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IT~

~I
Cessna
ATextmnCompany

SERVICE MANUAL

~00

SERIES

1963 THRU I968


~3

MEMBER of GAMA

FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION

THAT AFFECTS AIRPLANE TYPE DESIGN. REVISION 1 TO THE BASIC MANUAL ISBEING SUPPLIED TO PROVIDE ADDITIONAL INFORMATION NECESSARY TO MAINTAIN THE AIRPLANE. REVISION 1 INCORPORATES: TEMPORARY CHANGE

1,

DATED 18 OCTOBER 1977

SERVICE MANUAL CHANGE NOTICE

477-25,

DATED 5 DECEMBER 1977

TEMPORARY REVISION 2, DATED 1 JUNE 1993 TEMPORARY REVISION

3, DATED 3 OCTOBER 1994 4, DATED 7 JANUARY 2000 AND TEMPORARY REVISION 5, DATED 7 OCTOBER 2002.
TEMPORARY REVISION

COPYRTGHT 0 2003 CESSNA AIRCRAFT COMPANY

SEPTEMBER ~968

WICHITA, KANSAS, USA


06)7-1-13

REVISION 1

Aug

2003

TEMPORARY REVISION NUMBER 9


DATED 1 DECEMBER 2011 MANUAL TITLE MANUAL NUMBER - PAPER COPY TEMPORARY REVISION NUMBER MANUAL DATE 1 September 1968 Model 100 Series Service Manual (1963 Thru 1968) D637-1-13 D637-1TR9 REVISION NUMBER 1 DATE 4 August 2003

This Temporary Revision consists of the following pages, which add to existing pages in the paper copy manual. SECTION 2A-10-00 2A-10-01 2A-12-01 2A-12-02 2A-12-03 2A-12-04 2A-12-05 2A-12-06 2A-12-07 2A-12-08 2A-12-09 2A-12-10 2A-12-11 2A-12-12 2A-12-13 2A-12-14 2A-12-15 2A-12-16 2A-12-17 2A-12-18 2A-12-19 2A-12-20 PAGE 1 Thru 5 1 Thru 10 1 1 1 Thru 2 1 Thru 2 1 1 Thru 2 1 1 1 1 1 Thru 2 1 1 Thru 2 1 1 1 1 1 1 1 SECTION 2A-14-01 2A-14-02 2A-14-03 2A-14-04 2A-14-05 2A-14-06 2A-14-07 2A-14-08 2A-14-09 2A-14-10 2A-14-11 2A-14-12 2A-14-13 2A-14-14 2A-14-15 2A-14-16 2A-14-17 2A-14-18 2A-14-19 2A-14-20 2A-14-21 2A-14-22 PAGE 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 3 1 Thru 2 1 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 4 1 Thru 6 1 Thru 3 1 Thru 3

Cessna Aircraft Company

SECTION 2A-12-21 2A-12-22 2A-12-23 2A-12-24 2A-12-25 2A-12-26 2A-12-27 2A-12-28 2A-12-29 2A-12-30 2A-12-31 2A-13-00 2A-13-01 2A-14-00

PAGE 1 1 1 1 1 1 1 1 1 1 1 Thru 2 1 Thru 8 1 Thru 23 1 Thru 6

SECTION 2A-14-23 2A-14-24 2A-14-25 2A-14-26 2A-14-27 2A-14-28 2A-14-29 2A-14-30 2A-14-31 2A-14-32 2A-14-33 2A-20-01 2A-30-00 2A-30-01

PAGE 1 Thru 4 1 Thru 2 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 1 Thru 6 1 Thru 24 1 Thru 12

REASON FOR TEMPORARY REVISION 1. To add the Supplemental Inspection Documents (SIDs) Information. 2. To add the Corrosion Prevention and Control Program (CPCP) Information. 3. To add Control Cable Inspection Information. FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION 1. For Paper Publications, le this cover sheet behind the publications title page to identify inclusion of the temporary revision in the manual. Insert the new pages in the publication at the appropriate locations. 2. For CD Publications, mark the temporary revision part number on the CD label with permanent red marker. This will be a visual identier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference. EXPORT COMPLIANCE 1. This publication contains technical data and is subject to U.S. export regulations. This information has been exported from the United States in accordance with export administration regulations. Diversion contrary to U.S. law is prohibited. ECCN: 9E991

Cessna Aircraft Company

Cessna
n Terbon

Company

TEMPORARY REVISION NUMBER 8


DATE MANUAL TITLE MANUAL NUMBER MANUAL NUMBER
PAPER COPY

January

15 2008

Model 100 Series Service Manual (1963 thru 1968


D637-1-13

AEROFICHE

D637-1-13AF
D637-1TR8

TEMPORARY REVISION NUMBER


MANUAL DATE
This 1 September 1968

REVISION NUMBER

DATE

4 August 2003

Temporary

Revision consists of the

in the paper copy manual and

following pages, which supersede Aerofiche informatibn.

affect and

replace existing pages

AEROFICHE

SECTION
2

PAGE 23

FICH EIF RAM E 1lB23

SECTION

PAGE

AEROFICHE FICHEIFRAME

REASON FOR TEMPORARY REVISION


To add
an

inspection

for the reel

type secondary

seat

stop installations.

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION


i.

For and

Paper Publications, file


remove

this

cover

sheet behind the


new

Temporary

Revision into the manual. Insert the


and discard the

publications title page to identify the inclusion of the pages into the publication at the appropriate locations

superseded

pages.

2.

affected is
no

For AeroRche Publications, draw a line with permanent red ink marker, through any Aerofiche frame (page) by the Temporary Revision. This will be a visual identifier that the information on the frame (page)

Temporary Revision should be referenced. For "added" pages in a Temporary 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.

longer

valid and the


a

Revision, draw

vertical line

3.

This will be

mark the temporary revision part number on the CD label with permanent red marker. visual identifier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference.
a

For CD

publications,

O Cessna Aircraft

Company

i
MANUAL TITLE

TEMPORARY REVISION NUMBER 7


DATE

July 1,

2007

100 Series

(1963-1968) Service Manual

MANUAL NUMBER MANUAL NUMBER

PAPER COPY

D637-1-13

AEROFICHE

D637-1-13AF D637-1TR7 REVISION NUMBER


1

TEMPORARY REVISION NUMBER


MANUAL DATE
1 September 1968

DATE

August 2003

This

Temporary

Revision consists of the

following

in the paper copy manual and

supersede

pages, which affect and replace aerofiche and CD information.

existing

pages

AEROFICHE

AEROFICHE SECTION

SECTION
2

PAGE
24

FICHE/FRAME
1824

PAGE

FICHE/FRAME

2
2

24A

ADD
ADD

248
4

5
5 5

1D10 ADD
ADD

4A 48

REASON FOR TEMPORARY REVISION


1.
2.

Incorporate inspection of horizontal stabilizer trim actuators (Section 2). Incorporated inspection of flat spring main landing gear (Section 5).

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION


1. For
at

inclusion of the

Paper Publications, file this cover sheet behind the publications title page to identify the Temporary Revision into the manual. Insert the new pages into the publication 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 3.

quick

reference.
mark the
a

For CD

publications,

temporary revision part number

on

the CD label with permanent

visual identifier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference. red marker. This will be

i,

CESSNA AIRCRAFT COMPANY

ll~jYI
Ces~a
n Tertmn

Compeny

TEMPORARY REVISION NUMBER 6


DATE 5

April

2004

MANUAL TITLE
MANUAL NUMBER
PAPER COPY

Model 100 Series Service Manual (1963 Thru 1968) D637-1-13

MANUAL NUMBER

AEROFICHE

D637-1-13AF D637-1TR6
REVISION NUMBER
1

TEMPORARYREVISION NUMBER
MANUAL DATE
1

September 1968

DATE

4 August 2003

ThisTemporary

Revision consists of the

in the paper copy manual and

following pages, which affect supersede aerofiche information.

and

replace existing pages

AEROFICHE

AEROFICHE SECTION

SECTION
2 2

PAGE
22
24

FICHE/FRAME 1/B21 1/B24

PAGE

FICHE/FRAME

REASON FOR TEMPORARY REVISION


1.

To add the

cleaning

interval of the

engine

fuel

injection nozzles.

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION


1.
ror Paper Publications, file this cover sheetbehind the publications title page to identify the inclusion of the Temporary Revision into the manual. Insert the new pages into the publication

at the
2.

appropriate locations and

remove

and discard the

superseded pages.

For Aerofiche Publications, draw


frame

line with permanent red ink

marker,throljgh

any aerofiche

Temporary Revision. This will be a visual identifier that the information on the frame (page) is no IQngei~ valid and the Temporary Revision should be referenced. For "added" pages in a Temporary Revision, draw a vertical line between the applic~able 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.
by

(page)

affected

the

Q Cessna Aircraft

Company

LIST OF EFFECTIVE PAGES


INSERT THE LATEST CHANGED PAGES. DESTROY THE SUPERSEDED PAGES.
Dates of issue

fororiginal

and Revisions

are:

Original...................
Revision..................

O.................
1

September 1,1968
4, 2003

....................August

Note:

The

portion

of the text affected

by

vertical line in the outer

by the revision is indicated margins of the page.


or

The asterisk indicates pages revised, added,

deleted

by

current revision.

Page
No.

Revision No.

Page
No.

Revision No.

TITLE
"A" i-ii
....................................................O

12A-1 thru 12A-21 13-1 thru 13-48 13-5 thru 13-328


13-33 thru 13-37 14-1 thru 14-11 14A-1 thru 14A-2

0
0

.....................................................O

0 0
...O 0

1-1 thru 1;13

....................................O

*2-1 thru 2-2B...................................1


2-3thru 2-10
....................................O

2-10A thru 2-108 Blank ..................O 2-11 thru 2-20


..................................O

15-1 thru 15-4A


15-48 Blank...............................

0
0

*2-21 thru 2-27


3-1 thru 3-14A..................................O

15-5 thru 15-14..........................


*16-1 thru 16-68

0
1 0

3-148 .....;.........................................O 3-15 thru 3-22A................................O

16-7 thru 16-26A.......................


16-268 Blank......;......................O

3-228 Blank
4-1 thru 4-13 5-1 thru 5-52

.....................................O

*16-27 thru 16-36 16-37 thru 16-38A 16-39 thru 1 6-45.;.................. 17-1 thru 17-4A
17-48 Blank...............................

3-23 thru 3-32

..................................O

0
0

....................................O

....................................O

0 0 0 0 0

6-1 thru 6-8A....................................O


6-88 Blank
.......................................O

17-5 thru 17-16A

6-9 thru 6-18

....................................O

17-168 Blank.............................
17-17 thru 1736.........;......r....... 18-1
...........................................O

7-1 thru 7-8A....................................O


7-88 Blank
........i..............................O

7-9 thru 7-12A......... 7-128 Blank

..................O

18-2 Blank *19-1 thru 19-6

.....................................O

1
0 1 0 0

7-13 thru 7-17


8-1 thru 8-12

..................................O

19-7 thru 1 9-8....................;.......


*19-9 thru 19-10

....................................O

*9-1 thru 9-10...................................1

19-11 thru 19-30.......;................ 20-1 thru 20-5..................,.........


20-6 Blank Al-l

*9-11

Blank(Deleted)
...................................O

10-1 thru 1 0-10A..............................O

0
0 0

10-108 Blank

10-11 thru 10-20 11-1 thru 11-7


..................................O

......O

A1-2 Blank.................................

*12-1 thru 12-4.................................1

12-5 thru 12-29 12-30 Blank......................................O


12-31 thru 12-52

..........O

(150) 0410011-15.1 (172) 0500062-16.1 (180 8 185) 0700092 (182) 0770610 -16.1

0 0

16.1 ......O
0

TABLE 01: CONTENTS

SECflON

Pobl
1-I

GROUNDBANILING, SERVICING, LUBRICATION, ANDINSPECTION...


9

2-1 3-1 4-1 5-1 8-1


7-1

FUSELAGE AIRFRM6E...-

I 8
6 7 8 8 10 11 12

LANBINGGEAR

AILERONCONTROL SYSTEM
WBNG FLAPCOWTLUIL(IPSTBMS

ELEVATOR CONTROLSYSTEMS. ELEVATOR TRIM TABCONTROLgYSTEMS RUDDERANDRUDDER TRIMCONTROLSVSTEMS STABILIZER TRIMCONTROLSY8TEM. POWERPLANT.
ENGINE

8-1
9-1
10-1

11-1 12-1

IaA 1S ii ru
Ib 16 11

(nSLUEgTLC~AFLVC016MG)

12A-I

I~UELSYSTE116S

PROPELLER(11~I).
UTILITYSPSTEllds.
c..

14A-1

INSTRUMENTZI ANILINS~RUldENT 898TEMS


11-r

18
~9 20

ELECTRONIC SPSTEllds

18-1

STRUCTURALREPAIR..
PAINTING.
20-1
Al-l

APPENDIX A

WIRINGDIAGRAlbS.

CROSS REFERENCE LISTING OF POPULAR


NAME YS. MODEL NUMBERS AND

SERIAI~S

aircraft, regardless of manufacturer, are certificated under model number designations. However, popular names are often used for marketing purposes. To provide a consistent method of referring to the various aircraft, model numbers will be used in this publication unless names are reguired to differentiate between versions of the same basic model. The following table provides a cross reference listing of popular
name vs.

All

model numbers.

POPULAR NAME

MODEL I YEAR I

I
MODEL

SERIAIS BEGINNING 15059701 15060088 15060713 15061533 15064533 15061199 ENDING

150 STANDARD 150 TRAINER, or


150 COMMUTER

I
1

1963
1964 r965

I
1 I 1
1

IsoC
150D

1
1 1 1 1
1

15060081 15060772
15061532 15064532 15067198

ISOE 150F 150C 15011 F150F F1SOCi

19ss 1967 1968


FRENCH 150

1966 1967 1968

I
1
I

I
1

FlsoH 1720 172E 172F 112G 17211

F150-0001 F150-00g8 F150-0220 11249545 11250513 17251623 17253393 17254893 17258513

FISO-0061 F150-0219

172

or

SKYHAWK

1963 1964 lsss 1966 1967 1968

1
1 I I
1 1

1
1

1721
F17aD F112E F172P F112C F112H Fr?2fI PIIP)

1 1

17250572 11251822 17253392 17251892 11256512

FRENCH 172

19ss 1964
1965

I I
I 1
1
1

Flll-0001 F17t-00~9 Flla-0086

1966

I
I
1

F17a-0180

1961 1968
1?2 P(IWERMATIC
Ir

Flla-0920
F112-0447 P17257120

F172-0018 F113-0085 F172-0179 F172-0319 F172-0446

1963

P17#7188

SKYHAWK P(SWERMAT:C FRENCH P<SWERMATIC


180

1 1

1963
1963 1964 1965 1966 1967 1968

1 1

FP172D 180F 180G 1BOH 1BDII 18011 1BOH 182F 182G 18211 1821 182K 182L A182T A182K A182L
185B

I I

FP172-0001
16051164 18051913 18051446 18051608 18051775 18051876

FPllP-0009

1
1 1
1

1
1 1
1

18051913 1&051415 16051607 18051Tll 18051815

182

or

SKYLANE

1963 1964 1965 1966 1967 1968


1966 1967 1968 1963 1964 1985

1 1~
1

1 1
1

I 1
1

I 1
1

18254424 18255059 18255845 18256685 18257626 18258506 A182-0001 A182-0057 A182-0097


185-0513

18255058 18255844
18256664 18a57635 18258505

ARGENTME 182

1
1
I

I
1
1

A192-0056 A182-OM)6

185 SKYWAGON

185-0653 185-0776 185-0967 185-1149 185-1149 185-1300

(260 H.

P.

Engine)

196E
185 SI(YHAGON

185C 185D I85E


A185E

185-0654 185-0177 185-0968


185-0968 185-1150 185-1301

19ss

(300 H. P. Engine)

196? rsse

I
I

Ar85E A185E

1
1

FOREWORD

This manual contains factory recommended procedures and instructions for ground handling, servicing and maintaining Cessna 100-Series aircraft. These include the Models 150, 172, P172, !80, 182, 185, and A185. The Model F172, which is manufactured by Reims Aviation S.A., Reims (Marne) France, is identical to the 172 except that it is powered by an 0-300-D engine, manufactured under license by Rolls Royce, Crewe, England. All 172 information in this manual pertains to the Fl72 as well. Likewise, the Model FP172 is identical to the P172 except that it is powered by a GO-300-E Rolls Royce engine, and the Model F150 is identical to the 150 except that it is powered by an 0-200-ARolls Royce engine. The Model

of Fabrication and

A182, which is manufactured by Directorate National Imrestigation Aeronautical, Cordoba, Argentina, is


All 182 information in this manual pertains

identical to the Model 182. to the A182 as well.

Besides serving as a reference for the experienced mechanic, this book also covers step-by-step procedures for the less elrperienced man. This manual should be kept in a handy place for ready reference. If

properly used,

it will better enable the mechanic to

maintain Cessna 100-Series aircraft and tation for reliable service.

thereby

establish

repu-

The information in this book is based on data available at the publication, and is supplemented and kept current by service letters and service nears letters published by Cessna Aircraft Comtime of pany. These are sent to allCessna Dealers so that they have the latest authoritative recommendations for servicing Cessna airplanes.

Therefore, it is recommelided that Cessna owners ledge and experience of the factory-trained Dealer
zation.

utilize the knowService Organi-

In addition to the information in this Service Manual, a group of vendor publications are available from the Cessna Service Parts Center which describe complete disassembly, overhaul, and parts breakdown of some of the various vendor equipment items. A listing of the available publications is issued periodically in Service letters.

SE%TION

GENERAL

DESCRIPTION

SECTlON1

GENERAL DESCRIPTION

1-i.

GENERALDE8CWPTION.

Cessnasingle-

engine aircraft described in this manual are similar in that all models are high-wing monoplanes, employing patented sprillg-steel main landing gear struts, horizaalally opposed air-cooled engines, end all-metal semi-monocoque airframe constructioa

1-2.

MODEL150SERIES.

TheModellSOls

eq~ipped with a tricycle landing gear, a four-cylinder Continentalengine, and a fixed-pitch propeller. ItRoand a two-place childs seat place seating is The Model may be installed as aptio~al equipment.
150D and
which
ar

equipment. Beginning with the Model 180G, pilots seat only is standard, while optional seat ing arrangements include two front seats only, two front seats with one, two-place rear seat, and two front seats with two, two-place rear seats of stowable design. Beginning with 1967, the center stowable seat is replaced with two individual stowable seats. The four-place version may be furnished with either utility or deluxe fabrics, and the rearmost stowable seat may also be used with the four-place version as
tional
the
a

childs seat.
MODEL 182SERIES. with
a

1-6.

TheModelr82 isequip-

features

around"

rear

window,

ped

replaces the rear side Be~nning with wpept-~ack fin and nrdder is
Model 150C. 1-3.

windows used on the the Model 150F, a used,

tricycle landing gear, a six-cylinder Continental engine, and a constant-speed propeller. Four-place seating is standard, and a two-place childs seat may be installed as optional equipment. The Model 182 features.rear side windows, a "wrap
around
rear

MODEL17aSEIUES.

TheModell72is

window, and

swept-back fin and rud

equipped with a tricycle landing gear. Four-place setting is standard, and a two-place childs seat may be installed as optionalequipment. The Model
112 featuree
rear rear

der.

side windows,
a

"wrap around"

window,

and

swept-back

fin and rudder.

