated compressor can be used to
blow tubing clean only when nitrogen or argon are not
available. However, air flow from such a compressor
must be clean, dry, and filtered.
1. Wash with a vapor-degreasing solution of stabilized trichloroethylene conforming to MIL-T-7003, followed by blowing tubing clean and dry with a jet of nitrogen
gas (BB-N-411) Type 1, Class 1, Grade A or Technical Argon (MIL-A-18455).
2. Flush with naphtha conforming to Specification TT-N-95; then blow clean and
dry with clean, dry, filtered air. Flush with anti-icing fluid conforming to MIL-F5566 or anyhydrous ethyl alcohol. Rinse 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).
2. 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 (MIL-A-18455).
NOTE
Cap all lines immediately after drying.
d. Fabrication of pressure lines is not recommended. Lines should be replaced from
factory by part number.
e. Use only S1465 Teflon lubricating tape on threads of male fittings. No lubricating
tape is used on coupling sleeves or outside of flares.
f. Maintenance personnel must assure that their hands are free of dirt and grease prior
to installation of oxygen tubing or fittings.
WARNING
Use nonsparking tools.
CAUTION
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.
CAUTION
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.
14-5
MODEL R182 AND TR182 SERVICE MANUAL
g
14-21.
All tools used for installing of oxygen tubes or fittings must be free of dirt, grease.
and oils.
OXYGEN CYLINDER GENERAL INFORMATION. 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 "ICCorDOT-3AA1800".
NOTE
Effective 1 January, 1970, all newly-manufactured cylinders are stamped "DOT" (Department of Transportation),
rather than "ICC" (Interstate Commerce Commission).
An example of the new designation would be: "DOT3AA1800".
Cylinder serial number is stamped below or directly following 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 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 8-81 for
August 1981). 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.
b.
14-22.
CYLINDER-REGULATOR. The cylinder-regulator assembly consists of a 48.0 cubic foot
capacity cylinder with a factory-assembled, non field-servicable regulator. The cylinder is
classified as lightweight DOT-3AA1800 and is subject to periodic inspections. Standard
weight DOT-3AA1800 cylinders must be hydrostatically tested to 5/3 their working pressure
every five years, commencing with the date of the last hydrostatic test. Standard weight
DOT-3AA1800 cylinders have no age life limitations and may continue to be used until they
fail hydrostatic test.
NOTE
These test periods and life limitations are established by
the Interstate Commerce Commission Code of Federal
Regulations. Title 49, Chapter 1. Para. 73.34.
14-23.
14-6
SERVICING OXYGEN CYLINDER-REGULATOR. A circular access plate 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.
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
Oil, grease or other lubricants, in contact with highpressure 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
performed on oxygen systems.
a.
b.
Breathing oxygen conforming to MIL-O-27210D must be used.
Check oxygen system pressure gage.
WARNING
Be sure to ground aircraft and ground servicing equipment before charging oxygen system.
c.
Do not attempt to charge oxygen cylinders if servicing equipment fittings or filler
valve are corroded or contaminated. If in doubt, clean with stabilized trichlorethylene and let air dry. Do not 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.
CAUTION
A cylinder which is completely empty may well be
contaminated. The regulator-cylinder assembly must
then be disassembled, inspected and cleaned by an FAAapproved 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.
f.
g.
h.
Connect cylinder valve outlet or outside filler valve to manifold or portable oxygen
cascade.
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.
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".
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 it will only
be cooled by ambient air; no water bath or other means of cooling be used.
14-7
MODEL R182 AND TR182 SERVICE MANUAL
TABLE OF FILLING PRESSURES
Ambient
Temp
°F
Filling
Press
psig
0
10
20
30
40
50
60
1600
1650
1675
1725
1775
1825
1875
Ambient
Temp
°F
70
80
90
100
110
120
130
Filling
Press.
psig
1925
1950
2000
2050
2100
2150
2200
14-24. REMOVAL OF OXYGEN CYLINDER-REGULATOR (Thru 1981 Models.)
(See figure 14-3.)
a. Remove aft baggage partition to gain access to oxygen cylinderregulator assembly.
b. Straighten cable end of ON-OFF control (11) at regulator (13).
c. Loosen cable clamp and remove control (11) from regulator (13).
d. Remove and cap the high pressure gage line (17) at tee (16).
e. Remove and cap low pressure line (15) at regulator (13).
f. Break safety wire and loosen clamps securing oxygen cylinder (14),
and remove oxygen cylinder.
14-25. INSTALLATION OF OXYGEN CYLINDER-REGULATOR. (Thru 1981 Models.)
(See figure 14-3.)
a. Slip clamps over cylinder, ensuring that orientation is correct for installation of lines (15) and (18) and control (11). Secure oxygen cylinder and safety wire clamps.
b. Uncap and install low pressure line (15) at regulator (13).
c. Uncap and install high pressure gage line (17) at tee (16).
d. Insert ON-OFF control (11) in cable clamp and cable housing clamp at
regulator (13).
e. Test operate oxygen system to ensure that lever (32) will function
properly.
f. Bend cable end of ON-OFF control (11) 90 °
g. Reinstall aft baggage partition.
14-26. REMOVAL OF OXYGEN CYLINDER-REGULATOR. (Beginning with 1982
Models.) (See figure 14-3.)
a. Remove access cover from left side of tailcone to gain access to
oxygen cylinder-regulator assembly.
WARNING
Ensure that battery cover and contactor cover are
installed. When removing or installing oxygen cylinderregulator assembly, avoid contacting battery, contactor,
or wiring with cylinder or regulator.
14-8
MODEL R182 AND TR182 SERVICE MANUAL
b. Straighten cable end of ON-OFF control (11) at regulator (13).
c. Loosen cable clamp and cable housing clamp. Remove control (11)
from regulator (13).
d. Remove and cap high pressure gage line (10) at tee (9).
e. Remove and cap low pressure line (15) at regulator (13).
f. Break safety wire and loosen clamps securing oxygen cylinder (14).
f. Remove oxygen cylinder.
14-27. INSTALLATION OF OXYGEN CYLINDER-REGULATOR. (Beginning with
1982 Models.) (See figure 14-3.)
a. Slip clamps over oxygen cylinder (14), ensuring that orientation is
correct for installation of lines (8) and (15) and control (11). Secure
oxygen cylinder and safety wire clamps.
b. Uncap and install low pressure line (15) at regulator (13).
c. Uncap and install gage line (10) at tee (9).
d. Insert ON-OFF control (11) in cable clamp and cable housing clamp at
regulator (13).
e. Test operate oxygen system to ensure that lever (32) will function
properly.
f. Bend cable end of ON-OFF control (11) 90 ° .
g. Reinstall access cover on left side of tailcone.
14-28.
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 cylinders 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
See Note
Isolated Pitting or Corrosion (Depth)
0.010
1
2
Local Pitting or Corrosion or
Line Corrosion(Depth)
0.005
2
3
Not Allowed
4
Cuts, Digs, Gouges (Depth)
0.005
5
Dents (Depth)
0.031
6
Fire Damage
Not Allowed
7
Bulges
Not Allowed
8
General Corrosion
.
Tolerance (in)
14-9
MODEL R182 AND TR182 SERVICE MANUAL
NOTES
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 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 manufacturer or an FAA-approved
facility during hydrostatic testing.
c.
Actuate regulator controls and valve to check for ease of operation.
CAUTION
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.
14-10
Pressurize the system and check for leaks.
MODEL R182 AND TR182 SERVICE MANUAL
14-29.
OXYGEN FILLER VALVE. (See figure 14-3.)
14-30. DESCRIPTION. The oxygen filler valve is mounted on the left fuselage skin,
aft of bulkhead station 140. 00 (aft of station 156.00 on 1983 Models).
14-31. REMOVAL. (Thru 1981 Models.) (See figure 14-3.)
a. Remove access plate (1) from fuselage skin.
b. Remove filler line (20) from filler valve (3); cap filler line.
c. Remove screws attaching filler valve (3) to adaptor assembly (4).
d. Remove filler valve (3) from adapter assembly (4).
e. Remove spacer (2).
14-32. INSTALLATION. (Thru 1981 Models.) (See figure 14-3.)
a. Install filler valve (3) in adapter assembly (4) and secure with screws.
b. Install adapter assembly (4) and spacer (2).
c. Install access plate (34) to fuselage skin and adapter assembly (2) with
screws.
d. Uncap filler line (20) and attach to filler valve (3).
14-32A.REMOVAL. (Beginning with 1982 Models.) (See figure 14-3.)
a. Remove access plate (19) from fuselage skin.
b. Remove filler line (17) from (22); cap filler line.
c. Remove screws attaching filler valve (21) to adaptor assembly (22).
d. Remove filler valve (21) from adapter assembly (22).
e. Remove spacer (20).
14-32B.INSTALLATION. (Beginning with 1982 Models.) (See figure 14-3.)
a. Install filler valve (21) in adapter assembly (22) and secure with screws.
b. Install adapter assembly (22) and spacer (20).
c. Install cover (19) to fuselage skin and adapter assembly (22) with screws.
d. Uncap filler line (17) and attach to adapter (22).
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 a 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 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.
14-11
MODEL R182 AND TR182 SERVICE MANUAL
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 sidepanels 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.
NOTE
Observe all cautions, warnings, precautions and procedures outlined in paragraph 14-20 when removing or
installing oxygen lines.
14-36.
OUTLET VALVE ASSEMBLIES. (See figure 14-3.)
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.
14-38.
REMOVAL OF PASSENGER OUTLET VALVE ASSEMBLY. (See figure 14-3.)
NOTE
Ensure oxygen control is OFF.
a.
b.
c.
d.
e.
f.
g.
Remove lock ring (19) and cover (10).
Remove window moulding.
Remove cabin headliner as outlined in Section 3 of this manual.
Remove nut (28).
Remove outlet (35) from bracket (20).
Disconnect oxygen line (22) from outlet (10), and cap line.
Remove nut (28) from outlet (35).
14-39. INSTALLATION OF PASSENGER OUTLET VALVE ASSEMBLY. (See
figure 14-3.)
a. Install nut (28) on threads of outlet valve assembly (35) and install
outlet valve assembly in mounting hole of bracket (20); install and
tighten outer nut (28) on outlet (35).
b. Uncap and connect oxygen line (22) to outlet valve assembly (35).
c. Install bracket (20) to sidewall of aircraft.
d. Turn oxygen control ON and test connection for leaks.
e. Install cabin headliner as outlined in Section 3 of this manual.
f. Install window moulding.
g. Install cover (20) and lock ring (19)
14-40. REMOVAL OF PILOT AND/OR COPILOT OUTLET VALVE ASSEMBLY.
(See figure 14-3.)
NOTE
Ensure oxygen control is OFF.
14-12
MODEL R182 AND TR182 SERVICE MANUAL
a. Remove overhead console as outlined in Section 3 of this manual.
b. Disconnect oxygen line at rear of outlet valve assembly; cap oxygen
line.
c. Remove nut (28).
d. Remove outlet valve assembly (35) from bracket (36)
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 (36).
b. Install and tighten nut (28).
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.
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 outlets (35) 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.
14-43.
OXYGEN SYSTEM FUNCTIONAL TEST.
NOTE
Whenever the oxygen system regulator (cylinderregulator 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.
14-13
MODEL R182 AND TR182 SERVICE MANUAL
c.
d.
Turn oxygen system ON. Pressure should be 70t PSIG. If pressure does not fall
within these tolerances. replace cylinder-regulator and repeat test.
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.
14-46.
REMOVAL. (See figure 14-3.)
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 (10) at tee (9).
c. Remove overhead console for access to pressure gage (37).
d. Disconnect pressure gage line (10) from pressure gage (37); remove
pressure gage by unscrewing bezel and removing clear lens.
14-47. INSTALLATION. (See figure 14-3.)
a. Install pressure gage (37) in overhead console, install clear lens and
screw bezel on pressure gage threads, attaching pressure gage to
overhead console.
b. Connect pressure gage line (10) to pressure gage (37).
c. Connect pressure gage line (10) to tee (9).
d. Turn oxygen control ON and test for leaks.
e. Install aft baggage partition.
f. Install overhead console.
NOTE
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.
14-14
MODEL R182 AND TR182 SERVICE MANUAL
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 provided with the R182 aircraft are color-coded by a sleeve adjacent to the quickconnect adapter; orange for pilot, 14,000 to 22,000 foot altitude rating, and
green for passenger, 8,000 to 14, 000 foot rating. The masks provided with
the TR182 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 passengers, 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 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.
CAUTION
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.
a. 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.
14-15
MODEL R182 AND TR182 SERVICE MANUAL
Detail A
4
10 Detail
C'\
Det ail···'':l%
B
120
1819
21
13
12
22
'.
17
23
16
14
THRU 1981 MODELS
BEGINNING WITH 1982 MODELS
Detail
1.
Arm
2.
3.
4.
5.
6.
7.
8.
Shaft
Nozzle
Valve Assembly
Defroster Control
Angle Bracket
Heater Control
Duct
9.
C
Defroster
10. Nylon Sleeve
11. Hose
12. Clamp
13. Valve Body
14. Seat
15. Valve Door
16. Seal
17.
Retainer
18.
19.
20.
21.
22.
23.
24.
Bearing
Valve Seat
Control Attach Bracket
Spring
Arm
Clamp
Deflector
Figure 14-1. Heating and Defrosting Systems
14-16
MODEL R182 AND TR182 SERVICE MANUAL
R18200001 THRU R18201628
FR18200001 THRU FR18200070
B
O R18201629 & ON
* BEGINNING WITH
R18201946
A
20
's~l
1|
3 r
\
*5
Euboe
5.
Assembly
6:. Seal
21
22
/
°7
·
!
2. Nutplate
I7
1.
2.
3.
4.
5.
6.
Elbow Assembly
Nutplate
Air Scoop
Rib
Tube Assembly
0 7
Seal
/
1-1
/17
7.
Nut
123
24
DetailA
s1
11
18
18
012
14
1
15
/
09
8. Washer
9. Washer
10. Seal
11. Bullet Catch
12. Outlet Assembly
13. Seal
14. Cap
15. Knob
16. Nut
17. Screw A Do
18. Insert
19. Outside Air Temperature Gage
20. Fuselage Skin
21. Fresh Air Door
22. Clamp Bolt
23. Seal
24. Inlet
25. Clamp
26. Hose
"
013
015
Detail B
017
3
75
*9
*1 7
016
0
Detail
C
Figure 14-2. Ventilating System (Sheet 1 of 2)
14-17
MODEL R182 AND TR182 SERVICE MANUAL
27
28
27.
~31
; IX^\,--.
^~f;T
^"^
30
I28.
V,~-/
j29..--
r:_1
30.
''!\W~ oat
~31.
;~
32.
\-33.
\\&^_,1qk~
/6\
1;
a
27
rkr35.
Housing
~34.
Tube Assembly
-;
\>
L
U V T I
Headliner
Bracket
Bracket
Valve Assembly
Escutcheon
Wheel
29
(Inner)
connector
23
3 1
33
30
o
<
~Ts
Detail C
Seal with RTV102 (white)
or RTV (black)
typical LH & RH sides.
Figure 14-2. Ventilating System (Sheet 2 of 2)
14-18
MODEL R182 AND TR182 SERVICE MANUAL
THRU 1981 MODELS
A
......
D
.
. . . .B--Detail
Detai
..1~3
'.20.'.:.-:,
4.
\L 8X
.r\"---:.
~
Adapter
12.
16. Bracketail
2.7. Supcr1t
e
Mouning 3.DtaFillr
Bakt1.
i
11.
Bulkhead
\'
S
20. Bracket
35. Outlet
Cylinder 14.Cylinder35.Outt14-19
14.6.3Braket
16. Gee
L
oF
19
COnStro
CrsupplyG
Ling
-
14-1(
ii~~~~~~~~~~~~~~~~
~~~~41
MODEL R182 AND TR182 SERVICE MANUAL
18
34
/
lJO
Detail F
10. Gage Line
27. Button
316. Coupling
28. Nu
32
1
2242
19
10.
16.
Gage Line
Coupling
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Nipple
Tee
Ring
Cover
Adapter
O-Ring
Insert
Seat
Poppet
Spring
27.
28.
Button
Nut
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
Body
Knob
Spacer
Lever
Knob
Spacer
Outlet
Bracket
Gage
Bracket
Figure 14-3. Oxygen System (Sheet 2 of 3)
14-20
MODEL R182 AND TR182 SERVICE MANUAL
BEGINNING WITH 1982 MODELS
A
19
14
A
Detail
~~~~~~~17.~~~9.
~~~~~10
1
~10.
DeNOTE
A
NOTE
Beginning with R18201941, turbocharged airplanes, rectangular, blanked holes in mounting brackets (7) have
.050 inch corner radii. If mounting brackets in older airplanes have cracks in corners of blanked holes, mounting
brackets (7) should be replaced by brackets with corner
radii, or existing cracks stop drilled and corner radii
added.
7.
8.
11.
13.
.
9..
10.
11.
13.
14.
15.
17.
18.
19.
20.
21.
22.
23.
Mounting Bracket
Gage and Filler Line
Tee
Gage Line
Control
Regulator
CylountindeBracket
Gag and
e Filler Line
Tee
Gage
Line
Control
Regulator
Cylinder
Low Pressure Line
Filler Line
Bulkhead Station 156.00
Cover
Spacer
Filler Valve
Adatper
Cap and Chain
Figure 14-3. Oxygen System (Sheet 3 of 3)
14-21
MODEL R182 AND TR182 SERVICE MANUAL
//:[C^/)-OXYGEN
CYLINDER
X
X-^J
--
PRESSURE GAGE
OXYGEN PURIFIER
WITH REPLACEABLE
CARTRIDGE
Figure 14-4. Portable Oxygen Cascades
14-22
NITROGEN CYLINDER
MODEL R182 AND TR182 SERVICE MANUAL
14-54.
PROPELLER DE-ICE SYSTEM. (B.F. Goodrich, 2-Bladed Propeller Installation.) (See
figure 14-5.)
14-55.
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 ammeter, 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 deice system components, except the brush block assembly, can be installed or removed.
14-56.
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
ELEMENTS DO NOT
HEAT.
CYCLING SEQUENCE
NOT CORRECT OR
NO 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.
Defective wiring.
Repair or replace wiring.
Defective switch.
Replace switch.
Defective timer.
Replace timer.
Defective brush-toslip ring connection.
Check alignment. Replace
defective parts.
Crossed Connections.
Correct wiring.
Defective timer.
Replace timer.
Brush block or slip
ring out of alignment.
Align properly.
14-23
MODEL R182 AND TR182 SERVICE MANUAL
14-57.
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. Jump timer 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
3E1899-1
B (28VDC)
14-58.
GROUND PIN OUTPUT PIN
G (28VDC)
C (28VDC)
TIME REPEAT CYCLE TIME
(SECONDS)
90
SLIP RING ALIGNMENT. After installation, the slip ring assembly must be checked for
run-out, and adjustments made, if necessary.
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 persit, 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.
b.
c.
Securely attach dial indicator gage to engine, and place pointer on slip ring.
Rotate propeller slowly by hand, noting the deviation of the slip ring from a true
plane as indicated on the gage.
Check that total run-out does not exceed 0.008-inch (±0.004-inch). Also check that runout does not exceed 0.002-inch within any 4-inches of slip ring travel.
CAUTION
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 the
propeller to hold this error to a minimum.
d.
e.
f.
14-24
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.
If the procedure outlined in step "d" does not produce acceptable run-out, fabricate
small washer-shaped shims (approximately 0.010-inch), and place on attachment
bolts, limit one washer per bolt, between slip ring and spinner bulkhead or mounting
plate.
Recheck run-out. Adjust shim thickness and vary torque of attachment bolts until
slip ring runs true within the prescribed tolerance.
MODEL R182 AND TR182 SERVICE MANUAL
14-59.
INSTALLATION AND ALIGNMENT OF BRUSH BLOCK ASSEMBLY. (See figures 14-7
and 14-8.)
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.
CAUTION
Make sure that slip ring run-out has been corrected
before attempting to align brushes on slip ring.
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.
a.
CAUTION
Use care not to disturb other adjustments when adjusting
angular alignment.
14-60.
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 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
14-25
MODEL R182 AND TR182 SERVICE MANUAL
2
,,
~1~~
3
6
A
////
'16
I-1
-.... B~
.1
2
13
*.-/. p...
1.
2.
3.
4.
5.
6.
Support Bracket
Mounting Bracket
Modular Brush Assembly
Starter Ring Gear
Wire Terminal
Lead Clip
\
7.
8.
9.
10.
11.
De-Ice Boot
Restrainer Strap
De-Ice Boot
Spinner
Tie Strap
12.
13.
14.
15
16.
17.
Nut
Washer
Washer
Washer
Bushinger
Bulkhead
Figure 14-5. B.F. Goodrich 2-Bladed Propeller De-Ice System (Sheet
1 of 4)
14-26
C1
13
\I
.S
\\\1
MODEL R182 AND TR182 SERVICE MANUAL
r
H
Detail
^
41
tL8e
o-e|.-|IEA-,-.
... __
_
|.
_
_I
>
>({){"I
, __
.
Ds
1
'O
18.
Timer
19.
Circuit Breaker
20.
Prop De-ice Switch_
21.
Prop De-ice Ammeter
'
22.
Shunt
THRU 1982 MODELS
-----
19
'
!
,
19
--
BEGINNING WITH
1983 MODELS
NOTE
Beginning with R18202012, turbocharged airpalnes. Shunt (22) is dip-coated and terminal
covers added to provide better insulation.
Detail
B
21
210=
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THRU 1982 MODELS
21
20--2 ^-
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BEGINNING WITH 1983 MODELS
Detail C
Figure 14-5. B.F. Goodrich 2-Bladed Propeller De-Ice System (Sheet 2 of 4)
14-27
MODEL R182 AND TR182 SERVICE MANUAL
3.
- 2-
.
0.062 (-- 0.030-inch)
i
I
^ T!- 1
V iew
A
-A
Modular Brush Assembly
8
4
/
7~~~~
[63"
i<~~~~~~
View D-
D
Start restrainer strap approximately in
this location so a double thickness is over
lead strap of the de-icer.
Figure 14-5. B.F. Goodrich 2-Bladed Propeller De-Ice System (Sheet 4 of 4)
14-29
MODEL R182 AND TR182 SERVICE MANUAL
d.
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.
Mask off an era 1/2" from each side and outer end of the pattern. and remove the
pattern.
NOTE
Apply cement at room temperature (65°-75°F). For best
results, allow to air dry for a minimum of one hour at 50F
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.
f.
g.
h.
i.
j.
k.
1.
m.
n.
o.
p.
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 warning the area with a heat gun or heat lamp. Apply one even
brush coat of EC-1300L cement to the cleaned metal surface. Allow the air dry for a
minimum of one hour. Allow to air dry for a minimum of one hour and then apply a
second even brush coat of EC-1300L cement.
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.
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.
Using a silver-colored pencil, mark a centerline along the leading edge of the
propeller bade and a corresponding centerline on the cemented side of the boot.
Reactivate the surface of the cement using a clean, link-free cloth, heavily moistened
with toluol. Avoid excessive rubbing of cement, which would remove the cement.
Position the boot centerline on the propeller leading edge. starting at the hub end at
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 with a rubber roller.
Gradually tilting the roller, work the boot carefully over either side of the blade
contour to avoid trapping air in pockets.
Roll outwardly from the centerline to the edges tends to form wrinkles, workthem out
smoothly and carefully with fingers.
Apply one even coat of EC-539 (Minnesota Mining & Mfg. Co.). mixed per manufacturer's instructions, around the edges of the installed boot.
Remove masking tape from the propeller and clean the surface of the propeller by
wiping with a clean cloth dampened with toluol.
Install restrainer strap as shown in detail in figure 14-5, 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.
Secure electrical leads of restrainer strap with screws, washers and sleeves.
14-61.
PROPELLER DE-ICE SYSTEM. (McCauley, 3-Bladed Propeller Installation.) (See figure 146.)
14-62.
DESCRIPTION. The system is of an electrothermal type, consisting of electrically heated
14-30
MODEL R182 AND TR182 SERVICE MANUAL
de-icers bonded to each propeller blade, a slip ring assembly for power distribution to the
propeller de-icers, 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 20 seconds, reducing ice and adhesion in
these areas. Then the timer switches power to inboard heating elements for approximately
20 seconds. It then returns to the outer elements and continues cycling action. This outboardinboard 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.
14-63.
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.
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. Replace
defective parts.
Incorrect wiring.
Correct wiring.
Defective wiring.
Repair or replace wiring.
Defective timer.
Replace timer.
14-31
MODEL R182 AND TR182 SERVICE MANUAL
14-63.
TROUBLE SHOOTING (Cont).
PROBABLE CAUSE
TROUBLE
SOME ELEMENTS DO
NOT HEAT (CONT).
CYCLING SEQUENCE
NOT CORRECT OR
NO CYCLING.
RAPID BRUSH WEAR.
FREQUENT BREAKAGE.
SCREECHING OR
CHATTERING.
14-64.
Defective brush-toslip ring connection.
Check alignment. Replace
defective parts.
Defective element.
Replace element.
Crossed connections.
Correct wiring.
Defective timer.
Replace timer.
Brush block or slip
ring out of alignment.
Align properly.
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. 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.
TIMER P/N
C40171
14-65.
REMEDY
POWER INPUT PIN
1 (24VDC)
GROUND PIN
5 (24VDC)
OUTPUT SEQUENCE
(TIME)
Three. 20 seconds each
SLIP RING ALIGNMENT. After installation, the slip ring assembly must be checked for
run-out, and adjustments made, if necessary.
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.
14-32
TIME REPEAT
CYCLE TIME
(SECONDS)
60
MODEL R182 AND TR182 SERVICE MANUAL
10
9
8
1
Torque to 660-780 lb.-in.
.
6
4
2
2. De-Ice Boot
1. Spinner
2.
3.
4.
5.
6.
\A
8.
9.
10.
11.
12.
',
A.?.--.:"''!.~""-..'
"8. Block Asse"mbly
\Detail A Brush
7.
De-Ice Boot
Lead Clip
Bulkhead
Tie-Wrap
Starter Support
/:2
Slip Ring
Brush Block Assembly
Spacer
Bracket Assembly
Lead Strap
Retainer Strap
-
:",-'., ......
:. " :':""
..
**..'
"- "..':;
Figure 14-6. McCauley 3-Bladed Propeller De-Ice System (Sheet 1 of 3)
14-33
MODEL R182 AND TR182 SERVICE MANUAL
<
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Detail B
.
.
i
1413.
14.
15.
16.
17.
!.'-^- === r __ a '
14
Timu~er
~BEGINNING
Timer
~~~~~13.
Circuit Breaker
Circ
14. Beaer
Prop De-ice Switch
Prop De-ice Ammeter
Shunt
~
/
THRU 1982 MODELS
Detail
o~
WITH
BEGNING W
1983 MODELS
C
16
~../
_
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1
1"
THRU 1982 MODEIS
16
·
:
7' [L-"- --
;
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.
.-
,
<
3.
BEGINNING WITH 1983 MODELS
Detail D
Figure 14-6. McCauley 3-Bladed Propeller De-Ice System (Sheet 2 of 3)
14-34
7o
MODEL R182 AND TR182 SERVICE MANUAL
\~ yView
A-
A
1.00"
.63'.
View B- B
Start restrainer strap approximately in
this location so a double thickness is over
lead strap of the de-icer.
Figure 14-6. McCauley 3-Bladed Propeller De-Ice System (Sheet 3 of 3)
14-35
MODEL R182 AND TR182 SERVICE MANUAL
a.
b
c.
Securely attach dial indicator gauge to the engine, and place the pointer on the slip
ring.
Rotate propeller slowly by hand, noting the deviation of the slip ring from a true
plane as indicated on the gauge.
Check that total run-out does not exceed 0.008-inch (0.004-inch). Also check that runout does not exceed 0.002-inch within any 4 inches of slip ring travel.
CAUTION
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 ot exert a uniform push or pull on the
propeller to hold this error to a minimum.
d.
e.
f.
14-66.
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.
If the procedure outlined in step "d" does not produce acceptable run-out, fabricate
small washer shaped shims (approximately .010 inch), and place on attachment
bolts, limit one washer per bolt, between slip ring and spinner bulkhead or mounting
plate.
Recheck run-out. Adjust shim thickness and vary torque of attachment bolts until
slip ring runs true within the prescribed tolerance.
INSTALLATION AND ALIGNMENT OF BRUSH BLOCK ASSEMBLY. (See figures 14-7
and 14-8.)
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.
CAUTION
Make sure that slip ring run-out has been corrected
before attempting to align brushes on slip ring.
a.
14-36
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. Length of brushes from slip ring to brush block housing to be 0.063 (*0.015-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.
MODEL R182 AND TR182 SERVICE MANUAL
SLIP RING ASSEMBLY
=
--
0.062 (+- 0.030-inch)
"
'
j
t
;<
+
.
PROPELLER
ROTATION
I --------
\^
'
BRUSH BLOCK
------ ~ASSEMBLY
Figure 14-7. Angular Brush Alignment
BRUSH FACE ALIGNMENT
INCORRECT
CORRECT
INCORRECT
Figure 14-8. Brush Face Alignment
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.
14-67.
REPLACEMENT OF DE-ICE BOOTS. (Refer to paragraph 14-38.)
14-68.
HEATED WINDSHIELD PANEL. (REMOVABLE.) (See figure 14-9.)
14-69.
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
de-icing. The lower mounting assembly of the panel is hinged for easy cleaning between the
panel and the windshield. The hinge pins are spring-loaded and fit into mounting brackets.
installed on the windshield retainer and upper cowl deck. The spring-loaded pins facilitate
easy removal and installation. The upper end of the panel is supported by a bumper which
holds the panel of the windshield. Power to the windshield panel is provided through a plug.
located in a housing assembly, just left of the lower outboard support bracket. The system is
controlled by a switch on the instrument panel. The system is protected bty a 5-arr.p. circuit
breaker, located in the left circuit breaker panel;
,14-70.REMOVAL AND INSTALLATION. (See figure 14-9.) The figure mav be used as a guide for
removal and installation of the heated windshield panel.
14-37
MODEL R182 AND TR182 SERVICE MANUAL
%.
....
-Stop
3..
'·- -4,
5.
* *
14-9.
.
Bracket
t~~·
Ass
°
0
~
1 o 2)
6
*%-'I.. -
.-
~~~5. B.. ce
Outboard~
~·.
6.
7.
Connector//
%
IBumper/ Bak
8.
Housing
\
/
4'..
.
:-^*"I
'////J.--
'>.
..
\
MODEL R182 AND TR182 SERVICE MANUAL
*
^
-
c
-
~
s_
v_**v
^^Z-__
*bc.-=-,m
/
*;-
BEGINNING WITH
1983 MODELS
THRU 1982 MODELS
Detail D
9.
10.
AV
Switch
Circuit Breaker
SlR
C&A/Pt
A/P
WX
°t, YeeeO
eee e
SAUI
FX
I
e
_
__
ff01
$-
W/$
_
THRU 1982 MODELS
I
RA0
-0
Ax,
,
CNOS5
RO
ProT
W'S
Jje
10
10
Detail
C
BEGINNIIN
G WITH
1983 MODELS
Figure 14-9. Heated Windshield Panel (Removable) (Sheet 2 of 2)
14-39
MODEL R182 AND TR182 SERVICE MANUAL
14-71.
CONTROL SURFACE DISCHARGERS.
14-72.
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 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 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.
14-73.
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
NOTE
A GOOD aircraft ground must be established in order to
perform RELIABLE resistance checks on the control surface dischargers.
Perform the following resistance checks on each control surface discharger and replace
those which do not conform to the resistance requirements.
a. If the wick and base of the discharger are an integral unit, the resistance from the
base of the discharger to a good aircraft ground should check 2.5 milliohms maximum.
b. If the wick can be separated from the base, the resistance from the base to a good aircraft ground should check 1.0 ohm maximum.
c. Connect the EARTH terminal of Megger tester to the base of the discharger. Check
resistance at tip of discharger using the 500-volt scale of the Megger. If scale checks
less than 1 megohhm or greater than 100 megohms, replace the wick.
WARNING
Do not bend the wick during the preceding check, since
wicks have a higher resistance when bent.
14-40
MODEL R182 & TR182 SERIES SERVICE MANUAL
SECTION 15
INSTRUMENTS AND INSTRUMENT SYSTEMS
TABLE OF CONTENTS
Page No.
Aerofiche/Manual
INSTRUMENTS/INSTRUMENT
SYSTEMS ...............
General ...............
Instrument Panel ......
Description ...........
Removal/Installation ..
Shock-Mounts .........
Instruments ..........
Removal ............
Installation .........
Pitot Static ............
Description ...........
Maintenance ..........
Static System Inspection/
Leakage Test ........
Pitot System Inspection/
Leakage Test ........
Blowing Out Lines .....
Removal/Installation
of Components .......
Trouble Shooting ......
True Airspeed
Indicator ............
Trouble Shooting ....
Trouble Shooting Altimeter ...........
Trouble Shooting - Vertical
Speed Indicator ......
Trouble Shooting - Pitot
Tube Heater .........
Vacuum System ........
Description ...........
Trouble Shooting ......
Trouble Shooting - Gyros
Trouble Shooting Vacuum Pump .......
Maintenance Practices .
Removal ............
Mounting Pad
Inspection ..........
Cleaning ............
Low-Vacuum Warning
Light ...............
Vacuum Relief Valve
Adjustment .........
Standby Vacuum System
Description ...........
3G13/15-3
3G13/15-3
3G13/15-3
3G13/15-3
3G13/15-3
3G14/15-4
3G14/15-4
3G14/15-4
3G14/15-4
3G14/15-4
3G14/15-4
3G18/15-8
3G18/15-8
3G19/15-9
3G19/15-9
3G20/15-10
3G20/15-10
3G20/15-10
3G22/15-12
3G22/15-12
3G23/15-13
3G23/15-13
3H1/15-15
3H1/15-15
3H1/15-15
3H2/15-16
3H3/15-17
3H3/15-17
3H3/15-17
3H4/15-18
3H5/15-19
3H5/15-19
3H5/15-19
3H10/15-22B
3H10/15-22B
Trouble Shooting ......
3H10/15-22B
Removal .............
Installation ...........
Engine Indicators .....
Tachometer ...........
Description ..........
Manifold Pressure Gage
Description ..........
Fuel Pressure Gage ....
3H10/15-22B
3H10/15-22B
3H13/15-23
3H13/15-23
3H13/15-23
3H13/15-23
3H13/15-23
3H13/15-23
TABLE OF CONTENTS
Page No.
Aerofiche/Manual
Description ............
Manifold Pressure/Fuel
Pressure Gage .........
Description ..............
Dampening Adjustment ...
Trouble Shooting - Manifold
Pressure Gage .........
Trouble Shooting - Fuel
Pressure Gage .........
Cylinder Head Temperature
Gage ..................
Description ............
Trouble Shooting .......
Oil Pressure Gage ........
Description ............
Trouble Shooting .......
Oil Temperature Gage ....
Description ............
Carburetor Air Temperature
Gage ..................
Description ............
Trouble Shooting .......
Fuel Quantity Indicating
System ................
Description ............
Removal/Installation
of Transmitter .......
Trouble Shooting .......
Transmitter Calibration
Hourmeter ...............
Description ............
Economy Mixture
Indicator ..............
Description ............
Trouble Shooting .......
Calibration ............
Removal/Installation ...
Magnetic Compass ........
Description ............
Stall Warning System/
Transmitter ...........
Description ............
Turn Coordinator .........
Description ............
Trouble Shooting .......
Turn-and-Slip
Indicator ..............
Description ............
Trouble Shooting .......
Electric Clock ............
Description ............
Outside Air Temperature
Gage ..................
3H13/15-23
3H13/15-23
3H13/15-23
3H13/15-23
3H14/15-24
3H15/15-25
3H15/15-25
3H15/15-25
3H16/15-26
3H16/15-26
3H16/15-26
3H17/15-27
3H18/15-28
3H18/15-28
3H18/15-28
3H18/15-28
3H18/15-28
3H19/15-29
3H19/15-29
3H19/15-29
3H20/15-30
3H20/15-30
3H23/15-31
3H23/15-31
3H23/15-31
3H23/15-31
3H23/15-31
3H23/15-31
3H24/15-32
3H24/15-32
3H24/15-32
3H24/15-32
3H24/15-32
3H24/15-32
3H24/15-32
313/15-35
3I3/15-35
313/15-35
3I4/15-36
314/15-36
314/15-36
314/15-36
Revision 3
15-1
MODEL R182 AND TR182 SERVICE MANUAL
r ^,i···^
5
5
B
4
0B 2
33
A
" b-:^;
-
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___-B0
__
.!9-I-
6
11
n
e
=_=
a
10
98
7
6
3
NOTE POSITION OF GROUND STRAP AND
SEQUENCE OF ATTACHING PARTS WHEN
REMOVING OR INSTALLING SHOCK PANEL
13 12
14
14
12
13
\
\
16
\
\ S
Detail
1.
2.
3.
4.
5.
6.
7.
8.
9.
17
\\
-15
18
A
Detail
Marker Beacon Controls
Shock Mounted Panel
Removeable Panel
Radio and Switch Panel
Fuel and Engine Instruments
Knee Pad
Heating and Ventilating Controls
Wing Flap Control
Engine Controls
10.
11.
12.
13.
14.
15.
16.
17.
18.
Circuit Breaker Panel
Switch Panel
Nut
Washer
Shock Mount
Ground Strap
Threaded Button
Decorative Cover
Stud
Figure 15-1. Instrument Panel
15-2
B
MODEL R182 AND TR182 SERVICE MANUAL
15-1.
INSTRUMENTS AND INSTRUMENT SYSTEMS.
15-2.
GENERAL. This section describes typical instrument installations and their respective
operating systems. Emphasis is placed on trouble shooting and corrective measures only. It
does NOT deal with specific instrument repairs since this usually requires special
equipment and data and should be handled by instrument specialists. Federal Aviation
Regulations require malfunctioning instruments be sent to an approved instrument
overhaul and repair station or returned to manufacturer for servicing. Our concern here is
with preventive maintenance on various instrument systems and correction of system
faults which result in instrument malfunctions. The descriptive material, maintenance and
trouble shooting information in this section is intended to help the mechanic determine
malfunctions and correct them, up to the defective instrument itself, at which point an
instrument technician should be called in. Some instruments, such as fuel quantity and oil
pressure gages, are so simple and inexpensive, repairs usually will be more costly than a
new instrument. On the other hand, aneroid and gyro instruments usually are well worth
repairing. The words "replace instrument" in the text, therefore, should be taken only in the
sense of physical replacement in 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 instruments is secured to the engine mount stringers and a forward fuselage
bulkhead. The removeable panel, containing flight instruments such as airspeed, vertical
speed and altimeter 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 removal of the shock-mounted
panel.
15-3
MODEL R182 AND TR182 SERVICE MANUAL
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.
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.
i
15-6.
SHOCK-MOUNTS. Service life of shock-mounted instruments is directly related to adequate shock-mounting of the panel. If removal of shock-mounted 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
15-4
MODEL R182 AND TR182 SERVICE MANUAL
.
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2.
3.
4.
5.
6.
Airspeed Indicator
Altimetero
Vertical Speed Indicator
Static Line (To Right Sump)
Static Line (To Left Sump)
Pitot Line (To Pitot Tube)
7.
Mounting Screw
8.
9.
Decorative Cover
Retainer
.
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10.
True Airspeed Ring
11.
12.
Instrument Panel
Spacer S e
13.
Sump
14.
15.
16.
17.
18.
Static Port
Fuselage Skin
Heater Element (Heated Pitot Only)
Mast Body
Connector
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Figure 15-2. Pitot-Static Systems (Sheet 1 of 2)
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5
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15-5
MODEL R182 AND TR182 SERVICE MANUAL
12
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10
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(1
TRUE AIRSPEED
INSTALLATION
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14 15
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16
Detail B
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THRU R18200215
BEGINNING WITH R18200216
Figure 15-2. Pitot-Static Systems (Sheet 2 of 2)
15-6
Revision 1
Detail C
MODEL R182 AND TR182 SERVICE MANUAL
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2. Line
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Line (To Left Sump)
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3.
4.
Line (To Right Sump)
Line (Alternate Air)
5.
Bracket
Valve
Figure 15-3. Alternate Static Air System
15-7
MODEL R182 AND TR182 SERVICE MANUAL
powered 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 PILOT'S 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.
CAUTION
When applying or releasing suction, do not exceed range
of vertical speed indicator or 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.
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.
15-8
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.
MODEL R182 AND TR182 SERVICE MANUAL
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 rapair 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.
CAUTION
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 pressure in system, resulting in a
lower airspeed indication. Slowly unroll tubing before removing it, so pressure is reduced
gradually. Otherwise instrument may be damaged. If test reveals a leak in system. check all
connections for tightness.
15-15.
BLOWING OUT LINES. Although the pitot system is designed to drain down to pitot tube
opening, condensation may collect at other points in system and produce a partial
obstruction. To clear the line, disconnect it at airspeed indicator. Using low pressure air.
blow from indicator end of line toward the pitot tube.
CAUTION
Never blow through pitot or static lines toward the
instruments.
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.
NOTE
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.
15-9
MODEL R182 AND TR182 SERVICE MANUAL
Check all static pressure line connections for tightness. If hose or hose connections are used,
check for general condition and clamps for security. Replace hoses which have cracked,
hardened or show other signs of deterioration.
15-16.
REMOVAL AND INSTALLATION OF COMPONENTS. (See figure 15-2.) To remove pitot
mast. remove four mounting screws on side of connector (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, lowerwing
fairin g strip and upholstery as required. Installation of tubing will be simpler if a guide wire
is drawn in as tubing is removed from wing. The tubing may be removed intact by drawing it
out through cabin and right door. When replacing 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.
15-17.
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 is
equipped with a conversion ring which is 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 installation, 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.
NOTE
Do not overtighten screws (7) and do not lubricate any
parts.
Use spacers (12) as required for adequate friction on ring
assembly (10).
15-10
MODEL R182 AND TR182 SERVICE MANUAL
2
34
5
WITHOUT ALTERNATE STATIC SOURCE INSTALLED
2
7
1
,1
4
WITH ALTERNATE STATIC SOUCE INSTALLED
NOTE
*
*TO R/H STATIC SOURCE
* TO L/H STATIC SOURCE
1.
2.
3.
4.
5.
6.
7.
Static Line
Standby Altimeter
Encoding Altimeter
Airspeed Indicator
Vertical Speed Indicator
Alternate Static Source Valve
Line (To Transponder)
Figure 15-4. Encoding Altimeter Installation
15-11
MODEL R182 AND TR182 SERVICE MANUAL
15-19.
TROUBLE SHOOTING -- AIRSPEED INDICATOR.
NOTE
Refer to paragraph 15-15 before blowing out pitot or static
lines.
TROUBLE
HAND FAILS TO
RESPOND.
INCORRECT INDICATION
OR HAND OSCILLATES.
HAND VIBRATES.
15-20.
PROBABLE CAUSE
REMEDY
Pitot pressure connection
not properly connected to
pressure line from pitot
tube.
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.
15-12
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.
MODEL R182 AND TR182 SERVICE MANUAL
15-20.
TROUBLE SHOOTING -- ALTIMETER (Cont.)
TROUBLE
HAND OSCILLATES.
15-21.
PROBABLE CAUSE
REMEDY
Static pressure irregular.
Blow out lines. tighten
connections.
Leak in airspeed or vertical
speed indicator installations.
Blow out lines, tighten
connections.
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.
PROBABLE CAUSE
REMEDY
Switch turned "OFF".
Turn switch "ON"
Open circuit breaker.
Reset breaker.
Break in wiring.
Repair wiring.
Heating element burned out.
Replace element.
15-13
MODEL R182 AND TR182 SERVICE MANUAL
THICK-WALLED
SURGICAL HOSE
PRESSURE BLEED-OFF
SCREW (CLOSED) -~
/
-
AIR BULB
WITH CHECK
VALVES
/
CACLAMP
/
THICK-WALLED
CHECK VALVE
SURGICAL HOSE
O
"
L 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.
hose shut tightly to trap
Slowly release air bulb to obtain desired suction, then pinch
suction in system.
4.
a small amount of air to
After leak test, release suction slowly by intermittently allowing
away from opening, then
enter static system. To do this, tilt end of suction hose
indicator approaches
immediately tilt it back against opening. Wait until vertical speed
until all
intermittently
air
zero. then repeat. Continue to admit this small amount of
suction is released. then remove test equipment.
TO APPLY PRESSURE:
CAUTION
Do not apply positive pressure with airspeed indicator or
vertical speed indicator connected into static system.
1.
2.
3.
Hold pressure hose firmly against static pressure source opening.
Desired pressure
Slowly squeeze air bulb to apply desired pressure to static system.
through
escaping
air
any
replace
to
bulb
squeezing
may be maintained by repeatedly
leaks.
remove test equipRelease pressure by slowly opening pressure bleed-off screw, then
ment.
Figure 15-5. Static System Test Equipment
15-14
MODEL R182 AND TR182 SERVICE MANUAL
15-23.
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
expel 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 filtering 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.
15-25.
TROUBLE SHOOTING -- VACUUM SYSTEM.
NOTE
Refer to paragraph 15-15 before blowing out pitot or static
lines.
TROUBLE
PROBABLE CAUSE
REMEDY
HIGH SUCTION GAGE
READINGS. (Gyros
function normally.)
Suction relief valve filter
clogged. Relief valve malfunction.
Replace filter. Reset relief
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.
15-15
MODEL R182 AND TR182 SERVICE MANUAL
15-26.
TROUBLE SHOOTING -- GYROS.
TROUBLE
HORIZON BAR FAILS
TO RESPOND.
HORIZON BAR DOES
NOT SETTLE.
HORIZON BAR OSCILLATES OR VIBRATES
EXCESSIVELY.
EXCESSIVE DRIFT IN
EITHER DIRECTION.
DIAL SPINS IN ONE DIRECTION CONTINUOUSLY.
15-16
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.
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.
MODEL R182 AND TR182 SERVICE MANUAL
15-27.
TROUBLE SHOOTING -- VACUUM PUMP.
PROBABLE CAUSE
TROUBLE
REMEDY
EXCESSIVE OIL IN
DISCHARGE.
Damaged engine drive
seal.
Replace gasket.
HIGH SUCTION.
Suction relief valve
screen clogged.
Clean or replace screen.
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, 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.
CAUTION
Do not use teflon tape, pipe dope, or thread lubricants of
any type on fitting threads, and avoid over-tightening of
connections. All filters in vacuum system must be
changed when installing a new pump. Failure to do so
will void pump warranty. DO NOT CONNECT A PUMP
BACKWARDS since the manifold check valve provides no
pressure relief, the pump will be destroyed within a matter of seconds after starting the engine.
15-28A. REMOVAL OF VACUUM PUMP.
a.
b.
c.
d.
e.
Remove upper engine cowling in accordance with procedures in Section 11 or 11A.
Disconnect, cap off and identify hose on inlet side of vacuum pump.
Identify and disconnect hose on outlet side of vacuum pump.
Remove nuts, lockwashers, and flat washers securing vacuum pump to engine.
Remove vacuum pump from mounting studs on engine.
15-17
MODEL R182 AND TR182 SERVICE MANUAL
f.
Remove fittings from pump and retain if they are reusable. Discard any twisted fittings and damaged nuts and lockwashers.
15-28B. MOUNTING PAD INSPECTION.
a.
Check condition of the AND 20000 pad seal. If the seal shows any signs of oil leakage, replace the seal. Replace seal if there is any doubt as to its serviceability.
15-28C. INSTALLATION OF VACUUM PUMP.
a.
b.
Before installing a new vacuum pump purge all lines in the system to remove carbon
particles or pump components that may have been deposited in the lines by a previous pump.
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.
NOTE
Before installing vacuum pump on engine, ensure that
mating surfaces are clean and free of any old gasket material.
c.
Position vacuum pump in a jaw-protected vise, with drive coupling downward.
CAUTION
Pump housing should never be placed directly in a vise,
since clamping across center housing will cause an interal 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 over-tightening of connections.
d.
Install elbow in pump; hand-tighten only.
NOTE
e.
f.
g.
Use only a box wrench to tighten fittings to desired position. Do not make more than one and one half (1-1.2)
turns beyond hand-tighten position.
Position new mounting pad gasket on mounting studs on engine.
Position vacuum pump on mounting studs.
Secure pump to engine with flat washers, new lockwashers, and nuts.
CAUTION
Always replace lockwashers with new ones when installing a new vacuum pump. Tighten all four mounting
nuts 50-70 in. lbs.
15-18
MODEL R182 AND TR182 SERVICE MANUAL
h.
i.
15-29.
Connect hose to inlet side of vacuum pump.
Install upper engine cowling in accordance with the procedures in Section 11 or 11A.
CLEANING. Low pressure, dry compressed air should be used in cleaning vacuum system
components. Remove and discard suction relief valve filter; suction relief valve should be
washed with Stoddard solvent then dried with low-pressure air. Install new filter. Refer to
Section 2 for central air filter. Check hose for collapsed inner liners as well as external damage.
CAUTION
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 panel out.
15-29A. LOW-VACUUM WARNING LIGHT. A red 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 desirable for gyro instruments. However, a range of 4.6 to 5.4 inches of mercury is acceptable. To adjust relief valve, remove central air filter, run engine to 1900 RPM on ground
and adjust relief valve to 5.3 ± .1 inches of mercury.
CAUTION
Do not exceed maximum engine temperature.
NOTE
If vacuum drops noticeably after replacing central air filter, remove and replace existing filter with a new filter.
15-30A. STANDBY VACUUM SYSTEM.
15-30B. DESCRIPTION. A standby vacuum system may be installed in the airplane. The system consists of an electric motor drive 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.
Revision 1
15-19
MODEL R182 AND TR182 SERVICE MANUAL
'N..
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THRU R18201626
6
1.
2.
3.
4.
5.
6.
6 "'\
9
Suction Gage
Directional Gyro
Gyro Horizon
Suction Relief Valve
Firewall
Vacuum Pump
7.
8.
9.
10.
11.
12.
13.
14.
Hose
Overboard Line
Tube Locator
Bracket
Cabin Skin
Filter
Washer
Bolt
\ -
5
Figure 15-6. Vacuum System Installation (Sheet 1 of 4)
15-20
4/
MODEL R182 AND TR182 SERVICE MANUAL
*
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Beginning with R18201991
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W 11
13
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14
15.
Cover
Figure 15-6. Vacuum System Installation (Sheet 2 of 4)
15-21
MODEL R182 AND TR182 SERVICE MANUAL
R18201627 THRU R18201999
A
2
10
/
12
130
Detail
1.
2.
3.
4.
5.
6.
A
Gyro Horizon
Directional Gyro
Suction Gage
Bracket
Filter
Washer
*BEGINNING
7.
8.
9.
10.
11.
12.
Bolt
Suction Relief Valve
Firewall
Hose
Vacuum Pump
Overboard Line
13.
Hose
WITH R18201929
Figure 15-6. Vacuum System Installation (Sheet 3 of 4)
15-22
MODEL R182 & TR182 SERIES SERVICE MANUAL
~~~~~~~~~1
,
~~~/
10
14
'~
*EGININ R
)
11
7
BEGINNING WITH R 18202000
1.
2.
3.
4.
Gyro Horizon
Directional Gyro
Suction Gage
Bracket
8.
9.
10.
11.
Suction Relief Valve
Firewall
Hose
Vacuum PUmp
5.
6.
7.
Filter
Washer
Bolt
12.
13.
14.
Overboard Line
Vacuum Switch
Cover
Figure 15-6. Vacuum System Installation (Sheet 4 of 4)
15-22A
MODEL R182 & TR182 SERIES SERVICE MANUAL
15-30C. TROUBLE SHOOTING - STANDBY VACUUM SYSTEM.
PROBABLE CAUSE
TROUBLE
NO SUCTION GAGE
READING.
LOW SUCTION GAGE
READING.
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.
CAUTION
Check that voltage input wire (17) is not pushed down
into motor as it could become entangled with the armature, locking it.
15-22B
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
.
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Figure 15-6A. Standby Vacuum System (Sheet
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,
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,
'
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2
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:
A D
B
1.
Circuit Breaker Switch
2.