1988, the Model 112 is powered by a sixcylinder Continentalengine, and a fixed-pitch propeller. Begfnnfi~g with 1968, the aircraft is powered by a tour-cylinder "Blue-Streak" (Lycoming) engine, and a fixed-pitch propeller.
Prior to

1-4.
with
a

MODELPr72.

tricycle landing gear, a six-cylinder geared Continentalengine, and a constant-speed propeller. Four-place seating is standard, and a two-place childs seat may be installed as optional equipment. The Model P172 features rear side windows, a "wrap-around" rear window, and a swept-back fin

1-7. MODEL 185 SERIES. The Model 185 is equipped with a tailwheel-type landing gear, a fuel-injected six-cylinder Continental engine, and a constant-speed propeller. The pilots seat only is standard, while optional seatingarrangements include two front seats only, two front seats with one, two-place rear seat, and two front seats with two, two-place rear seats ol stowable design. Beginning with 1961, the center stowable seat is replaced with two individual stowable seats. The four-place version may be furnished with either utility or deluxe fabrics, and the rear-

place
1-8.

most stowable seat may also be used with the fourversion as a childs seat.

Leading particulars
on

of each

model,

with di-

mensions based

and rudder.
MODEL 180 SERIES. The Model 180 is equipped with a tailwheel-type landing gear, a six-cylinder Continental engine, and a constant-speed propeller,

following charts.
constructing
a

gross weight, are given in the If these dimensions are used for
or

hangar

1-5.

computing clearances,

re-

member that such factors as nose strut inflation, tire pressures, tire sizes, and load distribution

On the Model

and

180F, four-place seating is standard, two-place childs seat may be installed as op-

may result in some dimensions that different from those listed.

are

considerablp

MODEL 150

DESIGN GROSSWEIGHT

(150C)

1500 Ib

DESIGNGIIOSSWEIGHT (150D &on)

16001b

FUELCAPACITY(Total)
Optional.
OILCAPACITY ENGINE MODEL (Refer to Section 12 for Engine Data) PROPELLER (FixedPitchr MAIN WHEEL TIRES (Standard thru 150E) Pressure MAINWHEEL TIRES (Standard 150F 8 on) Pressure MAIN WHEEL TIRES (Optional thru 150E) Pressure NOSEWHEEL TIRE (StancBrd). Pressure NOSEWHEELTIRE (Optiollal) Pressure NOSE GEAR STRUT PRESSURE (Strut Extended). WHEEL ALIGNMENT Camber Toe-In AILERON TRAVEL

.26gal .......38841
......8qt
........CONTINENTAL 0-200 Series

.69"McCAULEY
5.00 x5, 4-P10 Rating .......30psi 6.00 x 6, 4-Ply Rating .......21091 6.00 x6, I-Pip Rating .......21pei 5.00 xS, 4-Ply Rating .......30psi IS x6.00 x6, 4-P1y Ilating .......35081
20 psi

........4"196"
........O"to.06"

UP
Down WING FLAP TRAVEL

#)0, +39-00 .........14", +20-00 ......00, 100, #)0, S00, 100, it"
.OD to 400 ta"
to

(ThruljOE)
(150F on)
RUDDER TRAVEL

(Measured perpendicular Right (Thru 1SOE). Left (ThN 150E)

hinge line)
1" 10 ...23, *00-10 ....23", +0"-2"

...16" .16"

Right(lBOF&on). Left(l50F&on)
ELEVATOR TRAVEL

Up................,.......,....~Ot10
Down

.........15"~10 10" .........20"


i

ELEVATOR TRIM TAB TRAVEL

Up
Down

10 10

PRINCIPAL DIMENSIONS

Wing Span ......336" (Thru 150E) ..............32 8-1/2" (150F &on) Length With LargeSpinner (Thru 150E) ..............220" WithSmallSpiMer (Thru 150E).............. 217" 239" With LargeSpinner (150F &on) .230" With Small Spinner (150F 6 on) Fin Height (Maximum with Nose Gear Depressed) 110" (Rotating Beacon Inshlledon Fin, thru 150E) (Rotating Beacon Installedon Fin, 150F) ..........89" 8 7-~/f on) (Flashing Beacon Installed on Fin, 150C .65" TrackWidth(Thru 150E)
Track Width

(150F

on)

.66-1/2
.Aftot BaggageCompartment ......Firewall

BArrERY LOCATION

(150C).

(150D&on)

MODEL 172

DESIGNGRCgSWEIGRT FUEL CAPACITY (Total)

..23001b

(1963thrul968 (PI72)
USABLE FUEL

428al. ......52gal.
39

(1963 tbru1967 -ExceptP1?2) (P171)RefertoOlanera Manual. (1968Modeltl21) PROPELLER (Fi~eed Pitch)


MALNWHEELTIRE8. Pressure

gal.

41-1/2811.
....388al.
?6"McCAULEY

6.00x6, 4-p1yrating

c.....24psi
5.00x5, 4-01yrsting ...........28psi 6.00x6, 4-pip rating .......28psi
JS psi 45psi

NOSEWHEELTIRE
Pressure

(StYldud)
r

NOsEWflEELTIRE (Optic~d) Pressure NOSE GEAR STRUT PRESSURE

(Strut

Preaeure(Tbral?2G) Preaeure(~lPIDon)
WHEEL AL~GNMENT C;Lmber Toe-in

.......30to50
0"to.O6"

AILERON TRAVEL

Up
Doan............~

..........200~10 150t10

WING FLAP TRAVEL Wanllal

........0", 100
00 to40
to

200
~2

Electric....
RUDDER TRAVEL

300, 40", t20

(Measured perpendicnlar

Hinge Line)
.......~17"44k1O .........17044k1

Right.
Leff

ELEVATOR TRAVEL

Up
Dopn. ELEVATOR TRIM TAB TRAVEL

..........28", +10 -00 ........23", +10 -0 ..........28", +10 -00 13", +1 -00
362" .......114" ..266" 2611"
t

Up
PRINCIPAL DIMENSIONS

Wing Span Tauepm

LenghhTTtrul2F) on) L~ength (172G Mn Height (Maximum with Nose (RotatingBeaconInstaIledon


TrackWldth. BATTERYLOCATION

Depressed) 811" Fin) Installed on Fin)........... 89-1/2"


Gear

.........72" Fire~aall

1-3

MODEL P112 (1983)

DESIQJGROBSWEIQIT

25001b

FUELCAPACfiP(Total)
OLLCAPACITY ENGINE MODEL

52gal

.,,,,lOQt
12 for Engine

(Reler to5edian PTtOPELLER(Cwstaat Speed)


Pressure

Data)

CONTLNENTU GO-S(K)Serier, 81-McCAULEV

MAINWtlEELTIRES N06E WEIEEL TIRE (Standard) Pressure NOSE WHEEL TIRE (Optional)
Ptessure

6.00x6, I-plyratiog ,,,,,,24pei 5.005, I-plyrating ,,,,,.28pei 8.00 a 8, I-ply rating


26 pei 35 pei

NOSE GEARBTRUT PRESSURE (Strut ~xteoded). WHEEL AWGNlldENT Camber Toe-ta AILEII~IN TRAVEL

StoS
Otn,Og"

Up
Doon W~NG FLAP TRAVEL

U)tf

RUDDER TRAVEL (Measured perpendicular to

,,,,,,,,15+1 0", 10, 20~, 50, Hinge Line)


1714tl

~r

Right
Eeft.

ELEVATOR TRAVEL

Vp
Daam........... ELEVA2Y)R TRIM TAB TRAVEL

281( ~3, +~-0


aB *I-o

UP
Doam.,~.......-

t9,,

.+130~

PRINCIPAL DQdE~PIOrZS

WingSpan TailSpan......... Lea%h......... Fin Height (M;urimum ~Pith No~ie Gear Depreaeed on Fin), RaSatingBe~coalnstnUed
t

56 r If I" 26 8"
and

8 11"

TaclrWidth......

BATTERYIX~CATION...

Ait of

F~nnnna

CaOlPPPrtm(ll~

bbODEL 180

DESINNCGRSSWWEC;HT (180F) DESIGNGI~OSSWEJGHT (180G

26501b

oa).
.65841 .......84841 ......12qt
CONTINENTAL 0-470 Series 82" McCAULEY 6.00 re, 6-Ply rating

Optional.
OrtCAPACFTY ENGINE hdODEL (Refer to Section 12 for engine Data) PROPELLER (Constant Speed) MAINWIHEELTIRES (StanQard)
Preswue

MAINWHEELTIRES (Optional, Prior to 180G)


Pressure

haABJWBEELTIRGS (Optional)
Pressure TAELWHEEL TIRE

(Thru

Serial No.

18051262) on)

Pressure TAILWHEEL TIRE (Serial No. 18051263 B Pressure WHEEL ALE;NIdENI

.......30psi 1.00 x6, 4-Ply rating .......23psi 8,00 re, 6-Ply rating ....~..23psi 8.00 S.C., 6-Ply rating 35 psi 8;00 x 280, 4-Ply rating ~55psi to 65 psi madmum
......4 to 60 ........O"to.~2"
10" 140
2" 2"
+20 -10

Camber
Toe-In
~I.ERON

TRAVEL

Up
Down WING FLAPTRAYEL. RUDDER TRAVEL (Measured

...00, 10, #)a, 32, 380,


perpendicular
to

b~ee line)

Rigid
Leit

.........24", +00 -10

.........24",
TRAVEL (WiCA stabi~zet full down)

+00 -1

Up
Dow

..........25"~1" 1" .........23" ..........0"45 .........8"45


t

SIABILIZER TRAVEL

Up
Dow

rb
15

PRINCIPAL DQdEISSE)NS

WingSpan
TailSpan Len%a

.......362" .......1010"
....256" ...259"

(Taonlses)
Pin

(1867andon) Heigbi (I~otatlmgBeaconlnstalledon

(Plashing
Tr;LCLWldth

Beacon tnstalledon

Pin) Fin)

710~1/P
79" ......78"

.MtofBPggageCompartment

*55

psi

to 65

pet

maximum

(2300 Ib

to 2&80 Ib normal

operating loads).

1-5

MODEL 182

DESIGNGROSSWEIGHT

.28001b

FUELCAPACITY(ToLal)
Optional.
OILCAPACITY ENGINE MODEL (Refer to Section 12 for PROPELLER (ConstantSpeed) MADJWHEELTIRES (Stanctvd) Pressure MAINWHEELTIRES Pressure

.65841 .......Blga1 ......12qt


Engine Data)
CONTINENTAL 0-410 Series

82"McCAULEY 6.00 re, 6-Ply rati~g

(Optional)

NOSEWHEELTIRE Pressure (Thru NOSEWHEELTIRE


Pressure

(8tandard). 1827) (09119081)

.......32081 8.00x6, 6-Ply rating .......2509149 35091 5.00 x5, 6-Ply rating 92091
...........,50091 6.00 x6, 4-Ply rating ~psf to 29 pet

Pressure(l82KBon). (Thru 1821) Pressure(letKdton).


NOSE GEAR STRUT PRESSURE

.50091
(Strut Extended)

(Thrul821) (18219899)
WHEEL ALIGNMENT Camber Toe-In AfLERON TRAVEL

......50081 ......559911960091
........5"191"
........O"to.06"

..........#)"t30 ...........15a2 WING FLAP TRAVEL (Electrically Operated) ............00 to 40", *1 -2" RUDDER TRAVEL (Measured perpendicular to hinge line) .........210rSt10 Right Up
Down Left.

ELEVATOR TRAVEL

Up
ELEVATOR TRIM TAg TRAVEL

.aBO

Up
Down

..........25" ta .........15" t 10
.......582"
....1010" ....118"

PRINCIPAL DIMENSIONS

WLngSpan Tail Span (Thrul82G) (182118991 Length

Fin

....a7(~,, (Thru~82G) 21~10" (rS2Hthru1821) ....2rr-1/r (~snreon) Height (Maximum with Nose Gear Depressed) (RotaHng BeaconInstalledon Fin) .............90" 810-~/2" (81898198 BeaconInstalledonFin)

TrackWidth

BATTERYU~CATION

.AitoiBaggsgeCompartment

1-6

MODELS 185 DESIGN CROSS WEIGHT

11l85

(Thru~g65Modell85b). (1966and1967Models 185E (1968ModelA185E). FUELCAPAC~Y(Total)


Optional.
OILCAPACIIY
ENGINE MODEL

.32001b

A185E). .............33001b
.33501b

.65gal .......84gal ......1201


Engine Data)
CONTINENTAL 10-470 Series
Series

(Refer

to Section 12 for

260 HP (Thru 185E).


300 EIP (A185Eandon) PROPELLER (Constant Speed)

10HP(Thrul85E).
300HP(A185Eandon) MAINWREEL TIRES(Standard)
Presrrure MAINWHEELTIRES

..88"McCAULEY .82"McCAULEY 6.00 x6, 6-Ply rating

.......35psi (Optional)
8.00 x6,

6-Ply rating

TAILWHEELTIRE(1I)IB)
Pressure TAILWHEEL TIRE (18X and Preswue WHEEL ALK;NMENT Cunber Toe-In...... AI]tERON TRAVEL

on)

10.00x3.50, 4-Ply rating .......45psi 8.00 x 2.80, 4-Ply rating .+55psi to 70 psi (max)
........4" to6" .O"to.12"
20" 14" 20 a"
+2" -10

Up
Doan WING FLAP TRAVEL RUDDER TRAVEL (Mearnued

.00, 100, RI", 32", 38",


perpead~cular
to

hinge line)
+00 -10

Right
Left ELEVATOR TRAVEL

.........24", +0"
CWith
stabilizer full

-r0

dow)
25"

Up
Dovn

.........23

r" 1"

~TABILIZER

Up

(Tbro 185E) (A1BSE and on)


Doom

15 +45-15 .........8"30 15

....0"45

.0"45,

PRINCIPAL DQIENSIONS

WingSpan......, Tailsppn

382" .......1010"

LRn%h Cr~PPuea)

(19670naon).
Pin

....25l6,) ...zs9)1

BetghS

(Rotatlng BeaconIneta~edan Fin) (F]aehing BeaconInstalledon Fin)


TractWidtb

710-1/2"
79" ......78" .Aitof

BATTERYIX~ATION

Baggage Compartment

+55 pei to 70 psi nn~dmum (2300 Ib to 3200 Ib normal operating loads). atth the Il-Lnch tire, these pree~uree also applg to the Model 18511.

Ii the 10-inch tire has been replaced

1-1

33.12 31.75 44.12

tsa.o

58.87
69.87

84.0 loa.o
150F

ON

156. 0
114.0

191.0

TEED 1502

0.00 19. 95

56. 69

95. 00

133. 31

r
D
D
r
.I

MODEL

II

.-r. 10.69
11.00

113. ii

200. 37

76,44

36.00

49.69

0.00 16.35

56. 69 70.69 95.00

133. 31

MODEL 1S0D AND 1502

"~I
I!
D

a
173. 41 71.44
76.44

200. 37

11.00

36.00

49.69

Figure 1-1.
1~8

Reference Statians

Model 150

(58881

1 at

2)

18. 50 0.00
a__

58. 69

1 70. 69

fli
a

t
I

1
i

1
133.31

t
173.41 95. 00

200.31

9.37

38.00 49.59

18.44

150F 9 ON

71.44

SHOP NOTES=

FLgute 1-1.

Reierence St1tlolms

Idodel 150

(Sheet

2 d

a)
1B

29.82
99. 0
57. 12

ORIGINAL
As

71.97

Rece(ved By
ATP

85.87
100.5

118.0
196.0
154.0

172.0
23. 83

Iso. 0

30.0

51.13
11.31

1
\i
85.87 100. 5

a08. 0

MODEL P172

0.00

9.31
6.68

65.33

108.00

111.00

a05.

I
8.12
~.00

238. 68 178. 00 eo.oo

128.00

80.00

56.70

Pfe~re

1-2

Refereocs St~tlons

172 snd P172

23.62

56. 53

71.97

85.87
100. 50

118.00

173.00

190. 00

208.00

89.00

II~
sa!oo
J.oo

MODEL 182F

0.00 17.00

65. 33

124.00

156.00

185.50

209.00

f
t
110.00

i
:i

I
14d. 00

1
t
199.00 172. 00 230.18

92.00

8:12
MODEL 18211

45.00 56.70
ON

79.00

Figure 1-3.

Reference Stations

Model 182 1-11

23.62

1 34.00

56. 53 71.97

85.81
100.50 118.00

172.00

190.00

208.00

REAR SIDE ~IPIDOW NOT MSTALLED ON MODEL 180F

0.00

17.00

65. 33

108.00

172. 00

209.00

,I

B
140.00

t
8.12 44.00 90.00

230. 18

Figure ~-4.
1-12

Reference Stations

Models 180 and 185

TOR9UE VALUES IN POUND-INCHES


FDNE THREAD SERES SMEAR TYPE NUTS STANDARD TYPE NUTS Alternate Alternate Values Values MS20364, AN320 (See Note 2) AN320 AN310 AN316, AN750a

BOLT SIZE

(See

Note

1)

(See
10-32 20-25 50-70 100-140 160-190 450-500 480-690 800-1000 1100-1300 2300-2500 2500-3000 3700-5500 5000-7000 9000-11000

Note

4)
12-15 30-40 60-85 95-110 270-300 290-410 480-600 660-780 1300-~500 1500-1800 2200-3300 3000 -4200 5400-6600

(See

Note

4)

20-28 50-75
100-150

1/4-28 5/16-24 3/8-24 7/16-20 I/a -20 9/16-18 5/8-18 3/4-18 7/8-14
1-14

12-r9 30-48 60-106 95-170 270-390 290-500 480-150 660-1060

160-260 450-560 480-130 800-1070 1100-1600

2300-3350 2500-4650 3700-6650


5000-10000 9000-16700

1-1/8-12

1300-2200 1500-2900 2200-4400 3000-6300 5400-10000

COARSE THREAD SERIES


WILT SIZE (see Note 1)

STANDARD TYPE NUTS (See Note 9)


12-15

MS20364, AN320,
7-9 12-15 25-30

SHEAR TYPE NUTS AN318

8-32 10-31

20-25
40-50 so-eo 160-185

5/16-18 3/8-16

335-255

48-55 95-100 140-155 240-290 300-420 420-540 700-950 1300-1800 2200-3000 3300-4000 4000-5000

1/a-II 9/16-12
3/4-10

400-480

7/8-9
1-8

1-1/8-8

500-100 100-900 1150-1600 2300-3000 3700-5000 5500-8500 6500-8000

NOTES:

(1) ANS, ANa9, AN42, ANr19, hiSa0004, NAS334,


AN50a, AN503, NAS2a0

NAS464 Series Bolts;

and NASSI7 Series Screws.

(2) AN910, AN315, AW345, AN38a, AN963, M520365, AN366, NASgls, "EB, "1452, "21a00, "UWN and other self-lodring nuts.
(3)

AN310, AN340, MS20365,

AN386 and other

self-locking

anchor nuts.

(4)

When using AW310 and AN3a9 castellated nuts where alignment between bolt and cotter pin holes is not reached using normal torque values, use alternate torque values or replace nut.

These torque values are derived from oil-free cadmium-plated threads, and are recommended for all installation procedures contained in this book except where other values are stipulated. They are not to be used for checking tightness of installed parts during service.

1-13

SECTION

GROUND HANDLING,

SERVICING, LUBRICATION, AND


INSPECTION

SECTION 2 GROUND HANDLING, SERVICING, LUBRICATION, AND INSPECTION TABLE OF CONTENTS

Page
GROUND HANDLING
2-2 2-3 2-3

Page
LUBRICATION
2-10A

Towing Hoisting.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacking Parking


Tie-Down

Torque Links.............................. Rudder Trim Wheel Threads (Model Series)


Tachometer Drive Shaft Wheel Bearing Lubrication Castering Axle.............................................. INSPECTION

Nose Gear

2-10A
185

2-10A 2-10A
2-10A

2-3
2-3 2-3

2-10A 2-10A 2-19


2-19 2-19

Hangar Storage

Storage Extended Storage............................................. Returning Airplane to Service Leveling


SERVICING

Outside

2-3
2-3 2-5 2-5 2-5 2-5 2-5 2-5 2-7 2-8 2-8 2-8 2-8

Airplane File Engine Runup Scope and Preparation (Continental

Fuel...................................................................
Fuel Drains

Engine Engine Induction Air Filters Vacuum System Filters Battery


Tires.................................................................. Nose Gear Shock Strut Nose Gear Shimmy Dampener and

Oil

Engine) Scope and Preparation ("Blue Streak Lycoming") Propeller....................................................... Engine Compartment Fuel System Landing Gear
Airframe........................................................ Control Systems........................................... COMPONENT TIME LIMITS
General

2-20 2-20 2-20 2-20


2-22 2-22 2-23

2-23 2-25 2-25


Time

(Models 150
2-9 2-9

172)

Shimmy Dampener (Model 182 Prior to 1967).................................................... Shimmy Dampener (1967 Model 182 and On).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Brake Systems Castering Axle Oxygen Gylinder.............................................
Nose Gear

Cessna-Established Limits..........
Su pplier-Established Limits

Replacement

........._.__...