Instrument Panel
-
o
i
*
z..
ON'~,
K
15-22C
MODEL R182 AND TR182 SERVICE MANUAL
10
11
7
3
14
15
12
1419
26
3.
Hose (to Engine Driven Vacuum Pump)
4.
Manifold
5.
Hose
6.
7.
Nut
21
24
8.
9.
10.
11.
12.
Washer
Firewall
Washer
Relief Valve
Hose (to Directional Gyro)
Hose (to Gyro Horizon)
13.
14.
Washer
Nut
15.
16.
17.
18.
Hose (to Manifold
Hose
Voltage Input Wire
Ground Wire
19.
Fittings
20.
21.
22.
23.
24.
25.
26.
Vacuum Pump
Nut
Washer
Bolt
Washer
Vent Hose
Motor
Detail
23
22
B
Figure 15-6A. Standby Vacuum System (Sheet 2 of 2)
15-22D
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
15-31.
ENGINE INDICATORS.
15-32.
TACHOMETER.
15-33.
DESCRIPTION. The tachometer is a mechanical indicator driven at half crankshaft speed
by a flexible shaft. Most tachometer difficulties will be found in the drive-shaft. To function
properly, the shaft housing must be free of kinks, dents and sharp bends. There should be no
bend on a radius shorter than 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.
NOTE
Before replacing a tachometer cable in housing, coat
lower two thirds with AC Type ST-640 speedometer cable
grease or Lubriplate No. 110. Insert cable in housing as
far as possible, 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 torque to 50 pound-inches (at instrument).
15-34.
MANIFOLD PRESSURE GAGE. THRU R1821433, and TR1821430.
15-35.
DESCRIPTION. The manifold pressure gage is a barometric instrument which indicates
absolute pressure in the intake manifold in inches of mercury.
15-36.
FUEL PRESSURE GAGE. THRU R18201430 and R18201432.
15-37.
DESCRIPTION. The 1.25 inch diameter 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.
15-38.
MANIFOLD PRESSURE/FUEL PRESSURE GAGE. R18201434 & ON. and TR18201431.
TR18201433 & ON.
15-39.
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. The manifold pressure and fuel pressure gage on the
Model R182 is equipped with a dampening screw located on the back of the gage.
15-39A. DAMPENING ADJUSTMENT (R182). Evacuate the instrument to 10 IN HG. absolute, release
the vacuum abruptly and check time required for needle to pass from -10 INHG. to 25 IN
HG. Set the dampening screw so time required for needle to pass from 10 IN HG. to 25 IN
HG checks 2.0 - 1.0 seconds.
15-23
MODEL R182 AND TR182 SERVICE MANUAL
15-40.
TROUBLE SHOOTING -- MANIFOLD PRESSURE GAGE.
TROUBLE
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.
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.
Replace 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 ERROR AT
EXISTING BAROMETRIC
PRESSURE.
JERKY MOVEMENT OF
POINTER.
SLUGGISH OPERATION OF
POINTER.
EXCESSIVE POINTER
VIBRATION.
15-24
MODEL R182 AND TR182 SERVICE MANUAL
15-41.
TROUBLE SHOOTING -- FUEL PRESSURE GAGE.
TROUBLE
DOES NOT REGISTER.
POINTER FAILS TO
RETURN TO ZERO.
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
Replace instrument.
mechanism.
INCORRECT OR ERRATIC
Damaged or dirty
READING.
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.
15-42.
CYLINDER HEAD TEMPERATURE GAGE.
15-43.
DESCRIPTION. The temperature sending unit regulates electrical power through the cylinder
head temperature gage. The gage and sending unit require little or no maintenance other than
cleaning, making sure lead is properly supported and all connections are clean, tight and properly
insulated. The Rochester and Stewart Warner gages are connected the same, but the Rochester
gage does not have a calibration pot and cannot be adjusted. Refer to Table 2, page 15-30B when
trouble shooting the cylinder head temperature gage.
NOTE
A Cylinder Head Temperature Gage Calibration Unit (SK18243) is available for Stewart Warner gages and may be ordered
through the Cessna Service Parts Center. Rochester gages are
not adjustable.
Revision 3
15-25
MODEL R182 AND TR182 SERVICE MANUAL
15-44.
TROUBLE SHOOTING -- CYLINDER HEAD TEMPERATURE GAGE.
TROUBLE
PROBABLE CAUSE
REMEDY
No current to circuit.
Repair electrical circuit.
Defective gage, bulb or
circuit.
Repair or replace defective
items.
GAGE FLUCTUATES
RAPIDLY.
Loose or broken wire permitting alternate make and
break or gage circuit.
Repair or replace defective
wire.
GAGE READS TOO HIGH
ON SCALE.
High voltage.
Check "A" terminal.
Gage off calibration.
Replace gage.
Low voltage.
Check voltage supply and
"D" terminal.
Gage off calibration.
Replace gage.
Break in bulb.
Replace bulb.
Break in bulb lead.
Replace bulb.
Internal break in gage.
Replace gage.
Defective gage mechanism.
Replace gage.
Incorrect calibration.
Calibrate system.
GAGE INOPERATIVE.
GAGE READS TOO LOW
ON SCALE.
GAGE READS OFF SCALE
AT HIGH END.
OBVIOUSLY INCORRECT
READING.
15-45.
OIL PRESSURE GAGE.
15-46.
DESCRIPTION. The Bourdon tube-type oil pressure gage is a direct-reading instrument.
operated by a pressure pickup line connected to the engine main oil gallery. The oil pressure
line from the instrument to the engine should be filled with kerosene. especially during cold
weather operation, to attain an immediate oil indication.
15-26
MODEL R182 AND TR182 SERVICE MANUAL
15-47.
TROUBLE SHOOTING -- OIL PRESSURE GAGE
TROUBLE
REMEDY
PROBABLE CAUSE
Pressure line clogged.
Clean line.
Pressure line broken.
Repair or replace damaged
line.
Fractured Bourdon tube.
Replace instrument.
Gage pointer loose on staff.
Replace instrument.
Damaged gage movement.
Replace instrument.
Foreign matter in line.
Clean line.
Foreign matter in Bourdon
tube.
Replace instrument.
Bourdon tube stretched.
Replace instrument.
GAGE DOES NOT REGISTER PROPERLY.
Faulty mechanism.
Replace instrument.
GAGE HAS ERRATIC
OPERATION.
Worn or bent movement.
Replace instrument.
Foreign matter in Bourdon
tube.
Replace instrument.
Dirty or corroded movement.
Replace instrument.
Pointer bent and rubbing on
dial, dial screw or glass.
Replace instrument.
Leak in pressure line.
Repair or replace damaged
line.
GAGE DOES NOT
REGISTER.
GAGE POINTER FAILS
TO RETURN TO ZERO.
15-27
MODEL R182 AND TR182 SERVICE MANUAL
15-48.
OIL TEMPERATURE GAGE.
15-49.
DESCRIPTION. On some airplanes, the oil temperature gage is a Bourdon tube type pressure
instrument connected by armored capillary tubing to a temperature bulb in the engine. The
temperature bulb, capillary tube and gage are filled with fluid and sealed. Expansion and
contraction of fluid in the bulb with temperature changes operates the gage. Checking capillary
tube for damage and fittings for security is the only maintenance required. Since the tubes inside
diameter is small, small dents and kinks, which would be acceptable in larger tubing, may partially
or completely close off the capillary, making the gage inoperative. Some airplanes are equipped
with gages that are electrically actuated and are not adjustable. Refer to Table 1, page 15-30A whentrouble shooting the oil temperature gage.
15-50.
CARBURETORAIRTEMPERATURE GAGE.
15-51.
DESCRIPTION. The carburetor air temperature gage is of the resistance-bridge type.
15-52.
TROUBLE SHOOTING
Changes in electrical resistance of the element are indicated by the gage, calibrated for
temperature. The system requires power from the airplane electrical system and operates
only when the master switch is on. Although both instrument and sensing bulb are
grounded, two leads are used to avoid possibility of instrument error, induced by poor
electrical bonds in the airframe.
--
CARBUREOR AIR TEMPERATURE GAGE.
GAGE POINTER STAYS OFF Popped circuit breaker.
LOW END OF SCALE.
Master switch "OFF" or
switch defective
15-28
Revision 3
REMEDY
PROBABLE CAUSE
TROUBLE
Reset breaker.
Replace defective switch.
Broken or grounded leads
between gage and sensing
unit.
Repair or replace defective
wiring.
Defective gage or sensing
Replace-gage or sensing
unit.
unit.
MODEL R182 AND TR182 SERVICE MANUAL
15-52.
TROUBLE SHOOTING -- CARBURETOR AIR TEMPRATURE GAGE (Cont.)
TROUBLE
PROBABLE CAUSE
REMEDY
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 GOES OFF
HIGH END OF SCALE.
GAGE OPERATES INTERMITTENTLY.
EXCESSIVE POINTER
OSCILLATION.
15-53.
FUEL QUANTITY INDICATING SYSTEM.
15-54.
DESCRIPTION. The magnetic type fuel quantity indicators are used in conjunction with a
float-operated variable-resistance transmitter in each fuel cell. The full position of float
produces 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.
15-55.
REMOVAL AND INSTALLATION OF TRANSMITTER. (Refer to Section 12.)
a. Drain fuel from cell/bay. (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. Reverse preceding steps for installation, using new gaskets around opening and
under screw heads.
NOTE
Torque retaining screws so gasket seats evenly and
inspect float position to ensure bottom of float approx. .20
from bottom of fuel tank.
15-29
MODEL R182 AND TR182 SERVICE MANUAL
15-56.
TROUBLE SHOOTING -- FUEL QUANTITY INDICATING SYSTEM.
TROUBLE
FAILURE TO INDICATE.
SYSTEM OFF CALIBRATION.
STICKY OR SLUGGISH
INDICATOR OPERATION.
ERRATIC READINGS.
15-57.
15-30
PROBABLE CAUSE
No power to indicator or
transmitter. (Pointer
stays below E.)
Check and reset breaker.
repair or replace defective
wiring.
Grounded wire. (Pointer
stays above F.)
Repair or replace defective
wire.
Low voltage.
Correct voltage.
Defective indicator.
Replace indicator.
Defective indicator.
Replace indicator.
Defective transmitter.
Low or high voltage.
Recalibrate or replace.
Correct voltage.
Defective indicator.
Replace indicator.
Low voltage.
Correct voltage.
Loose or broken wiring on
indicator or transmitter.
Repair or replace defective
wire.
Defective indicator or
transmitter.
Replace indicator or
transmitter.
Defective master switch.
Replace switch.
TRANSMITTER ADJUSTMENT.
(Refer to page 15-30A).
Revision 3
REMEDY
MODEL R182 AND TR182 SERVICE MANUAL
15-57.
TRANSMITTER ADJUSTMENT.
WARNING
Using the following fuel transmitter calibration procedure on components other than the originally
installed (Stewart Warner) components will result in a faulty fuel quantity reading.
15-57A. STEWART WARNER GAGE TRANSMITTER CALIBRATION. Chances of transmitter calibration
changing in normal service is remote; however, it is possible that float arm or float arm stops may become
bent if transmitter is removed from cell. Transmitter calibration is obtained by adjusting float travel. Float
travel is limited by float arm stops.
WARNING
Use extreme caution while working with electrical components of the fuel system. The possibility of
electrical sparks around an "empty" fuel cell creates a hazardous situation.
Before installing transmitter, attach electrical wires and place master switch in "ON" position. Allow float
arm to rest against lower float arm stop and read indicator. The pointer should be on E (empty) position.
Adjust the float arm against lower stop so pointer indicator is on E. Raise float until arm is against upper
stop and adjust upper stop to permit indicator pointer to be on F (full). Install transmitter in accordance with
paragraph 15-55.
15-57B. ROCHESTER GAGE TRANSMITTER. Do not attempt to adjust float arm or stop. No adjustment is
allowed.
Table 1
NOTE
Select the oil temperature sending unit part number from the left column and the
temperature from the column headings. Read the ohms value under the appropriate
temperature column.
Part Number
Type
S1630-1
Oil Temp
S1630-1
Oil Temp
620.0
52.4
S1630-1
Oil Temp
620.0
52.4
S1630-1
Oil Temp
S2335-1
Oil Temp
72°F
120 F
165 F
220°F
250°F
46.4
192.0
990.0
34.0
Revision 3
15-30A
MODEL R182 AND TR182 SERVICE MANUAL
Table 2
NOTE
Select the cylinder head temperature sending unit part number from the left column
and the temperature from the column headings. Read the ohms value under the
appropriate temperature column.
15-30B
Part Number
Type
S1372-1
220 F
450°F
CHT
310.0
34.8
S1372-2
CHT
310.0
34.8
S1372-3
CHT
113.0
S1372-4
CHT
113.0
S2334-3
CHT
745.0
38.0
S2334-4
CHT
745.0
38.0
Revision 3
200°F
475 F
MODEL R182 & TR182 SERIES SERVICE MANUAL
15-57C.
FUEL QUANTITY INDICATING SYSTEM OPERATIONAL TEST.
WARNING: REMOVE ALL IGNITION SOURCES FROM THE AIRPLANE AND VAPOR HAZARD AREA.
SOME TYPICAL EXAMPLES OF IGNITION SOURCES ARE STATIC ELECTRICITY,
ELECTRICAL POWERED EQUIPMENT (TOOLS OR ELECTRONIC TEST EQUIPMENT BOTH INSTALLED ON THE AIRPLANE AND GROUND SUPPORT EQUIPMENT),
SMOKING AND SPARKS FROM METAL TOOLS.
WARNING: OBSERVE ALL STANDARD FUEL SYSTEM FIRE AND SAFETY PRACTICES.
1.
Disconnect all electrical power from the airplane. Attach maintenance warning tags to the battery
connector and external power receptacle stating:
DO NOT CONNECT ELECTRICAL POWER, MAINTENANCE IN PROGRESS.
2.
Electrically ground the airplane.
3.
Level the airplane and drain all fuel from wing fuel tanks. Refer to Section 2, Ground Handling,
Servicing, Cleaning, Lubrication, And Inspection as required.
4.
Gain access to each fuel transmitter float arm and actuate the arm through the transmitter's full range of
travel.
A.
Ensure the transmitter float arm moves freely and consistently through this range of travel. Replace
any transmitter that does not move freely or consistently.
WARNING: USE EXTREME CAUTION WHILE WORKING WITH ELECTRICAL COMPONENTS OF THE
FUEL SYSTEM. THE POSSIBILITY OF ELECTRICAL SPARKS AROUND AN "EMPTY"
FUEL CELL CREATES A HAZARDOUS SITUATION.
B. While the transmitter float arm is being actuated, apply airplane battery electrical power as required
to ensure that the fuel quantity indicator follows the movement of the transmitter float arm. If this
does not occur, troubleshoot, repair and/or replace components as required until the results are
achieved as stated.
NOTE: Stewart Warner fuel quantity indicating systems can be adjusted. Refer to paragraph
15-57A for instructions for adjusting Stewart Warner fuel indicating systems.
Rochester fuel quantity indicating system components are not adjustable, only component
replacement or standard electrical wiring system maintenance practices are permitted.
5.
With the fuel selector valve in the "OFF" position, add unusable fuel quantity to each fuel tank.
6.
Apply electrical power as required to verify the fuel quantity indicator indicates "EMPTY".
A. If "EMPTY" is not indicated, adjust, troubleshoot, repair and/or replace fuel-indicating components
as required until the "EMPTY" indication is achieved.
NOTE: Stewart Warner fuel quantity indicating systems can be adjusted. Refer to paragraph
15-57A for instructions for adjusting Stewart Warner fuel indicating systems.
Rochester fuel quantity indicating system components are not adjustable, only component
replacement or standard electrical wiring system maintenance practices are permitted.
Temporary Revision Number 6
7 July 2003
© Cessna Aircraft Company
15-30C
MODEL R182 & TR182 SERIES SERVICE MANUAL
7.
Fill tanks to capacity, apply electrical power as required and verify fuel quantity indicator indicates
"FULL".
A.
If "FULL" is not indicated, adjust, troubleshoot, repair and/or replace fuel indicating components as
required until the "FULL" indication is achieved.
NOTE: Stewart Warner fuel quantity indicating systems can be adjusted. Refer to paragraph
15-57A for instructions for adjusting Stewart Warner fuel indicating systems.
Rochester fuel quantity indicating system components are not adjustable, only component
replacement or standard electrical wiring system maintenance practices are permitted.
8.
15-30D
Install any items and/or equipment removed to accomplish the Fuel Quantity Indicating System
Operational Test, remove maintenance warning tags and connect the airplane battery.
© Cessna Aircraft Company
Temporary Revision Number 6
7 July 2003
MODEL R182 AND TR182 SERVICE MANUAL
.
15-58.
HOURMETER. (See figure 15-7.)
15-59.
DESCRIPTION. The hourmeter is an electrically operated instrument, actuated by a
pressure switch in the oil pressure gage line. Electrical power is supplied through a oneamp fuse from the electrical clock circuit, and therefore will operate independent of the
master switch. A diode incorporated into the meter prevents interruption of avionics
operation. This type hourmeter is identified by a white + above the positive terminal.
NOTE
When installing the hourmeter, the positive (red) wire
must be connected to the white + terminal. Connecting
wires incorrectly will damage the meter.
.
15-60.
ECONOMY MIXTURE INDICATOR.
15-61.
DESCRIPTION. The economy mixture indicator is an exhaust gas temperature (EGT)
sensing device which is used to aid the pilot in selecting the most desirable fuel-air mixture
for cruising flight at less than 75% power. Exhaust gas temperature (EGT) varies with ratio
of fuel-to-air mixture entering the engine cylinders. Refer to the PILOT'S OPERATING
HANDBOOK for operating procedure of the system.
15-62.
TROUBLE SHOOTING -- ECONOMY MIXTURE INDICATOR.
TROUBLE
PROBABLE CAUSE
REMEDY
GAGE INOPERATIVE.
Defective gage, probe or
circuit.
Repair or replace defective
part.
INCORRECT READING.
Indicator needs
calibrating.
Calibrate indicator in accordance with paragraph 15-61.
FLUCTUATING READING.
Loose, frayed or broken
lead, permitting alternate
make and break of current.
Tighten connections and
repair or replace defective
leads.
15-63.
CALIBRATION. When a new EGT gage or probe is installed accomplish the following steps:
a. Before flight remove the decorative cover on right hand instrument panel and
temporarily install the EGT indicator with one screw.
b. Test fly the airplane and establish 75% power in level flight. Carefully lean the fuel
mixture to achieve peak EGT. Remove the EGT indicator from the panel and adjust
the screw on the back of the instrument beneath the plastic cap with a small blade
screwdriver to place the EGT indicator hand over the 4/5 scale increment of the
indicator scale. Turning the screw clockwise increases the reading and counterclockwise decreases the reading. The adjusting screw has an adjustment range of
approximately 600°F or 2 increments in either direction. Stops are provided on the
adjust screw which control the above and should not be forced past stops as it will
affect calibration of the Unit Scale.
15-31
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
The 4/5 scale increment setting provides the reference
indicator point for relative temperature indications for
normal cruise power settings within range of instrument
scale.
c.
After flight reinstall indicator and decorative cover.
The yellow adjustable hand on indicator is for use to mark a reference temperature setting.
15-64.
REMOVAL AND INSTALLATION. Removal of the indicator is accomplished by removing
the mounting screws and disconnecting the leads. Tag leads to facilitate installation. The
thermocouple probe is secured to the exhaust stack with a clamp. When installing probe.
tighten clamp to 45 pound-inches and safety as required. Refer to Section 11 for exhaust
system installation.
15-65.
MAGNETIC COMPASS. (See figure 15-7.)
15-66.
DESCRIPTION. The magnetic compass is liquid-filled. with expansion provisions to
compensate for temperature changes. It is equipped with compensating magnets adjustable
from the front of the case. The compass is internally lighted, controlled by the instrument
lights rheostat switch. No maintenance is required on the compass except an occasional
check on a compass rose and replacement of lamp. The compass mount is attached by three
screws to a base plate which is bonded to windshield with methylene chloride. A tube
containing the compass light wires is attached to the metal strip at the top of the windshield.
Removal of the compass is accomplished by removing the screw at forward end of compass
mount. unfastening the metal strip at the top of windshield and cutting the two wire splices.
Removal of the compass mount is accomplished by removing three screws attaching mount
to the base plate. Access to the inner screw is gained through a hole in the bottom of mount.
through which a thin screwdriver may be inserted. When installing the compass. it will be
necessary to splice the compass light wires.
15-67.
STALL WARNING HORN AND TRANSMITTER.
15-68.
DESCRIPTION. The stall warning horn is contained in the dual warning unit mounted on the
right hand wing root rib. It is electrically operated and controlled by a stall warning
transmitter mounted on the leading edge of the left wing. For further information on the
warning horn and transmitter, refer to Section 16.
15-69.
TURN COORDINATOR.
15-70.
DESCRIPTION. The turn coordinator is an electrically operated. gyroscopic. roll-turn rate
indicator. Its gyro simultaneously senses rate of motion roll and yaw axis which is projected
on a single indicator. The gyro is a non-tumbling type requiring no caging mechanism and
incorporates an ac brushless spin motor with a solid state inverter.
15-32
MODEL R182 AND TR182 SERVICE MANUAL
3. Insert
* ~ ~,.2.
*\
~~~~~~~~~~~~~~~~~~Detail"'
A
Base 3Plate
9. Mount
10. Washer
.:;
17. O...
Gag
1 . Hourmeter
.
8
-,....
Detail A
4
10
Detail B
1.
2.
3.
4.
5.
6.
7.
8.
Windshield
Base Plate
Insert
Tube
Nut
Light
Compass Card
Compass
9.
10.
11.
12.
13.
14.
15.
Mount
Washer
Lockwasher
Dished Washer
Plastic Washer
Air Vent Tube
Rubber Washer
16.
17.
18.
19.
20.
21.
22.
23.
Knob
O.A.T. Gage
Hourmeter
Positive Wire
Wire from Clock Circuit
Adapter
Pressure Switch
Negative Wire
Figure 15-7. Compass. O.A.T. Gage and Hourmeter Installation (Sheet 1 of 2).
15-33
MODEL R182 AND TR182 SERVICE MANUAL
1551
16
Detail D
17
18
19
20
\
23
21
Detail C
Figure 15-7. Compass. O.A.T. Gage and Hourmeter Installation (Sheet 2 of 2).
15-34
MODEL R182 AND TR182 SERVICE MANUAL
15-71.
TROUBLE SHOOTING -- TURN COORDINATOR.
TROUBLE
INDICATOR DOES NOT
RETURN TO CENTER.
.
PROBABLE CAUSE
REMEDY
Friction caused by contamination in the indicator
dampening.
Replace instrument.
Friction in gimbal assembly.
Replace instrument.
DOES NOT INDICATE A
STANDARD RATE TURN
(TOO SLOW).
Low voltage.
Correct voltage.
Inverter frequency changed.
Replace instrument.
NOISY MOTOR.
Faulty bearings.
Replace instrument.
ROTOR DOES NOT START.
Faulty electrical connection.
Correct voltage or replace
faulty wire.
Inverter malfunctioning.
Replace instrument.
Motor shorted.
Replace instrument.
Bearings frozen.
Replace instrument.
Oil in indicator becomes
too thick.
Replace instrument.
Insufficient bearing end play.
Replace instrument.
Low voltage.
Correct voltage.
High voltage.
Correct voltage.
Loose or defective rotor
bearings.
Replace instrument.
IN COLD TEMPERATURES,
HAND FAILS TO RESPOND
OR IS SLUGGISH.
NOISY GYRO.
15-72.
TURN-AND-SLIP INDICATOR.
15-73.
DESCRIPTION. The turn-and-slip indicator is operated by the aircraft electrical system and
operates ONLY when the master switch is on. Its circuit is protected by an automaticallyresetting circuit breaker.
15-35
MODEL R182 AND TR182 SERVICE MANUAL
15-74.
TROUBLE SHOOTING. -- TURN-AND-SLIP INDICATOR.
TROUBLE
REMEDY
PROBABLE CAUSE
Automatic resetting circuit
breaker defective.
Replace circuit breaker.
Master switch "OFF" or
switch defective.
Replace defective switch.
Broken or grounded lead
to indicator.
Repair or replace defective
wiring.
Indicator not grounded.
Repair or replace defective
wire.
Defective mechanism.
Replace instrument.
Defective mechanism.
Replace instrument.
Low voltage.
Correct voltage.
POINTER DOES NOT INDICATE PROPER TURN.
Defective mechanism.
Replace instrument.
HAND DOES NOT SIT ON
ZERO.
Gimbal and rotor out of
balance.
Replace instrument.
Hand incorrectly sits on
rod.
Replace instrument.
Sensitivity spring adjustment pulls hand off zero.
Replace instrument.
Oil in indicator becomes
too thick.
Replace instrument.
Insufficient bearing end
play.
Replace instrument.
INDICATOR POINTER
FAILS TO RESPOND.
HAND SLUGGISH IN RETURNING TO ZERO.
IN COLD TEMPERATURES.
HAND FAILS TO RESPOND
OR IS SLUGGISH.
Low voltage.
NOISY GYRO.
High voltage.
Correct voltage.
Loose or defective rotor
bearings.
Replace instrument.
15-75.
ELECTRIC CLOCK.
15-76.
DESCRIPTION. The electric clock is connected to the battery through a one-ampere fuse
mounted adjacent to the battery box. The electrical circuit is separate from the aircraft
electrical system and will operate when the master switch is OFF.
15-77.
OUTSIDE AIR TEMPERATURE GAGE. (See figure 15-7.)
15-36
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 16
ELECTRICAL SYSTEMS
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
3110/16-2
3110/16-2
ELECTRICAL SYSTEMS .......
General ..................
Electrical Power Supply
3110/16-2
System .................
3I10/16-2
Description .............
3110/16-2
Split Bus Bar ............
3I10/16-2
............
Description
3114/16-6
.....
Removal/Installation
3I14/16-6
Master Switch ..........
3I14/16-6
Description ............
3I14/16-6
Ammeter ...............
3114/16-6
............
Description
3I14/16-6
Battery Power System .......
3I14/16-6
Battery ................
3114/16-6
Description ............
3I14/16-6
......
Trouble Shooting
Removal Installation ..... 3115/16-7
3I16.16-8
Cleaning ..............
Adding Electrolyte or
3I16/16-8
Water ...............
3I16/16-8
Testing ...............
3117/16-9
Charging .............
3117/16-9
Battery Box .............
3117/16-9
Description ............
Removal Installation ..... 3117/16-9
3117/16-9
Maintenance . .........
3I18 16-10
Battery Contactor .........
3I18 16-10
Description ............
3118 16-10
Removal Installation .....
Battery Contactor Closing
3118 16-10
Circuit ..............
3119 16-11
Ground Service Receptacle ....
... 3119 16-11
Description . .......
3J7 16-23
Trouble Shooting .........
. 3J8 16-24
Removal Installation .....
....
3J8 16-24
Alternator Power System
Description .............
Alternator ................
Description .............
Alternator Reverse Voltage
Damage ...............
Trouble Shooting .........
Removal/Installation .......
Alternator Voltage Regulator .
Description .............
Removal/Installation .......
Alternator Control Unit ......
Description .........
Removal/Installation .......
Over-Voltage Warning System
Description .............
Aircraft Lighting System .....
Description .............
Trouble Shooting .........
Landing/Taxi Lights ........
Description .............
Removal Installation .......
.........
Adjustment
Navigation Lights .........
. ............
Description
.......
Removal/Installation
.........
Flashing Beacon
............
Description
Removal/Installation .......
Anti-Collision Strobe Lights . .
Description .............
Removal.Installation .......
Overhead Console ..........
Description .............
Removal Installation .......
Instrument Lighting ......
Description . ...........
...
Removal Installation ..
Electroluminescent Panel
Lighting ...............
3J8/16-24
3J8/16-24
3J8/16-24
3J8/16-24
3J11/16-27
3J19/16-35
. 3J19/16-35
3J19/16-35
3J19/16-35
3J20/16-36
3J20 16-36
3J20'16-36
. 3J20/16-36
3J20 16-36
3K1/16-41
3K1 16-41
3K1 16-41
3K6 16-46
3K6 16-46
3K6 16-46
3K6 16-46
3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
. 3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
3K9 16-49
. 3K14 16-54
3K14 16-54
3K14 16-54
3K14 16-54
Revision 1
16-1
MODEL R182 AND TR182 SERVICE MANUAL
Description .............
Removal Installation .......
Instrument Post Lighting
3K14 16-54
3K14 16-54
....
3K14 16-54
3K14 16-54
Description .............
3K15 16-54A
Trouble Shooting .........
Transistorized Light Dimming . 3K16 16-54B
3K16 16-54B
Description .............
3K16/16-54B
Removal/Installation .......
Shooting
TransisTrouble
torized Heat Sink........
3K16/16-54B
Dome Light ...............
3K16/16-54B
3K16/16-54B
Description .............
3K16/16-54B
Removal/Installation .......
3K21/16-59
Map Light ................
3K21/16-59
Description ...........
Removal/Installation .......
3K21/16-59
Control Wheel Map Light ..... 3K21/16-59
3K21/16-59
Description .............
3K21/16-59
Removal/Installation .......
Landing Gear Indicator Lights . 3K21/16-59
Description .............
3K21/16-59
Removal/Installation .......
3K21/16-59
Compass and Radio Dial
Lights ..................
3K21/16-59
Description .............
3K21/16-59
Pedestal Lighting ..........
3K21/16-59
Description .............
3K21/16-59
Removal/Installation .......
3K21/16-59
Stall Warning Unit .........
Description ............
Removal/Installation .......
Stall Warning Switch ........
Description .............
Removal/Installation .......
Courtesy Lights ............
Description .............
Removal/Installation .......
Pitot/Stall Warning
Heaters .............
Description .............
Cigar Lighter .............
Description .............
Removal/Installation .......
Emergency Locator
Transmitter ..............
Description .............
Operation ...............
Checkout Interval .........
Removal/Installation of
Transmitter ...........
Removal/Installation of
Antenna ...............
Removal/Installation of
Battery Pack ..........
Trouble Shooting .........
Electrical Load Analysis
Chart .................
3K21 16-59
3K21 16-59
3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
.. 3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
3L4/16-66
3L8/16-70
3L8/16-70
3L8/16-70
3L8/16-70
3L9/16-71
3L9/16-71
3L14/16-76
3L15/16-77
3L16/16-78
16-1.
ELECTRICAL SYSTEMS.
16-2.
GENERAL. This section contains service information necessary to maintain the Aircraft
Electrical Power Supply System. Battery and External Power Supply System. Alternator
Power System. Aircraft Lighting System. Pitot Heater. Stall Warning. Cigar Lighter. and
Electrical Load Analysis.
16-3.
ELECTRICAL POWER SUPPLY SYSTEM.
16-4.
DESCRIPTION. Energy for the aircraft is supplied by a 28-volt, direct-current, single wire.
negative ground electrical system. A 24-volt battery supplies power for starting and
furnishes a reserve in event of alternator failure. An alternator is the normal source of
power during flight and maintains a battery charge controlled by a voltage regulator/ alternator control unit. An external power source receptacle may be installed to supplement the
battery alternator system for starting and ground operation.
16-5.
SPLIT BUS BAR.
16-6.
DESCRIPTION. Electrical power is supplied through two bus bars. One bus bar is located on
the lower left hand side of the instrument panel. This bar supplies power to the electrical
equipment. The other bus bar powers the electronic equipment, and is located on the left
hand cabin side forward of the cabin door. Power is transmitted from the electrical bus to the
electronic bus through an avionics master switch installed on the electronic bus.
16-2
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
34
1. Rheostat
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Panel
Set Screw
Post Light Control
Flood Light Control
EL Panel Control
Engine and Radio Light Control
Landing Light Switch
Taxi Light Switch
Strobe Light Switch
Flashing Beacon Light Switch
Navigation Light Switch
Pitot Heat Switch
14.
Magneto Switch
2
36
8
9
i
3
6
7
1
C
~
DetailA
10
11
12
5
2
13
A
o
14
o
0
o
o
r./~
/ X.X'X'X'X1..\
fH\\" ,\.
35 34 33 32 31 30 29 28 27 26 25 24 23 22
1
15
16
o
21 20 1918 17
THRU 1980 MODELS
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Auxiliary Fuel Pump Switch
Master Switch
Alternator Circuit Breaker
Bus Par
Alternator Regulator Circuit Breaker
Fuel Pump Circuit Breaker
Turn Coordinator Circuit Breaker
Stall Warning Circuit Breaker
Fuel Quantity Circuit Breaker
Pitot Heat Circuit Breaker
Instrument Light Circuit Breaker
Cabin Light Circuit Breaker
Figure 16-1.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
Navigation Light Circuit Breaker
Flashing Beacon Circuit Breaker
Strobe Light Circuit Breaker
Taxi Light Circuit Breaker
Landing Light Circuit Breaker
Electric Trim Circuit Breaker
Flap Circuit Breaker
Landing Gear Circuit Breaker
Gear Pump Circuit Breaker
Diode
Gear Down Light
Gear Up Light
Switch and Circuit Breaker Installation (Sheet 1 of 3)
16-3
MODEL R182 AND TR182 SERVICE MANUAL
2
8
9
10
11
3PU1 Cs Et
8
18
Lr
12
13
ti
1
r
14
A
15
(5-1:)
rsg)|i
ti
T TTTT
36 38,34 33 321831 30 29 28 27 26 25
23 22 21 20 1918 17
18
18
18
-
1981 THRU 1982 MODELS
Figure 16-1.
16-4
16
Switch and Circuit Breaker Installation (Sheet 2 of 3)
I
'18
MODEL R182 AND TR182 SERVICE MANUAL
3
4
5
6
3.Panel2i
L,..-L.,,__.~~
7
8
2. Gear U Ligh
9
10
s
e» ,> c,
el
29 28 27 26 25 24 23 22 21 20 19
30
.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
*27.
Gear Down Light
S
Gear Up Light S
Panel
Landing Light Switch
Taxi Light Switch
Strobe Light Switch
30i
Flashing Beacon Light Switch
Navigation Light Switch
Pitot Heat Switch
Magneto Switch
Auxiliary Fuel Pump Switch
Master Switch
Alternator Circuit Breaker
Alternator Regulator Circuit Breaker
Fuel Pump Circuit Breaker
Turn Coordinator Circuit Breaker
Stall Warning Circuit Breaker
Fuel Quantity Circuit Breaker
Instrument Light Circuit Breaker
Cabin Lights Circuit Breaker
Navigation Light Circuit Breaker
Flashing Beacon Light Circuit Breaker
Strobe Light Circuit Breaker
Taxi Light Circuit Breaker
Landing Light Circuit Breaker
Electric Trim Circuit Breaker
Flap Circuit Breaker
28. Landing Gear Circuit Breaker
®
.I
11
~. I
12
,_
18 17 16 15 14
(UJ1
13
30
29. Gear Pump Circuit Breaker
30. Bus Bar
BEGINNING WITH 1983 MODELS
Figure 16-1. Switch and Circuit Breaker Installation (Sheet 3 of 3)
16-5
MODEL R182 AND TR182 SERVICE MANUAL
16-7.
REMOVAL AND INSTALLATION. (See figure 16-1.)
16-8.
MASTER SWITCH.
16-9.
DESCRIPTION. The operation of the battery and alternator systems is controlled by a
master switch. The switch is an interlocking split rocker with the battery mode on the righthand side and the alternator mode on the left-hand side. This arrangement allows the battery
to be on the line without the alternator, however, operation of the alternator without the
battery on the line is not possible. The switch is labeled "BAT" and "ALT" below the switch
and is located on the left-hand side of the switch panel.
16-10.
AMMETER.
16-11.
DESCRIPTION. The ammeter is connected between the battery and the aircraft bus. The
meter indicates the amount of current flowing either to or from the battery. With a low
battery and the engine operating at cruise speed the ammeter will show the full alternator
output when all electrical equipment is off. When the battery is fully charged and cruise
RPM is maintained with all electrical equipment off, the ammeter will show a minimum
charging rate.
16-12.
BATTERY POWER SYSTEM.
16-13.
BATTERY.
16-14.
DESCRIPTION. A 24-volt battery with an approximate 12.75 ampere-hour capacity is
installed as standard equipment, and a 15.5 ampere-hour battery as optional equipment.
Thru 1979 models the battery is mounted on the forward right side of the firewall and is
equipped with non-spill type filler caps. Beginning with 1980 models the battery is mounted
in the tailcone on the left hand side thru 1981 models and on the right hand side beginning
with 1982 models.
16-15.
TROUBLE SHOOTING -- BATTERY.
TROUBLE
BATTERY WILL NOT
SUPPLY POWER TO BUS
OR IS INCAPABLE OF
CRANKING ENGINE.
16-6
PROBABLE CAUSE
REMEDY
Battery discharged.
1. Measure voltage at "BAT"
terminal of battery contactor
with master switch and a suitable load such as a taxi light
turned on. Normal battery will
indicate 23 volts. If voltage
is low proceed to step 2. If
voltage is normal proceed
to step 3.
Battery faulty.
2. Check fluid level in cells
and charge at 28 volts for approximately 30 minutes or
until battery voltage rises
to 28 volts. If tester indicates a good battery. the
malfunction may be assumed
to be a discharged battery.
If tester indicates a faulty
battery. replace the battery.
MODEL R182 AND TR182 SERVICE MANUAL
.
16-15.
TROUBLE SHOOTING -- BATTERY (Cont.)
TROUBLE
BATTERY WILL NOT
SUPPLY POWER TO BUS
OR IS INCAPABLE OF
CRANKING ENGINE. (Cont.)
16-16.
PROBABLE CAUSE
REMEDY
Faulty contactor or wiring
between contactor and
master switch.
3. Measure voltage at master
switch terminal (smallest) on
contactor with master switch
closed. Normal indication is
zero volts. If voltage reads
zero, proceed to step 4. If
a voltage reading is obtained.
check wiring between contactor and master switch.
Also check master switch.
Open coil on contactor.
4. Check continuity between
"BAT" terminal and master
switch terminal of contactor.
Normal indication is 50-70
ohms. If ohmmeter indicates
an open coil. replace contactor. If ohmmeter indicates
a good coil, proceed to
step 5.
Faulty contactor contacts.
5. Check voltage on "BUS"
side of contactor with master
switch closed. Meter normally indicates battery voltage.
If voltage is zero or intermittent, replace contactor. If
voltage is normal, proceed to
step 6.
Faulty wiring between contactor and bus.
6. Inspect wiring between
contactor and bus. Repair
or replace wiring.
REMOVAL AND INSTALLATION OF THE BATTERY. (See figure 16-2.)
CAUTION
Always remove the ground cable first and connect it last
to prevent accidentally shorting the battery to the airframe with tools.
a.
Thru 1978 Models.
1. To gain access to the battery, remove the upper right half of the engine cowl.
2. Remove the battery box lid and disconnect the battery ground cable.
3. Disconnect the positive cable from the battery and remove the battery from the
aircraft.
4. To install a battery, reverse this procedure.
b.
1979 Models.
1. To gain access to the battery, remove upper right half of engine cowl.
16-7
MODEL R182 AND TR182 SERVICE MANUAL
2.
3.
4.
5.
6.
c.
Disconnect battery ground cable.
Cut sta-strap and remove terminal cover, then remove positive cable.
Remove battery mounting bolts and cover.
Disconnect battery drain tube then remove battery.
To install battery, reverse this procedure.
Beginning With 1980 Models.
1. To gain access to the battery remove access door on right hand side of the
tailcone.
2. Disconnect battery ground strap.
3. Cut sta-strap and remove terminal cover, then remove positive cable.
4. Remove battery mounting bolts and cover.
5. Disconnect battery drain tube, then remove battery.
6. To install battery, reverse this procedure.
16-17.
CLEANING THE BATTERY. For maximum efficiency, the battery and connections should
be kept clean at all times.
a. Remove the battery in accordance with preceding paragraph.
b. Tighten battery cell filler caps to prevent the cleaning solution from entering the
cells.
c. Wipe battery cable ends, battery terminals and entire surface of the battery with a
clean cloth moistened with a solution of bicarbonate of soda (baking soda) and water.
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 in accordance with the preceding paragraph.
g. Coat the battery terminals and the cable ends with petroleum jelly.
16-18.
ADDING ELECTROLYTE OR WATER TO THE BATTERY. A battery being charged and
discharged with use will decompose the water from the electrolyte by electrolysis. When the
water is decomposed, hydrogen and oxygen gases are formed which escape into the
atmosphere through the battery vent system. The acid in the solution chemically combines
with the plates of the battery during discharge or is suspended in the electrolyte solution
during charge. Unless the electrolyte has been spilled from a battery, acid should not be
added to the solution. The water will decompose into gases and should be replaced regularly.
Add distilled water as necessary to maintain the electrolyte level even with the horizontal
baffle plate inside the battery. When "dry charged" batteries are put into service, fill as
directed with electrolyte. However, as the electrolyte level falls below normal with use add
only distilled water to maintain the proper level. The battery electrolyte contains approximately 25% sulphuric acid by volume. Any change in this volume will hamper the proper
operation of the battery.
CAUTION
Do nto add any type of "battery rejuvenator" to the
electrolyte. When acid has been spilled from a battery, the
acid balance may be adjusted by following instructions
published by the Association of American Battery Manufacturers.
16-19.
16-8
TESTING THE BATTERY. The specific gravity check method of testing the battery is
preferred when the condition of the battery is in a questionable state-of-charge. However.
when the aircraft has been operated for a period of time with an alternator output voltage
which is known to be correct, the question of battery capability may be answered more
correctly with a load type tester. If testing the battery is deemed necessary, the specific
gravity should be checked first and compared with the following chart.
MODEL R182 AND TR182 SERVICE MANUAL
BATTERY HYDROMETER READINGS
1.280
1.250
1.220
1.190
1.160
Specific
Specific
Specific
Specific
Specific
Gravity
Gravity
Gravity
Gravity
Gravity
100% Charged
75% Charged
50% Charged
25% Charged
Practically Dead
NOTE
All readings shown are for an electrolyte temperature of
80 ° Fahrenheit. For higher temperatures the readings
will be slightly lower. For cooler temperatures the readings will be slightly higher. Some hydrometers have a
built-in temperature compensation chart and a thermometer. If this type tester is used, disregard this chart.
If the specific gravity reading indicates the battery is not fully charged the battery should be
charged at approximately 10 amperes for 30 minutes or until the battery voltage rises to 28volts.
16-20.
CHARGING THE BATTERY. When the battery is to be charged. the level of electrolyte
should be checked and adjusted by adding distilled water to cover the tops of the internal
battery plates. The battery cables and connections should be clean.
WARNING
When a battery is charging, hydrogen and oxygen gases
are generated. Accumulation of these gases can create a
hazardous explosive condition. Always keep sparks and
open flame away from the battery. Allow unrestricted
ventilation of the battery area during charging.
The main points of consideration during a battery charge are excessive battery temperature
and violent gassing. Under a reasonable rate of charge. 15 amperes or less. the battery
temperature should not rise over 120°F., nor should gassing be so violent that acid is blown
from the vents.
16-21.
BATTERY BOX. (THRU 1978 MODELS.)
16-22.
DESCRIPTION. The battery is completely enclosed in an acid-proof box. The box has a vent
tube which protrudes through the bottom of the engine cowl. allowing gases and spilled
electrolyte to escape. The battery box is held in place on a support bracket by a channel
assembly and two bolts.
16-23.
REMOVAL AND INSTALLATION. (See figure 16-2.) The battery box is held in place by a
channel across the top of the box and two bolts.
16-24.
MAINTENANCE. 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. When all depositis have been removed from the box. flush thoroughly with clean
water.
16-9
MODEL R182 AND TR182 SERVICE MANUAL
WARNING
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 be damaged upon contact with acid.
Inspect the cleaned box and cover for physical damage. A badly damaged box should be
replaced.
16-25.
BATTERY CONTACTOR.
16-26.
DESCRIPTION. Thru 1979 Models the battery contactor is bolted to the battery box support
below the box. Beginning with 1980 Models the contactor is mounted fwd of the battery on
the main wheel well aft bulkhead. The contactor is a solenoid plunger type, 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 the transistorized radio equipment. The cathode (-) terminal of the diode connects to the battery terminal of the battery contactor. The anode ( + ) terminal of the diode connects to the same terminal as the master switch wire. This places the diode directly across the contactor solenoid
coil so that inductive spikes originating in the coil are clipped when the master switch is
opened.
16-27.
REMOVAL AND INSTALLATION. (See figure 16-2.)
a.
1. Thru 1978 Models remove battery box cover and disconnect ground cable from
negative battery terminal. Pull cable free of battery box.
2. Beginning with 1979 Models, disconnect ground cable from negative battery
terminal.
3. Remove sta-strap. cover, nut and washer securing battery positive cable to
battery contactor, then remove cable and fuse wire.
4. If ground service is installed remove sta-straps, covers, nuts, and washers
securing bus bar, jumper cable and wire to diode from battery contactor and
ground service contactor.
5. When ground service is not installed, remove sta-strap, cover, nut and washer
securing jumper cable and wire to diode.
6. Remove nipple, nut and washer securing the master switch wire to the battery
contactor.
7. Remove the bolt securing each side of the contactor to the battery box support and
remove contactor.
8. To install the contactor, reverse the preceding steps.
b.
1.
2.
3.
4.
5.
6.
7.
Beginning with 1980 Models. remove aft flood of baggage compartment to gain
access to the contactor.
Disconnect ground strap from negative terminal of the battery.
Cut sta-straps and remove contactor cover.
Remove nuts and lockwashers from contactor ports.
Remove and tag wires for identification for reinstallation, be sure to note position
of ground wire and diode.
Remove bolts and washers securing contactor to bulkhead and remove contactor.
For installation, reverse the preceding steps.
16-28.
BATTERY CONTACTOR CLOSING CIRCUIT. (See figure 16-2.) This circuit consists of a 5amp fuse, a resistor and a diode mounted on the ground service receptacle bracket. This
16-10
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
serves to shunt a small charge around the battery contactor so that ground power may be
used to close the contactor when the battery is too dead to energize the contactor by itself.
16-29.
GROUND SERVICE RECEPTACLE.
16-30.
DESCRIPTION. A ground service receptacle is installed to permit the 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 thorugh an external
power contactor to be connnected 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 reversed polarity, the external power contactor will not
close. This feature protects the diodes in the alternator, and other semi-conductor devices
used in the aircraft, from possible reverse polarity damage.
NOTE
Maintenance of the electronic installations cannot be
performed when using external power. Application of
external power opens the relay supplying voltage to the
electronics 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 28 volts and close the master
switch.
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.
CAUTION
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.
WARNING
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.
NOTE
On Aircraft Serials R1820001 thru R1820034 refer to
Cessna Single-engine
March 27, 1978.
Service Letter SE78-19, dated
16-11
MODEL R182 AND TR182 SERVICE MANUAL
H\,
.
«/ /
|
.
..
\
8.
2~ ~
_
\.: - Cb
^s.
' i f c ^^^5;~~~
^
THRU 18200507
--
^18
B
8.
9.
10.
/
Ne
A
.)ClosingCircuitDetail
Detail
Su*pport
~12
\·
C
Battery
11.
Battery Box Support
Cable - Negative
Bracket - Fuse Mounting
Fuse - Clock
4.
5.
6.
Battery Box
Battery
Cable - Positive
16.
17.
18.
Insulating Washer
Spacer
Solder Terminal
7.
Drain Tube
19.
Diode
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 1 of 7)
16-12
MODEL R182 AND TR182 SERVICE MANUAL
20
*
THRU R18201089 AND
FR18200045
*'
BEGINNING WITH
43
42
22
2
\
R18201090 AND
21
-
^
3
44
FR18200046
20*
25
25
21
29
27
~--
A27
26
24
29
O
40.
*
39
3,,.5
34
20.
21.
22.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
Cover
Sta-Strap
Nut
Nut
,
Lockwasher
Detail C
THRU R18201628 AND
FR18200070
Wire (to Diode)
Cable (to Starter Contactor)
Battery Cont.ctor
Battery Box Support
Battery Positive Cable
Starter Contactor
Cable (to Starter)
Wire (to Starter Switch)
32.
33.
34.
35.
36.
37.
38.
\
33
\
32
Ground Service Contactor
Cable (to Ground Service)
Wire (to Diode Board)
Bus Bar
Wire (to Fuse)
Diode Assembly
Wire (to Master Switch)
31
30
39. Bolt
40. Nipple
41. Cable (to Battery Contactor)
42. Wire (to Ammeter)
43. Cable (to Ground Service)
44. Ground Wire
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 2 of 7)
16-13
MODEL R182 AND TR182 SERVICE MANUAL
2
1
t
\
x/N
6
1. Battery Cover
2.
Bolt
4.
Battery
Battery Support
5.
Drain Tube
6.
7.
8.
Positive Cable
Negative Cable
Cover
^i3.
\eti»A
Detail
A
R18200508 THRU R18201628
~
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 3 of 7)
16-14
MODEL R182 AND TR182 SERVICE MANUAL
1
2 3
12
f002
THRU R180
-R18216
Batte
1. Battery 10. Cover
11. Sta-St
Wa^sher
8
G
Sup21.
Posie
22
82.
23.
24.
Contactor
Starter(to
C'abl
Cover
Cable (to Battery)
Jumper Wire
Wire (to Fuse)
Wire (to Diode)
10.
Battery Support
Sta-Strap
26. Diode Assembly
27. Wire (to Master Switch)
28. Cable (to Starter Contactor)
29. Battery Contactor
30. Nut
31. Lockwasher
32. Washer
33.Insulating Washer
34. Fuse - Battery Contactor
Closing Circuit
13.
14.
Wire (to Starter Switch)
Cable (to Battery Contactor)
Wire (to Ammeter)
Lockwasher
Cable (to Starter)
Ground Wire
35Fuse-Clock
Bracket
36.
37. Resistor
38.Diode
39. Solder Terminal
40.Spacer
41. Screw
\,
3
Detail A
R18201629 THRU R18201798
Battery Cover11.
3. | Bolt
WCover
/ Ax Ax/ . A 2.(
4. Positive Cable
5. DrainTube
St15.
6u dGround
t a
67 Batry
Washer
S.*~
93 Bout
4
nd/ W.
L9
^ (^ / /
.
19.
20.
3
97
16.
17.
18.
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 4 of 7)
16-15
MODEL R182 AND TR182 SERVICE MANUAL
13
.~19
L
V22324
21
DetalD
B
DetailD
25
2
/
36
37
33 40
~
32
i
~-31.
Detail B
Detail C
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 5 of 7)
16-16
I
MODEL R182 AND TR182 SERVICE MANUAL
2
~~~~~15~
A-
14
-~5
105 5
7
1. Battery Cover
2. Bolt6
3. Washer
4.
5.
8. Battery
7.
8.
9.
10.
11.
12.
13.
14.
15.
H
-
\1
.
Cover
Sta-Strap
Positive Cable
Battery Support
Hose Clamp
Elbow
Belly Skin
Nut
Drain Tube
Ground Strap
Clamp1
C
B 10
\
\
Detail A
BEGINNING WITH R18201799
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 6 of 7)
16-17
MODEL R182 AND TR182 SERVICE MANUAL
4
*BEGINNING WITH R18201809
16
I
19
^ /^^
20
BEGNNI1G8
W22
/^--
X / ,.
I23
~
2-
~~~
°/~~~
3224
S,
32
3 3
16.
17.
Bulkhead
Fuse-Clock
18. Fuse-Battery
Contactor
23.
24.
25.
Bracket
Spacer
Solder Terminal
0-
30.
31.
32.
19.
Nut
26.
Diode 4
21.
Washer
28.
Wire (to Diode)
22.
Insulating Washer
29.
Cable (to Starter Contactor) 36.
j
Cable
(toMaster
Ground Service)
Wire
Diode(to
Assembly Switch)
31
22
33.
Battery Contactor
35.
Jumper Wire
Wire (to Clock Fuse)
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 7 of 7)
16-18
itch)
0
MODEL R182 AND TR182 SERVICE MANUAL
1
/
3
2
12
1•
DetailA
A
ROTATED 180°
9
8
8
' 12 13
8
16
17
8
1.
2.
15
Diode
Resistor
\
3. Bracket
4.