2-25 2-26

Replacement Time
........._.__...

2-9
2-10 2-10

2-10
2-10
2-10 2-10

Face Masks CLEANING Windshields and Windows


Plastic Trim.....................................................
Aluminum Surfaces

2-10 2-10 2-10


2-10A

Painted Surfaces

Engine Compartment

Upholstery and
Propellers

Interior...................................

2-10A 2-10A
2r10A

Wheels............................................................

Revision 1
0 Cessna Aircraft

2-1

Company

Aug 4/2003

2-1.

GROUND HANDLING.

2-2.

TOWING.

Moving the airplane 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 airplane. When no tow bar is available, press down at the horizontal stabilizer front spar, adjacent to the fuselage, to raise the nose wheel off the ground. With the nose wheel clear of the ground, the airplane can be tumed by pivoting it about the main wheels.
CAUTION: WHEN TOWING THE AIRPLANE, NEVER TURN THE NOSE WHEEL MORE THAN 30 DEGREES EITHER SIDE OF CENTER OR THE NOSE GEAR WILL BE DAMAGED. DO NOT PUSH ON CONTROL SURFACES OR OUTBOARD EMPENNAGE SURFACES. WHEN PUSHING ON THE TAILCONE, ALWAYS APPLY PRESSURE AT A BULKHEAD TO AVOID BUCKLING THE SKIN.

81838

USE TOW BAR CAREFULLY TO AVOID SCARWWG FINISH ON SPEED FAIRING

Figure

2-1.

Typical Tow

Bars

As

ORIGINAL
Received sy
ATP

I"

0 Cessna Aircraff

Company

Aug

4/20 3Revision

81840

MASONITE BLX~Cg 4" SQUARE AND 1" THICK WITEI DEPRESSION FOR JACK IN UNDERSIDE. PADTOPSIDEW1TH 1/4" RUDDER

UTT~

o
ADJUSTABLE STAND

ATTACHED TO TIE-DOWN RING


UMVEFISAL JACK POWT (PART NO. 10004-98) AVAILABLE FROM TRE CESSNA SERVICE PARTS CENTER

i.

Wing lacks

must extend far 2.

must be short enough to slide under front spar of wing just outboard of wing enough to raise wheels off ground, and must be of adequate ~trM%h,
or

strut,

Jacks short enough to slide under Model 150 wings, with leg extensions other models with higher wings, are recommended.
De
sure

adapter stands for

j.

the tail stand


to

strong enough
4.

weighs enough to keep the tail down under all conditions and that support any weight that may be placed on it,

I is

Jacking one wing is not recommended due to landing gear flexibility. Aaarever, tf adequate precautions against slipping are taken, it Is permissible. Inwering the tail on tricycle gear aircraft and pushing up at the front spzr of the wing will gain additional height for initially positioning lacks. Operate jacks evenly until desired height is reached.
The universal jack point may be used to lack one wheel. Do not use the brake easting as jack point. Flex brake line away from gear spring when using the universal jack point.
a

5.

6.

8.

The nose may be raised nelb to fuselage.

by weighting down the tail.

Place

weight

on

each side of

stabilizer,

9.

On conventional gear aircraft, place a suitable stand under the tailarheel to raise the tail until the aircraft is approximately level before jacking the wings.

Figure 2-2. Jacking Details

Revisionl
0 Cessna Aircrafl

2-2A/2-28 Company

Aug 4/2003

2-3.

HOISTING.

Theairplane maybeliftedwitha

a.

Rotate the

ptopeller by

hand at least four


an

revon

hoist of two-tan capacity by using hoisting rings, which are optional equipment on all airplanes ex-

olutions every few days to maintain the internal parts of the engine.

oil film

cept the Model 150, or by means of suitable slings. The front sling should be hooked to each upper engine
mount at the

(WARNINCC
Ignition switch must propeller by hand
b.
c.

firewall,

and the aft

sling should be
be OFF when

positioned

around the fuselage at the first bulkhead forward 05 the leading edge of the stabilizer. If the optional hoisting rings ate used, a minimum cable

rotating

vent

length of 60 inches for each cable is required to prebending ad the eyebolt-type hoisting rings. If desired, a spreader jig may be fabricated to apply vertical force to the eyebolts.
JACEING.

Keep fuel tanks full

to retard moisture condensato

tion in the tanks.

Keep battery fully charged


from

prevent the electro-

lyte

freezing

in

an

unheated hangar.
an

2-4.

Refertofigure ZZforjackiagpro-

cedures.

2-8. OUTSIDE STORAGE. Short-term storage of aircraft requires secure tie-down proceduresin
accordance with

Ic~unGnl
When using the universal lack point, flexibility ad the gear atrat~aill cause the main wheel to slide inboard as the wheel is raised, tilting the face The lack must then be loarered foi

paragraph 2-6,

as

well

as

the pre-

paragraph 2-7. In addition. the pitot tube, air vents, openings in the engine cowling, and other similar openings should have protective covers installed if rain, sleet, snow, or blowing dust are anticipated.
cautions listed in

second lacking aperatian. Jackfagbdh wheels simultaneously with universal lack points is not recommended.
a

EXTENDED STORAGE. Although the aircraft 2-0. is constructed of corrosion resistant Alclad alumiwhich arill last indefinitely under normal conkept clean, these alloys are subject to clRidation. The first indication of corrosion on unnum

PARKING. Parldngprecautions dependprincipally an local conditians. As a general precautian,


2-5.
it is arise to set

ditions if

wheels, plane
2-6.

theparking brake or chock the and install the control lock. In severe weather and high wind canditions, tie down the airoutlined in paragraph 26 if a hanger is as
not available.

TIE-I~JWN should be

accomplished

in antid-

Tie down airplane as follows: Tie ropes or chains to the wing tie-down fl#ings a. located at the npper end af each wing strut. Secure the opposite ends ed the ropes or chains to grxlund

patian ad high wiilde.

painted surfaces is 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 three months, the following methods of treatment are suggested: Fill fueltankswith~;asoline. a. b. Clean and wax aircraft thoroughly.
c.

anchors. b. Secure a tie-dcnKn line through the nose gear tiedawn ring. Oo tricycle gear aircraft without a nose gear tie-dawn ring, use a rope tao chains or cables) to secure the upper strut (expased portion al engine maunt an the Model 150) to grormd anchors. 011 tricycle gear aircraft, secure the middle of c. a length of rape to tail tie-down ring. Pull each end ad rape away at a 450 angle and secure to ground anchors at each side of tail. On aircraft with conventionaltailgear, tie dcnan the tailwheel. Some Model 180 and l85 aircraft are equipped with a tiedown ring at the tailgear. d. Install surface cantrol locks between aring tip and aileran, and over fin and rudder. Install control lock on pilots control column if e. available; if control lock is not available, tie pilars control wheel back with front seat belt,

tires with teet

Clean any oil or grease from tires and coat Cover tires to proa tire preservative.
from tires.

d.

against grease and oil. Block up fuselage to remove weight


NOTE
Tires will take
more a

set, causing
an

them to become

out-of-round, if
than
a

aircraft is left parked for fear days. For this reason, a

stored aircraft should not have its


the tires.

weight

on

e.

lubricate all airframe items and seal

or cover

all
f.

openings.
Remove

battery and store in a cool dry place; battery periodically and charge as required. Inspect for corrosion at least once a month and g. remove dust collections as frequently as possible. Clean and wax as required.
service If the

2-7.

HANGARSTORAGE.

Anaircraftstoredina
be stored and not

hangar will require little attention. The following operations wij~ maintain it in a serviceable condition, karE
Lf the aircraft is to be stored for a period of more than 30 days, see paragraph 2-9.

temporary storage and will operated for a period of from 30 to 60 days, the engine should be treated for extended storage. The engine is treated for storage prior to

engine

has been in

airframe treatment.
a.

Operate engine until

oil tempi;r~lure rc~nches

2-3

operating range. Drain engine oil sump completely, and install sump drain plug. b. (LYCOMING ENGINE). Filloilsumptonormal capacity with corrosion-preventive mixture meeting specification MIL-C-6529C (Esso "Rust Bane 628" or equivalent) which has been preheated to 2200F
normal

e.

Remove, clean,
new

and install oil filter screens.


on

install

filter element

aircraft

equipped

with

external filter.

NOTE
Preheat the preservative mixture to 200-2200F

(1040C).
(CONTINENTAt ENGINE). Fill oil sump normal capacity with corrosion-preventive oil
to

(93-104"C) for all spraying operations in the following.


f. Disconnect

described

(Continental Motors Corporation recommends Cosmoline No. 1223, supplied by E. F. Houghton which Co., 305 W. LRhigh Ave., Philadelphia, Pa. has been pre-heated to 2250F (r07. 2"C). Start and operate engine at 1200-1500 rpm for c. four to five minutes.

plugs.
the

ignition harness and remove all spark Spray each cylinder through the spark plug

holes with two

engine

Do not exceed maximum allowable

engine

temperatures.
d. Stop engine and drain preservative mixture from oil sump. The preservative mixture may be saved and re-used. NOTE

inder. g. Remove and store the exhaust pipes and spray the exhaust port and exhaust valve of each cylinder with piston 1/4 turn before top dead center on the cylinder exhaust stroke. h. Spray each cylinder through spark plug holes
without

ounces of preservative mxiture while is turned five full revolutions for each cylStore spark plugs.

to

corrosive-preventive mixture is harmful paint and should be wiped from painted surfaces immediately.
The

engine rotation. Install. spark plugs or solid plugs in lower spark plug holes; install cylinder dehydrator plugs in upper spark plug holes, and ~nstall metal covers over cylinder exhaust ports. i. Cover spark plug cable terminals with tape, and cover all other engine and accessory vents, and other openings with a vapor-proof covering material. i. Attach a warning placard on the throttle control to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it should

CONTROL SURFACE LOCgS

I
NOSE

TAIL, WHEEL

WHEELI

ELASTIC STRAP

bC~it

/"/rif:

rC

SECUH~ ie~d
WITH CONTROL LOCE OR SAFETY BELT

yz,;:;y(~ :RAKE OR

i
2-4

h(i:2:.rzT~ CI~OCKS

Figure 2-3.

Tie-Down Details

ORIGINAL
As Received By ATP

not be rotated while the engine is in storage. k. Perform steps "a" thru "g" after the engine is

2-11.

LEYELING.

Correspondingpoints onboth

prepared for storage. i. The preceding is applicable only for storage periods not exceeding 60 days. Should it become necesazrv to extend the storage period beyond the 60 day limit, the storage procedure shall be repeated.
2-10. RETURNINCAIRCRAFT TOSERVICE. After short-term storage, returning the aircraft to service

upper door sills map be used to level all models laterally. References for longitudinal leveling are: Model 150C (1963)- Tap edge od fuselage splice

plate.
Models

1SOD

on,

172, Pr72,
rear

and 182

Top

of tailcone between

window and vertical

fih Models 180 and 185


door silt

fnarer surface of upper

is accomplished by completing a thorough me-flight Inspectioa After an extended storage, use the following procedare to return the aircraft to service.
z

2-12.

SERYICING.

Remove aircraft from blocks and check tires

for moper inflp#on. stint inflatian. b.


c.

Check for proper

nose

gear

2-18. Servicing requirements are shown in the Servicing Chart (figure 2-4). The following paragraphs supplement this figure by adding details not included
in the chart.

Check and install babery. Remove all materials used to seal and

cooer

openings.
Remove araming.placarde control and on ptopeller. 6

posted

at throttle

Remove aud clean engine oil screens, then ine. stall and safety screens, ff an external filter is i~tplled, inn~nll near element. i. Drainengineoilsmnp. Installandeafetpdrain plug, tben service engine with correct grade and quantity of engine oil.

Fueltanks shouldbeiiledimmediatelessen moisture condensation. Tank capacities are listed in Section i. The recommended fuel is 80/87 minimum, aviation grade gasoline, for

2-14.

FUEL,

ly

after

fll~t to

all

which

except the Model 185 and Al85 Series airplanes, require 100/130 aviation grade gasoline.

NOIE
The corrosive-Eaevennve mftture will mix with engine lnbricnting oil, so fiushing the oil system is not necessary. Drainir~g the oil r~ump 7aill remcnre enoagh of the corrosivepeventnve mixure. Bcnaever, after 25 hours of operation the engine oil should be drained while the engine is hot. This win remove any

FUEL DRAINS are located at various points in the fuel systems to provide for drainage of water and sediment. Each aircraft is equiped with a fuel etrainer drain valve, fuel Ilne or selector valve drain plugs or drain valves, and fuel tank sump drain plugs
2-15.
drain valves. In many airplanes, the fuel strainer drain valve may be operated by a control located at the instrument panel. During the 1967 model year the strainer drain control was removed from the instrument panel and relocated adjacent to the engine
or

residual corroetve-preventive mixtnre that may be present in the oil system.


g. Remove delprdratar plugs installed in upper spark plug holes, and remove spark plug or solid plugs installed in lower spark plug holes. Rotate propeller several revolutions to clear corrosionmevenbve mxiture from the cylinders and to saturate the interim ad the engine with clean lubricating oil.

dtpsnck. Access to the strainer drain control is through the engine oil dipstick access door. Remove drain plugs and open strainer drain at the intervals specified in figure 2-4 to drain water and sediment from the fuel system. Also, during daily inspection of the fuel strainer, if any water is found in the fuel strainer, there is a possibility that wing tank sumps, lines, and accumulator tank contain water. Therefore, all fuel drain plugs should be removed and
oil all water drained from the fuel system.

NOTE

2-16. ENGINE OIL. Check engine lubricating oil with the oil dipstick five to ten minutes after the engine has been stopped. The aircraft should be in
as near a

to

corroe!on-preveative mixture is harmful paint and should be wiped from painted surfaces immediately.
The

cover plates and install exhaust pipes. gap, and install spark plugs and connect leads. j. Check fuel strainer and drain carburetor. Remove and clean fuel strainer filter screen if necessary. Check fuel tanks and fuel lines for moisture condensation and sediment and drain enough fuel to eliminate anymoisture. k. Service induction air filter. Perform a thorough pre-Mght inspection, then i. start and warm-up en%ine.

h.
i.

Remove

Clean, spark plug

level position as possible when checking so that a true reading is obtained Engine oil should be drained while the engine is still hot and the nose of the aircraft should be raised slightly for more positive draining of any sludge which may have collected in the engine oil sump.

engine oil,

though

changed every four months even spectfied hours have accumulated. Reduce these intervals for prolonged operation in dusty areas, in cold climates where sludging conditions exist, or where short nights and long idle periods are encountered, which cause sludging conditions. Always change oil, clean oil screens, and/or change filter element whenever oil on the dipstick
Engine
oil should be

less than the

appears

lanretx.yid

2-5

Detergent or ashless dispersant oil conforming to Lycoming Specification No. 301E for the "Blue Streak" (Lycoming) engine or conforming to Continental Motors Specification MHS-24A for the Continental engine shall be used in these engines. Multiviscosity oil may be used to extend the operating temperature range, improve cold engine starting and lubrication of the engine during the critical warm-up period, thus permitting flight through wider ranges of climate change without the necessity of changing oil. The multi-viscosity grades are recommended for aircraft engines subjected to wide variations in ambient air temperatures when cold starting of the engine must be accomplished at temperatures below 300F.
NOTE
New or newly overhauled engines should be operated on aviation grade straight mineral oil until the first oil change, or until oil consumption has stabilized. Ii a detergent or ashless dispersant oil is used in a new engine, or a newly overhauled engine, high oil consumption might possibly be experienced. The anti-friction additives of some detergent and ashless dispersant oil will retard Ule "breakin" of the piston rings and cylinder walls. This condition can be avoided by the use of straight mineral oil until normal oil consumption is obtained, then change to detergent or ashless dispersant oil. The aircraft is delivered from Cessna with straight mineral oil of the correct viscosity.

craft oil

equipped with an external oil filter, the engine change intervals may be extended to 100-hour

intervals

providing

the external filter element is

changed

AT 80-HOUR INTERVALS.

an

CONTINENTAL ENGINE. On aircraft equipped with external oil filter, change engine oil ai~d filter
an

element at 50-hour intervals.

On aircraft NOT external oil filter, change engine oil and clean the oil screen EVERY 25 HOURS.

equipped with

NOTE

Detergent

or ashless dispersant oil conforming to Continental Motors Specification MHS-24A

MUST be used in all Model A185 series aircraft and in the 1966 and 1967 Model 172 series aircraft. However straight mineral oil map be used in all other models equipped with Con-

tinentalengines, detergent or ashless dispersant oil conforming to Continental Motors Specification MHS-24A is recommended. On models where a straight mineral oil has been used continuously, converting to detergent or ashless dtspersant oil is not recommended except at engine overhaul at replacement.
Oil capacities for the different models are given in the following chart. To minimize loss of oil through the breather, fill to specified oil level on dipstick for normal operation (flight of less than three hours). For extended flight, fill to full math cw dipstfclt Do not operate with less than minimum-for-flight pPantitles listed. If an external oil filter is installed, am additional quart of oil is required when filter element is

"BLUE STREAIC (Lycoming) ENC~NE. On aircraft NOT equipped with an external oil filter, change ail and clean oil screens at 50-hour intervals. On air-

changed

ALL ENGINES

MODEL

CAPACITY

(TOTAL)
150 172 6 8

CAPACITY (TOTAL WITH FILTER)


7

NORMAL OPERATION
5 7
8

~NIMUM FOR FWGHT 1

9
11
13

6
6

Pr72
180

10
12 12

10
10 10

9
9

182
185

13 13

12

SHOP NOTES=

2-6

When

adding

or

changing oil,

use

aviation

grade oil

in accordance with the

following chart.
CONTINENTAL ENGINES

ABOVE 400 F
MODEL 150

BELOW 403 F

GRADE
SAE 40

MODEL 150 172

*GRADE
SAE 10W30

1
1

or
or

SAE 20
SAE 20 SAE 20

112 (Prior to P112

172G)

SAE 40 SAE 40 SAE 50 SAE 50 SAE 50 SAE 50 SAE 50

(Prior

to

172C)

SAE 10W30

P172
172G and
on

172G and 180 182 185 Ar85

on

1
1

180

SAE 10W30 SAE lOW30 SAE 10W30


SAE 10W30 SAE 10W30 SAE 10W30 cold weather

or
or or or

SAE 30
SAE 30

1 1 1

ist
185

SAE 30 SAE 30
SAE 30

or
or

Ales

*Multi-viscosity oil with a range of SAE 10W30 is recommended for improved Hoarever, since this oil is also a detergent oil, it should not be used in those mineral oil is being used, except as noted in the preceding text.

models where

starting. a straight

"BLUE STREAK"

(Lycoming)

ENGINE

MODEL

GRADE
on

AMBIENT TEMPERATURE

1721 and

SAE 50 SAE 30 SAE 20 +SAE 10W30


oil with
a

ABOVE 60"F 00 to 700F BELOW 100F

*Multi-viscosity

range of SAE 10W30 is recommended for

improved

engine during the critical warm-up period. Detergent oil, conforming to Lycoming Specification No. 301E MUST BE USED.
and lubrication of the

or

cold weather starting ashless dispersant

ENGINE INDUCTION AIR FILTER. The induckeeps 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 ar rkmaPPd 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
tion air filter

2-17.