5.
6.
7.
18
/
Fuse-Clock
Fuse-Battery Contactor
Closing Circuit_
Insulating Washer
Washer
8. Nut
9.
19
Lockwasher
10.
Spacer
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Insulating Washer
Solder Terminal
Cover
Sta-Strap
Wire-To Diode Board
Cable-To Battery Contactor
Cable-To Ground Service Recept
Ground Wire
Firewall
Ground Service Contactor
Washer
Bolt
.
22
21
DetailB
1980 MODELS
For Contactor Installation Thru 1979
Refer to Figure 16-2.
Figure 16-3. Ground Service Receptacle Installation (Sheet 1 of 4)
16-19
MODEL R182 AND TR182 SERVICE MANUAL
8
26
25
A\
7
23
~~27
-X-23
29
*THRU 1979 MODELS
3
*'BEGINNING WITH 1980 MODELS
23.
24.
25.
26.
27.
28.
/3
Diode Board
Star Washer
Bus Bar
Bracket
Receptacle
Screw
29.
Doubler
30.
31.
32.
Door
Engine Cowl
Cable to Contactor
.
Detail C
Figure 16-3. Ground Service Receptacle Installation (Sheet 2 of 4)
16-20
MODEL R182 AND TR182 SERVICE MANUAL
13
8 24
25-
..26.
26
23
27
28
29
30
31
'
.-
-.
/^
D
Detail
1981 MODELS
Figure 16-3. Ground Service Receptacle Installation (Sheet 3 of 4)
16-21
MODEL R182 AND TR182 SERVICE MANUAL
_
~^\
_r~
13
20
8
24
25
26
32-
26
7/
'
*
27
28
29
30
L^ ~
(*i-
.
/
Detail D
BEGINNING WITH 1982 MODELS
Figure 16-3. Ground Service Receptacle Installation (Sheet 4 of 4)
16-22
31
MODEL R182 AND TR182 SERVICE MANUAL
16-31.
TROUBLE SHOOTING -- GROUND SERVICE RECEPTACLE.
TROUBLE
GROUND POWER WILL
NOT CRANK ENGINE.
PROBABLE CAUSE
Ground service connector
wired. incorrectly.
REMEDY
1. Check for voltage at all
three terminals of external
power contactor with ground
power connected and master
switch off. If voltage is present 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 servicediode board
assembly.
3. Check polarity and continunity 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 50-70 ohms.
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.
16-23
MODEL R182 AND TR182 SERVICE MANUAL
16-32.
REMOVAL AND INSTALLATION. (See figure 16-3.)
a. Thru 1978 Models open the battery box and disconnect the ground cable from the
negative terminal of the battery and pull the cable free of the box. Beginning with
1979 Models, remove negative ground strap.
b. Remove the nuts, washers, ground strap, bus bar and diode board from the studs of the
receptacle and remove battery cable.
c. Remove the screws and nuts holding the receptacle, ground strap will then be free
from bracket.
d. To install a ground service receptacle, reverse this procedure.
16-33.
ALTERNATOR POWER SYSTEM.
16-34.
DESCRIPTION. The alternator system consists of an engine driven alternator, a voltage
regulator/ alternator control unit 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.
Thru 1978 Models an over-voltage sensor switch and red warning light, labeled HIGH
VOLTAGE are incorporated to protect the system. Beginning with 1979 Models an overvoltage sensor, an under-voltage sensor and a red warning light, labeled LOW VOLTAGE
are incorporated to protect the system. The aircraft battery supplies the source of power for
excitation of the alternator.
16-35.
ALTERNATOR.
16-36.
DESCRIPTION. The 60-ampere alternator used on the aircraft is three-phase, deltaconnected with integral silicon diode rectifiers. The alternator is rated at 28 volts at 60
amperes continous output. Beginning with 1981 models, a 28-volt 95-ampere alternator is
offered as optional equipment
NOTE
Thru R18201798, a 2201074-1 balance weight is installed on tailcone bulkhead
station 230.187 when the 95-ampere alternator is installed.
16-37.
16-24
ALTERNATOR REVERSE VOLTAGE DAMAGE. The alternator is very susceptible to
reverse polarity damage due to the very low resistance of the output windings and the low
resistance of the silicon diodes in the output. If a high current source, such as a battery or
heavy duty ground power cart is attached to the aircraft with the polarity inadvertently
reversed, the current through the alternator will flow almost without limit and the alternator
will be immediately damaged.
MODEL R182 AND TR182 SERVICE MANUAL
D.....A..
Detail
A
/
10
60-AMP ALTERNATOR
i.
2.
\ "3.
4.
10.
ii.
... /.
Alternator
Adjustment Arm
Washer
Bolt
Bolt
Bolt
Figure 16-4. Alternator Installation (Sheet 1 of 2)
16-25
MODEL R182 AND TR182 SERVICE MANUAL
3
2
4
3\
/
v
^
f
5*-
*·
Torque to 500 Inch-Pounds
13 -3
12
12.Belt
Y-,
3l3.Cover
/
~
~14~~14.Circuit
Breaker
15.Bracket
He---16
16
95-AMP ALTERNATOR
16.Sta-Strap
Figure 16-4. Alternator Installation (Sheet 2 of 2)
16-26
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- 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 Over-Voltage Sensor.
Short in alternator voltage
regulator.
Disconnect regulator plug and
recheck. If circuit breaker
stays in. replace regulator.
Short in alternator field.
Disconnect "F" terminal wire
and recheck. If circuit
breaker stays in. replace
alternator.
Defective circuit breaker.
Replace circuit breaker.
b. ENGINE RUNNING.
ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON, OVERVOLTAGE LIGHT DOES
NOT COME ON.
16-27
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (THRU 1978 MODELS) (Cont).
b. ENGINE RUNNING (Cont.)
TROUBLE
PROBABLE CAUSE
REMEDY
ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON. OVER-VOLTAGE
LIGHT DOES NOT
COME ON.
Shorted field in alternator.
Check resistance from "F"
terminal of alternator to
alternator case. if resistance is less than 5 ohms
repair/replace.
CAUTION
This malfunction frequently causes a shorted regulator
which will result in an over-voltage condition when
system is again operated.
ALTERNATOR MAKES
ABNORMAL WHINING
NOISE.
Shorted diode in alternator.
Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance
from "B" Terminal of alternator to alternator case. Reverse leads and check again.
Resistance reading may show
continuity in one direction but
should show an infinite reading
in the other direction. If an
infinite reading is not obtained
in at least one direction. repair or replace alternator.
OVER-VOLTAGE LIGHT
DOES NOT GO OUT WHEN
ALTERNATOR AND BATTERY SWITCHES ARE
TURNED ON.
Shorted regulator.
Replace regulator.
Defective over-voltage
sensor.
Replace sensor.
16-28
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (THRU 1978 MODELS) (Cont).
b. ENGINE RUNNING (Cont.)
TROUBLE
AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3
MINUTES.
PROBABLE CAUSE
Regulator faulty or high
resistance in field circuit.
REMEDY
With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bus voltage to ground. then measure
voltage from terminal of
alternator to ground. If
there is more than 2 volts
difference check field circuit
wiring shown on alternator
system wiring diagram in
Section 19. Clean all contacts
Replace components until there
is less than 2 volts difference
between bus voltage and field
voltage.
NOTE
Also refer to battery power system trouble shooting
chart.
ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.
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 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.
16-29
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- 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. 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 19.
Alternator field winding
open.
1. If voltage is present turn
off alternator and battery
switches. Check resistance
from "F" terminal of alternator to alternator case.
turning alternator shaft during measurement. Normal
indication is 12-20-ohms.
If resistance is high or low,
repair or replace alternator.
If ok refer to Step 2.
2. Check resistance from
case of alternator to airframe ground. Normal indication is very low resistance.
If reading indicates no. or
poor continuity. repair or
replace alternator ground
wiring.
16-30
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (BEGINNING 1979 MODELS).
a. ENGINE NOT RUNNING.
TROUBLE
PROBABLE CAUSE
REMEDY
AMMETER INDICATES
HEAVY DISCHARGE OR
ALTERNATOR CIRCUIT
BREAKER OPENS.
(Battery Switch ON. Alternator Switch OFF, all
other electrical switches
OFF.)
Shorted diode in alternator.
Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance from
"B" Terminal of alternator to
alternator case. Reverse
leads and check again. Resistance reading may show
continuity in one direction
but should show an infinite
reading in the other direction.
If an infinite reading is not obtained in at least one direction.
repair or replace alternator.
ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON.
Short in alternator control
unit.
Disconnect Over-Voltage
Sensor plug and recheck. If
circuit breaker stays in replace Over-Voltage Sensor.
Disconnect control unit plug
and recheck. If circuit breaker
stays in. replace alternator control unit.
Short in alternator field.
Disconnect "F" terminal wire
and recheck. If circuit breaker stays in, replace alternator.
Defective circuit breaker.
Replace circuit breaker.
b. ENGINE RUNNING.
ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON, LOW-VOLTAGE LIGHT DOES NOT
COME ON.
16-31
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (BEGINNING 1979 MODELS) (Cont).
b. ENGINE RUNNING (Cont).
TROUBLE
ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON. LOW-VOLTAGE
LIGHT MAY OR MAY
NOT COME ON.
PROBABLE CAUSE
Shorted field in alternator.
REMEDY
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.
16-32
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (BEGINNING 1979 MODELS) (Cont).
b. ENGINE RUNNING (Cont).
TROUBLE
AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3
MINUTES.
PROBABLE CAUSE
Alternator control unit
faulty or high resistance in field circuit.
REMEDY
With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bus voltage
to ground. then measure voltage from terminal of alternator to ground. If there is
more than 2 volts difference
check field circuit wiring
shown on alternator system
wiring diagram in Section
19. Clean all contacts. Replace
components until there is less
than 2 volts difference between bus voltage and field
voltage.
NOTE
Also refer to battery power system trouble shooting
chart.
ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.
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.
16-33
MODEL R182 AND TR182 SERVICE MANUAL
16-38.
TROUBLE SHOOTING -- ALTERNATOR SYSTEM (BEGINNING 1979 MODELS) (Cont).
b. ENGINE RUNNING (Cont).
TROUBLE
ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED. (Cont.)
PROBABLE CAUSE
Alternator output voltage
insufficient (cont).
REMEDY
2. Stop engine. turn off all
switches. Connect voltmeter
between "F" terminal of
alternator and ground. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present at "F"
terminal, less 1 volt drop
thru regulator, if not refer
to Step 3.
3. Starting at "F" terminal
of alternator, trace circuit
to alternator control unit at
Pin 1 (Blue Wire). Trace circuit from Pin 3 (Red Wire)
to master switch, to Bus Bar.
Trace circuit from alternator
control unit Pin 2 (Orange
Wire) to alternator "BAT"
terminal. Check connections
and replace component
which does not have voltage
present at output. Refer
to alternator system.
wiring diagram in Section 19.
Alternator field winding
open.
1. If voltage is present turn
off alternator and battery
switches. Check resistance
from "F" terminal of alternator to alternator case.
turning alternator shaft during measurement. Normal
indication is 12-20 ohms.
If resistance is high or low,
repair or replace alternator.
If ok refer to Step 2.
2. Check resistance from
case of alternator to airframe ground. Normal indication is very low resistance.
If reading indicates no. or
poor continuity. repair or
replace alternator ground wiring.
16-34
MODEL R182 AND TR182 SERVICE MANUAL
16-39.
REMOVAL AND INSTALLATION. (See figure 16-4.)
a. Make sure that the master switch remains in the off position or disconnect the
negative lead from the battery.
b. Disconnect 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 lower mounting bolt to remove the alternator.
f. To replace the alternator, reverse this procedure.
g. On 60-amp alternator, adjust belt tension to obtain 3/8" deflection at the center of the
belt when applying 12 pounds of pressure to the belt. On the 95-amp alternator, on
initial installation belt tension should be 72 lb.; thereafter 58 to 72 lb. After the belt is
adjusted and the bolt is safety wired, tighten the bottom bolt to 100-140 lb.-in. torque to
remove any p lay between the alternator mounting foot and the U-shaped support
assembly.
CAUTION
On new aircraft or whenever a new belt is installed, belt
tension should be checked within 10 to 25 hours of operation.
NOTE
When tightening the alternator belt, apply pry bar pressure only to the end of the alternator nearest to the belt
pulley.
16-40.
ALTERNATOR VOLTAGE REGULATOR. (THRU 1978 MODELS.)
16-41.
DESCRIPTION. A transistorized voltage regulator is installed on the aircraft. The regulator
is adjustable, but adjustment on the aircraft is not recommended. A bench adjustment
procedure is outlined in the Cessna Alternator Charging Systems Service/Parts Manual. A
Cessna Alternator Charging System Test Box Assembly (PN. 9870000-1) is available
through the Cessna Service/Parts Center for use in isolating failures in the 28-volt
transistorized voltage regulator (C611002-0105) and the 28-volt Alternator.
16-43.
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.
16-35
MODEL R182 AND TR182 SERVICE MANUAL
16-43.
ALTERNATOR CONTROL UNIT.
16-44.
DESCRIPTION. The alternator control unit is a solid state voltage regulator with an overvoltage sensor and low-voltage sensor incorporated in the unit. The control unit is not
adjustable and is a remove and replace item. A Cessna Alternator Charging System Test
Box Assembly (PN9870005) is available through the Cessna Service/Parts Center for use in
isolating failures in the 28-volt alternator control units (C611005-0101 and C611005-0102) and
the 28-volt alternator.
16-45.
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 regulator/alternator control unit.
e. Remove screws securing the regulator/alternator control unit to the firewall.
f. To install regulator/alternator control unit, reverse the preceding steps. Be sure the
connections for grounding are clean and bright before assembly. Otherwise faulty
voltage regulator and/or excessive radio noise may result.
16-46.
OVER-VOLTAGE WARNING SYSTEM.
16-47.
DESCRIPTION. Thru 1978 Models 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 over-voltage sensor turns off the alternator system and
the red warning light comes on. The ammeter will show a discharge. Turn off both sections of
the master switch to recycle the over-voltage sensor. If the over-voltage condition was
transient, the normal alternator charging will resume and no further action is necessary. If
the over-voltage 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 over-voltage
condition on the electrical system. Refer to figure 16-5 for sensor switch installation.
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
over-voltage light filament may be tested at any time by turning off the "Alternator" portion
of the master switch and leaving the battery portion on. This test does not induce an overvoltage condition on the electrical system.
18-36
MODEL R182 AND TR182 SERVICE MANUAL
1
Voltage Regulator.
-
32 Ground Wire
4. Housing - Cap
8. Screw
. Over-Voltage
. NutFirewall
3.
5.
-
.
;
Cap
Detail
Housing - Plug
6. Screw
7.
8.
9.
10.
.
--.-.Detail
" ..
*..
'::^^Y-.
1
Sengulator
Ground Wire
4. Housing
1
I
·
4
16-37
B
4
Over-Voltage Sensor
Nut
Alternator Control Unit
Bolt
THRU 1978 MODELS
Figure 16-5. Voltage Regulator/ Alternator Control Unit Installation (Sheet 1 of 4)
16-37
MODEL R182 AND TR182 SERVICE MANUAL
9
Detail A
1979 MODELS
Figure 16-5. Voltage Regulator/ Alternator Control Unit Installation (Sheet 2 of 4)
16-38
MODEL R182 AND TR182 SERVICE MANUAL
9
3*^
14.Washer~2
\ ^
10
14\
4
12
DetailA
6
15~~~~15.
1980 MODELS
11. Terminal Board
12. Cover
13. Wire-To Circuit Breaker
Alternator Ground
16.
17.
Wire-To Alternator Control Unit
Wire-To Alternator
Figure 16-5. Voltage Regulator/Alternator Control Unit Installation (Sheet 3 of 4)
16-39
MODEL R182 AND TR182 SERVICE MANUAL
12
9\
9*
818
16
13
Detail
A
BEGINNING WITH 1981 MODELS
*
' THRU R18201989
BEGINNING WITH
R18201990
Figure 16-5. Voltage Regulator/Alternator Control Unit Installation (Sheet 4 of 4)
16-40
MODEL R182 AND TR182 SERVICE MANUAL
16-48.
AIRCRAFT LIGHTING SYSTEM.
16-49.
DESCRIPTION. The aircraft lighting system consists of landing and taxi lights, navigation
lights, flashing beacon light, anti-collision strobe lights, dome and instrument lights.
courtesy lights. control wheel map light, compass and radio dial lights.
16-50.
TROUBLE SHOOTING -- LIGHTING SYSTEM.
TROUBLE
LANDING AND TAXI
LIGHTS OUT.
LANDING OR TAXI LIGHT
OUT.
FLASHING BEACON DOES
NOT LIGHT.
PROBABLE CAUSE
REMEDY
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 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 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.
16-41
MODEL R182 AND TR182 SERVICE MANUAL
16-50.
TROUBLE SHOOTING -- LIGHTING SYSTEM (Cont.)
TROUBLE
FLASHING BEACON DOES
NOT LIGHT. (Cont.)
PROBABLE CAUSE
REMEDY
Defective switch.
5. Check voltage at flasher
with master and beacon
switch on. Should read battery voltage. Replace switch.
If voltage is present.
proceed to step 6.
Defective flasher.
6. Install new flasher.
FLASHING BEACON
CONSTANTLY LIT.
Defective flasher.
1. Install new flasher.
ALL NAV LIGHTS OUT.
Short circuit in wiring.
1. Inspect circuit breaker.
If 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.
ONE NAV LIGHT OUT.
WARNING
The anti-collision system is a high voltage device. Do not
remove or touch tube assembly while in operation. Wait
at least 5 minutes after turning off power before starting
work.
BOTH ANTI-COLLISION
STROBE LIGHTS WILL
NOT LIGHT.
16-42
Open circuit breaker.
1. Check. if open reset. If
circuit breaker continues to
open proceed to step 2.
MODEL R182 AND TR182 SERVICE MANUAL
16-50.
TROUBLE SHOOTING -- LIGHTING SYSTEM (Cont.)
TROUBLE
BOTH ANTI-COLLISION
STROBE LIGHTS WILL
NOT LIGHT. (Cont.)
PROBABLE CAUSE
Open circuit breaker
REMEDY
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
necessary.
4. Inspect strobe power supply ground wire for contact
with wing structure.
CAUTION
Extreme care should be taken when exchanging flash
tube. The tube is fragile and can easily be cracked in a
place where it will not be obvious visually. Make sure the
tube is seated properly on the base of the nav light
assembly and is centered in the dome.
NOTE
When checking defective power supply and flash tube,
units from opposite wing maybe used. Be sure power
leads are protected properly when unit is removed to
prevent short circuit.
ONE ANTI-COLLISION
STROBE LIGHT WILL
NOT LIGHT. (Cont.)
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 24 volts.
If ok, proceed to step 2.
If not, check aircraft power
supply (battery/external
power).
16-43
MODEL R182 AND TR182 SERVICE MANUAL
16-50.
TROUBLE SHOOTING -- LIGHTING SYSTEM (Cont.)
TROUBLE
PROBABLE CAUSE
REMEDY
ONE ANTI-COLLISION
STROBE LIGHT WILL
NOT LIGHT. (Cont.)
Defective strobe power
Supply, or flash tube.
2. Replace flash tube with
known good flash tube. If
system still does not work.
replace strobe power supply.
DOME LIGHT TROUBLE.
Short circuit in wiring.
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.
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 LIGHT.
Lamp burned out.
4. Test lamp with ohmmeter
or new lamp. Replace lamp.
Defective switch.
5. Check for voltage at dome
light with master and dome
light switch on. Should
read battery voltage.
Replace switch.
Short circuit 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.
3. Test for open circuit.
Repair or replace wiring.
If no short or open circuit
is found, proceed to step 4.
16-44
MODEL R182 AND TR182 SERVICE MANUAL
16-50.
TROUBLE SHOOTING -- LIGHTING SYSTEM (Cont.)
TROUBLE
INSTRUMENT LIGHTS
WILL NOT LIGHT. (Cont.)
INSTRUMENT LIGHTS
WILL NOT DIM.
CONTROL WHEEL MAP
LIGHT WILL NOT LIGHT.
PROBABLE CAUSE
REMEDY
Faulty section in dimming potentiometer.
4. Lights will work when
control is placed in position.
Replace potentiometer.
Faulty light dimming
transistor.
5. Test both transistors with
new transistor. Replace
faulty transistor.
Faulty selector switch.
6. Inspect. Replace switch.
Open resistor or wiring
in minimum intensity end
of potentiometer.
1. Test for continuity.
Replace resistor or repair
wiring.
Shorted transistor.
2. Test transistor by substitution. Replace defective
transistor.
Nav light switch turned
off.
1. Nav light switch has to be
ON before map light will light.
Short circuit in wiring.
2. Check lamp fuse on terminal board located on back
of stationary panel with ohmmeter. If fuse is open. proceed to step 3. If fuse is
ok. proceed to step 4.
Defective wiring.
3. Test circuit until short is
located. Repair or replace
wiring.
4. Test for open circuit.
Repair or replace wiring.
If a short or open circuit
is not found. proceed to
step 5.
Defective map light
assembly.
5. Check voltage at map light
assembly with master and nav
light switches on. If battery
voltage is present. replace map
light assembly.
16-45
MODEL R182 AND TR182 SERVICE MANUAL
16-51.
LANDING AND TAXI LIGHTS.
16-52.
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 circuit breaker located on the primary bus bar. Two rocker switches
control the lights. The switches are interconnected by a diode: 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 diode around the taxi light switch to
the taxi light so both lights are illuminated.
16-53.
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).
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).
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.
f.
g.
16-54.
Connect wires to lamps and install cowl.
Check lights for operation.
ADJUSTMENT OF LANDING AND TAXI LIGHTS. (See figure 16-6.) Adjustment of the
landing and taxi lights is pre-set at the factory. If further adjustment is desired proceed as
follows:
a. Remove the lower engine cowl and 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.
e.
f.
16-46
Using screws (8) secure lamp assembly to support (2).
Connect wires to lamps and install cowl.
Check lights for operation and direction.
MODEL R182 AND TR182 SERVICE MANUAL
. .
.. * *.. ",
· " . .1........
3
" .
P.
....
.... ..........
.
,
a
-
..
'
X
:".:.
..
.~
4 t--. Gask
.
.::
:*"-*-...,
.
.,
Lamp,.
5.,,.¥::
A
6
Detail
7
A
THRU R18201313 AND FR18200045
1.
2.
3.
4.
5.
6.
7.
8.
Nose Cap
Landing Light Support
Plate
Gasket
Lamp
Bracket
Screw
Tinnerman Screw
Figure 16-6. Landing and Taxi Light Installation (Sheet 1 of 2)
16-47
MODEL R182 AND TR182 SERVICE MANUAL
7
6
9
7
810
10
9
Detail
A
BEGINNING WITH R18201314 AND FR18200046
9. Washer
10. Nut
Figure 16-6. Landing and Taxi Light Installation (Sheet 2 of 2)
16-48
MODEL R182 AND TR182 SERVICE MANUAL
16-55.
NAVIGATION LIGHTS.
16-56.
DESCRIPTION. The navigation lights are installed on each wing tip and the stinger. The
lights are controlled by a switch located on the instrument panel.
16-57.
REMOVAL AND INSTALLATION. For removal and installation of the navigation lights.
see figure 16-7.
16-58.
FLASHING BEACON.
16-59.
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.
16-60.
REMOVAL AND INSTALLATION. (See figure 16-8.)
CAUTION
When inserting lamp into socket always use a handkerchief or a tissue to prevent getting fingerprints on the
lamp.
NOTE
Fingerprints on lamp may shorten the life of the lamp.
16-61.
ANTI-COLLISION STROBE LIGHTS.
16-62.
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.
16-63.
REMOVAL AND INSTALLATION. (See figure 16-7.)
WARNING
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.
16-64.
OVERHEAD CONSOLE.
16-65.
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.
16-66.
REMOVAL AND INSTALLATION. (See figure 16-9.)
16-49
MODEL R182 AND TR182 SERVICE MANUAL
A
2.
3.
Power Supply
Ground
Wire
4. Mounting
Bracket.
1. Wing Tip
Rib
2.
3. Power
GroundSupply
Wire
4.
Mounting
Bracket
5. Electrical Leads
6. Cap
7. Washer
8. Insulated Washer
9.
10.
9.
10.
11.
12.
13.
14.
15.
Spring/
Insulator
Housing - Plug
Spring
Insulator - Plug
Housing
Housing - Cap
Wing Tip
Lamp Socket
Spacer
B
17.
18.
19.
16.
17.
18.
19.
20.
21.
22.
23.
Lens
Screw
Lens Retainer
Flash
Tube Assembly
Lens
ScrewRetainer
Lens
Gasket
Lamp
Seal
Grounding Washer
Figure 16-7. Navigation and Anti-Collision Strobe Lights Installation (Sheet 1 of 2)
16-50
MODEL R182 AND TR182 SERVICE MANUAL
11
13
",
':12
56
'
*
154
/IJ
9
17
DetaiB
Q
Detail C
0
22
21
19
1
-e
B
21
7nalat
(
186
Figure 16-7. Navigation and Anti-Collision Strobe Lights Installation (Sheet 2 of 2)
16-51
MODEL R182 AND TR182 SERVICE MANUAL
A
<-^16
11_9
11
14
13
44
Detail B
6
12
.^s.^^^
Or^^
Add·* ^^
· / ' _^/^
.,.<- <"^
Detail A
1. Dome
2.
3.
4.
5.
6.
7.
8.
Gasket
Lamp
Screw
Baffle
Clamp Assembly
Mounting Plate
Socket Assembly
9.
10.
11.
12.
13.
14.
15.
Nutplate
Tip Assembly - Fin
Flasher Assembly
Fin Assembly
Housing - Plug
Housing - Cap
Resistor
Figure 16-8. Flashing Beacon Installation (Sheet 1 of 2)
16-52
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
When installing lamp be sure
socket assembly is installed in
mounting plate so lamp may be
installed with filament perpendicular to the longitudinal axis of the
aircraft.
Beginning with R18201445.
On aircraft R18200001
thru R18201444 and
FR18200001 thru
FR18200050. refer
to Cessna SingleEngine Customer
Care Service Information
Letter SE80-53 dated
May 12, 1980.
8
\
i
|
l
j|
Detail C
Figure 16-8. Flashing Beacon Installation (Sheet 2 of 2)
16-53
MODEL R182 AND TR182 SERVICE MANUAL
16-67.
INSTRUMENT LIGHTING.
16-68.
DESCRIPTION. The instrument panel lighting consists of two separate 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 controlled by the instrument
light dimming rheostat located on the switch panel.
16-69.
REMOVAL AND INSTALLATION. (See figure 16-9 and 16-10.)
16-70.
ELECTROLUMINESCENT PANEL LIGHTING.
16-71.
DESCRIPTION. The electroluminescent lighting consists of two "EL" panels: the switch
panel and the comfort control panel. The ac voltage required 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 the "EL" panel lighting is controlled by a rheostat located on the
instrument switch panel.
16-72.
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.
16-73.
INSTRUMENT POST LIGHTING.
16-74.
DESCRIPTION. Individual post lighting may be installed to provide non-glare instrument
lighting. The post light consists of a cap and a clear lamp assembly with a tinted lens. The
intensity of the post lights is controlled by the instrument light-dimming rheostat on the
switch panel.
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.
16-54
MODEL R182 & TR182 SERIES SERVICE MANUAL
16-74A. TROUBLE SHOOTING - POSTLIGHTING.
TROUBLE
LAMP WILL NOT LIGHT.
ONE SECTION OF LAMPS
WILL NOT LIGHT.
ONE SECTION OF LAMPS
WILL NOT LIGHT. (Cont)
PROBABLE CAUSE
REMEDY
Defective lamp.
1. Test lamp with ohmmeter or
replace with a new lamp. If lamp
is OK, proceed to step 2.
Defective socket or open
circuit.
2. With switch on, test socket. If
defective, replace socket or wiring.
Defective connector.
1. Test for voltage on lamp side of
connector. If voltage is not present, check opposite side of connector. If voltage is present, replace pins and sockets as necessary. If voltage is not present,
check connections at terminal
block.
Defective circuit in dimming
assembly.
2. Refer to paragraph 17-90B.
Defective rheostat.
2. 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 OUTS.
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 votlage 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.
16-54A
MODEL R182 & TR182 SERIES SERVICE MANUAL
16-75.
TRANSISTORIZED LIGHT DIMMING.
16-76.
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.
16-77.
REMOVAL AND INSTALLATION. (See figure 16-11.)
16-77A. TROUBLE SHOOTING - TRANSISTORIZED HEAT SINK. Remove heat sink from airlane.
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.
16-78.
DOME LIGHT.
16-79.
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.
16-80.
REMOVAL AND INSTALLATION. (See figure 16-9.)
16-81.
MAP LIGHT.
16-82.
DESCRIPTION. A light assembly is installed in the instrument panel glare shield above the
pilot's control wheel. The light has blue lens. A switch located forward of the light controls
the light.
16-83.
REMOVAL AND INSTALLATION. (See figure 16-10.)
16-54B
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
A
C
w
B
4
5
~~\
\^"^
I^~
\*^
^10
I1
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Washer
Screw
Nutplate
Housing Assembly
Ground Wire
Grommet
Bracket
Speaker
Grill - Speaker
Socket - Map Light, Flood Light
Lamp-Flood Light
Cover Assembly
Socket - Post Light
Lamp Assembly
Slide Cover
Slide Knob
Shield
Socket - Courtesy Light
Lamp - Courtesy Light
Cover Plate
1.
I
1
\
A
12
(
2
/
13
/
14
/
2
Detail A
Figure 16-9. Overhead Console, Dome and Courtesy Light Installation (Sheet 1 of 4)
16-55
MODEL R182 AND TR182 SERVICE MANUAL
6
t//X
\\3
/y
16-56
16-56
2
17
MODEL R182 AND TR182 SERVICE MANUAL
22
27
21
e-
Detail
C/24
26
Detail C
THRU R18201634
21.Switch
22.Bracket
23.Lamp
24.Cover
25.Lens
26.Screw
27.Socket
Figure 16-9. Overhead Console, Dome and Courtesy Light Installation (Sheet 3 of 4)
16-57
MODEL R182 AND TR182 SERVICE MANUAL
22
27
2.
Detail C
BEGINNING WITH R18201635
Figure 16-9. Overhead Console, Dome and Courtesy Light Installation (Sheet 4 of 4)
16-58
MODEL R182 AND TR182 SERVICE MANUAL
16-84.
CONTROL WHEEL MAP LIGHT.
16-85.
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.
16-86.
REMOVAL AND INSTALLATION. (See figure 16-12.) To remove, push upward on the lamp
and turn. The lamp and reflector are replaced as a unit.
16-87.
LANDING GEAR INDICATOR LIGHTS.
16-88.
DESCRIPTION. Thru 1982 models, the position of the landing gear is indicated by two
press-to-test lamp assemblies mounted on the right side of the switch panel. The green light
is on when all three gears are down and locked, the amber is on when all three gears are up
and locked. If any gear assumes an intermediate position of neither up and locked or down
and locked, both lights will be dark. The hood of each light is removable for bulb replacement, and has a dimming shutter. Beginning with 1983 models, the gear indicating lights
are red and green, press-to-test light assemblies. The green light indicates that all three
gears are down and locked. The red light indicates that the gears are in transition. The red
light goes out when the gears are fully retracted or extended. The red light will illuminate
when the gears are fully retracted should the system pressure drop below 1000 PSI, except
when the nose gear squat switch is open. It is possible to have both lights on at the same
time. Under normal circumstances, this will occur only momentarily. However, anytime
both lights stay on or the red light does not go out, a malfunction has occurred.
16-89.
REMOVAL AND INSTALLATION.
a. Remove the hood on either light by unscrewing counterclockwise. The lamp is in the
hood and may be replaced by pulling it out and inserting a new lamp.
b. To remove the lamp socket assembly, remove the nut from the assembly on the front
side of the panel.
c. Tag and unsolder the wires from the socket assembly.
d. To replace a lamp socket assembly, reverse the above procedure.
16-90.
COMPASS AND RADIO DIAL LIGHTS.
16-91.
DESCRIPTION. The compass and radio dial lights are contained within the individual units.
The light intensity is controlled by the instrument light-dimming rheostat mounted on the
lower left side of the instrument panel.
16-92.
PEDESTAL LIGHTING.
16-93.
DESCRIPTION. The pedestal lighting consists of two lights: one on the upper portion of the
pedestal for lighting of the trim wheels and the cowl flap control, and one on the lower
portion for lighting of the fuel selector. Light dimming is controlled by the transistorized
light dimming circuit.
16-94.
REMOVAL AND INSTALLATION. For removal and installation of the lamps, see figure 1613.
16-95.
STALL WARNING UNIT.
16-96.
DESCRIPTION. A solid state warning unit is installed on the left hand root rib. The warning
signal is transmitted through the radio speaker in the overhead console.
Revision 1
16-59
MODEL R182 AND TR182 SERVICE MANUAL
B
C
4
s1
A
21
Detail A
Detail C
Detail B
1.
2.
3.
4.
5.
Cover
Light Housing
Nutplate
Shield
Screw
6.
Switch - Map Light
Figure 16-10. Instrument Panel Glareshield Lighting Installation
16-60
MODEL R182 AND TR182 SERVICE MANUAL
5
34
A
2
Detail A
9
1312
12
6
14
//15
*
1111N1
11
Detail
Detail C
1.
2.
3.
4.
5.
6.
7.
8.
Screw
Inverter
Washer
Nut
Glove Box
Transistor
Mica Washer
Heat Sink
9.
10.
11.
12.
13.
14.
15.
B
Mounting Bracket
Housing- Socket
Rheostat
Set Screw
Control - Instrument Lighting.
Control - Engine Inst. and Radio Lighting
Control - Lower Panel Lighting
Figure 16-11. Transistorized Light Dimming and Electroluminescent Light Inverter Installations
16-61
MODEL R182 AND TR182 SERVICE MANUAL
5
1
9
2
tj~'~
i
8
THRU 1980 MODELS
1.
2.
3.
4.
5.
6.
7.
8.
9.
Control Tube Assembly
Cover
Adapter
Map Light Rheostat
Control Wheel
Map Light Socket
Lamp Assembly
Connector Circuit Board
Knob (Map Light)
Figure 16-12. Control Wheel Map Light Installation (Sheet 1 of 2)
16-62
MODEL R182 AND TR182 SERVICE MANUAL
<
9
7
BEGINNING WITH 1981 MODELS
Figure 16-12. Control Wheel Map Light Installation (Sheet 2 of 2)
16-63
MODEL R182 AND TR182 SERVICE MANUAL
1_
1.
2.
3.
4.
Lamp
Shield
Socket
Cover
92
4
3
THRU 1981 MODELS
Figure 16-13. Pedestal Lighting (Sheet 1 of 2)
16-64
MODEL R182 AND TR182 SERVICE MANUAL
3
4
:!',
BEGINNING WITH 1982 MODELS
Figure 16-13. Pedestal Lighting (Sheet 2 of 2)
16-65
MODEL R182 AND TR182 SERVICE MANUAL
NOTE
If false signals are experienced, refer to Cessna Singleengine Service Letter SE78-50. dated August 7. 1978.
16-97
REMOVAL AND INSTALLATION. (See figure 16-14.)
16-98..
STALL WARNING SWITCH.
16-99.
DESCRIPTION. The stall warning 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 stall warning horn. The horn should sound at approximately
five to ten miles per hour above actual stall speed. Initial installation of the switch should be
with the lip of the warning switch approximately one sixteenth of an inch below the center
line of the wing skin cutout. Test-fly the aircraft to determine if the horn sounds at the
desired speed. If the horn sounds too soon. move the unit down slightly; if too late. move the
unit up slightly.
16-100. REMOVAL AND INSTALLATION. (See figure 16-14.)
16-101.
COURTESY LIGHTS.
16-102.
DESCRIPTION. The lights consist of one light located on the under side of each wing to
provide ground lighting around the cabin area. The courtesy lights have clear lenses and are
controlled by a single slide switch labeled "Utility Lights", located on the left rear door post.
16-103. REMOVAL AND INSTALLATION. (See figure 16-9.)
16-104. PITOT AND STALL WARNING HEATERS.
16-105. 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.
16-106. CIGAR LIGHTER. (THRU R18201798.)
16-107. DESCRIPTION. The cigar lighter (located on the instrument panel) is equipped with a
thermal-actuated 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.
CAUTION
Make sure the master switch is OFF before inserting
probe into the circuit breaker on cigar lighter to reset.
16-108. REMOVAL AND INSTALLATION. (See figure 16-15.)
a. Ensure that the master switch is OFF.
b. Remove the 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.
16-66
MODEL R182 AND TR182 SERVICE MANUAL
B
°
Detail
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
/B
A
Pitot Tube
Heater Assembly
Electrical Leads
Screw
Stall Warning Assembly
Cover
Rib
Wing Leading Edge
Stall Warning Actuator
Tinnerman Nut
Figure 16-14. Pitot Heat and Stall Warning Installation (Sheet 1 of 2)
16-67
MODEL R182 AND TR182 SERVICE MANUAL
~6
~~~Detail~Detail
!10
B
Figure 16-14. Pitot Heat and Stall Warning Installation (Sheet 2 of 2)
16-68
MODEL R182 AND TR182 SERVICE MANUAL
11
7
'--
11
8
Rei15
THRU R18201798
1. Knob
2.
3.
4.
5.
6.
Element F
Socket
Panel
Shell
Circuit Breaker
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Probe
Nut
Lockwasher
Wire (to Resistor)
Resistor
Wire (to Fuse)
Fuse Holder Cap
Fuse
Fuse Holder
Wire (to Circuit Breaker)
Figure 16-15. Cigar Lighter Installation
16-69
MODEL R182 AND TR182 SERVICE MANUAL
16-109. EMERGENCY LOCATOR TRANSMITTER.
16-110. 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 left 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
C589511-0103 transmitter, and the C589511-0104 transmitter on aircraft with Canadian registry, are used thru R18200583 .The C589511-0117 transmitter, and the C589511-0113
transmitter on aircraft with Canadian registry, are used thru R18200584 thru R18201933.
Beginning with R18201934 the C589512-0103 transmitter is used on all aircraft.
The C589511-0104 transmits on 121.5 MHz at 25 mw rated power output for 100 continuous hours in the temperature range of -40°F (-40°C to + 55°C). The C589511-0113 transmits
on 121.5 MHz at 25 mw rated power output for 100 continuous hours in the temperature
range of -4°F to + 131°F (-20°C to +55°C). The C589511-0103 transmits on 121.5 and 243.0
MHz simultaneously at 75 mw rated power output for 48 continuous hours in the temperature range of -40°F to +131°F (-40°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 C589511-0104 and C5895110103 ELT's equipped with a lithium battery-pack must be modified by SK185-20 as outlined
in Avionics Service Letter AV78-31, dated 20 November 1981, to incorporate alkaline battery-packs. The C589511-0114 alkaline battery-packs have the service life of the batterypack stamped on the battery pack, on the end of the transmitter below the switch and on top
of the transmitter. The C589512-0107 alkaline battery-packs have the replacement date and
date of installation on the battery-pack and the replacement date on the top of the transmitter.
16-111. OPERATION. A three-position switch on the forward end of the unit controls operation.
Placing the switch in the ON position will energize the unit to start transmitting emergency
signals. In the OFF position, the unit is inoperative. Placing the switch in the ARM position
will set the unit to start transmitting emergency signals only after the unit has received a
5g (tolerances are + 2g and -Og) impact force, for a duration of 11-16 milliseconds.
CAUTION
Do not leave the emergency locator transmitter in the ON
position longer than 1 second (3 sweeps of the warble
tone) or you may activate downed aircraft procedures by
CAP, DOT or FAA personnel.
16-112. 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 ELTs antenna cable from the ELT unit.
16-70
MODEL R182 AND TR182 SERVICE MANUAL
d.
e.
Place the ELTs function selector switch in the ON position for 1 second or less. Immediately replace the ELT function selector switch in the ARM position after testing
ELT.
Test should be conducted only within the time period made up of the first five minutes after any hour.
CAUTION
Tests with the antenna connected should be approved and
confirmed by the nearest control tower. The FAA/DOT allows free space 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 battery-pack. This date is supplied on a
sticker attached to the outside of the ELT case and to each battery.
16-113. 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. Remove the two #10 screws from the baseplate of the ELT and remove ELT.
d. To reinstall transmitter, reverse preceding steps.
CAUTION
Ensure that the direction of flight arrows (placarded on
the transmitter) are pointing towards the nose of the
aircraft.
16-114. 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.
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.
16-71
MODEL R182 AND TR182 SERVICE MANUAL
1 3-H-,1 0
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i
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I
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.
.
/..0S
' II\~11·.(.10
q ¢(O~l~a(l
_
1 ·t· '-IAll
C< >0'C
*
.
13.
Placard
7.
8.
9.
9.
10.
11.
12.
12.
13.
Arm Switch
Co-axial Cable
Rubber
Rubber Washer
Washer
Boot5
Rubber Boot
Antenna
Doubler..
Doubler
Placard
:
THRU R18200583
1.
2.
3.
3.
4.
4.
5.
6.
Cabin Skin
Bracket
Transmitter
Transmitter
Cover
Screw
Battery Pack
Dt:i:
'.''''
12
A...Dt
'.::.'
'-'-':-,.
ROTATED 180
Detail
.5..
B
6
...
C
Detail
DetailC
ROTATED 180 °
Figure 16-16. Emergency Locator Transmitter Installation (Sheet 1 of 3)
16-72
MODEL R182 AND TR182 SERVICE MANUAL
"^tL'-ltD
/
t1..-,
.. ..
a....
Of..
-e S.-"S:
-uS1 6I sta.-Io
1
o
LCCOsoa*
-
': ,
... ;,-c
...
-.
.'-.-..
'
/
B,
* (^^h
^€y3~~ 3
DetailDetail
12
B
4
R18200584 THRU R18201933
Detail C
ROTATED 180 °
Figure 16-16. Emergency Locator Transmitter Installation (Sheet 2 of 3)
16-73
MODEL R182 AND TR182 SERVICE MANUAL
a"Z~czz.
toc~o
t.^,Iof,,.is
4*
H
.
se-clo t
,,.-4 ,10.
01t
o'
Z~t' tils
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...
i >o
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"
* '*
; -
"
62
^^^ . "
THIS SURFACE
PLACARD LOCATED ON LEFT HAND
SIDE OF TAILCONE ADJACENT TO
ELT ON CANADIAN AIRCRAFT.
Figure 16-16.
16-74
. ', '
,~."
A....
.
.
1
..
.
'
'"'
":'Y
//'....
13
.^'.C.
~.:::"* --_
V
12
0
.6
5
Detail C.
ROTATED 180°
Emergency Locator Transmitter Installation (Sheet 3 of 3)
MODEL R182 AND TR182 SERVICE MANUAL
C589511-0103 TRANSMITTER
C589511-0104 TRANSMITTER (CANADIAN)
j
C589511-0105 BATTERY PACK
C589511-0106 BATTERY PACK (CANADIAN)
C589511-0117 TRANSMITTER
C589511-0113 TRANSMITTER (CANADIAN)
C589511-0114 DOMESTIC & CANADIAN
Figure 16-17. Battery Pack Installation
16-75
MODEL R182 AND TR182 SERVICE MANUAL
CAUTION
The C589511-0111 and C589511-0119 co-axial cable must
be installed as indicated on the cable sleeve. Cable end
marked "TO ANT" must be connected to the ELT antenna.
and the end marked "TO ELT" must be connected to the
C589511-0113/ -0117 and C589511-0103/ -0104 transmitters.
16-115. REMOVAL AND INSTALLATION OF BATTERY-PACK. (See figure 16-17).
CAUTION
Lithium battery-pack must be replaced with alkaline
battery-packs per SK185-20.
NOTE
Transmitters equipped with the C589511-0105 or C5895110106 battery-packs can only be replaced with another
C589511-0114 after modification by SK185-20 has been
completed.
a.
b.
c.
d.
e.
After the transmitter has been removed from aircraft in accordance with para 16-113,
place the transmitter switch in the OFF position.
Remove the four screws attaching the cover to the case and then remove the cover to
gain access to the battery-pack.
Disconnect the battery-pack electrical connector and remove battery-pack.
Place new battery-pack in the transmitter with four batteries as shown in the case in
figure 16-17.
Connect the electrical connector as shown in figure 16-17.
NOTE
Before installing the battery pack, check to ensure that its
voltage is 7.5 volts or greater.
f.
Replace the transmitter baseplate on the unit and pressing the baseplate and unit
together attach baseplate with four Nylok patch screws.
g. Stamp the new replacement date on 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.
WARNING
The battery-pack has pressurized contents. Do not
recharge, short circuit or dispose of in fire.
CAUTION
Be sure to enter the new battery-pack expiration date in
the aircraft records. It is also recommended this date be
placed in your ELT Owner's Manual for quick reference.
16-76
MODEL R182 &TR182 SERIES SERVICE MANUAL
16-116.
G SWITCH OPERATIONAL CHECK.
a. Remove emergency locater beacon transmitter from airplane in accordance with paragraph 16-113.
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 activated.
c. Reset the G switch.
d. Reinstall transmitter in airplane in accordance with paragraph 16-113.
16-117.
TROUBLE SHOOTING. Should your Emergency Locating Transmitter fail the 100
Hours performance checks, it is possible to a limited degree to isolate the fault to a particular area of the equipment. In performing the following trouble shooting procedures to test
peak effective radiated power, you will be able to determine if battery replacement is necessary or if your unit should be returned to your dealer for repair.
TROUBLE
*POWER LOW
PROBABLE CAUSE
REMEDY
Low battery voltage.
1. Set toggle switch to off.
2. Disconnect the battery pack
from the transmitter and connect a Simpson 260 model voltmeter and measure voltage. If
the battery pack is 7.5 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 ok. If the
battery pack is ok, check the
transmitter as follows:
a. Reconnect battery pack to
the transmitter.
b. By means of E.F. Johnson
105-0303-001 jackplugs and 3
inch maximum long leads, connect a Simpson Model 1223
ammeter to the jack.
c. Set the toggle switch to
AUTO and observe the ammeter current drain. If the current drain is in the 15-25 ma
range, the transmitter or the
coaxial cable is faulty.
Faulty coaxial
antenna cable.
4. Check coaxial antenna
cable for high resistance joints.
If this is found to be the case,
the cable should be replaced.
*This test should be carried out with the coaxial cable provided with your unit.
Revision 3
16-77
MODEL R182 AND TR182 SERVICE MANUAL
ELECTRICAL LOAD ANALYSIS CHART
AMPS REQD
1982
1983
0.2
0.2
1.7
1.7
2.5
2.5
0.5
0.5
STANDARD EQUIPMENT (Running Load)
1978 1979
0.2
Instruments (Engine) ........................................ 0.2
1.7
1.7
Instrument Lights ........................................
2.5
2.5
Position Lights ........................................
0.5
Battery Contactor ................................................
0.10
Fuel Quantity Indicators ...................................... 0.
0.3
0.3
Turn Coordinator .........................................
1980
0.2
1.7
2.5
0.5
0.10
0.3
Clock .................................................................
1981
0.2
1.7
2.5
0.5
0.10
0.3
1984
0.2
1.7
2.5
0.5
1985
0.2
1.7
2.5
0.5
1986
0.2
1.7
2.5
0.5
0.3
0.3
0.3
t
t
t
12.0
11.5
12.0
11.5
12.0
11.5
12.0
11.5
5.8
3.0
2.5
1.0
2.0
2.5
2.8
1.0
2.3*
1.6 1.6
4.0*
4.0*
1.6
1.6
0.5
0.5
2.0
2.0
0.1
0.1
2.5
2.5
0.5
0.5
2.5
2.5
7.5*
7.5*
6.0
6.0
5.8
3.0
2.5
1.0
2.0
2.5
2.8
1.0
2.3*
.
4.0*
1.6
0.5
2.0
0.1
2.5
0.5
2.5
7.5*
6.0
5.8
3.0
2.5
1.0
2.0
2.5
2.8
1.0
2.3*
1.6
4.0*
1.6
0.5
2.0
0.1
2.5
5.8
2.0
2.5
1.0
2.0
2.5
2.8
1.0
2.3 *
1.6
4.0*
1.6
0.5
2.0
0.1
2.5
7.5*
7.0
2.5
7.5*
7.0
0.3
0.3
t
Carb Air Temp Indicator ...................................... 0.03
OPTIONAL EQUIPMENT (Running Load)
Prop Anti-Ice (3-Blade) ........................................
Prop Anti-Ice (2-Blade) ........................................
Turn and Bank Indicator ..................................... 0.2
Heated Pitot and Stall Warning ............................ 5.8
Strobe Lights ........................................ 2 5
Cessna 200A Navomatic (Type AF-295B) .............. 2.5
Cessna 300 ADF (Type R-546E) ............................ 1.0
Cessna 300 Transponder (Type RT-359A) ............. 2.0
Cessna 300A Navomatic (Type AF-395A) .............. 2.5
With Unslaved HSI (IG-832C) ............................ 2.8
Cessna 300 Nav/Com (Type RT-385A) ...................
2.3*
Cessna 400 Nav/Com (Type RT-485A/B) ................ 1.6
4.0*
Cessna 400 ADF (Type R-446A) ........................... 1.6
Cessna 400 Glide Slope (Type R-443B) .................. 0.5
Cessna 400 Transponder (Type RT-459A) .............
Cessna 400 Marker Beacon (Type R-402A) ............ 0.1
Cessna 400 DME (Type RT-476A) ......................... 2.5
Cessna RNAV (Type RN-478A) ............................. 0.5
Sunair SSB Transceiver (Type ASB-125) ............... 2.5
7.5*
.6.0
Flashing Beacon ........................ ................
Narco 190 DME ................................................... 2.9
Pantronics PT10-A HF Transceiver ....................... 1.0
9.0*
Pitot Tube De-Ice .............................................
Wing De-Ice ........................................
Post Lights ......................................................... 0.6
EL Panel ............................................................. 0.7
Bendix Marker Beacon (Type GM-247A) ............... 0.1
Blind Encoder ..................................................... 0.1
Cessna Encoding Altimeter (Type EA-401A) ......... 0.1
Foster RN AV 511 ................................................
Pitot Tube Dec-Ice ................................................
Windshield De-Ice ................................................
EC-100 Stereo ......................................................
16-78
Revision 1
10.5
5.8
5.8
3.0
3.0
2.5
2.5
1.0
1.0
2.0
2.0
2.5
2.5
2.8
2.8
1.0
1.0
1.0
2.3*
2.3*
1.6 1.6
4.0*
4.0*
1.6
1.6
0.5
0.5
2.0
2.0
0.1
0.1
2.
7.5*
2.9
1.0
9.0*
0.7
0.7
0.1
0.1
1.0
2.5
7.5*
6.0
2.9
9.0*
2.9
1.6
0.7
0.7
0.1
0.1
1.0
2.9
4.4
10.5
0.2
5.8
3.0
2.5
1.0
2.0
2.5
2.8
2.3*
1.6
4.0*
1.6
0.5
2.0
0.1
2.5
0.5
2.5
7.5*
6.0
2.9
1.0
2.9
1.5
0.7
0.7
12.0
10.5
5.8
3.0
2.5
1.0
2.0
2.5
2.8
1.0
2.3*
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.7
0.1
0.1
1.0
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
O.1
0.1
4.4
4.4
4.4
4.4
4.4
4.4
MODEL R182 AND TR182 SERVICE MANUAL
ELECTRICAL LOAD ANALYSIS CHART
OPTIONAL EQUIPMENT (Running Load)
1978
1979
1980
Sperry RT-377A DME .........................................
Sperry RT-477A DME .........................................
Sperry RN-479A RNAV .......................................
Weather Radar (RDR.160XD Color) ......................
Weather Radar (RDR-160 B&W) ...........................
Weather Radar (Primus 100) ...............................
Avionics Cooling Fan ...........................................
Cessna 400B Autopilot (AF-550) ...........................
With Slaved Directional Gyro (G-504) ................
With Unslaved HSI (IG-832C) ............................
With Slaved HSI (IG-832A) ................................