However, when spares stocks


new

are

exhausted.

filters ordered from Cessna Service Parts Center will be the dry type with an improved element.
with the

The 1968 Model 1721 is

equipped

dry type filter.

To service the follows:


a.

flock-coated,

oiled

filter, proceed

as

Remove filter from aircraft.

good general

rule however, is to remove, inspect, and clean the filter at least every 50 hours of engine operating time and more frequently if warranted by

Wash filterthoroughly, soiled face down in solvent ~Federal Specification P-S-661 or equiv-

b.

alent).
c.

operating conditions.

Some

operators prefer

to hold

Drain and

spare induction air filters at their home base of operation so that a clean filter is always readily

screen

filter in the
and allow
sure

dry filter, then dip flock-coated same grade of oil used in the
excess

engine
d.

oil to drain off.

available for

Under extremely dusty conditions, daily servicing of the filter is recommended. Two types of filters are used. One is a nock-coated, oiled filter and the other is a dry, paper-media filter.
use.

Be
if

air box is

clean, inspect

filter and

re-

place

damaged.
NOTE

damaged
or

NOTE
The Model lla-series

panels
to

filter may have broken the nock coating may be

filtering missing

from the

prior

Model 150 aircraft

are

1968, equipped with

and all
a

flock-

filtering panels, which will allow unfiltered air to enter the induction system. Any filter that appears doubtful shall be replaced.
2-7

coated,

oiled filter when it leaves the

factory,

e.

Install filter in air bau with gasket


arrow on

on

aft face of

e.

Be

sure

induction air box and air inlet ducts to

filter frame and with air now


in the correct direction.

filter

pointed

the

engine

are

clean, inspect and install


Be
sure

new

filter

if filter is

.f.dIastallfilter. egamad
good

gasket

on

aft face of

NOTE

filter is in

condition.

Keeping
on

hand will

supply of clean, serviced filters speed up air filter servicing.

NOTE An

Refer to

figure 2-5. dry type filter, proceed as follows: filter by releasing the quick-release

optional

air filter installation for the alter-

nate air

To service the
a.

Remove

(811 172-21) is available for Model 172 Series aircraft through the 1968 Modelyear. Refer to paragraph 12-21A.
source

fasteners.

NOTE
Use
care

VACUUM SYSTEM FILTERS keep Qet and dirt from entering the vacuum operated flight instruments. On airplanes NOT equipped with the central
air filter

2-17A.

to prevent

when b.

cleaning filter

with

damage to filter element compressed air.

Clean filter by blowing with compressed air 100 psi) from direction opposite of normal air Row. Arrows on filter case indicate direction of normal air near.

system (see Section 16), thefifters in the instruments should be replaced every 100 hours of operation and whenever erratic or sluggish responses are noted with normal ~Rlction gage readings. On alr-

(not

over

Do not filter.

use

solvent

or

cleaning fluids
the fiber.

to wash

Use

only

water and household deter-

gent solution
c.

when
as

washing

planes equipped with vacuum systeme containing a central air filter, change the filter every 500 hours of operation and whenever cRlctian gage reading drops below4.6 incheeoimernuy. Changetheggrotnstrument air Iilters, when equipped with central air nlter, whenever de gyro instruments are overhauled Beginning with the 1961 models and on, diflerent gyro instruments are used in the vacuum system. These instruments are not equipped with tntertlP1 filters.
The
near

instruments

are

smaller with

beveled box-

After

cleaning

outlined in

step"b" filter may

be

and

washed if necessary, in a solution of warm water A cold water solua mild household detergent.

type case. Also, these instruments and related plumbing ate used Pa service parts.
a-18. BATTERY servicing involvee nrlrbne djb~ tilled water to maintain the electrolyte men wih the horieoatal baffle plate It iv bottom of tiller hale~-a, checking the battery cable connections, and narbplizing and cleaning off any spilled electrolyte at cotrosiaa Use bicatbonate of soda (baking soda) and water to neutralise electrolyte or corrosiaa Follow with a thorough flushing with water. Br~ten cables and terminals with a wire brush, then coat with petroleum Jelly before coanecting. The battery box also should be checked and cleaned i am
corrosianis noticed Mlslllledwater, notacid a "rejuvenators, should be used to maintain electrolyte ~evel. Check the battery every 50 have (or at least every SO days), oftener in hot weather. See Section 17 for detailed battery replacement and

tion may be used

NOTE
may be cleaned with commaximum of 30 times or it may be washed a maximum of 20 times. The fil-

The filter

assembly
a

pressed

air

ter should be

replaced
time

after 500 hours of

en-

gine operating
should the
occur

or one

first.

year, whichever An exception to this is

dry filter formerly used on Models 180, 182, and 185 (Cessna Part No. 0750038, without a dash number), which should be replaced
after 300 hours
or one

year.

Cessna Part

improved element; this filter should be replaced after 500 hours or one year. However, the filter should be replaced at any time it is damaged. A damaged fiber, may have sharp or broken edges in the filtering panels which would allow unfiltered air to enter the induction system. Any filter that appears doubtlul shall be replaced.
washing, rinse filter with clear water until rinse water draining from filter is clear. Allow water to drain from filter and dry with compre;saed air (not over 100 psi).
6 After
NOTE

No. 0150038-4 contains an

testing.
TIRES should be maintained at the Mr presin the charts In Section i. When checking tire pressure, examine tire for wear, cuts, bruises, and slippage. Remove ail and grease with 2-18.
sures

specified

soap and water.

NOTE Recomme~ded tire pressures should be maintained. Especially in cold weather, remember that any drop in temperature of the air inside
a

tire causes

corresponding drop

in pressure.
nose

filtering panels distorted when wet, their original shape

The

of the filter may become but they will return to when

2-20.
strut

NOSE GEAR SHOCE STRUT.

The

gear

dry,

requires periodic checking

to ensure that the

strut js filled with

hydraulic

fluid and is inflated to

2-8

the correct air pressure. When servicing the nose gear strut, proceed as follows: a. Remove valve cap and release air pressure. b. Removevalve housingassembly. c. Telescope strut to its shortest length and fill to bottom of filler hole with hydraulic fluid. d. Lift w#ie of airplane, e~xteod and compress stnd several times to expel any entrapped air, then lower nose of airplane and repeat step "c. Install valve housing assembly and inflate strut with nose wheel aff ground (strut extended). Shock
e.

If the dampener has a filler plug, refill as follows: Remove dampener from airplane. a. b. Remove filler plug and drain all hydraulicfluid from the

dampener,

then fill with the amount of


on

hydraulic fluid specified

the

placard.

NOTE
Fill the smaller
and the

dampener

with 52cc of fluid

larger

one

with 74cc of fluid. filler

strut pressures are listed in Section 1.

c.

Install and

ener on

safety airplane.

plug

and reinstall

damp-

NOTE

Keep the nose gear shock et~rt, especially the exposed portion of the strut piston, wiped off
with
a

clean dry cloth to

remove

dust and

If the dampener does not have a filler plug, refill as follows: Remove dampener and pill the fitting end of the a. dampener shaft to its travel limit. Drain all fluid

pit which may cut the seals in the strut barrel.


Do not wipe the strut with hydraulic fluid, since this tends to collect even more dust and grit. 2-21. NOSE GEAR SHIMMY DAMPENER (MODELS 150 AND 172). The shimmy dampener should be serviced at least every LOO hours. The shimmg ~tampener must be filled completely with fluid, free of entrapped air, to serve its purpose. Two types ct shimmy dampeners are used, one of which must be remcnred to check flnid level and refill. It the

dampener. through the opposite end with the amount of hydraulic fluid specified on the placard, while holding the dampener vertical.
NOTE Fill the smaller
and the

from the b. Fill

dampener

larger

one

with 52cc of fluid with 74cc of fluid.

campener has a filler plug, refill as follows: Remove filler plug, and turn nose gear in the a. direction that places the dampener piston at the end apposite the filler plug. b. While holding in this position, fill dampener with hydraulic fluid and install and safety filler plllg.
If the

Push the shaft upward slowly to seal off the c. filler hole, and reinstall the dampener on the airplane. Be sure to keep shaft protruding through the filler hole until dampener is installed. d.
Observe hote" in

preceding paragraph.

2-21B. NOSE GEAR SHIMMY DAMPENER (1987 MODEL 182 AND ON). The Model 182 is equipped
with
a different shimmy dampener which contains a compensating meahcnism within the hollow piston rod for thermal expansion and contraction of the hydraulic fluid. The shimmy dampener must be filled completely with hydraulic fluid, free of entrapped air with the compensating piston bottomed. Beginning with serial number 18258404 and on, the filling procedure is changed. It is recommended that aircraft prior to serial number 18258404 have the excessive fluid removed from the compensating

dampener does not have a filler plug, refill as follows: Remove dampener and pull the fitting end of the a. dampener shaft to its travel limit.
b. Fill through the opposite end with hydraulic fluid, while holding the dampener vertical, Push the shaft upward slowly to seal off the filler c.

hole,
sure

hole

dampener on the airplane. Be keep the shaft protruding through the filler until the dampener is installed.
to

and reinstall the

mechanism

as

follows:

N(3TE

a.

b.

Remove shimmy dampener from the aircraft. While holding the shimmy dampener in a verti-

Keep sht~mmy dampener, especially the erposed portions of the dampener piston shaft, clean to prevent collection of dust and grit which could cut the seals in the dampener barrel. Wipe dampener and shaft with a
clean cloth. with

cal position with the filler loosen the filler plug.

plug pointed upward,

hydraulic fluid

Do not use a cloth saturated since this tends to

collect even more dust and

grit,

Allow the spring to bottom out the floating c. piston inside the shimmy dampener rod. d. When the fluid stops flowing, insert a length of stiff wire through the air bleed hole in the setscrew at the end of the piston rod until it touches the floating piston. The depth of insertion should be 3-13/16

inches.

2-21A.

NOSE GEAR SHIMMY DAMPENER

182 PRIOR TO

1967).

The

(MODn shimmy dampener should

NOTE
If the wire insertion is less than the

be serviced at least every 100 hours. Two sizes of shimmy dampeners are used. The shimmy dampener on the Model 162 is subjected to more heat than other and a small airspace is needed for fluid ex-

3-13/16 inches,
Lf the

floating piston
and

is

lodged

in the shaft. be

Both shimmy dampeners must be removed pans for filling, since each must be filled with a specific amount of hydraulic fluid.

ion.models,

wire cannot be used to free the

assembly

piston should

piston, the rod replaced.

2-9

e.

Tighten filler plug

and install

shimmy dampener

in aircraft.

electrostatic charge which attracts dust. Oil and grease may be removed by rubbing lightly with a soft cloth moistened with Stoddard solvent. After

shimmy dampener proceed as follows: shimmy dampener from aircraft, b. Remove filler plug from dampener, c. Submerge dampener in clean hydraulic fluid and work dampener shaft in and out to remove any entrapped air and ascertain complete filling.
a.

To service the

washing, the plastic windshield


be cleaned with
an

Remove

ply

and windows should aircraft windshield cleaner. Apthe cleaner with soft cloths, and rub with moder-

ate pressure. Allow the cleaner to off with soft flannel cloths. A thin,

dry,
even

then

wipe

it

coat of wax,

polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further

NOTE
Be sure that the shimmy dampener and hydraulic fluid at 70" to 800 while filling the shimmy

scratching.
shield
or

Do not use a canvas cover windows unless freezing rain


since the
cover

on or

the windsleet is

anticipated
surface.

may scratch the plastic

dampener.
UtlO)l Ic~unonl
Install filler plug before removing from hydraulic fluid.
NOTE Be
sure to

d.

dampener gasoline, alcohol, benzene, acetone, tetrachloride, fire extinguisher fluid, de-icer fluid, lacquer thinner or glass window
Do not
use

carbon

cleaning
keep
the shaft

protruding through

and

craze

spray. These solvents will soften the plastic.

barrel at filler end, until the dampener is installed.


e.

with f.

Wash dampener in a cloth. Install shimmy

cleaning fluid
on

and wipe

dry

2-28. PLASTICTRW. Theinstrumentpanel, plastic trim, plastic controlwheels, and control knobs need only be wiped off with a damp cloth. Oil
and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent.

dampener
NOTE

aircraft.

paragraph 2-21,
soften and

Volatile solvents, such as mentioned in must never be used since they


craze

the

plastic.

Keep shimmy dampener, especially the exposed portion of the dampener shaft, wiped clean with a clean, dry cloth to remove dust and grit which may cut the seals in the dampener barrel. Do not wipe the shaft with hydraulic nuid, since this tends to collect even more dirt and grit.
2-22.

SURFACES require a mtnimom 2-29. care, but should never be neglected. The airplane may be washed witb clean water to remove dirt, and with carbon tetrachloride or other 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 allrallae. Many good aluminum cleaners, polishes, and waxes are available from commercial suppliers of aircraft products.
2-30.

HYDRAULIC BRA~E SYSTEMS should be

checked and the brake master cylinder refilled as required at least every 100 hours with hydraulic fluid. Bleed the brake system of entrapped air whenever
there is
a

spongy response to the brake pedals.

PAMTEDSURFACES.

Thepaintedexterior

2-22A.

CASTEEIING AXLE.
per

quired

paragraph 5-2211,

Check and refill if reat each lOO-hour in-

spection.
2-23. 2-24.

surfaces of the airplane, under normal conditions, require a minimum of polishing or buffing. Approximately 15 clays are required for acrylic or lacquer paint to cure completely and approximately 90 cBys
are

OXYGENCYLINDER.
FACEMASKS.

RefertoSectionlS.

required for vinyl paint to

cure

completely;

in

RefertoSection~S.

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
an

2-25.
2-26.

CLEANING.

Keepingtheaircraft cleanisimportant. Bemaintaining the trim appearance of the airplane, cleaning lessens the possibility of corrosion and makes inspection and maintenance easier.
sides

period, it is recommended that the work be done by experienced painter. 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 es or a

chamois.
cause

Harsh

or

detergents
should
with
a

which

corrosion

abrasive soaps or make scratch-

never

be used.

Remove stubborn oil and


the
may be waxed A heavier coating of of the wings and tail and

WINDSHIELD AM) FC~NDOWS should be cleaned carefully with plenty of fresh water and a mild detergent, using the palm of the hand to feel and dislodge any caked dirt or mud. A sponge, soft cloth, or chamois may be used, but only as a means of

2-27.

grease
with
on a

cloth moistened with Stoddard solvent.

After the curing

period,

airplane

good

automotive wax.

wax on

the

the leading edges engine nose cap will help


areas.

reduce the abrasion

carrying water to the plastic. Rinse thoroughly, then dry with a clean moist ctramois. Do not rub the plastic with a dry cloth since this builds up an
2-10

encountered in these

2-31. ENQNE COMPAWTMENT cleaning is essential to minimize any danger of fire, and for proper inspection of components. The engine and engine

2-34.

WHEEIS should be washed off

periodically

compartment may be washed down with

suitable

corrosion, chipped paint, and cracks or dents in the wheel castings. Sand smooth, prime, and repaint minor defects.
2-35. LUBRICATION.
Lubrication

and examined for

solvent,

then dried

thoroughly.

Ic~vnon\
2-36.
should be given to electrical equipment before cleaning. Solvent should not be allowed to enter magnetos, starters,
care

requirements

are

shown

on

the

Particular

Lubrication Chart
to grease
new

(figure 2-4).

Before

adding grease

fittings, wipe

off all dirt.

Lubricate until

alternators, voltage regulators, and the like. Hence, these components should be protected before saturating the engine with solvent. Any oil, fuel, and air openings on the engine
and accessories should be covered before washing the engine with solvent. Caustic cleaning solutions should be used cautiously and should always be properly neuiralized after their
use.

grease appears around parts The and wipe off excess grease. graphs supplement this figure by

being lubricated, following paraadding details.

2-37. NOSEGEARTORBUE LINKS. Thenosegear torque links should be lubricated at least every 50

hours,
Under

or oftener when operating in dusty areas. extremely dusty conditions, daily lubrication

is recommended.

2-38.

UPHOfSTERY AM) INTERIOR cleaning prolongs the Me of Ilpholeterg fabrics aad interior trim. To clean the interim:
a

232

185

SERIES).

RUDDER TRIM WHEEL THREADS (MODEL Spray the rudder trim wheel threads

with Electrofilm Lubri-Bond "A" which is available in aerosol spray cans.

Emptythe ashtrays.
Brash otlt
or vacuum

b.
c.

clean the and

carpeting and

2-39.

TACHOMETERDRIVE SHAFT.

Refer toSec-

npbolstery
Wipe
faces with

to off
a

remove

dirt,

tion 16 for lubrication.

leather, Royallte, damp cldh.

plastic

sur-

2-40.

WHEELBEARINC LUBRICATION.
nose

It isnow
be

6 Soiled upholstery fabrics and carpeting mag be cleaned with a foam-type detergent, used according to the manufacturers instructions. e. Oily spots and stains mag be cleaned with hamehold spot removers, used sparingly. Before natng any solvent, read the instructions on the contalner and teet it oa an obscure place in the fabric to be cleaned Never saturate the fabric with a volatile solvent; ft map damage the padding ard

recommended that cleaned and

and main wheel

bearings

repacked

at the first 100-hour

inspection

and at each [iOO-hour inspection thereafter. If more than the usual number of take-off and landings are made, extensive taxiing is required, or the airplane
is operated in dusty areas or under seacoast conditions, it is recommended that cleaning and lubrication of wheel bearings be accomplished at each 100hour inspection.

backing materials. f. Scrape off sticky materials then spot clean the am.
2-33.

with

dull

knife,

PROPELLEIEI should be wiped off occasionwith an oily cloth to clean off grass and bug stains. In salt water areas this arill assist in

CASTERINC AXLE. Lubricate pivot pin during assembly. Also lubricate the pivot pin through the grease fittings after assembly and at each 100hour inspection.

2-41.

ally

cmrosson-proofing the prc~eller.

SHOP NOTIES=

2-10A/2-10B

1~

22

20

1R
17

16

11

13

12

11

O
3
FUEL TANK FILLERS
Fill after each

DAILY

flight.

Keep

full to retard condensation.

Refer to

paragraph 2-14

for details.

FUEL TANK SUMP DRAINS


Ii

quick-drain

valves

are

installed,

drain off any water and sediment before the first

flight

of the

day.

6 8 13 18

OXIOEN CYLINDER Check for anticipated requirements before each oxygen fll~t. Refer to Section 15 for details.
Pl~Of AND STATIC PORTS Check for obstntctione before first

flight

of the

day.

OIL olpsncK
Check
on

preflight.

Add oil

as

necessary.

Refer to

paragraph 2-16

for details.

FUELSTRAINER
Drain off any water and sediment before the first

flight

of the

day.

SERVICING

Figure 2-4.

Serrricing

and Lubrication

(Sheet

1 of

7)
2-11

O
7 11 19
ENGINE

SO HOURS

OATTERv Check level of electrolyte. Check at least every 30 to paragraph 2-18 for details.

days,

oftener in hot weather. Refer

OIL

SYSTEM
screen

Change engine oil and external


clean oil conditions.

filter element. Without externalfilter, change oil and EVERY 25 EIOURS. Reduce these intervals under severe operating Refer to paragraph 2-16 for details.

II 15

INDUCTION AIR FILTER Service oftener under

dusty conditions.

Refer to

paragraph

2-17 for details.

SFiIMMY DAMPENER (1961 MODEL 102) Check shimmy dampener compensating mechanism.

Refer to

paragraph 2-218

for details.

O
1
FUEL/AIR CONTROL UNIT SCREEN
Remove and clean screen in bottom of then reinstall and safety the screen.

100 HOURS

fuel/air

control unit

an

fuel

injection engines,

GYBO INSTRUMENT AIR FILTERS


If not

equipped
are

responses

with cetral air filter, replace every 100 hours and when erratic or sluggish noted with normal suction gage readings. Refer to paragraph 2-178 for details.