1981
1.0
5.0
5.2
5.3
5.8
AMPS REQD
1982
1983
3.5
3.5
1.5
1.0
3.5
1.0
5.0
5.2
5.3
5.8
1.0
5.0
5.2
5.3
5.8
1.0
5.0
5.2
5.3
5.8
1985
0.3
1.5
1.0
3.5
3.5
2.0
1.0
5.0
5.2
5.3
5.8
DM E 451 .............................................................
1.2
1.2
1.2
RNAV ANS-351 ...................................................
Interphone System ..............................................
0.65
0.65
0.65
ITEMS NOT CONSIDERED AS PART OF
RUNNING LOAD
Cigarette Lighter ................................................. 7.0
Stall Warning Horn ........................................
25
Wing Courtesy Lights and Cabin Lights ................ 2
Auxiliary Fuel Pump ........................................ 3.0
Electrohydraulic Power Pack
(Landing Gear) .............................................. 17.5
Flap M otor .......................................................... 10.0
Landing Lights (Dual) ........................................ 3.6ea
Electric Elevator Trim ........................................
Map Light (Control Wheel) ................................... 0.1
Air Conditioning .................................................
Wing Detector Light ............................................
Standby Vacuum System .....................................
1984
1986
0.3
1.5
1.0
3.5
3.5
2.0
3.6
3.8
3.8
4.0
7.0
0.25
1.2
3.0
7.0
0.25
1.2
3.0
7.0
0.25
1.2
3.0
0.4
1.2
3.0
1.2
3.0
1.2
3.0
1.2 1
3.0
.2
3.0
17.5
10.0
3.6ea
0.7
0.1
17.5
10.0
3.6ea
0.7
0.1
17.5
8.5
3.6ea
0.7
0.1
17.5
8.5
3.6ea
0.7
0.1
17.5
8.5
3.6ea
0.7
0.1
17.5
8.5
3.6ea
0.7
0.1
17.5
1.8
3.6ea
17.5
1.8
3.6ea
19.7
19.7
19.7
19.7
19.7
19.7
1.5
1.5
1.5
1.5
13.0
1.5
13.0
0.1
Negligible
* Receive
* Transmit
Revision 1
16-79/(16-80 blank)
MODEL R182 AND TR182 SERVICE MANUAL
SECTION 17
STRUCTURAL REPAIR
TABLE OF CONTENTS
Page No.
Aerofiche/
Manual
4A4/17-2
STRUCTURAL REPAIR ........
4A4/17-2
Repair Criteria ............
4A4/17-2
Equipment and Tools ........
4A4/17-2
Support Stands ...........
4A4/17-2
Fuselage Repair Jigs ......
4A4/17-2
Wing Jigs ..............
Wing Twist and Stabilizer
Angle-of-Incidence and Wing . 4A4/17-2
4A4/17-2
Repair Materials ...........
4A5/17-3
Wing ...................
4A5/17-3
Description .............
.............
4A5/17-3
Wing Skin .
4A5/17-3
Negligible Damage ......
4A5/17-3
Repairable Damage ......
Damage Requiring Re4A5/17-3
placement of Parts ......
4A5/17-3
Wing Stringers .........
4A5/17-3
Negligible Damage ......
4A5/17-3
Repairable Damage ......
Damage Necessitating Re4A6/17-4
placement of Parts ......
Wing Auxiliary Spars ......
4A6/17-4
4A6/17-4
Negligible Damage .....
Repairable Damage ......
4A6/17-4
Damage Necessitating Replacement of Parts ......
4A6/17-4
Wing Ribs
..............
4A6/17-4
Negligible Damage ......
4A6/17-4
4A6/17-4
Repairable Damage .....
Damage Necessitating Replacement of Parts ......
4A6/17-4
Wing Spars .............
4A6/17-4
4A6/17-4
Negligible Damage ......
Repairable Damage ......
4A6/17-4
Damage Necessitating Replacement of Parts ......
4A6/17-4
Wing Leading Edge .......
4A6/17-4
Negligible Damage ......
4A6/174
Repairable Damage ......
4A6/17-4
Damage Necessitating Replacement of Parts ......
4A6/17-4
Bonded Leading Edges
Repair ................
4A6'17-4
Negligible Damage ......
4A7/17-5
Repairable Damage ......
4A7/17-5
Wing Strut .
..........
4A7/17-5
4A7/17-5
Repairable Damage ......
4A7/17-5
Ailerons ................
4A7/17-5
Negligible Damage ......
......
4A7/17-5
Repairable Dama
Damage Necessitating Re4A8/17-6
placement of Parts ......
4A8/17-6
Aileron Balancing .......
Wing Flaps .............
4A8/17-6
4A8/17-6
Negligible Damage ......
4A8/17-6
Repairable Damage ......
Damage Necessitating Re4A8/17-6
placement of Parts ......
4A8/17-6
Elevators and Rudder .......
4A8/17-6
Negligible Damage ........
4A817-6
Repairable Damage ........
Damage Necessitating Re4A9 17-7
placement of Parts .......
Elevator and Rudder
4A9/17-7
Balancing ..............
4A9 17-7
Fin and Stabilizer ..........
4A9 17-7
Negligible Damage ........
4A9 17-7
Repairable Damage ........
Damage Requiring Re4A9 17-7
placement of Parts .......
Fuselage .................
4A9 17-7
Description .............
4A9 17-7
Negligible Damage ........
4A9 17-7
Repairable Damage ........
4A10 17-8
Damage Necessitating Replacement of Parts .......
4A10 17-8
Bonded Doors .............
4A10 17-8
4A10 17-8
Repairable Damage ........
Bulkheads ................
4A10 17-8
Landing Gear Bulkheads . . . 4A10 17-8
Repair After Hard
Landing .............
4A10 17-8
Firewall Damage ......
....
4A10 17-8
Fasteners ................
4A11 17-8A
Rivets ...................
4A1 17-8A
Replacement of Hi-Shear
Rivets ..................
4A11 17-8A
Substitution of Rivets .......
4A11 17-8A
Engine Mount .............
4A15 17-9
Description .............
4A15 17-9
General Considerations ..... 4A15 17-9
Engine Mount Radial
Support Damage .........
4A15 17-9
Revision 1
17-1
MODEL R182 AND TR182 SERVICE MANUAL
Damage Involving Engine
Mounting Lugs and
Engine Mount to Fuselage Attach Fittings ......
Baffles .................
Engine Cowling ............
Repair of Cowling Skins .....
4A15/17 9
4A15/17 9
4A15/17-9
4A15/17-9
4A15 17-9
4A15/17-9
4A15/17-9
4A15/17-9
17-1.
STRUCTURAL REPAIR.
17-2.
REPAIR CRITERIA. Although this section outlines repair permissible on structure of the
aircraft, the decision of whether to repair or replace a major unit of structure will be
influenced by such factors as time and labor available, and by a comparison of labor costs
with the price of replacement assemblies. Past experience indicates that replacement. in
many cases, is less costly than major repair. Certainly, when the aircraft must be restored to
its airworthy condition in a limited length of time. replacement is preferable. Restoration of
a damaged aircraft to its original design strength. shape. and alignment involves careful
evaluation of the damage, followed by exacting workmanship in performing the repairs.
This section suggests the extent of structural repair practicable on the aircraft. and
supplements Federal Aviation Regulation. Part 43. Consult the factory when in doubt about
a repair not specifically mentioned here.
17-3.
EQUIPMENT AND TOOLS.
17-4.
SUPPORT STANDS. Padded, reinforced sawhorse or tripod type support stands. sturdy
enough to support any assembly placed upon them. must be used to store a removed wing
tailcone. Plans for local fabrication of support stands are contained in figure 17-1. Th
fuselage assembly, from the tailcone to the firewall. must NOT be supported from the
underside, since the skin bulkheads are not designed for this purpose. Adapt support stands
to fasten to the wing attach points or landing gear attach points when supporting a fuselage.
17-5.
FUSELAGE REPAIR JIGS. Whenever a repair is to be made which could affect structural
alignment, suitable jigs must be used to assure correct alignment of major points, such as
fuselage, firewall, wing and landing gear. These fuselage repair jigs are obtainable from the
factory.
17-6.
WING JIGS. These jigs serve as a holding fixture during extensive repair of a damaged
wing, and locates the root rib, leading edge and tip rib of the wing. These jigs are also
obtainable from the factory.
17-7.
WING TWIST AND STABILIZER ANGLE-OF-INCIDENCE. Wing twist (washout) and
horizontal stabilizer angle of incidence are shown below. Stabilizers do not have twist.
Wings have no twist from the root to the lift strut station. All twist in the wing panel occurs
between this station and the tip rib. Refer to figure 17-2 for wing twist measurement.
WING
Twist (Washout)
STABILIZER
17-8.
17-2
Repair of Reinforcement
Angles .................
Repair of Glass-Fiber
Constructed Components ....
Corrosion and Corrosion
Control .................
Control Cable Wire Breakage
and Corrosion Limitations ......
3°
Angle of Incidence
-3° 30'
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 if
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
Revision 2
MODEL R182 AND TR182 SERVICE MANUAL
with a smaller bend radius than the standard cold bending radius for 2024-T4. use 2024-0 and
heat treat to 2024-T42 after forming. The repair material used in making a repair must equal
the gauge of the material being replaced unless otherwise noted. It is often practical to cut
repair pieces from service parts listed in the Parts Catalog. A few components (empennage
tips, for example) are fabricated from thermo-formed plastic or glass-fiber constructed
material.
17-9.
WING.
17-10.
DESCRIPTION. The wing assemblies are a semicantilever type employing semimoncoque
type of structure. Basically, the internal structure consists of built-up front and rear spar
assemblies, a formed auxiliary spar assembly and formed sheet metal nose. intermediate.
and trailing edge ribs. Stressed skin, riveted to the rib and spar structures. completes the
rigid structure. Access openings (hand holes with removable cover plates) are located in the
underside of the wing between the wing root and tip section. These openings afford access to
aileron bellcranks, flap bellcranks. electrical wiring, strut attach fittings, control cables and
pulleys. and control disconnect points.
17-11.
WING SKIN.
17-12.
NEGLIGIBLE DAMAGE. Any smooth dents in the wing skin that are free from cracks.
abrasions and sharp corners, which are not stress wrinkles and do not interfere with any
internal structure or mechanism, may be considered as negligible damage. In areas of low
stress intensity, cracks. deep scratches, or deep, sharp dents. which after trimming or stopdrilling can be enclosed by a two-inch circle, can be considered negligible if the damage area
is at least one diameter of the enclosing circle away from all existing rivet lines and material
edges. Stop drilling is considered a temporary repair and a permanent repair must be made
as soon as practicable.
17-13.
REPAIRABLE DAMAGE. Figure 17-4 outlines typical repair to be employed in patching
skin. Before installing a patch. trim the damaged area to form a retangular pattern, leaving
at least a one-half inch radius at each corner, and de-burr. The sides of the hole should lie
span-wise or chord-wise. A circular patch may also be used. If the patch is in an area where
flush rivets are used, make a flush patch type of repair; if in an area where flush rivets are
not used, make an overlapping type of repair. Where optimum appearance and airflow are
desired, the flush patch may be used. Careful workmanship will eliminate gaps at buttjoints: however, an epoxy type filler may be used at such joints.
17-14.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If a skin is badly damaged.
repair must be made by replacing an entire skin panel. from one structural member to the
next. Repair seams must be made to lie along structural members and each seam must be
made exactly the same in regard to rivet size, spacing and pattern as the manufactured
seams at the edges of the original sheet. If the manufactured seams are different. the stronger
must be copied. If the repair ends at a structural member where no seam is used. enough
repair panel must be used to allow an extra row of staggered rivets. with sufficient edge
margin, to be installed.
17-15.
WING STRINGERS.
17-16.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-17.
REPAIRABLE DAMAGE. Figure 17-5 outlines a typical wing stringer repair. Two such
repairs may be used to splice a new section of stringer material in position, without the filler
material.
17-3
MODEL R182 AND TR182 SERVICE MANUAL
17-18.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If a stringer is so badly
damaged that more than one section must be spliced, replacement is recommended.
17-19.
WING AUXILIARY SPARS.
17-20.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-21.
REPAIRABLE DAMAGE. Figure 17-8 illustrates a typical auxiliary spar repair.
17-22.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If damage to an auxiliary spar
would require a repair which could not be made between adjacent ribs. the auxiliary spar
must be replaced.
17-23.
WING RIBS.
17-24.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-25.
REPAIRABLE DAMAGE. Figure 17-6 illustrates a typical wing rib repair.
17-26.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. Leading and trailing edge ribs
that are extensively damaged can be replaced. However, due to the necessity of unfastening
an excessive amount of skin in order to replace the rib. they should be repaired if practicable.
Center ribs, between the front and rear spar should always be repaired if practicable.
17-27.
WING SPARS.
17-28.
NEGLIGIBLE DAMAGE. Due to the stress which wing spars encounter very little damage
can be considered negligible. All cracks, stress wrinkles, deep scratches. and sharp dents
must be repaired. Smooth dents, light scratches and abrasions may be considered negligible.
17-29.
REPAIRABLE DAMAGE. Figure 17-7. illustrates typical spar repairs. It is often practical to
cut repair pieces from service parts listed in the Parts Catalog. Service Kits are available for
certain types of spar repairs.
17-30.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. Damage so extensive that
repair is not practicable requires replacement of a complete wing spar. Also refer to
paragraph 17-2.
17-31.
WING LEADING EDGES.
17-32.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-12.)
17-33.
REPAIRABLE DAMAGE. Wing skin repairs, outlined in paragraph 17-13. 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 17-13. If the damage
would require a repair which could not be made between adjacent ribs, refer to the following
paragraph.
17-34.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. Where extreme damage has
occurred, complete leading edge skin panels should be replaced. Extra access holes may be
installed (refer to figure 17-13) to facilitate replacement.
17-35.
BONDED LEADING EDGES REPAIR.
17-4
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
17-36.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-12.)
17-37.
REPAIRABLE DAMAGE. (Refer to figure 17-11.) Cut out damaged area, as shown. to the
edge of undamaged ribs. Using a corresponding section from a new leading edge skin.
overlap ribs and secure to wing using rivet pattern as shown in the figure.
17-37A. WING STRUT.
17-37B. REPAIRABLE DAMAGE.
a.
For grooves in wing strut caused by strut fairings, the following applies.
1. If groove exceeds .010 inch in depth and is less 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 should be replaced.
3. If groove depth is less than .025 inch and is more than .75 inch from a rivet center, strut should be repaired by tapering gradually to the original surface and
burnishing out to a smooth finish. The local area should be checked with dye
penetrant to ensure that no crack has developed.
b. The following applies to wing struts with grooves worn in the lower trailing edge.
This type damage can occur after extensive cabin door usage with a missing or improperly adjusted door stop which allows the door to bang against the aft edge of the
strut at the lower end.
NOTE
c.
Struts with a groove deeper than 50% of the original material thickness should be replaced. Lesser damage may
be repaired as follows:
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 thickness in damaged area. The local
area should be checked with dye penetrant to ensure that no crack has developed.
2. Apply brush alodine or zink chromate primer and repaint area.
3. Rerig 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 protion of door, to prevent further damage. A short hard rubber strip bonded to the
trailing edge of the strut where the door comes close to strut is a possibility.
Tie-downs and attaching parts may be replaced. If a wing strut is badly dented.
cracked or deformed, it should be replaced.
17-38.
AILERONS.
17-39.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-12.)
17-40.
REPAIRABLE DAMAGE. The repair shown in figure 17-9 may be used to repair damage to
aileron leading edge skins. Figure 17-4 may be used as a guide to repair damage to flat
surface between corrugations, when damaged area includes corrugations refer to figure 1712. It is recommended that material used for repair be cut from spare parts of the same guage
and corrugation spacing. Following repair the aileron must be balanced. Refer to paragraph
17-43 for balancing. If damage would require a repair which could not be made between
adjacent ribs, refer to paragraph 17-41.
17-5
MODEL R182 AND TR182 SERVICE MANUAL
17-41.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If the damage would require a
repair which could not be made between adjacent ribs. complete skin panels must be
replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where
extensive damage has occurred, replacement of the aileron assembly is recommended. After
repair and/or replacement, balance aileron in accordance with paragraph 17-42 and figure
17-3.
17-42.
AILERON BALANCING. Following repair, replacement or painting, the aileron must be balanced. A flight control surface balancing fixture kit is available (P N 5180002-1). See figure
17-3 for procedures pertaining to the use of this kit.
17-43.
WING FLAPS.
17-44.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-12.)
17-45.
REPAIRABLE DAMAGE. Flap repairs should be similar to aileron repairs discussed in
paragraph 17-41. Since the flap is not considered a movable control surface. no balancing is
required.
17-46.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. Flap repairs which require
replacment of parts should be similar to aileron repairs discussed in paragraph 17-41. Since
the flap is not considered a movable control surface, no balancing is required.
17-47.
ELEVATORS AND RUDDER.
17-48.
NEGLIGIBLE DAMAGE. Refer to paragraph 17-12. The exception to negligible damage on
the elevator surfaces is the front spar, where a crack appearing in the web at the hinge
fittings or in the structure which supports the overhanging balance weight is not considered
negligible. Cracks in the overhanging tip rib, in the area at the front spar intersection with
the web of the rib, also cannot be considered negligible.
17-49.
REPAIRABLE DAMAGE. Skin patches illustrated in figure 17-4 may be used to repair skin
damage between corrugations. For skin damage which includes corrugations refer to figure
17-12. Following repair the elevator/rudder must be balanced. Refer to figure 17-3 for
balancing. If damage would require a repair which could not be made between adjacent ribs.
see paragraph 17-50.
17-6
MODEL R182 AND TR182 SERVICE MANUAL
17-39A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 17-5)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop drill crack using a #30 (.128 inch) drill.
3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-39, -40, and -41 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 17-39, -40, and -41 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.
17-44A. CRACKS IN CORRUGATED FLAP SKINS (Continued from page 17-6)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop drill crack using a #30 (.128 inch) drill.
3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-44, -45, and -46 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 17-44, -45, and -46 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 5
7 January 2000
-17-6A
MODEL R182 AND TR182 SERVICE MANUAL
17-48A. C'-
S IN CORRUGATED ELEVATOR SKINS (Continued from page 17-6)
1. It is possible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop drill crack using a #30 (.128 inch) drill.
3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-48, -49, and -50 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.
crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 17-48, -49, and -50 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.
17-6B
Temporary Revision Number 5
7 January 2000
MODEL R182 AND TR182 SERVICE MANUAL
17-50.
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 1751 and figure 17-3.
17-51.
ELEVATOR AND RUDDER BALANCING. Following repair, replacement or painting, the elevators and rudder must be balanced. A flight control surface balancing fixture kit is available (P N 5180002-1). See figure 17-3 for procedures pertaining to the use of this kit.
17-52.
FIN AND STABILIZER.
17-53.
NEGLIGIBLE DAMAGE. (Refer to paragraph 17-12.)
17-54.
REPAIRABLE DAMAGE. Skin patches illustrated in figure 17-4 may be used to repair skin
damage. Access to the dorsal area of the fin may be gained by removing the horizontal
closing rib at the bottom of the fin. Access to the internal fin structure is best gained by
removing skin attaching rivets on one side of the rear spar and ribs, and springing back the
skin. Access to the stabilizer structure may be gained by removing skin attaching rivets on
one side of the rear spar and ribs, and springing back the skin. If the damaged area would
require a repair which could not be made between adjacent ribs, or a repair would be located
in an area with compound curves, see the following paragraph.
17-55.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If the damaged area would
require a repair which could not be made between adjacent ribs, or the repair would be
located in an area with compound curves, complete skin panels must be replaced. Ribs and
spars may be repaired, but replacement is generally preferable. Where damage is extensive.
replacement of the entire assembly is recommended.
17-56.
FUSELAGE.
17-57.
DESCRIPTION. The fuselage is of semimonocoque construction. consisting of formed
bulkheads, longitudinal stringer, reinforcing channels, and skin panels.
17-58.
NEGLIGIBLE DAMAGE. Refer to paragraph 17-12. Mild corrosion appearing upon alclad
surfaces does not necessarily indicate incipient failure of the base metal. However.
corrosion of all types must be carefully considered, and approved remedial action taken.
Small cans appear in the skin structure of all metal aircraft. It is strongly recommended
however, that wrinkles which appear to have originated from other sources. or which do not
follow the general appearance of the remainder of the skin panels. be thoroughly investigated. Except in the landing gear bulkhead areas, wrinkles occurring over stringers which
disappear when the rivet pattern is removed. may be considered negligible. However, the
stringer rivet holes may not align perfectly with the skin holes because of a permanent "set"
in the stringer. If this is apparent, replacement of the stringer will usually restore the
original strength characteristics of the area.
NOTE
Wrinkles occurring in the skin of the main landing gear
bulkhead areas must not be considered negligible. The
skin panel must be opened sufficiently to permit thorough examination of the lower portion of the landing
gear bulkhead and its tie-in structure.
17-7
MODEL R182 AND TR182 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 1.8 inch of the nearest structural members. Rivet pattern should be identical
to existing manufactured seam at edge of sheet. Negligible damage to stringers, formed
skin flanges. bulkhead channels, and like parts is similar to that for the wing skin. given in
paragraph 17-12.
17-59.
REPAIRABLE DAMAGE. Fuselage skin repairs may be accomplished in the same manner as
wing skin repairs outlined in paragraph 17-13. Stringers, formed skin flanges, bulkhead
channels and similar parts may be repaired as shown in figure 17-5.
17-60.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. Fuselage skin major repairs
may be accomplished in the same manner as the wing repairs outlined in paragraph 17-13.
Damaged fittings must be replaced. Seat rails serve as structural parts of the fuselage and
must be replaced if damaged.
17-61.
BONDED DOORS.
17-62.
REPAIRABLE DAMAGE. Bonded doors may be repaired by the same methods used for
riveted structure. Rivets are a satisfactory substitute for bonded seams on these assemblies.
The strength of the bonded seams in doors may be replaced by a single 3/32. 2117-AD rivet
per running inch of bond seam. The standard repair procedures outlined in AC43.13-1 are
also applicable to bonded doors.
17-63.
BULKHEADS.
17-64.
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.
17-65.
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.
17-66.
FIREWALL DAMAGE. Firewall sheets may be repaired by removing the damaged material
(.016-inch aluminumized iron sheet), and splicing in a new section. The new portion must
be lapped over the old material, sealed with Pro-Seal No. 700 (Coast Pro-Seal Co., Chemical
Division, 2235 Beverly Blvd., Los Angeles, California), compound or equivalent, and secured
with MS16535 (steel) or MS20613 (corrosion-resistant steel) rivets. The heater valve assembly is attached with MS16535 and MS20613 rivets. Carburetor heat and mixture control
doubler, firewall plates, firewall doublers and nutplates are attached to the firewall with
MS20470 (aluminum) rivets.
17-8
Revision 1
MODEL R182 AND TR182 SERVICE MANUAL
17-67.
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.
17-67A. 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 standard AN 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.
17-67B. 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, ESNA2935-* mating base washer and ESNA RM52LH2935-* selfaligning nut for forgings (with draft angle of up to a maximum of 8° ) without
machined flat surfaces around attachment holes.
"Dash numbers to be 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.
17-67C. 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 replacment. 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 3/16inch or greater rivets shall be made with bolts of equal or greater strength than the
rivet being replaced, and with self-locking nuts of the same diameter
c. The following pages contain approved solid-shank and hi-shear rivet substitutions.
17-8A
MODEL R182 AND TR182 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
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
MS20470AD6
17-8B
.080
.071
.063
MODEL R182 AND TR182 SERVICE MANUAL
Replace
With
In thickness
(or thicker)
MS20426AD4
(Countersunk)
.080
.063
.050
.040
NAS1399B4, NAS1399D4
NAS1739B4, NAS1739D4, CR3212-4
NAS 1769D4
CR3242-4
(See Note 1)
.050
.040
.032
CR3212-5
NAS1739B5, NAS1739D5, NAS1769D4
CR3242-5
MS20426AD4
(Dimpled)
.063
NAS1739B4, NAS1739D4
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 ext-usions together.
High-vibration areas include the nacelle or engine compartment including the firewall. Heavy
sheets or extrusions include spar caps.
17-8C
MODEL R182 AND TR182 SERVICE MANUAL
REPLACE
Fastener
Collar
* NAS178
NAS179
* NAS1054
DIAMETER
Fastener
Collar
(See Note 1)
(See Note 1)
* NAS1054
* NAS14XX
(See
(See
(See
(See
* NAS529
* NAS1446
* NAS7034
NAS464
NAS1103
NAS1303
NAS6203
AN173
NAS179, NAS528
NAS1080C, NAS1080E,
NAS1080G
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042
Note 1)
Notes 1 and 2)
Note 1)
Note 1)
NAS179, NAS528
(See Note 2)
* NAS14XX
WITH
NAS1080C
NAS1080E
NAS1080G
*
*
*
*
AN305, MS20305, MS21044,
MS21045
NAS14XX
NAS529
NAS1446
NAS7034
NAS464
NAS1103
NAS1305
NAS6203
NAS1080C, NAS1080E
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20304, MS21042
* NAS529
* NAS1446
* NAS7034
NAS464
NAS1103
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042
NAS1303
NAS6203
* NAS529
NAS524A
(See Note 3)
NAS1446
NAS1080C, NAS1080A6
NOTE 1: See appropriate tables for nominal diameters available.
NOTE 2: Available in oversize for repair of elongated holes. Ream holes to provide a
.001 inch interference fit.
NOTE 3: NAS1446 oversize only permitted as a replacement for NAS529.
* Steel shank fastener designed for drive-on collars.
* Steel shank fastener designed for squeeze-on collars. Installation requires sufficient space
for the tool and extended shank of the fastener.
Threaded fastener.
17-8D
MODEL R182 AND TR182 SERVICE MANUAL
17-68.
ENGINE MOUNT.
17-69.
DESCRIPTION. The engine mount is constructed of 4130 chrome molybdenum steel tubing.
The mount is composed of sections of steel tubing, welded together and reinforced with
gussets. The mount is fastened to the fuselage at four points. Refer to Section 11.
17-70.
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.
17-71.
ENGINE MOUNT RADIAL SUPPORT DAMAGE. Minor damage such as a crack adjacent to
an engine attaching lug may be repaired by rewelding the support tube and extending a
gusset past the damaged area. Extensively damaged parts must be replaced.