FULL

LINE

DRAIN

PLUGS OR

VALVES
Reinstall and

Remove

plugs
use

aircraft

and drain off any water and sediment. drain valves instead of drain plugs.

resafety plugs, Some

FUEL TANK SUMP DRAINS If quick-drain valves are not Reinstall and resafety plugs.

installed,

remove

plugs

and drain cbf any wafer and aedimsnt.

11 15

eRAKE MASTER CILINDERS Check fluid level and refill


SHIMMI DAMPENER Check fluid leirel and refill

as

required

with

hydraulic fluid

as

required

with

hydraulic fluid

Refer to

paragraphs 2-21

and 2-21A for details.

18
g

FUEL STRAINER Msassemble and clean strainer bowl and

screea

CASTERING AXLE Check and refill if

required.

Refer to

paragraph 2-228

for details.

21

VACUUM SYSTEM OIL SEPARATOR

Remove, flush with solvent, and dry with compressed air.

22

SUCTION

RELIEF

VALVE SCREEN
screen or

OR

FILTER

Remove, flush with solvent, and dry with compressed air to clean. On Carwin valves, remove retaining ring to remove screen. On filter-equipped valves, replace garter filter at engine overhaul periods.
Check inlet
filter for cleanliness.

SERVICING
Figure 2-4.
2-12

Servicing

and Lubrication

(Sheet

2 of

7)

O
20
VACUUM SISTEM CENTRAL. AIR
flLTER

500

HOURS-

air filter every 500 hours and when suction gage 4.6 inches of mercury. Refer to paragraph 2-17A for details.

Replace central

reading drops

below

a
10
TIRES
Maintain proper tire inflation
as

AS REOUIRED

listed

in the charts in Section i.

Also refer to

paragraph 2-19.

12

OROUNo SERVICE RECEPTACLE (PRIOR TO 1967 MODELS) Connect to la-vort, DC, negative-ground power unit for cold weather starting and lengthy ground maintenanceof the; electrical system. Master switch should be turned on before connecting a generator type external power source; it should be turned off before connecting a battery type external power source. Refer to paragraph 12-14.

Ic~unowl
Be certain that the polarity of any external power source or batteries is correct (positive to positive and negative to negative). A polarity reversal will result in immediate damage to semiconductors in the

airplanes

electronic equipment.

12

oROUNP

Connect to la-volt, DC,

(1967 MODELS AND ON) negative-ground power unit for cold weather starting and lengthy ground maintenance of the airplanes electrical equipment with the exception
SERVICE
Master switch should be turned
source.

RECEPTACLE

of electronic equipment.

on

before connecting

generator type

or

babery type external power


NOTE

Refer to

paragraph 12-14G

The

ground

protection.

ground

power receptacle circuit incorporates a polarity reversal Power irom the external power source will Dow only if the service plug is connected correctly to the airplane.

16

NOSE GEAR SHOCK STRUT

I~eep

strut filled and inflate to correct pressure.

Refer to

paragraph 2-20

for details.

SERVICING
Figure 2-4.

Servicing

acid Lubrication

(Sheet

3 of

7)
2-13

FREQUENCY (1101016)

METHOD OF APPLICATION

ooO
WHERE NO INTERVAL IS SPECIFIED, LUBRICATE AS REQUIRED AM) WHEN ASSEMBLED OR INSTALLED.
NOTE

if
HAM)

CREASE
GUN

OIL CAN

SYRINGE

(FOR POWDERED

GRAPHITE)

The military specifications listed are not mandatory, guides in choosing satisfactory materials. Products manufacturers meet or exceed these specifications.

but

are

intended

as

of most

reputable

LUBRICANTS
pC
Cc
c*

MIL-G-6711 MIL-G-??II MIL-G-25160 MJL-G-2r164 W-P-236

cH- MIL-G-23827
ct

POWDERED GRAPHITE GENERAL PURPOSE GREASE AIRCRAFT WHEEL BEARING GREASE AIRCRAFT AND INSTRUMENT GREASE

Oc- MIL-L-7870 It CS

HIGH AND U3W TEMPERATURE GREASE GENERAL PURPOSE OIL PETROLATUM

SIL-GLYDE (OR EQUIVALENT)

cF:
cc

ALSO REFER TO PARAGRAPH 2-37

SHIMMY DAMPENER PIVOTS

r4~
TORQUE
LINXS

~---REFER TO PARAGRAPH 2-40

cc

STEERING SYSTEM NEEDLE BEARINGS NOSE GEAR


C*

Y
CI

MAIN GEAR
c*

WHEEL BEARINGS

WHEEL BEARINGS

cc

cc

r
TAIL GEAR

AILERON AM) WING FLAP BELLCRANK NEEDLE BEARINGS

LUBRICATION
Figure 2-4.
2-14

Servicing

and Lubrication

(Sheet

4 of

7)

CONTROL
~EEDLE BEARING ROLLERS

I.\

WHEEL SHAFT UNIVERSALS

O
CG

cF
Or

THRUST BEARINGS
CC

~G
GG

NEEDLE BEART~NGS NEEDLE BEARIN(is


Cb OC

OILITE BEARINGS

jC~

cb

NEEDLE BEARING

CONITfOL COLUMN

CONTROL "T"

CONTROL WHEEL SHAFT

UNIVEI~SALS

zF
oc

rC
oC

BUSHINGS AND

OUITE BEARINGS

CONTROL "U"
CC

CONTROL "T

NEEDLE BEARINGS

G.

if
oc

BATPERP

~C
,L

PARI(MG BRAI(E HANDLE SHAFT

LUBRICAf ON

Figure 2-d.

Selpicing

and Lubrication

(Sheet

5 of

7)
2-LS

(RUDDER

OILITE BEARINGS BAR ENDS)

cF
OC

NEEDLE BEARINGS
CC
i

ALL LINKAGE POINT PIVOTS

(C
oc

IG

SCREW JACK

THREADS

ELECTRIC FLAP DRIVE MECHANISM

IC
OC BEARING BL~OCK HALVES

RUDDER BARS AM) PEDALS


RELEASE BUTTON RATCHET LATCH
OC

rC

ALL PIANO

o/
CC

HINCEB

NEEDLE BEARINGS

FLAP LEVER

~aB
CL

ELEVATOR TRIM TAB ACTUATOR

IMRTZELL

PROPELLER

f
CL

STABILt2ER ACTUATORS

SREFER

TO FIGURE 14-5 FOR A LIST OF APPROVED CREASES.

LUBRICATION
Servicing and Lubrication (Sheet 6 d I)

Figure 2-4.
2-16

(F SPRIKi-UOADED FRICTION STOPS


on

cF
oc

O
GC

ALL TRIM WHEEL OfLITE BEARINGS

Jifl~

AU TRIM WHEEL NEEDLE BEARINGS

cn

CABIN DOOR WINDOW INSERT GROOVES

REFER TO PARAGRAPH 2-38 FOR DETAILS


CG

AISO REFER TO PARAGRAPH 2-41

~ac
MODEL 185 RUDDER TRIM WHEEL THREADS

lo
GI

WING FLAP INDICATOR

NOTES Sealed

bearings require

no

lubrication.
no

McCauley propellers

are

lubricated at overhaul and require


or

other lubrication.

Do not lubricate roller chains dry cloth.

cables

except under

seacoast conditions.

Wipe

with

clean,

Lubricate unsealed pulley bearings, rod ends, Oillte bearings, pivot and hinge points, and any other friction point obviously needing lubrication, with general purpose oil every 1000 hours or oftener if required. Paraffin
wax

rubbed

on

seat rails will

ease

sliding

the seats fore and aft.

to friction
on

Lubricate door latching mechanism with MIL-E7711 general purpose grease, applied sparingly points, every 1000 hours or oftener if binding occurs. No lubrication is recommended
the

rotary clutch.

LUBRICATION
Figure 2-4. Servicing
and Lubrication

(Sheet 7 of 7)
2-17

BOLDER BRACKET

BANDLE

2REQD
MATERIAL: 040) 2024-74 CLAD 50 FLANGE
BEND RAI~II .08

1.82
.25
BEND ED;ES OF BOTTOM AND LID .50 FLANGE

~YI

I.b

Ilht~
LsD

1 REeD

1Kn"rola

1REQD

~RELD ROfIOM BOOL AND ENDS A8 REQD

1.62

16.00ANGLE
1. 00 r i. 00 ~t f /8(OR EovnI DRILL 1/4 (.250) DRAIN ROLES 1 MCH CENTER

1.25

3.0

r
15.0

BOX MATERIAL FOR BOTTOM AND ENI~ 8081-0 (.062), MATERIAL FOR TOP 2024-12 051) RnrFT IIINGES, BRACKET, ANb ANGLE WITfI MS20470AW RnrETS AS REQD.

MS20470AW RNET

AS REQD ON RINGE

jl
15.0

MS20470AD3 RIVET

AS REQD

12.0

Figure 2-5.
2-18

Ccmetruct~on of Induction Air Filter Servieing Rox

~NSPECTION

only the

checked avoid repetition throughout given inspection, inspection, general points o e h T what how to check for, details excluded. checked to T check, listed;
the to be
are

below.

In the

items

be

are

as

to

to

or

are

inspection covers several different models. Some items apply only to specific models, and some items are optional equipment that may not be found on a particular airplane. Check FAA Airworthiness Directives and Cessna Service Letters for compliance at the time specified by them. Federal Aviation Regulations require that all civil aircraft have a periodic (aMual) inspection as prescribed by the administrator, and performed by a person designated by the administrator. The Cessna Aircraft Company recommends a 100-hour periodic Inspection for the

airplane.

CHECK AS APPLICABLE:

MOVABLE PARTS for: lubrication, servicing, security of attachment, binding, excessive wear, safetyfng, proper operation, proper adjustment, correct travel, cracked fittings, security ed hinges, defective bearings, cleanliness, corrosion, deformation, sealing, and tensions. FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deterioration, obstructions, and foreign matter. METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds, corrosion, condition of paint, and any other apparent damage. WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deand corroded terminals. BOLTS IN CRITICAL AREAS for: correct torque in accordance with the torque values given in the chart in Section r, when installed or when visual inspection indicates the need for a torque check.

terioration,

FILTERS, SCREENS,
intervals

AND FLUIDS for:

cleanliness,

contamination

and/or replacement

at

specified

AIRPLANE FILE.

data, information, and licenses are a part of the airplane file. Check that the following docuup-to-date and in accorc~ance with current Federal Aviation Regulations. Most of the items listed Since the regulations of other nations may are required by theUnited States Federal Aviation Regulations. require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements.
Miscellaneous
ments
are

in the airplane at all times: Aircraft Airworthiness Certificate (Form FAA 13628). 2. Aircraft Registration Certificate (Form FAA 500A). 3. Aircraft Radio Station License, if transmitter installed (Form FCC 404-2). To be carried in the airplane at 211 times: 1. Weight and Balance, and associated papers (Latest copy of the Repair and Alteration Form, Form FAA 337, if applicable). 2. Aircraft Equipment List. To be made available upon request: 1. Aircraft Log Book and Engine Log Book. 1.

To be

displayed

ENGINE RUN-UP. Before beginninP the step-by-step inspection, start, run up, and shut down the engine in accordance with instructions in the Owers Manual. During the run-up, observe the following, making note of any discrepancies or abnormalities: 1. Engine temperatures and pressures. a. static rpm. 3. Magneto drop (See Owners Manual). i. Engine response to changes in power. 5. Any unusual engine noises. 8. Propeller response (See Owners Manual). 7. Fuel tank selector and/or shut-off valve; operate engine on each tank position and off position long enough to make sure the valve functions properly. 8. Idling speed and mixture; proper idle cut-off. 9. Alternator and ammeter.

lO.
11.

Suction Cage.
Fuel flow indicator.

After the inspection has been completed, an engine run-up should again be discrepancies or abnormalities have been corrected.

performed

to ascertain that any

2-19

SCOPE AND PREPARATION.


CONTINENTAL ENGINE: U the engine is equipped with an external oilfilter, change engine oil and filter element at 50-hour intervals. If the engine is NOT equipped with an external oilfilter, change engine oil and clean the oil screen EVERY 25 HOURS. "BLUESTREAK" (Lycoming) ENGINE: U the engine is NOT equipped with an external oilfilter, change engine oil and clean oil screens at 50-hour intervals. If the engine is equipped with an external oil filter, the engine oil change intervals may be extended to 100-HOUR intervals providing the external filter element is changed at 50-HOUR intervals.
The 50-hour inspection includes a visual check of the engine, propeller, and aircraft exterior for any apparent or defects; an engine oil change as required above; and accomplishment of lubrication and servicing requirements. Remove propeller spinner and engine cowling, and replace after the inspection has been com-

damage
pleted.

The 100-hour (or annual) inspection includes everything in the 50-hour inspection, and oil change as required Also loosen or remove the fuselage, wing, empennage, and upholstery inspection doors, plates, and fairings only as necessary to perform a thorough, searching inspection of the aircraft. Replace after the inspection has been completed.
above.

NOTE
Numbers appearing in the "AS SPECIFIED" column refer to the data listed at the e~d of the inspection chart.

A9 SPECIRED

EACH 100 HOURS EACH 50 HOUI\S PROBE LLER.

Spinner and spinner bulkhead------------------------;------------------------------2.


3. 4.

Blades-----------------------------------------------"-""""""""""""
Hub Lubrication

I I
I~

(Hartzell)
nuts

5.

Bolts

and/or

6.

Governor and control----------------------------------------------"""

ENQNE COMPA#IlMENT.
Check for evidence of oil and fuel prior to inspectioh 1.

leaks,

then clean entire

engine and compartment, ii needed,

E~ne oiS screen, filler up, dipetifk, droia pl~g Md


Oil cooler--------------------------------------------"--"""" Induetionair liner (Also
see

filter element-----------

2.

j~

paragraph

)1 1 2

220

AS SPECIFIED

EACH 100 HOURS EACH 50 HOURS


4. Induction airbox, air valves, doors, and controls
5. Cold and hot air hoses 6. 7.
8.

Engine baffles

Cylinders,

rocker box covers, and

push

rod

housings

Crankcase, oil pan, reduction gear housing, accessory section and front crankshaft seal
i................

9. All lines and hoses 10. Intake and exhaust


11.

systems (Also

see

paragraph 12-101)

Ignition harness...........r
Spark plugs
and compression check
vacuum

12.

1~3-Crankcase and
14. Electrical

system breather lines

wiring
separator, and relief valve
filter

15. Vacuum pump and oil


16. Vacuum relief valve 17.

screen or

1 3

Engine
Engine

controls and

linkage
engine
mount

18.

shock mounts,

structure, and ground straps

19. Cabin heater 20.

valves, doors and controls

Starter, solenoid and electrical connections, and engagement lever

21. Starter

brushes, brush leads and

commutator

22. Generator or

Alternator, drive belt, pulley, andelectrical connections brushes, brush leads,


commutator
or

23. Generator or Alternator 24. 25.

slip ring

Voltage regulator mounting Magnetos (externally)

and electrical leads

and electrical connections


see

26. Bendix 27. Slick 28. Slick 29. Fuel

magneto breaker compartment and timing (Also

paragraph 12-77)

magheto timing
magneto breaker compartment(Also
see

paragraphs

12-71 and

12-71E)

injection fuel-air

control unit, fuel pump, fuel manifold valve, fuel lines, and nozzles......

30. Fuel-air control unit

screen

Revision 1
0 Cessna Aircraft

2-21

Company

Aug 4/2003

AS SPECIFIED
EACH 100 HOURS EACH 50 HOURS

31. Carburetor 32. Firewall


33.

Engine cowling
flaps
and control

34. Cowl

FUEL SYSTEM
1. Fuel

strainer, drain valve, and control


screen

2. Fuel strainer

and bowl

3. Electric fuel pump, throttle 4. Fuel

switch, and electric connections

tanks, fuel accumulator tank, fuel lines, drains, filler caps, and placards

-5. Drain fuel and check tank

interior, attachment and outlet

screens

6. Fuel vents and vent valves 7. Fuel selector and/or shut-off valve and 8. Fuel 9. 10.

placards....

quantity

gages and transmitter units

Engine primer Vapor


return line and check valve

11. Perform a fuel

quantity indicating system operationaltest. Refer to Section


with

16

for detailed accomplishment instructions.


12. For

I
uses a

113

airplanes equipped

an

engirie

that

carburetor, drain fuel from

carburetor bowl and check for fuel contaminants. Referto Cessna Service Bulletin

SEB99-19, Engine Carburetor Fuel Inspection (or latest revision) for detailed

accomplishment instructions.

13. Fuel

injection

nozzles

I 1 114 I- 1- 1!5

LANDING GEAR
1.

Brakefluid, lines and hoses, linings, disc and clips,l~rake assemblies ~and

master

cylinders

2. Main gear wheels, wheel 3. Main


4. 5.

bearings, step

and

spring strut, tires,

and

fairings

and

nose

gear wheel

bearing
to

lubrication

(Referto paragraph 2T40)...., T.............I

)8:

Torque

link lubrication

(Refer
nose

paragraph 2-36)

Tailgear

lubrication and

gear strut

servicing

i.

6. Nose gear

shimmy dampener, servicing

7. Tailwheel friction check 8. Nose gear

(Refer to paragraph 5-60)


and torque links

110

wheels, wheel bearingsi strut, steering system,

shimmy dampener, tire, fairing,


9.

Tailwheel; tire, wheel bearings, steering system, anti-swivel mechanism, tailwheel locking system, cables, and spring tube...~

10.

Parking

brake system

2-22
OGessna Aircraft

D637-1-13 Company

Temporary

Revision Number 6

Apr 5/2004

AS SPECIFIED
EACH 100 HOURS

EACH 50 HOURS

AIRFRAME
1. Aircraft exterior 2. Aircraft structure

3. Windows, windshield, and doors


4. Seat

stops,

seat rails,

upholstery,

structure and seat

mounting

5.

Safety

belts and

attaching brackets
chains and turnbuckles

6. Control 7.

bearings, sprockets, pulleys, cables.

Controilock,
Gyro

control wheel and control mechanism

8. Instruments and

markings

9. 10.

filter and central air filter compass

(Also

see

paragraph 2-17A)
7

Magnetic

compensation

11. Instrument 12. Instrument 13.

wiring

and

plumbing
cover, decals and

panel, shock mounts, ground straps,


and

labeling

Defrosting, heating

ventilating systems
sun

and controls

14. Cabin

upholstery, trim.

visors and

ashtrays

15. Area beneath floor, lines, 16. Electrical horns, 17. Exterior

hoses, wires and controlcables


circuit breakers. fuses, and spare fuses

lights, switches,

lights
systems
unit and

18. Pitot and static 19. Stall

warning sensing

pitot

and stall

warning

heaters

20. Radios and radio controls 21. Radio antennas 22. 23.
24.

Battery, battery

box and

battery cables
see

Battery electrolyte level (Also Oxygen system

paragraph 2-18)

25.

Oxygen supply, masks,

and hoses
sure

1..............

12

26. Reel type secondary seat stops. make

the manual lock

operates correctly

CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension.
1.

Cables. terminals, pulleys, pulley brackets, cable guards, turnbuckles

and fairleads

D637-1-13

Temporary

Revision 8

Jan 15/2008
O Cessna Aircraft

Revision 1

2-23

Company

AS SPECIFIED EACH 100 HOURS

EACH 50 HOURS
AIRFRAME
1. Aircraft exterior 2. Aircraft structure 3.

Windows, windshield, and doors stops,


seat

4. Seat 5.

rails, upholstery,

structure and seat

mounting.

Safety

belts and

attaching

brackets

6. Control 7. Control

bearings, sprockets, pulleys, cables,

chains and turnbuckles

lock, control wheel and control mechanism

8. Instruments and
9.. 10.

markings
(Also
see

Gyro

filter and central air filter compass

paragraph 2-17A)

111
7

Magnetic

compensation

11. Instrument

wiring panel,

and

plumbing ground straps,

..............i

12. Instrument
1 3. Def resting,

shock mounts, and

cover, decals and

labeling

heating

ventilating systems
sun

and controls

14. Cabin

upholstery, trim,

visors and

ashtrays

15. Area beneath 16. Electrical 17. Exterior

floor, lines, hoses, wires and control cables


spare fuses

horns, lights, switches, circuit breakers, fuses, and

lights
systems
unit and

18. Pitot and static 19. Stall

warning sensing

pitot

and stall

warning

heaters

20. Radios and radio controls 21. Radio antennas 22. 23. 24. 25.

Battery, battery

box and level

battery
(Also

cables

Battery electrolyte

see

paragraph 2-18)
12

Oxygen system Oxygen supply, masks,


and hoses

CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension.

1.

Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles and fairleads

NOTE: Please

see

the

TEMPORARY
REVISION
revises this page.

Revision 1

2-23
O Cessna Aircraft

Aug 4/2003
Company

AS SPECIFIE

EACH 100 HOURS


EACH 50 HOURS

2. 3.
4.

Chains, terminals, sprockets and chain guards


Trim control wheels, indicators, actuator, and

bungee

II

Travelstops.......................................................................
All decals and

5. 6.

labeling
flap
rollers and tracks,

Flap

control lever latch,

flap position

transmitter and

linkage, flap position


7.

indicator, and

flap

electric motor and transmission

Elevator Rudder

downspring system
and

8.
9. 1G.

pedal assemblies

linkage.

Skin and structure of control surfaces and trim tabs Balance

weight

attachment

SPECIFIED INTERVAL

Each 25 hours, if NOT

equipped

with

an

external filter.

2 Replace paper media filters per paragraph 2-17. 3 Each 1000 hours, or to coincide with engine overhauls, replace garter-type filters.

4 Starters and generators each 200 hours; alternators, each 500 hours. 5 First 25 hours, each 1GO-hour inspection thereafter. 6 Check timing each 200 hours. Check breaker compartment each 500 hours, unless timing is off (except
the Slick Mode14GG1
on

magneto).
to coincide with

7 Each 1000 hours,

or

engine

overhauls.

8 First

100

hours, each 500 hours thereafter.

Q Without temperature-compensating mechanism, service every 100 hours; with temperature-compensating at check 50-hour intervals. mechanism, (See paragraph 2-21 and 2-21A) 10 First four 25 hours, each 100 hours thereafter.
11
Central filter each 500 hours and gyro filters at overhaul; gyro filters each 100 hours without central filter.

12 13
14

Anticipated requirements before each oxygen flight. Also see Section 15. Fuel quantity indicating system operational test is required every 12 months. detailed accomplishment instructions.
Cessna Service Bulletin SEB99-19, accomplishment instructions

Refer to Section 16 for

Drain fuel from carburetor bowl and check for fuel contaminants once every 12 months. Refer to Engine Carburetor Fuel Inspection (or latest revision) for detailed

15

At the first 100-hour

inspection on new, rebuilt or overhauled nozzles. Fuel nozzles must be cleaned at 300-hour intervals

engines,
or more

remove

frequently

and clean the fuel injection if fuel stains are found.

16

For 180 and 185 airplanes: Each 1000 hours, measure the amount of free play between the horizontal stabilizer and the fuselage. To measure the free play: A. Set the trim wheel to the takeoff position. B. Lift up on the horizontal stabilizer forward spar adjacent to the fuselage and measure the free play between the front spar of the stabilizer and the fuselage. Do this procedure again on the opposite side
C. of the fuselage. The maximum permitted free play is 0.019 inch with a maximum difference between the two sides of the stabilizer is 0.010 inch. If the free play is 0.019 inch or less and within 0.010 inch of each side, this inspection is complete, 1 no more action is necessary.

2-24
O Cessna Aircratt

D637-1-13

Temporary

Revision 7

July

1/2007

Company

2 3

If the free

play

is

more

than the

permitted tolerance,

remove

the horizontal stabilizer and examine the free

D.

play is greater than 0.019 inch or 0.010 inch of each side, remove and repair the actuator. If an actuator has 0.019 inch or less of free play and is within 0.010 inch of each side, examine the attach brackets and attach hardware for wear. 5 Replace worn attach brackets and hardware. Install the brackets, hardware, actuators, and horizontal stabilizer as applicable.
Do

between the top and bottom of each actuator. The maximum actuator free play is 0.019 inch. If an actuator free

play

E.

steps 16. A: thru C. again,

as

applicable.

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1
2-248
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2-20.

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

time.

or

life limit, and must be overhauled

or

replaced

on or

before the

specified
NOTE:

time limit.

The terms overhaul and follows: Overhaul

replacement

as

used within this section

are

defined

as

Item may be overhauled

as

defined in FAR 43.2

or

it

can

be

replaced.
Replacement
43.2. B. This section Item must be

replaced with
or

a new

item

or a

serviceable item that


as

is within its service life and time limits

has been rebuilt

defined in FAR

provides

list of items which must be overhauled

or

replaced

at

specific
or

time limits. Table 1 lists those items which Cessna has mandated must be overhauled

replaced

at

established

specific time limits. Table 2 lists component time by a supplier to Cessna for the suppliers product.
components listed herein
on

limits which have been

C.

In addition to these time limits, the time intervals set forth in the

are

also

inspected

at

regular

Inspection Charts,

before the time limit is reached based 2.

and ~may require overhaul/replacement service usage and inspection results.

Cessna-Established
A.

ReplacementTime

Limits

The

following component time

limits have been established

by The Cessna Aircraft

Company.
Table 1: Cessna-Established Replacement Time Limits COMPONENT Restraint
REPLACEMENT TIME 10 years

OVERHAU L
NO

Copilot,
Seats

and

Assembly Pilot, Passenger

Trim Tab Actuator

~1,000 hours
whichever

or

occurs

3 years, first

YES

Vacuum

System

Filter

500 hours 10 years


10 years

NO NO

Vacuum

System Hoses
System

Pitot and Static

NO

Hoses
Vacuum

Valve Filter

Relief/Regulator (If Installed)

500 hours

NO

Engine Compartment Flexible Fluid Carrying Teflon Hoses (CessnaInstalled) except Drain Hoses (Drain hoses are replaced on condition)
Revision 1

10 years or engine overhaul, whichever occurs first

NO

(Note 1)

2-25
0 Cessna Aircraft

Company

Aug 4/2003

COMPONENT

REPLACEMENT TIME 5 years or whichever

OVERHAUL NO

Engine Compartment
Flexible Fluid Carrying Rubber Hoses (CessnaInstalled) except Drain Hoses (Drain hoses are

engine overhaul,
occurs

first.

(Note 1)

replaced

on

condition)
500 hours whichever
or

Engine

Air Filter

occurs

36 months, first

NO

(Note 9)

EngineMixture,Throttle,
Propeller Controls

and

AtengineTBO

NO

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

6 years
occurs

or

at

vacuum

pump

NO

replacement,
first

whichever

500 hours

NO

(Note 10)

Standby Dry Vacuum Pump

500 hours whichever

or

occurs

10 years, first

NO

(Note 10)

3.

Supplier-Established Replacement Time


A.

Limits

The

following component
as

time limits have been established

by specific suppliers

and

are

reproduced
Table 2:

follows:

Supplier-Established Replacement

Time Limits

COMPONENT ELT

REPLACEMENT TIME Note 3 Note 4 Note 5


Note 6

OVERHAUL

Battery

NO NO YES YES NO

Vacuum Manifold

Magnetos Engine Engine Flexible Hoses (Lycoming and TCM Installed)


Auxiliary Propeller
Electric Fuel

Note 2

Pump

Note 7

YES YES

Note 8

2-26
0 Cessna Aircraft

Revision 1 Company

Aug 4/2003

NOTES:
Note 1:

fluid-carrying Tefion or rubber hoses in a or damaged Replace engine compartment flexible Teflon (AE366381SBXXXX series hose) fluid-carrying hoses (Cessna installed only) every ten years or at engine overhaul, whichever occurs first. Replace engine compartment flexible rubber fluid-carrying hoses (Cessna -installed only) every five years or at engine overhaul, whichever occurs first (this does not include drain hoses). Hoses which are beyond these limits and are in a serviceable condition, must be placed on order immediately and then be replaced within 120 days after receiving the new hose from Cessna;
This life limit is not intended to allow flexible deteriorated condition to remain in service. For Textron For TCM

Note 2:

Lycoming engines, refer to latest Textron Lycoming Engine Service Bulletins. engines, refer to Teledyne Continental Service Bulletin SB97-6, or latest revision.
battery replacement time
limits. latest revision, for

Note 3: Note4:

Refer to FAR 91.207 for

Refer to Airborne Air 8 Fuel replacement time limits.


For

Product Reference Memo No. 39,

or

Note 5:

airplanes equipped

with Slick

magnetos, refer

to Slick Service Bulletin

SB2-80C,

or

latest

revision, for time limits.


For

airplanes equipped

with TCMIBendix
or

Service Bulletin No. 643, Note 6. Refer to limits.


Note 7:

latest

magnetos, refer revision, for time limits.

to

Teledyne

Continental Motors

Teledyne Continental Service

Information Letter SIL98-9,

or

latest revision, for time

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

or

Note 8:

Refer to the applicable McCauley or Hartzell Service Bulletins and Overhaul Manual for replacement and overhaul information.
The air filter may be cleaned, refer to Section 2 of this service manual for servicing instructions. For airplanes equipped with an air filter manufactured by Donaldson, refer to Donaldson Aircraft Filters Service Instructions P46-9075 for detailed servicing instructions. The address for Donaldson Aircraft Filters is:

Note 9:

Customer Service
115 E. Steels Corners RD

Stow, OH 44224
Do not overservice the air filter, overservicing increases the risk of damage to the air filter from handling. A damagedlwdm air filter may expose the engine to unfiltered air and result in damage/excessive wear to the engine.

excessive

Note 10:

of

Replace engine driven dry vacuum pump not equipped with a wear indicator every 500 operation, or replace according to the vacuum pump manufacturers recommended inspection and replacement interval, whichever occurs first.

hours

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 manufacturers recommended inspection and replacement interval, whichever occurs first.
a vacuum pump equipped with a pump manufacturers recommended

For

wear

inspection

indicator, replace pump according to the and replacement intervals.

vacuum

Revision 1
0 Cessna Aircraft Company

2-27

Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION TIME LIMITS - STRUCTURE 1. Scope A. This provides the mandatory times and inspection time intervals for components and airplane structures. This section also gives the required details to monitor them using scheduled inspections. This section applies to items such as fatigue components and structures, which are part of the certication procedures. Refer to the description paragraph below for detailed information concerning each of these sections. NOTE: The time limits and maintenance checks listed in this section are the minimum requirements for airplanes operated under normal conditions. For airplanes operated in areas where adverse operating conditions may be encountered, such as high salt coastal environments, areas of high heat and humidity, areas where industrial or other airborne pollutants are present, extreme cold, unimproved surfaces, etc., the time limits should be modied accordingly. The inspection guidelines contained in this section are not intended to be all-inclusive, for no such charts can replace the good judgment of certied airframe and power plant mechanics in performance of their duties. As the one primarily responsible for the airworthiness of the airplane, the owner or operator should select only qualied personnel to maintain the airplane.

NOTE:

2.

Inspection Requirements A. Two types of inspection requirements are available based on operating usage and two additional types of inspections are available based on operating environment. (1) Operating Usage (a) Severe Usage Environment If the average ight length is less than 30 minutes, then you must use the SEVERE 1 inspection time limits. If the airplane has been engaged in operations at low altitudes such as pipeline 2 patrol, sh or game spotting, aerial applications, police patrol, sightseeing, livestock management, etc. more than 30% of its life you must use the SEVERE inspection time limits. (b) Typical Usage Environment If neither 2(A)(1)(a)(1) or 2(A)(1)(a)(2) above applies, the TYPICAL usage 1 environment applies. (2) Operating Environment (a) Severe Corrosion Environment If the airplane is operating more than 30% of the time in a zone shown as severe on 1 the corrosion severity maps in Section 2A-30-01, then the SEVERE CORROSION environment time limits apply. (b) Mild or Moderate Corrosion Environment If 2(A)(2)(a)(1) does not apply, then the MILD/MODERATE CORROSION 1 environment time limits apply. After the operating usage and the operating environment are determined, make a logbook entry that states which inspection schedules (TYPICAL or SEVERE operating usage and MILD/MODERATE or SEVERE operating environment) are being used.

B.

3.

Description NOTE: A. Listed below is a detailed description and intended purpose of the following sections.

Section 2A-10-00, Time Limits/Maintenance Checks - General. This section provides a description and purpose of the inspection time intervals.

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B. Section 2A-10-01, Inspection Time Limits. (1) This section lists, in chart format, all inspection requirements which must be performed. Each page contains the following ve columns: (a) Revision Status provides the date that a given item was added, deleted or revised. A blank entry in this column indicates no change since the reissue of this manual. (b) Inspection Requirements provide a short description of the maintenance item. (c) Inspection Interval indicates the frequency of the item. (d) Applicable Operation(s) indicates the applicable inspection operation currently containing the inspection item. The frequencies corresponding to each operation are listed in Inspection Interval Requirements in this section. (e) Applicable Zone refers to the physical location(s) in the airplane affected by the item. (2) Primary purpose of the Inspection Time Limits section is to provide a complete listing of all inspection items in an order that allows easy access for the information listed previously. This section is not intended to be utilized as a guideline for inspection of the airplane. (3) The Inspection Time Limits Table shows the recommended intervals at which items are to be inspected, based on usage and environmental conditions. The operators inspection intervals shall not deviate from the inspection time limits shown in this table except as provided below: (a) Each inspection interval can be exceeded by 10 hours (if time-controlled) or by 30 days (if date-controlled) or can be performed early at any time prior to the regular interval as provided below: In the event of late compliance of any operation scheduled, the next operation 1 in sequence retains a due point from the time the late operation was originally scheduled. In the event of early compliance of any operation scheduled, that occurs 10 hours or 2 less ahead of schedule, the next operation due point may remain where originally set. In the event of early compliance of any operation scheduled, that occurs more than 3 10 hours ahead of schedule, the next operation due point must be rescheduled to establish a new due point from the time of early accomplishment. Section 2A-20-01, Expanded Maintenance. This section provides additional information on some maintenance/inspection procedures. It describes where the component/item is located, what to inspect for, how to inspect it, etc. Detailed requirements, such as functional checks, operational checks, etc., are listed in the appropriate section of the Model 100 Series Service Manual. Refer to the appropriate section for complete detailed information. Section 2A-30-00, Corrosion Prevention and Control Program (CPCP). This section gives the guidelines and applications of the CPCP. This is a program used to control the corrosion in the airplane's primary structure. The objective of the CPCP is to help to prevent or to control the corrosion so that it does not cause a risk to the continued airworthiness of the airplane.

C.

D.

4.

Inspection Time Limits A. A complete airplane inspection includes all inspection items as required by 14 CFR Part 43, Appendix D, Scope and Detail of annual/100-hour inspections. Refer to Section 2 of the Model 100 Series Service Manual. The intervals shown are recommended intervals at which items are to be inspected. (1) The 14 CFR Part 91 operator's inspection intervals shall not deviate from the inspection time limits shown in this manual except as provided below: (Refer to 14 CFR 91.409) (a) The airplane can only exceed its inspection point up to 10 hours, if the airplane is en route to a facility to have the inspection completed. (b) 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. (c) 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. (d) In the event of early compliance of any operation scheduled, that occurs more than 10 hours ahead of schedule, the next operation due point must be rescheduled to establish a new due point from the time of early accomplishment.

B.

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SERVICE MANUAL

5.

Inspection Time Limits Legend A. Each page of the inspection listed in Inspection Time Limits, Section 2A-10-01, contains the following ve columns: (1) REVISION STATUS - This column provides the date that a given item was added, deleted or revised. A blank entry in this column indicates no change since the reissue of this manual. (2) TASK - This column provides a short description of the inspection and/or servicing procedures. Where a more detailed description of the procedure is required, a reference will be made to either another section located within the Model 100 Series Service Manual or a specic reference to a supplier publication. (3) INTERVAL - This column lists the frequency of the inspection. (4) OPERATION - All of the inspections included in one operation are grouped together in the 2A12-XX documents (XX equals the operation number). (5) ZONE - This column locates the components within a specic zone. For a breakdown of how the airplane is zoned, refer to 2A-30-00, Figure 1, Airplane Zones.

6.

Inspection Interval Requirements

Operation 1 2 -

Details Every 100 hours of operation or 12 months, whichever occurs rst. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 12 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 24 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 36 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 48 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 60 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished.

3 -

4 -

5 -

6 -

7 -

8 -

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SERVICE MANUAL

Operation 9 -

Details Supplemental Inspection Document items that are to be examined after the rst 3,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated at engine overhaul, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 20 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 3 years. The inspection is to be repeated every 3 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours. The inspection is to be repeated every 1,000 hours after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after 3,000 hours or 10 years, whichever occurs rst. The inspection is to be repeated every 500 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after 3,000 hours or 5 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after 12,000 hours or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours or 10 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a typical usage environment.

10 -

11 -

12 -

13 -

14 -

15 -

16 -

17 -

18 -

19 -

20 -

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

Operation 21 -

Details Supplemental Inspection Document items that are to be examined after the rst 6,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a severe usage environment. Supplemental Inspection Document items that are to be examined after the rst 5,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation or 3 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 100 hours of operation or 1 year, whichever occurs rst. The inspection is to be repeated every 100 hours of operation or 1 year, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,500 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,500 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined every time when skis are installed or removed. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished.

22 -

23 -

24 -

25 -

26 -

27 28 -

29 -

Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 4 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 4 years, whichever occurs rst, after the initial inspection has been accomplished. Expanded Maintenance Inspection items that are to be examined after the rst 100 hours of operation. The inspection is to be repeated every 600 hours of operation or 12 months, whichever occurs rst, after the initial inspection has been accomplished.

30 -

31 -

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION TIME LIMITS 1. Inspection Items TASK INTERVAL OPERATION ZONE

REVISION STATUS

Inspect aircraft records to verify that all applicable Cessna Service Information Letters, Cessna Service Bulletins and Supplier Service Bulletins are complied with. Inspect aircraft records to verify that all applicable Airworthiness Directives and Federal Aviation regulations are complied with. Inspect aircraft records to verify that all logbook entries required by the Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all SID Inspections have been complied with as scheduled.

Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Initial: 10,000 hours or 20 years, whichever occurs rst; Repeat: 3,000 hours or 5 years, whichever occurs rst. Initial: 1,000 hours; Repeat: 1,000 hours

ALL

ALL

ALL

ALL

For All Models, inspect rudder pedal torque tube and cable attachment arms. Refer to 2A-14-01, Supplemental Inspection Document 27-20-01, for inspection procedure.

211

Elevator trim system for Models 150, 172 and 182. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures. Elevator trim system for Models 180 and 185. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures. For Models 180 and 185, inspect trim screw barrels and stabilizer screw-jack actuator threads. Refer to Section 2A-14-04, Supplemental Inspection Document 27-42-01, for inspection procedures. For Model 172, replace U-bolts securing the at leaf main landing gear assembly. Refer to Section 2A-1405, Supplemental Inspection Document 32-11-01, for inspection procedures.

15

330, 340

Initial: 1,000 hours; Repeat: 1,000 hours

15

330,340

Initial: 1,000 hours; Repeat: 1,000 hours

15

330,340

Initial: 1,000 hours or 3 years, whichever occurs rst; Repeat: 1,000 hours or 3 years, whichever occurs rst.

24

721, 722

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this inspection is for mild/moderate corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this inspection is for severe corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, inspect main landing gear ttings and attachment of the ttings to the bulkheads. Refer to Section 2A-14-07, Supplemental Inspection Document 32-13-02, for inspection procedure.

Initial: 20 years; Repeat: 10 years

11

721, 722

Initial: 10 years; Repeat: 5 years

13

721, 722

Initial: 3,000 hours or 5 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst. Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 Years, whichever occurs rst. Initial: Every time skis are installed or removed; Repeat: Every time skis are installed or removed Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 Years, whichever occurs rst. Initial: 3,000 hours or 5 years, whichever occurs rst; Repeat: 3,000 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

17

210

For All Models, inspect main landing gear axle. Refer to Section 2A-14-08, Supplemental Inspection Document 32-13-03, for inspection procedure.