17-72.
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. Refer to Section 18 for
painting engine mount.
17-73.
BAFFLES. Baffles ordinarily require replacement if damaged or cracked. However. small
plate reinforcements riveted to the baffle will often prove satisfactory both to the strength
and cooling requirements of the unit.
17-74.
ENGINE COWLING.
17-75.
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.
17-76.
REPAIR OF REINFORCEMENT ANGLES. Cowl reinforcement angles, if damaged, must be
replaced. Due to their small size they are easier to replace than to repair.
17-77.
REPAIR OF GLASS-FIBER CONSTRUCTED COMPONENTS. Glass-fiber constructed components on the aircraft may be reapired as stipulated in instructions furnished in Service Kit
SK182-12. Observe the resin manufacturer's recommendations concerning mixing and application of the resin. Epoxy resins are preferable for making repairs, since epoxy compounds are usually more stable and predictable than polyester and, in addition, give better
adhesion. In addition, repair kits are also available for the repair of cracks in ABS. PBC.
PVPC, graphite and fiberglass material. These kits P/N's 51543 thru 51548 are available
from the Cessna Supply Division.
17-78.
CORROSION AND CORROSION CONTROL.
NOTE
For information on corrosion and corrosion control for
aircraft, refer to FAA Advisory Circular AC43-4.
17-9
MODEL R182 AND TR182 SERVICE MANUAL
17-79. CONTROL CABLE WIRE BREAKAGE AND CORROSION LIMITATIONS. Control cable assemblies
are subject to a variety of enviromental and forms of deterioration that ultimately may be easy to
reconize 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 condition.
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 brocken wires are
suspected, then loop to confirm broken wires (refer to Figure 17-1). Loosen or remove cable to
allow it to be bent in a loop 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, 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.
c. Carefully examine any cable for corrosion that has a broken wire in a section not in contact
with wear-producing airframe components such as pullys, fairleads, rub blocks, ect. 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 metalbrightened, the cable shall be examined closely for corrosion. For description of control cable
corrosion, refer to Chapter 17, Corossion and Corrosion Control
17-10
Revision 2
MODEL R182 AND TR182 SERVICE MANUAL
BROKEN 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
DO NOT BEND INTO LOOP SMALLER
THAN 50 CABLE DIAMETERS
Figure 17-1. Cable Broken Wire Inspection
Revision 2
17-10A
MODEL R182 AND TR182 SERVICE MANUAL
12 INCH WIDE HEAVY CANVAS
WNG
--
1
T-l~~I30-3/4 x
\
/
'
//
12
---11
12
a
30-3/4
x*~
11
I
x 12 x 48
/^i^^0
|-l1-1/2
oi
/\
,
\S\
\S.
42.'SN ^
\
2xx2
0
/1~~X
5 WEBBIN
INCH
COTTON
^3/8
1214~~~~~"
ALL DIMENSIONS ARE IN INCHES
0
,,
Figure 17-1A. WingandFuselageSupportStands
17-lOB
Revision 2
BOLTS
43
INCH DIAMETER
MODEL R182 AND TR182 SERVICE MANUAL
GRIND
A or B
A
B
C
WING STATION
2.00
2.00
.45
1.00
1.00
1.00
29.50
29.50
24.00
39.00
100.00
207.00
ALL WING TWIST OCCURS BETWEEN STA. 100.00 AND
STA. 207.00. (Refer to paragraphl17-7).
-_C:]L~~~C
-,
c
,{
A
B-
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.
'igure 17-2. Checking Wing Twist
17-11
MODEL R182 AND TR182 SERVICE MANUAL
FLIGHT CONTROL SURFACE BALANCING FIXTURE KIT
USED FOR BALANCING AILERONS. ELEVATORS AND RUDDERS
ON ALL CESSNA SINGLE AND MULTIENGINE AIRPLANES
*5180002-12
WEIGHT ASSEMBLY
WASHER AND BOLT
ln~
*5180002-5
K»^".
SLIDING WEIGHT
*5180002-14
MANDRELS
l\9
\
*5180002-2
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 17-3. Control Surface Balancing (Sheet 1 of 5)
17-12
MODEL R182 AND TR182 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.
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 listed in applicable Parts Catalog and installing next to existing inboard weight the minimum length necessary for correct balance.
10.
CENTERLINE ON BEAM MUST
BE ALIGNED WITH CONTROL SURFACE
BEAM ASSEMBLY
~/
ASSEMB^
LASSEMBLY
:---==wi:
,="
HINGE
CENTERLINE
CONTROL SURFACE
CHORD
ADD WASHERS AS NECESSARY
TO FINE BALANCE THE BEAM
ASSEMBLY
/
L
Xjr---
_ HANGAR ASSEMBLY
(TO BE IN PROPER POSITION)
---
ADJUSTABLE
WEIGHT
MANDREL
SLIDEING
T
WEIGH~
READ CONTROL
,,SURFACE MOMENT
AT CENTER OF
WEIGHT
\
E_______
MANDREL
__
/
EBEAM ASSEMBLY
-^]
-- CHORD LINE
FLAT SURFACE
Figure 17-3. Control Surface Balancing (Sheet 2 of 5)
17-13
MODEL R182 AND TR182 SERVICE MANUAL
A balance in this range is "overbalance".
A balance in this range
is "underbalance".
/
BALANCING
MANDREL
Detail F
RUDDER
900
a
I
Detail G
e
y
7
GEDGE
TRA
SUPPORT 7
SPIRIT-LEVEL
PROTRACTOR
C
SLIDING
A
CENTER LINE
WEIGHT
/
---
.- _.
I|
BALANCING
MANDREL
-^.-^
-__
|-
^
i
-----
-CHORD
l'^ ~LINE
^~\-~~
\
Detail H
LEVELED SURFACE- -
-
-/
LHINGE POINT
\-ELEVATOR
Figure 17-3. Control Surface Balancing (Sheet 3 of 5)
17-14
/
/
MODEL R182 AND TR182 SERVICE MANUAL
AILERONS
A
A
~~~~~~*
DETAIL A-A
HINGE LINE
__
lll
______II.
__
-- "1^^
_
.85
.............................................................
.
. .E. .
.
.
/
.---------.....
-
............
r
HORIZONTAL
PLANE
I
..........................
Balance aileron inverted, with trailing edge at point opposite cut-out for middle hinge .85" below hinge line
horizontal plane.
Figure 17-3. Control Surface Balancing (Sheet 4 of 5)
17-15
MODEL R182 AND TR182 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.
CONTROL SURFACE
BALANCE LIMITS (Inch-Pounds)
APPROVED FLIGHT CONFIGURATION
AILERON
0.0 to 9.64
RUDDER
0.0 to 6.0
RIGHT ELEVATOR
0.0 to 20.47
LEFT ELEVATOR
0.0 to 20.47
Figure 17-3. Control Surface Balancing (Sheet 5 of 5)
17-16
MODEL R182 AND TR182 SERVICE MANUAL
MS20470AD4 RIVETS
24 REQD
PATCHES AND DOUBLERS2024-T3 ALCLAD
.-.
.-.- .-
..
.
.-. -_
':o:
}:g::-O-.-
.
.
::):^.'
.'/;-^
!.' '.....
**.
PATCH REPAIR FOR 3 INCH DIAMETER HOLE
- -. .
-\
:(Z2
.i:::::::/\
\::::.:
*3,.-Q:::-\
.6.50
PATCH
/
.......
-*.-.
: :* .-.- .*..
- - ... --.-.
- .-.-.-.
t:::1:::Y:::::-!
DIA.-
?--:.v
EXISTING SKIN
_DOUBLER -
3.00 DIA. HOLE
MS20470AD4 RIVETS
16 REQD
PATCH REPAIR FOR 2 INCH DIAMETER HOLE
*
*.
0'".:")
·
1y
7/20
'-\
".:.
I--z-
*--::-::-,---:
.
.
<--4.ooDIA.DIA.
73.00
MS20470AD4 RIVETS
8 REQD
5\
y^
'
PATCH
..
REPAIR FOR 1 INCH DIAMETER HOLE
^\~EXISTING
r3)
2.50 DIA.
~SKIN
1.00 DIA. HOLE
PATCPATCH
2.0
ORIGINAL
*
PARTS
-- '
(NO DOUBLER REQD)-
PARTS
RREPAIR
OVERLAPPING
REPAIR PARTS IN CROSS SECTION
Figure 17-4.
CIRCULAR PATCH
Skin Repair (Sheet 1 of 6)
17-17(17-18 blank)
MODEL R182 AND TR182 SERVICE MANUAL
PATCH - 2024-T3 ALCLAD
1/2"
RADIUS
.......
. . . . .:.:...
. . ..
. ..................
... .....................
;_.--------------------. ..........................
.........................
.....
__EDGE MARGIN =
2
:
::................
::::::::
OsR
-
.........
:::::
2
I: OVERLAPPING REC-
::::::A.::ER:::::::::::::RA.
.::::::::::
'
":'--:-:-:- ;::---
-:-:.::;:
--
CLEAN OUT
DAMAGED AREATC
TANGULAR PATCH
A
^_-_O
2
O
MARGIN =
RIVET DIA.
O/
w_tS
A·"*.
r_
;Q
>^
RIVET SPACING =
6 -RIVET DIA.
\A
S*
, * -'*....
:.....
' -..........
: . . :...."
..::....
... .,,,,~
:.........
::::::::::::::.U
I ^i,:,,
r....:iii"*
RADIUS
x
_
/
0-1/2" RADIUS
-
H
w_-EDGE
FiurSkin 17-4.
Rer
I
i ..." ^^ * **I/ "2IA.
* ** * **^..i
DOUBLER-.-...-.
2024-T3 ALCLAD
1/2 B
le
RIVET DIA.
...
-.-
.........
I--
Figure 17-4.
A
1
.-.
......
_,
.,
A
MARGIN/8
032EDGE
_ 2 x
.051
5/32
Skin Repair (Sheet 2 of 6)
17-19
MODEL R182 AND TR182 SERVICE MANUAL
U9
PATCH 2024-T3 ALCLAD
EDGE MARGIN =
::.2" RIVET DIA.
9
......-- -
'' "-...
*
. .1/2" '*:: ::
· ·
.·::0.'' :
CLEAN OUT '
.:::::
*''.: .
DAMAGED AREA ..
- -.
.-
RADIUS
::::::::::::
<
* :.:
.-
'':'"
EDGE MARGIN
2-RIVET DIA.
A
o
O
DB
DOUBLER - 2024-T3
:
RADIUS
::::1/2"
NOTE
==.
..
For optimum appearance and
airflow, use flush rivets. dim
pled skin and patch, and countersunk doubler.
:::::.::::::FLUSH
'========
'..:-:-..:.:.,
RADIUS
:.:-:.<:.^:::::
---
..
A
A
'
RECTANGULAR PATCH
(CIRCULAR FLUSH PATCH IS
SIMILAR)
EXISTING
- SKIN
1/KI .
B
Figure 17-4.
17-20
MARGIN =
2 » RIVET DIA.
:1..
::.:i:.:·''o::::::
:.:.:.c·
:::::: R...........
..
DOUBLER
/
:1/2"
.
^.::::
-..
i::::::::::::
:
PATCHI
PATC--____I_.
'
'......EDGE
/:
1/4 B
»1/4B
B.040
Skin Repair (Sheet 3 of 6)
SKIN
GAGE
RIVET
DIA.
lB020
---.
025
1/8
1/8
1/8
MODEL R182 AND TR182 SERVICE MANUAL
DOUBLER
/
PATCH-EXISTING SKIN
A
A AA
DOUBLER -
Countersink doublers, and
dimple skin and patch.
.
,
.
'N,
NOTE
.,
This procedure is not recommended in areas where
stringers are riveted to
bulkheads.
.
i
EXISTING SKIN ad-
o
\
>_
.50 R. MIN. TYPICAL
EDGE DISTANCE 2D MI
SKIN
GAGE
.020
.025
.032
.040
.051
|
::i:i::l
|
N.
,|
RIVET
IDIA.
/
1/8
1/8
1/8
1/8
5/32
D--A./
CARRY EXISTING
RIVET PATTERN
THRU PATCH
_
PITCH 4-8D
.:..
PATCH
|
..
*
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-4.
FLUSH PATCH AT
STRINGER/BULKHEAD
INTERSECTION
Skin Repair (Sheet 4 of 6)
17-21
MODEL R182 AND TR182 SERVICE MANUAL
EXISTING SKIN
Z5
\=
DOUBLERS
8D
4
t
AA
PATCH
A
|
,
DOUBLER
PITCH TYPICAL FOR
PATCH SKIN & DOUBLER
/4 B (BUT NOT
LESS THAN 4D)
|
'
IS,
(4-8D)
.:
t
-..-
A
A
EXISTING SKIN
0.5" MIN. RADIUS TYPICAL /V
EDGE DISTANCE 2D MIN.
__
.-
SKIN
GAGE
.040
:::
_
SOA/-RIVET
RIVET ~~~~~~~~SKIN
SPACER
___,___
RTW-T
-
DIA.LR
1/8
.K.I.-.-.
REPAIR PARTS
oc~r,^^^
^'$
I--MS20470AD4 RIVETS
| ORIGINAL PARTS
i:i:-:-:-_I
REPAIR PARTS
\
' SKIN
REPAIR PARTS IN CROSS SECTION
Figure 17-5.Stringer and Channel Repair (Sheet 1 of 4)
17-25
MODEL R182 AND TR182 SERVICE MANUAL
FILLER - 2024-T4 ALCLAD
- 2024-T3 ALCLAD
-STRIP
OUT DAMAGED AREA
^"CLEAN
^
>-/S^ 3/4" RIVET
SPACING
PANGERR
REPI
1/4" EDGE MARGIN
A
ANGLE - 2024-T4 ALCLAD
-
PARS-PR
l<
I
S\
F~
^"-^^7~
Bow-^'./*-.'^^.ivys.
SC
I5
\<~
>
~OF
RIVETS EACH SIDE
DAMAGED AREA
PICK UP EXISTING
MS20470AD4 RIVETS
-SSKIN
SKIN
|
ORIGINAL PARTS
ASKI
|:-::-:: :-|REPAIR PARTS
M04
0REPAIR PARTS IN CROSS SECTION
A A
Figure 17-5. Stringer and Channel Repair (Sheet 2 of 4)
17-26
MODEL R182 AND TR182 SERVICE MANUAL
STOP DRILL CRACK
3/4" RIVET
SPACING
°| ^
/^
v
'
^0
^°
2 ROWS OF RIVETS
v
-
\o^^
O|\OUTBOARD OF
LIGHTENING HOLE
O\^
%
\
Figure 17-5. Stringer and Channel Repair (Sheet 3 of 4)
1/4" EDGE MARGIN 17-27
"^^^
1^'·'0
r\
MS20470AD
o
R-''
i-2024--i
^^'^/*'*/*'*S^''^-^
O
AL·
RIGIN
.:.:.0:.:
?:PARTS
^^ ^ ^'*'**"
Gy^ ^ 'i l-^
'AT
-':'""--,-/,:
':.-....
'.':-*
RPI
' " '-~...-'~
^
DOUBLREPAIR
REPAIR PARTS
PARTS IN CROSS SECTI.
. ·
,,
V|>
MODEL R182 AND TR182 SERVICE MANUAL
DOUBLER - 2024-T4 ALCLAD
CLEAN OUT DAMAGED AREA
2 ROWS RIVETS
OUTBOARD
OF LIGHTENING HOLE
...
^-~CHANNELA~
|:- -|REPAIR
|
----- I
\/.<-\
_H
L
PARTSI
1
S
S RADIUS
I
/4
.<\§^^'.
^ ^? S S^'*'*\'(.-f<^^*'*..:'**
ORIGINAL PARTS
REPAIRT
PARTS
'~J
REPAIR PARTS IN CROSS SECTION
mFILLER
2024- T4 ALCLAD
MR1/4"
~_,DOUBL
-:-2024-T4 ALCLAD
^/
r'
^
I/4" MARGIN
Figure 17-5.Stringer and Channel Repair (Sheet 4 of 4)
17-28
-
MODEL R182 AND TR182 SERVICE MANUAL
MS20470AD4 RIVETS
|
ORIGINAL PARTS
I:I::-:-::.] REPAIR
PARTS-sREPAIR PARTS IN
|
CROSS SECTION
(
AA
A A
Figure 17-5. Stringer and Channel Repair (Sheet 4 of 4 continued)
17-29
MODEL R182 AND TR182 SERVICE MANUAL
I
a \^--
~'
\
1 --
STOPDRILL CRACK IF CRACK DOES NOT
EXTEND TO EDGE OF PART
DOUBLER - 2024-T3 ALCLAD
1/4" EDGE MARGIN
ORIGINAL PARTS
l:
.::'. ' REPAIR PARTS
-_J
REPAIR PARTS IN CROSS SECTION
Figure 17-6. Rib Repair (Sheet 1 of 2)
17-30
MODEL R182 AND TR182 SERVICE MANUAL
A
MS20470AD4 RIVETS
r
|
|
|L11^
-
-
_*I^
Er S
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-6. Rib Repair (Sheet 1 of 2 continued)
17-31
MODEL R182 AND TR182 SERVICE MANUAL
FILLER - 2024-T3 ALCLAD
DOUBLER - 2024-T3 ALCLAD-CLEAN OUT DAMAGED AREA'
\
N
.
.
X"*3/4" RIVET SPACING
kid,
RIVETS AROUND
ROW
PARTS DAMAGED AREA
MARGINAL
EDGE
1/4" ONE
IJ
:::REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-6.Rib Repair (Sheet 2 of 2)
17-32
MODEL R182 AND TR182 SERVICE MANUAL
A
0r
0n------MS20470AD4
RIVETS
W|ORIGINAL PARTS
::::
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-6. Rib Repair (Sheet 2 of 2 continued)
17-33
MODEL R182 AND TR182 SERVICE MANUAL
MS20470AD4 RIVETS
A
.·6: s
::::.:.|REPAIR PARTS
_I;:
A
REPAIR PARTS IN CROSS SECTION
Figure 17-7.Wing Spar Repair (Sheet 1 of 4)
17-34
A
MODEL R182 AND TR182 SERVICE MANUAL
FILLER - 2024-T4 ALCLAD
l* ..*^
(--CLEAN
OUT
DAMAGED AREA
.
-eLDOUBLER
Figure 17-7. Wing Spar Repair (Sheet 1 of 4 continued)
·
~. ....-..
17-35
_cic~
.~·::~T~I
o
~~~,
:i?-~O
O °
"-"~'"
.-
^^^.
'
~~.~2024-T4
ALCLAD,"----. ^^"......
3/8"
MARGIN
EDGE
(TYPICAL) ----
Z
::::::
_H
"
'-
"""'
-
'
'
.'"
-
\o
'
0,,-'T,
~-"-.".i-I5q
-~..
,
^
'..
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
17-35
MODEL R182 AND TR182 SERVICE MANUAL
FILLER - 2024-T4 ALCLAD
[
|
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
1/4" EDGE
MARGIN (TYP.)
This repair applies to either
front or rear spar if the spar
is a single channel.
\
:Q*
\
...~.-.'..
DOUBLR..
DOUBLER2024-T3 ALCLA
CLEAN OUT DAMAGED AREA
WING SPAR
'""""
....
|
0
ANGLE - 2024-T4 ALCLADi
7/8
78/
.
~s'~
s
.064
t0
l
gS3ROWS
,
RIVETS
EACH SIDE OF
v
'
&R
.DO
7
GS
]DAMAGEDAREA
/*/.'*^^.'*'*^'*'*^*'*^^
0
/^''^S^^^^
^
^
/
I*'
'DOUBLER
3/4" RIVET SPACING
(TYPICAL ALL PARTS)-1/4" EDGE MARGIN (TYP.)
2024.:DOUBLERALCLAD
---
~
Figure 17-7.Wing Spar Repair (Sheet 2 of 4)
17-36
1/4"
N^^^UM
EDGE MARGIN
MODEL R182 AND TR182 SERVICE MANUAL
* >
A
'-I-.
MS20470AD4 RIVETS -- 7
WING SKIN
|
ORIGINAL PARTS
/
REPAIR PARTS
l:.:.:.:.:|
*_HH
^
u'
t(
-s:.:
REPAIR PARTS IN CROSS SECTION
Figure 17-7. Wing Spar Repair (Sheet 2 of 4 continued)
17-37
MODEL R182 AND TR182 SERVICE MANUAL
--
FILLER - 2024-T4 ALCLAD
3/4" RIVET
SPACING
_..".,
'
/- -SPAR
O
a^*'*
."v^
'~CLEAN OUT
° DAMAGED AREA
ANGLE - 2024-T4 ALCLAD
LI|
ORIGINAL PARTS
l:::.:: |REPAIR
_H
1/4" EDGE MARGIN
PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-7.Wing Spar Repair (Sheet 3 of 4)
17-38
t7-38
MODEL R182 AND TR182 SERVICE MANUAL
A A
MS20470AD4 RIVETS
[
/.:
-t
i
ORIGINrAL PARTS
REPAIR PARTS
1
:'All I .t.
'A
ISN CIIOSS SECTION
Figure 17-7. Wing Spar Repair (Sheet 3 of 4 continued)
17-39
MODEL R182 AND TR182 SERVICE MANUAL
ANGLE - 2024-0
ALCLAD
HEAT TREAT TO 2024-T4-
F--ILLER - 2024-0
\ALCLAD
HEAT TREAT TO 2024-T4
\
/
--- -^
s
*' **'
^>^
-
f-
ANGLE - 2024-0
ALCLAD
fHEAT TREAT
TO 2024-T4
t0-(Q>*
STRIP
FILLER - 2024-T3 ALCLAD-
2024-T3 ALCLAD
CLEAN OUT DAMAGED AREA
DOUBLER
2024-T3 ALCLAD
"'~F
3/8" RADIUS
,
I
.
_:: --
L.O.
~
ANGLE - 2024-0-
S
"~"~"''-FILLER
..
-2024-T3 ALCLAD
t,
'.
ALCLAD
HEAT TREAT TO 2024-T4
'
- SPAR
\
3/4" RIVET SPACING---
J
3/8" EDGE MARGIN (TYPICAL)
ORIGINAL PARTS
REPAIR PARTS
-_
REPAIR PARTS IN CROSS SECTION
Figure 17-7.Wing Spar Repair (Sheet 4 of 4)
17-40
MODEL R182 AND TR182 SERVICE MANUAL
MS20470AD4 RIVETS
MS20470AD4 RIVETS
Figure 17-7. Wing Spar Repair (Sheet 4 of 4 continued)
;=~
~A~~-
17-41
REPAI PARSNCRSSETO
Figre177.
in
Sar
.. · ;,
ORIGINAL PARTS
\.'
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Rear
a
A
Set f otiud
6:==`?~~~~~~~~~~1-4
<
<
MODEL R182 AND TR182 SERVICE MANUAL
A A
WING SKIN
Q
.
MS20470AD4 RIVETS
| ORIGINAL PARTS
:::::
-I
REPAIR PARTS
A
REPAIR PARTS IN CROSS SECTION
Figure 17-8.Auxiliary Spar Repair
17-42
MODEL R182 AND TR182 SERVICE MANUAL
DOUBLER - 2024-T4 ALCLAD
3/4" RIVET SPACING
^
1/4" EDGE MARGIN--'
\*s^
>
0
//
v
O /
°i(:
:=
--0¢O:: "^ -~k
^
/^ ORI
CLEAN OUT
/
DAMAGED AREA l/-
I
.-..
| ^^s
1---
20 RIVETS EACH SIDE OF
L20
RIVETS EACH
DAMAGED
AREA SIDE OF
^
SSPAR
,/-1e
' .: -FILLER - 2024-T4 ALCLAD
o
* .
*-.6 *'*.'*
|
| ORIGINAL PARTS
:I.
REPAIR PARTS
^ _*<
REPAIR PARTS IN CROSS SECTION
|:::::|
Figure 17-8. Auxiliary Spar Repair (continued)
17-43
MODEL R182 AND TR182 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. Use CR162-4
Cherry (blind) rivets where regular rivets cannot be bucked.
4.
Contour must be maintained; after repair has been completed. use epoxy filler as necessary
and sand smooth before painting.
5.
Vertical size is limited by ability to install doubler clear of front spar.
6.
Lateral size is limited to seven inches across trimmed out area.
7.
Number of repairs is limited to one in each bay.
1" MAXIMUM RIVET
SPACING (TYPICAL)----
.
TRIM OUT DAMAGED AREA
C
/
DOUBLER NEED NOT
BE CUT OUT IF ALL
RIVETS ARE ACCESSIBLE
FCR BUCKING
C-
>y-..
\,
/
s>/
\ / Of/^.'-/A'-Y
^-Y.
/°)/
/>
V
c[:AL.
'- -
'-
it.
.i..
.-.
I'AL1
.
/
.
N
-
Fi r 1-1Bne Lai E
Figure
17-11.
Bonded Leading
Edge Repair
^^ PATTERN--17-47/~~~~~~EXISTING
j.A~RIVET
a~~~~~~~~~~~~~~~~~74
PATCH RIVET PATTERN
EXISTING
MODEL R182 AND TR182 SERVICE MANUAL
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NOTES
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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
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for wing stations.
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pattern at wing station 100.50 at
leading edge ribs between lap splices.
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used at each wing station leading
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NUMBER OF FLUSH RIVETS IN DIMPLED SKIN REQUIRED IN REPLACEMENT LEADING EDGE SKIN
RIBS AND STRINGERS:
WING
SOLID
BLIND
Blind rivets may be substituted for
STATION
MS20426-4
CR2248-4
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proportionally
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with the above table.
118
18
22
136
15
18
SPARS:
154
11
13
172
10
12
Blind rivets may be installed in
190
10
12
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.
Figure 17-11. Bonded Leading Edge Repair (continued)
17-48
MODEL R182 AND TR182 SERVICE MANUAL
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Figure 17-12.
Corrugated Skin Repair
17-49
MODEL R182 AND TR182 SERVICE MANUAL
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Source Exif Data:
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Modify Date : 2007:12:06 14:56:59-05:00
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AVTX TGUID : 3342e020-c78b-11d5-8fa3-000103c4ac24
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Subject : MODELS R182 AND TR182 SERIES (1978 THRU 1986)
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