721, 722

For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1409, Supplemental Inspection Document 32-13-04, for inspection procedure. For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1410, Supplemental Inspection Document 32-13-05, for inspection procedure.

27

721, 722

721, 722

For Models 150, 172 and 182, inspect nose landing gear torque links, bolts, bushings and fork. Refer to Section 2A-14-11, Supplemental Inspection Document 32-20-01, for inspection procedure.

720

For All Models, this interval is for mild/moderate corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure.

11

210

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SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for severe corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For Models 150, 172, 180 and 185, this interval is for typical usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For Models 150, 172, 180 and 185, this interval is for severe usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For Model 182, inspect forward doorpost and surrounding structure. Refer to Section 2A-14-14, Supplemental Inspection Document 53-12-02, for inspection procedure.

Initial: 10 years; Repeat: 5 years

13

210

Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst. Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 years, whichever occurs rst. Initial: 2,000 hours or 5 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

20

210

21

210

210

For Models 172, inspect rewall structure. Refer to Section 2A-14-15, Supplemental Inspection Document 53-12-03, for inspection procedure.

23

210

For All Models, this interval is for mild/moderate corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For Model 182, inspect vertical stabilizer attachment bolts, forward and aft vertical stabilizer structures and vertical stabilizer attach bulkheads. Refer to Section 2A-14-17, Supplemental Inspection Document 53-4201, for inspection procedures. For All Models, this interval is for mild/moderate corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure.

11

210

Initial: 10 years; Repeat: 5 years

13

210

Initial: 1,000 hours; Repeat: 100 hours

28

310, 320

Initial: 10 years; Repeat: 10 years

18

211

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2A-10-01

Page 3 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for severe corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. For All Models, inspect horizontal stabilizer and elevator, including spars, ribs, hinge bolts, hinge bearings, attach ttings and torque tube. Refer to Section 2A-14-19, Supplemental Inspection Document 55-10-01, for inspection procedures. For Model 172, inspect horizontal stabilizer forward spar. Refer to Section 2A-14-20, Supplemental Inspection Document 55-11-01, for inspection procedure.

Initial: 5 years; Repeat: 5 years

19

211

Initial: 5,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 100 hours or 1 year, whichever occurs rst; Repeat: 100 hours or 1 year, whichever occurs rst. Initial: 100 hours or 1 year, whichever occurs rst; Repeat: 100 hours or 1 year, whichever occurs rst. Initial: 2,000 hours or 4 years, whichever occurs rst; Repeat: 2,000 hours or 4 years, whichever occurs rst. Initial: 5,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst.

22

330, 340

25

330, 340

For Model 150, inspect horizontal stabilizer forward attachments. Refer to Section 2A-14-21, Supplemental Inspection Document 55-11-02, for inspection procedure.

25

330, 340

For Model 150, inspect vertical stabilizer attach bracket and horizontal stabilizer rear spar attachments. Refer to Section 2A-14-22, Supplemental Inspection Document 55-11-03, for inspection procedure.

30

310,320

For All Models, inspect vertical stabilizer and rudder, including spars, ribs, hinge bolts, hinge bearings and attach ttings. Refer to Section 2A-14-23, Supplemental Inspection Document 55-30-01, for inspection procedure. For All Models, this interval is for typical usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for severe usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure.

22

310, 320

20

510, 610

21

510, 610

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2A-10-01

Page 4 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for mild/moderate corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure. For Models 180 and 185, inspect wing main spar and rear spar. Refer to Section 2A-14-26, Supplemental Inspection Document 57-11-03, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-12-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-1201, for inspection procedure. For All Models, this interval is for typical usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure.

Initial: 20 years; Repeat: 10 years

11

510, 520, 610, 620 510, 520, 610, 620 510, 520, 610, 620 510, 610

Initial: 10 years; Repeat: 5 years

13

Initial: 4,000 hours; Repeat: 100 hours

29

Initial: 20 years, Repeat: 10 years,

11

Initial: 10 years, Repeat: 5 years

13

510, 610

Initial: 5 years; Repeat: 5 years

12

510, 610

Initial: 3 years; Repeat: 3 years

14

510, 610

Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst.

20

510, 610

For All Models, this interval is for severe usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure.

21

510, 610

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2A-10-01

Page 5 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, inspect aileron hinges, hinge bolts, hinge bearings and hinge and pushrod attach ttings. Refer to Section 2A-14-30, Supplemental Inspection Document 57-51-01, for inspection procedure.

Initial: 3,000 hours or 10 years, whichever occurs rst; Repeat: 500 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

16

520, 620

For All Models, this interval is for mild/moderate corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. For All Models, inspect engine mount. Refer to Section 2A-14-32, Supplemental Inspection Document 71-2001, for inspection procedure.

11

510, 610

Initial: 10 years; Repeat: 5 years

13

510, 610

Initial: 10,000 hours or 20 years, whichever occurs rst; Repeat: At Engine Overhaul Initial: 2,500 hours or 5 years, whichever occurs rst; Repeat: 2,500 hours or 5 years, whichever occurs rst. Every 60 months

10

120

For Model 172, inspect engine mount brackets. Refer to Section 2A-14-33, Supplemental Inspection Document 71-20-02, for inspection procedure.

26

120, 210

Fuselage lower internal structure beneath the oor panels for All Models. Make sure you inspect these areas: 1. Cabin structure under oorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

Fuselage internal structure in upper fuselage for All Every 60 months Models. Make sure you inspect these areas: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make Every 60 months sure you inspect these areas: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-10-01

Page 6 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Passenger/Crew door retention system for All Models. Make sure you inspect these areas: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Note: Remove interior panels for access. Areas of the cabin structure for the passenger/crew door for All Models. Make sure you inspect these areas: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Flaps (All Models). 1. Check ap travel cable tension and travel time. 2. Check ap cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Aileron (All Models). 1. Check aileron travel and cable tension. 2. Check aileron cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator (All Models). 1. Check elevator travel and cable tension. 2. Check elevator cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator Trim (All Models). 1. Check elevator trim travel and cable tension. 2. Check elevator trim cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A20-01, Expanded Maintenance, Control Cables. Rudder (All Models). 1. Check rudder travel and cable tension. 2. Check rudder cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables.

Every 48 months

210

Every 48 months

210

Every 60 months

210

Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst.

31

210, 510, 610

31

210, 510, 520, 610, 620 210, 310, 330, 340 210, 310, 330, 340 210, 310, 320

31

31

31

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2A-10-01

Page 7 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Wing structure internal for All Models. Make sure you inspect these areas: 1. Main spar upper and lower carry-thru ttings. 2. Main spar upper and lower caps. 3. Main spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Wing front spar and lower spar caps. 2. Upper and lower wing attach spar ttings. 3. Wing lower skins. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure external for All Models. Make sure you inspect these areas: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

Every 12 months

510, 520, 610, 620

Every 60 months

510, 520, 610, 620

Every 60 months

510, 520, 610, 620

Aileron attachments for All Models. Make sure you Every 24 months inspect these areas: 1. Aileron hinges. 2. Hinge bolts. 3. Hinge bearings. 4. Hinge and pushrod support structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Vertical stabilizer structure for All Models. Make sure you inspect these areas: 1. Forward spar attachment to tailcone bulkhead. 2. Aft spar attachment to lower vertical stabilizer spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information) Main landing gear axle assembly for All Models. Make sure you inspect these areas: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change. Every 60 months

520, 620

310, 320

Every 36 months

721, 722

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-10-01

Page 8 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Nose gear trunnion, steering assembly, torque link assembly, nose gear fork and axle for All Models. Make sure you inspect these areas: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin and attach bolt. 4. Nose gear fork. 5. Nose gear axle. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear trunnion, torque link assembly and nose gear fork for All Models. Make sure you inspect these areas: 1. Nose gear trunnion upper and lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose landing gear outer barrel assembly for All Models. Make sure you inspect these areas: 1. Outer barrel assembly. 2. Upper strut end and lower collar assembly. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. Nose gear axle assembly for All Models. Make sure you inspect these areas: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change. Horizontal stabilizer structure for All Models. Make sure you inspect these areas: 1. Stabilizer attachment to the tailcone bulkhead. 2. Front and rear spars. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Elevator trim system for All Models. Make sure you inspect these areas: 1. Elevator trim brackets. 2. Actuator support brackets and bearings. 3. Pulleys and attaching structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.

Every 36 months

720

Every 36 months

720

Every 36 months

720

Every 60 months

720

Every 60 months

330, 340

Every 24 months

330, 340

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-10-01

Page 9 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Rudder attachments for All Models. Make sure Every 24 months you inspect these areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder structure for All Models. Make sure you inspect Every 24 months these areas: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A30-00 for additional inspection information). Engine support structure for All Models. Make sure you inspect these areas: 1. Engine truss. Pay particular attention to vicinity of welds. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Control Yoke for Models 172, 180 and 185. Make sure you inspect these areas: 1. Center section of control yoke. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Every 12 months

320

320

120

Every 12 months

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


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2A-10-01

Page 10 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 1 Date: Registration Number: Serial Number: Total Time: 1. Description A. B. C. 2. Operation 1 gives Records Inspections items that are to be examined every 100 hours of operation or 12 months, whichever occurs rst. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE ALL MECH INSP REMARKS

B.

C.

TASK Inspect aircraft records to verify that all applicable Cessna Service Information Letters, Cessna Service Bulletins and Supplier Service Bulletins are complied with. Inspect aircraft records to verify that all applicable Airworthiness Directives and Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all logbook entries required by the Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all SID Inspections have been complied with as scheduled. *** End of Operation 1 Inspection Items ***

ALL

ALL

ALL

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-01

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 2 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 2 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 12 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120 MECH INSP REMARKS

B.

C.

TASK Engine support structure for All Models. Make sure you inspect these areas: 1. Engine truss. Pay particular attention to vicinity of welds. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Main spar upper and lower carry-thru ttings. 2. Main spar upper and lower caps. 3. Main spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Control Yoke. Make sure you inspect these areas: 1. Center section of control yoke. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). *** End of Operation 2 Inspection Items ***

510, 520, 610, 620

210

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Cessna Aircraft Company

2A-12-02

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 3 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 3 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 24 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

B.

C.

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Cessna Aircraft Company

2A-12-03

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK Aileron attachments for All Models. Make sure you inspect these areas: 1. Aileron hinges. 2. Hinge bolts. 3. Hinge bearings. 4. Hinge and pushrod support structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Elevator trim system for All Models. Make sure you inspect these areas: 1. Elevator trim brackets. 2. Actuator support brackets and bearings. 3. Pulleys and attaching structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder attachments for All Models. Make sure you inspect these areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder structure for All Models. Make sure you inspect these areas: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 3 Inspection Items ***

ZONE 520, 620

MECH INSP REMARKS

330, 340

320

320

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2A-12-03

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 4 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 4 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 36 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

B.

C.

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Cessna Aircraft Company

2A-12-04

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK Main landing gear axle assembly for All Models. Make sure you inspect these areas: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change. Nose gear trunnion, steering assembly, torque link assembly, nose gear fork and axle for All Models. Make sure you inspect these areas: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin and attach bolt. 4. Nose gear fork. 5. Nose gear axle. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear trunnion, torque link assembly and nose gear fork for All Models. Make sure you inspect these areas: 1. Nose gear trunnion upper and lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose landing gear outer barrel assembly for All Models. Make sure you inspect these areas: 1. Outer barrel assembly. 2. Upper strut end and lower collar assembly. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. *** End of Operation 4 Inspection Items ***

ZONE 721, 722

MECH INSP REMARKS

720

720

720

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2A-12-04

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 5 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 5 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 48 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK Passenger/Crew door retention system for All Models. Make sure you inspect these areas: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Note: Remove interior panels for access. Areas of the cabin structure for the passenger/crew door for All Models. Make sure you inspect these areas: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 5 Inspection Items ***

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-05

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 6 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 6 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 60 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK Fuselage lower internal structure beneath the oor panels for All Models. Make sure you inspect these areas: 1. Cabin structure under oorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Fuselage internal structure in upper fuselage for All Models. Make sure you inspect these areas: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-06

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Wing front spar and lower spar caps. 2. Upper and lower wing attach spar ttings. 3. Wing lower skins. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure external for All Models. Make sure you inspect these areas: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Vertical stabilizer structure for All Models. Make sure you inspect these areas: 1. Forward spar attachment to tailcone bulkhead. 2. Aft spar attachment to lower vertical stabilizer spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear axle assembly for All Models. Make sure you inspect these areas: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change. Horizontal stabilizer structure for All Models. Make sure you inspect these areas: 1. Stabilizer attachment to the tailcone bulkhead. 2. Front and rear spars. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 6 Inspection Items ***

ZONE 210

MECH INSP REMARKS

510, 520, 610, 620

510, 520, 610, 620

310, 320

720

330, 340

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-06

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 7 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 7 gives Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect main landing gear axle. Refer to Section 2A-14-08, Supplemental Inspection Document 32-13-03, for inspection procedure. For Model 182, inspect forward doorpost and surrounding structure. Refer to Section 2A-14-14, Supplemental Inspection Document 53-12-02, for inspection procedure. For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-14-10, Supplemental Inspection Document 32-13-05, for inspection procedure. *** End of Operation 7 Inspection Items ***

210

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-07

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 8 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 8 gives Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect rudder pedal torque tube and cable attachment arms. Refer to 2A-14-01, Supplemental Inspection Document 27-20-01, for inspection procedure. *** End of Operation 8 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-08

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 9 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 9 gives Supplemental Inspection Document items that are to be examined after the rst 3,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 720 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172 and 182, inspect nose landing gear torque links, bolts, bushings and fork. Refer to Section 2A-14-11, Supplemental Inspection Document 32-20-01, for inspection procedure. *** End of Operation 9 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-09

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 10 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 10 gives Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated at engine overhaul, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect engine mount. Refer to Section 2A-14-32, Supplemental Inspection Document 71-20-01, for inspection procedure. *** End of Operation 10 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-10

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 11 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 11 gives Supplemental Inspection Document items that are to be examined after the rst 20 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, this inspection is for mild/moderate corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure.

210

210

510, 520, 610, 620

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-11

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. *** End of Operation 11 Inspection Items ***

ZONE 510, 610

MECH INSP REMARKS

510, 610

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-11

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 12 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 12 gives Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-12-01, for inspection procedure. *** End of Operation 12 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-12

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 13 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 13 gives Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, this inspection is for severe corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure.

210

210

510, 520, 610, 620

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-13

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK For All Models, this interval is for severe corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. *** End of Operation 13 Inspection Items ***

ZONE 510, 610

MECH INSP REMARKS

510, 610

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-13

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 14 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 14 gives Supplemental Inspection Document items that are to be examined after the rst 3 years. The inspection is to be repeated every 3 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for severe corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 5712-01, for inspection procedure. *** End of Operation 14 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-14

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 15 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 15 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours. The inspection is to be repeated every 1,000 hours after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK Elevator trim system for Models 150, 172 and 182. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures. Elevator trim system for Models 180 and 185. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures. For Models 180 and 185, inspect trim screw barrels and stabilizer screw-jack actuator threads. Refer to Section 2A-14-04, Supplemental Inspection Document 27-42-01, for inspection procedures. *** End of Operation 15 Inspection Items ***

330, 340

330, 340

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-15

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 16 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 16 gives Supplemental Inspection Document items that are to be examined after 3,000 hours or 10 years, whichever occurs rst. The inspection is to be repeated every 500 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 520, 620 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect aileron hinges, hinge bolts, hinge bearings and hinge and pushrod attach ttings. Refer to Section 2A-14-30, Supplemental Inspection Document 57-51-01, for inspection procedure. *** End of Operation 16 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-16

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 17 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 17 gives Supplemental Inspection Document items that are to be examined after 3,000 hours or 5 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect main landing gear ttings and attachment of the ttings to the bulkheads. Refer to Section 2A-14-07, Supplemental Inspection Document 32-13-02, for inspection procedure. *** End of Operation 17 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-17

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 18 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 18 gives Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. *** End of Operation 18 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011


Cessna Aircraft Company

2A-12-18

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 19 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 19 gives Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for severe corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. *** End of Operation 19 Inspection Items ***

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INSPECTION OPERATION 20 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 20 gives Supplemental Inspection Document items that are to be examined after 12,000 hours or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours or 10 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a typical usage environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172, 180 and 185, this interval is for typical usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For All Models, this interval is for typical usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for typical usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure. *** End of Operation 20 Inspection Items ***

510, 610

510, 610

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2A-12-20

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SERVICE MANUAL
INSPECTION OPERATION 21 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 21 gives Supplemental Inspection Document items that are to be examined after the rst 6,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a severe usage environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172, 180 and 185, this interval is for severe usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-14-13, Supplemental Inspection Document 53-12-01, for inspection procedure. For All Models, this interval is for severe usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for severe usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure. *** End of Operation 21 Inspection Items ***

510, 610

510, 610

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2A-12-21

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 22 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 22 gives Supplemental Inspection Document items that are to be examined after the rst 5,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect horizontal stabilizer and elevator, including spars, ribs, hinge bolts, hinge bearings, attach ttings and torque tube. Refer to Section 2A-14-19, Supplemental Inspection Document 55-10-01, for inspection procedures. For All Models, inspect vertical stabilizer and rudder, including spars, ribs, hinge bolts, hinge bearings and attach ttings. Refer to Section 2A-14-23, Supplemental Inspection Document 55-30-01, for inspection procedure. *** End of Operation 22 Inspection Items ***

310, 320

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2A-12-22

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 23 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 23 gives Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect rewall structure. Refer to Section 2A-14-15, Supplemental Inspection Document 53-12-03, for inspection procedure. *** End of Operation 23 Inspection Items ***

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2A-12-23

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 24 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 24 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation or 3 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For Model 172, replace U-bolts securing the at leaf main landing gear assembly. Refer to Section 2A14-05, Supplemental Inspection Document 32-1101, for inspection procedures. *** End of Operation 24 Inspection Items ***

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2A-12-24

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 25 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 25 gives Supplemental Inspection Document items that are to be examined after the rst 100 hours of operation or 1 year, whichever occurs rst. The inspection is to be repeated every 100 hours of operation or 1 year, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect horizontal stabilizer forward spar. Refer to Section 2A-14-20, Supplemental Inspection Document 55-11-01, for inspection procedure. For Model 150, inspect horizontal stabilizer forward attachments. Refer to Section 2A-14-21, Supplemental Inspection Document 55-11-02, for inspection procedure. *** End of Operation 25 Inspection Items ***

330, 340

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2A-12-25

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SERVICE MANUAL
INSPECTION OPERATION 26 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 26 gives Supplemental Inspection Document items that are to be examined after the rst 2,500 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,500 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120, 210 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect engine mount brackets. Refer to Section 2A-14-33, Supplemental Inspection Document 71-20-02, for inspection procedure. *** End of Operation 26 Inspection Items ***

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2A-12-26

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 27 Date: Registration Number: Serial Number: Total Time: 1. Description A. B. C. 2. Operation 27 gives Supplemental Inspection Document items that are to be examined every time when skis are installed or removed. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1409, Supplemental Inspection Document 32-13-04, for inspection procedure. *** End of Operation 27 Inspection Items ***

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2A-12-27

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 28 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 28 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For Model 182, inspect vertical stabilizer atachment bolts, forward and aft vertical stabilizer structures and vertical stabilizer attach bulkheads. Refer to Section 2A-14-17, Supplemental Inspection Document 53-42-01, for inspection procedures. *** End of Operation 28 Inspection Items ***

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2A-12-28

Page 1 Aug 4/2003

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 29 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 29 gives Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 520, 610, 620 MECH INSP REMARKS

B.

C.

TASK For Models 180 and 185, inspect wing main spar and rear spar. Refer to Section 2A-14-26, Supplemental Inspection Document 57-11-03, for inspection procedure. *** End of Operation 29 Inspection Items ***

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Cessna Aircraft Company

2A-12-29

Page 1 Aug 4/2003

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 30 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 30 gives Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 4 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 4 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 310,320 MECH INSP REMARKS

B.

C.

TASK For Model 150, inspect vertical stabilizer attach bracket and horizontal stabilizer rear spar attachments. Refer to Section 2A-14-22, Supplemental Inspection Document 55-11-03, for inspection procedure. *** End of Operation 30 Inspection Items ***

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Cessna Aircraft Company

2A-12-30

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
INSPECTION OPERATION 31 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 31 gives Expanded Maintenance Inspection items that are to be examined after the rst 100 hours of operation. The inspection is to be repeated every 600 hours of operation or 12 months, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210, 510, 610 MECH INSP REMARKS

B.

C.

TASK Flaps (All Models). 1. Check ap travel cable tension and travel time. 2. Check ap cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-2001, Expanded Maintenance, Control Cables. Aileron (All Models). 1. Check aileron travel and cable tension. 2. Check aileron cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator (All Models). 1. Check elevator travel and cable tension. 2. Check elevator cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables.

210, 510, 520, 610, 620

210, 310, 330, 340

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2A-12-31

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

TASK Elevator Trim (All Models). 1. Check elevator trim travel and cable tension. 2. Check elevator trim cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Rudder (All Models). 1. Check rudder travel and cable tension. 2. Check rudder cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. *** End of Operation 31 Inspection Items ***

ZONE 210, 310, 330, 340

MECH INSP REMARKS

210, 310, 320

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2A-12-31

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
SUPPLEMENTAL INSPECTION DOCUMENT 1. Supplemental Inspection Document A. Introduction (1) The Supplemental Structural Inspection Program for the Cessna Model 100 Series airplane is based on the affected Model 100 Series airplane current usage, testing and inspection methods. A practical state-of-the-art inspection program is established for each Principle Structural Element (PSE). A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the airplane. Selection of a PSE is inuenced by the susceptibility of a structural area, part or element to fatigue, corrosion, stress corrosion or accidental damage. (2) The Supplemental Structural Inspection Program was developed through the combined efforts of Cessna Aircraft Company, operators of affected Model 100 series airplanes and the FAA. The inspection program consists of the current structural maintenance inspection, plus supplemental inspections, as required, for continued airworthiness of the airplane as years of service are accumulated. The current inspection program is considered to be adequate in detecting corrosion and accidental damage. The emphasis of the Supplemental Structural Inspection Program is to detect fatigue damage whose probability increases with time. (3) Since fatigue damage increases at an increasing rate with increasing crack length, earlier detection and repair minimizes the damage and the magnitude of the repair. (4) The Supplemental Structural Inspection Program is valid for Model 100 series airplanes with less than 30,000 ight hours. Beyond this, continued airworthiness of the airplane can no longer be assured. Retirement of this airframe is recommended when 30,000 ight hours has been accumulated. Function (1) The function of the Supplemental Structural Inspection Program is to nd damage from fatigue, overload or corrosion through the use of the Nondestructive Inspections (NDI) and visual inspections. This Supplemental Inspection Document (SID) is only for primary and secondary airframe components. Engine, electrical items and primary and secondary systems are not included in this document. A list is included to show the requirements for the SID program for primary and secondary airframe components. (a) The airplane has been maintained in accordance with Cessna's recommendations or the equivalent. (b) If the SID is for a specic part or component, you must examine and evaluate the surrounding area of the parts and equipment. If problems are found outside these areas, report them to Cessna Aircraft Company on a reporting form. Changes can then be made to SID program, if necessary. (c) The inspections presented in the SID apply to all Model 100 Series airplanes. The inspection intervals presented are for unmodied airplanes. Airplanes that have been modied to alter the airplane's design, gross weight or performance may need to be inspected more frequently. Examples of common STCs, which will require modied inspection intervals, include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks and nonstandard engines. The owner and/or maintenance organization should contact the STC holder(s) or modication originator for obtaining new FAA-approved inspection criteria. (2) A Corrosion Prevention and Control Program (CPCP) should be established for each airplane. Details of the CPCP are contained in Section 2A-30-00 of this manual.

B.

2.

Principal Structural Elements A. Principal Structural Elements Description (1) An airplane component is classied as a Principal Structural Element (PSE) if: (a) The component contributes signicantly to carrying ight and ground loads. (b) If the component fails, it can result in a catastrophic failure of the airframe. (2) The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection Program. (3) Typical examples of PSE's, taken from FAA Advisory Circular 25.571, are shown in Table 1.

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2A-13-00

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Table 1. Typical Examples of Principal Structural Elements Wing and Empennage: Control surfaces, aps and their mechanical systems and attachments (hinges, tracks and ttings) Primary ttings Principal splices Skin or reinforcement around cutouts or discontinuities Skin-stringer combinations Spar caps Spar webs Fuselage: Circumferential frames and adjacent skin Door frames Pilot window posts Bulkheads Skin and single frame or stiffener element around a cutout Skin and/or skin splices under circumferential loads Skin or skin splices under fore and aft loads Skin around a cutout Skin and stiffener combinations under fore-and-aft loads Door skins, frames and latches Window frames Landing Gear and Attachments Engine Support Structure and Mounts B. Selection Criteria (1) The factors used to nd the PSE's in this document include: (a) Service Experience 1 Multiple sources of information were used to nd the service discrepancies. Cessna Service Bulletins and Service Information Letters issued to repair a common service discrepancies were examined. FAA Service Difculty Records and Foreign certication agency Service b Difculty Records were examined. Existing analyses were reviewed to identify components in areas that may have 2 exhibited the potential for additional inspection requirements. A review of test results applicable to the design was made to identify the critical areas 3 of the PSE's. The data collected was also used to nd a component's susceptibility to corrosion or 4 accidental damage as well as its inspectability.

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2A-13-00

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3.

Usage A. Aircraft Usage (1) Aircraft usage data for the SID program is based on the evaluation of the in-service utilization of the aircraft. This data was used to develop the representative fatigue loads spectra. Operational data for development of the Supplemental Structural Inspection Program was obtained from surveys of aircraft operators. (2) Usage for spectra determination is dened in terms of a single ight representing typical average in-service utilization of the aircraft. This usage reects the typical in-service ight variation of ight length, takeoff gross weight, payload and fuel. (3) The ight is dened in detail in terms of a ight prole. The prole identies the gross weight, payload, fuel, altitude, speed, distance etc., required to dene the pertinent ight and ground parameters needed to develop the fatigue loads. The ight is then divided into operational segments, where each segment represents the average values of the parameters (speed, payload, fuel etc.) that are used to calculate the loads spectrum. Stress Spectrum. (1) A fatigue loads spectrum, in terms of gross area stress, was developed for each PSE to be analyzed based on the usage-ight proles. The spectrum represents the following loading environments: ight loads (gust and maneuver), landing impact, taxi loads and ground-air-ground cycles. The resulting spectrum is a representative ight-by-ight, cycle-by-cycle loading sequence that reects the appropriate and signicant airplane response characteristics. (2) After reviewing the aircraft usage data and the way in which the surveyed aircraft were own, two sets of stress spectra were developed. The rst ight prole represents typical usage, while the second prole represents severe usage, as described in Paragraph 3 D. below. Fatigue Assessment (1) The fatigue assessment provides the basis for establishing inspection frequency requirements for each PSE. The evaluation includes a determination of the probable location and modes of damage and is based on analytical results, available test data and service experience. In the analysis, particular attention is given to potential structural condition areas associated with aging aircraft. Examples include: (a) large areas of structure working at the same stress level, which could develop widespread fatigue damage; (b) a number of small (less than detectable size) adjacent cracks suddenly joining into a long crack (e.g. as in a line of rivet holes); (c) redistribution of load from adjacent failing or failed parts causing accelerated damage of nearby parts (i.e., the domino" effect); and (d) concurrent failure of multiple load path structure (e.g. crack arrest structure). (2) Initial inspections of a particular area of structure are based on fatigue analytical results. For locations with long fatigue the maximum initial inspection was limited to 12,000 ight hours. Classications for Types of Operation (1) The severity of the operation environment needs to be identied to determine the correct inspection program. (a) You must rst nd the category of your airplanes operation based on average ight length. (b) You must also nd the number of hours and number of landings on the airplane, then nd the average ight length based on the formula found below. Average Flight Length = Number of Flight Hours / Number of Flights (2) (3) If the average ight length is less than 30 minutes, then you must use the SEVERE inspection time limits. For airplanes with an average ight length greater than thirty minutes, you must nd the severity of the operating environment. Airplanes which have engaged in operations at low altitudes such as pipeline patrol, sh or game spotting, aerial applications, police patrol, sightseeing, livestock management etc. more than 30% of its life must use the SEVERE inspection time limits.

B.

C.

D.

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(4) For all other operating environments, inspections should be conducted using the TYPICAL Inspection Time Limits.

Corrosion Severity (1) Prior to conducting the initial corrosion inspection, determine where the airplane has resided throughout its life. If the airplane has resided in a severe corrosion environment for 30% or more of the years to the initial inspection (refer to maps in Section 2A-30-01), use the severe inspection time, otherwise use the mild/moderate inspection time. (2) Prior to conducting a repetitive corrosion inspection, determine where the airplane has resided since the last inspection. If the airplane has resided in a severe environment for 30% or more of the years since the last inspection, use the severe inspection time, otherwise use the mild/ moderate inspection time. 4. Reporting - Communications A. Discrepancies (1) For the SID to continue to stay applicable, it is necessary to have a free ow of information between the operator, the FAA and Cessna Aircraft Company. The important information about the inspection results, repairs and modications done must be supplied to Cessna Aircraft Company in order to assess the effectiveness of the recommended inspection procedures and inspection intervals. (2) Also, the operator's inspections and reports can nd items not included in the SID before. These items will be examined by Cessna Aircraft Company and will be added to the SID for all of the operators, if applicable. (3) Cessna Customer Service has a system to collect the reports. The applicable forms are included in this document. Copies of these forms are also available from a Cessna Service Station or Cessna Field Service Engineer. Discrepancy Reporting (1) Discrepancy reporting is essential to provide for adjusting the inspection thresholds and the repeat times as well as adding or deleting PSE's. It may be possible to improve the inspection methods, repairs and modications involving the PSE's based on the data reported. (2) All cracks, multiple cut off fasteners and corrosion found during the inspection must be reported to Cessna Aircraft Company within ten days. The PSE inspection results are to be reported on a form as shown on the pages that follow. Send the Discrepancy Form (1) Send all available data, which includes forms, repairs, photographs, sketches etc., to: Cessna Aircraft Company Attn: Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271 NOTE: D. This system does not replace the normal channels to send information for items not included in the SID.

B.

C.

Cessna Aircraft Company Follow-Up Action (1) All SID reports will be examined to nd if any of the steps are necessary: (a) Complete a check of the effect on the structural or operational condition. (b) Complete a check of other high-time airplanes to nd if a service bulletin shall be issued. (c) Find if a reinforcement is required. (d) Change the SID if required.

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5.

Inspection Methods A very important part of the SID program is selecting and evaluating state-of-the-art nondestructive inspection (NDI) methods applicable to each PSE. Potential NDI methods were selected and evaluated on the basis of crack orientation, part thickness and accessibility. Inspection reliability depends on size of the inspection task, human factors (such as qualications of the inspector), equipment reliability and physical access. Visual, uorescent, liquid penetrant, eddy current and magnetic particle methods are used. A complete description of those methods are presented in Section 2A-13-01, "Nondestructive Inspection Methods and Requirements." Related Documents A. Existing Inspections, Modications and Repair Documents (1) Cessna has a number of documents that are useful to maintaining continued airworthiness of airplanes. (a) Cessna Model 100 Series Service Manual (P/N D637-1-13). (b) Cessna Model 150 IPC (P/N P438-12), Model 172 IPC (P/N P529-12), Model 182 IPC (P/N P515-12) and Model 180 and 185 IPC (P/N P527-12) (c) Cessna Single Engine Service Information Letters and Service Bulletin Summaries. (d) Cessna Service Newsletters and Newsletter Summaries. For information regarding these documents, contact: Cessna Aircraft Company Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271

6.

B.

7.

Applicability/Limitations A. This SID is applicable to the Cessna Model 100 series (Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, F150-0001 thru F150-0389; Model 172 Serial Numbers 639, 17249545 thru 17257161, F172-0001 thru F172-0447, P17257120 thru P17257188, FP172-0001 thru FP172-0003; Model 180 Serial Numbers 645, 18051184 thru 18051993; Model 182 Serial Numbers 18254424 thru 18259305, A182-0001 thru A182-0116 and Model 185 Serial Numbers 185-0513 thru 185-1149, and Model A185 Serial Numbers 185-0968 thru 185-1447. STC Modications (1) The Cessna Model 100 Series airplanes can have modications that were done by STCs by other organizations without Cessna Engineering approval. The inspection intervals given in this SID are for unchanged airplanes. (2) Airplanes that have been modied to alter the airplane design, gross weight or airplane performance may need to be inspected more frequently. Examples of common STC's not covered by this SID document include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks and nonstandard engines. The owner and/or maintenance organization should contact the STC holder(s) or modication originator for obtaining new FAA approved inspection criteria. The SID inspection times are based on total airframe hours OR calendar times in service. If a specic airframe component has been replaced, the component is to be inspected, based on total component hours or calendar time requirements. However, any attachment structure that was not replaced when the component was replaced must be inspected, based on the total airframe hours or calendar time requirements. Inspections are due at the lessor of specied ight hours or calendar time. The inspections must be completed by Jun 30, 2014.

B.

C.

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8.

PSE DETAILS A. Details (1) This section contains the important instructions selected by the rationale process described in Section 2, Principal Structural Elements. Those items are considered important for continued airworthiness of the Model 100 Series. PSE Data Sheets A data sheet for each PSE is provided in Section 2A-14-XX - Supplemental Inspection Documents. Each data sheet contains the following: (1) Supplemental Inspection Number (2) Title (3) Effectivity (4) Inspection Compliance (5) Initial Inspection Interval(s) (6) Repeat Inspection Interval(s) (7) Purpose (8) Inspection Instructions (9) Access/Location/Zone (10) Detectable Crack Size (11) Inspection Procedure (12) Repair/Modication (13) Comments NOTE: Accomplishment of SID inspections does not in any way replace preight inspections, good maintenance practices or maintenance and inspections specied in the Model 100 Series Service Manual. Inspection intervals are given in both hour and calendar time. After the completion of each initial SID inspection, repeat inspections may be completed based on hour time if the Corrosion Prevention and Control Program (CPCP) in Section 2A-30-00 is included in the airplane maintenance program.

B.

NOTE:

C.

Repairs, Alterations and Modications (RAM) (1) Repairs, alterations and modications (RAM) made to PSE's may affect the inspection times and methods presented in the SID. The owchart in Figure 1 can be used to determine if a new assessment and FAA approved supplemental inspections are required. (2) Repairs may be made in accordance with Section 19 of Model 100 Series Service Manual or the REPAIR/MODIFICATION Section of the SID. (3) Repairs not covered by the recommendations in these documents may be coordinated with Cessna Customer Service at telephone 316-517-5800 / FAX 316-517-7271.

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Analytical Assessment Flowchart Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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NONDESTRUCTIVE INSPECTION METHODS AND REQUIREMENTS 1. GENERAL REQUIREMENTS A. General (1) Facilities performing nondestructive inspections described in this section must hold a valid FAA Repair Station Certicate with the appropriate rating in the applicable method of nondestructive testing. (2) Personnel performing NDT must be qualied and certied to a recognized standard in AC6531A and comply with all recommendations. The minimum certication is "Level 1 Special" as described in 8.c.(1). (3) Organizations and personnel that operate under the jurisdiction of a foreign government must use the applicable documentation issued by their regulatory agency to comply with the above requirements. Reporting Results (1) Use the Discrepancy Report Form found in 2A-13-00, Section 4, Reporting - Communications, to report crack(s) that are found in an inspection. If a part is rejected, refer to the Model 100 Series Service Manual for information to replace the part or repair the part. If a repair for crack(s) is required (for a repair not available in the Model 100 Series Service Manual), contact Cessna Propeller Aircraft Product Support for possible repair instructions or replace the part. (a) Type of discontinuity. (b) Location of the discontinuity. (c) Discontinuity size. (d) Discontinuity orientation or direction.

B.

2.

EDDY CURRENT INSPECTION A. General (1) Eddy current inspection is effective for the detection of surface and subsurface cracks in most metals. You do this through induction of eddy currents into the part. These eddy currents will alter the magnetic eld around the probe. Changes to the magnetic eld are monitored and then interpreted. (2) You can do eddy current inspection on airplane parts or assemblies where the inspection area is accessible for contact by the eddy current probe. An important use of eddy current inspection is to nd cracks caused by corrosion and stress. A second important use is measurement of electrical conductivity. Surface Inspection (1) General (a) This is a general procedure for the eddy current method used to nd surface discontinuities. This should be used along with specic instructions for inspection in the procedure that referred to this section. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

B.

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NAME Eddy Current Instrument Surface Eddy Current Probe with 1/8 inch coil (NOTE 1) NUMBER Nortec 2000 VM202RAF-6 MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.comVM Products
VM Products, Inc.

Phone: (253) 841-2939 Web: http://www.vmproducts.net

Combined Aluminum Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Stainless Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2)

VM89A

VM Products, Inc.

VM89S

VM Products, Inc.

VM89SS

VM Products, Inc.

NOTE 1: The style and length of the surface probe will vary with the inspection situation. NOTE 2: Be sure that the reference standard has the necessary hole size for bolthole inspections. If used only for surface eddy current inspection, it is not necessary that the reference standard have holes. This part number was included to allow the use of a single reference standard for both surface and bolthole eddy current inspection. The reference standard material (aluminum, steel, stainless steel) will vary with the material for inspection. (b) Instrument Sensitivity Some inspection procedures need instruments that give both phase and amplitude 1 information on a storage cathode ray tube for impedance plane analysis. Impedance plane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary. Eddy current instruments with a meter display can be used for surface eddy current 2 inspection. The instrument must have a repeatable signal response which has a signal to noise 3 ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2.

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Absolute Probe Calibration Range Figure 1

Differential Probe Calibration Range Figure 2 The functional performance of the eddy current instrument must be veried at an interval of not more than a year. Probe Sensitivity The probe may have an absolute or differential coil arrangement. 1 The probe may be shielded or unshielded. A shielded probe is normally 2 recommended. 4

(c)

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3 The probe must have an operating frequency that has the necessary test sensitivity and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz. NOTE: 4 Instrument frequency may need adjustment for the instrument and probe combination used.

(3)

(4)

(5)

Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used. For crack detection, the coil will usually contain a ferrite core and external shield. 5 The probe must not give responses from handling pressures, scanning or normal 6 operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1. Teon tape may be used to decrease the wear on the eddy current probe coil. If 7 Teon tape is used, make sure the instrument calibration is correct. Reference Standards (a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3. (b) Reference standards must have a minimum surface nish of 150 RHR or RMS 165. (c) The reference standard must have an EDM notch on the surface of no more than 0.020 inch (0.508 mm) deep. (d) The dimensional accuracy of notches must have documentation and be traceable to the National Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part geometry, conguration, and the specic discontinuity location. Articial discontinuities may be used in the reference standard. If a procedure species a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed. Surface Condition (a) The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. If the surface nish interferes with the ability to do the inspection, it should be smoothed or removed. Refer to the Model 100 Series Service Manual for approved methods. (b) The area for inspection must be free of dirt, grease, oil, or other contamination. (c) You must have good contact between the probe and the part unless otherwise stated in the specic procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area where the inspection will be done. Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed. (c) A 0.020 inch (0.508 mm) deep surface notch or smaller must be used for calibration unless otherwise specied. A typical eddy current surface reference standard with EDM notch depths of 0.010 inch, 0.020 inch, and 0.040 inch (0.254 mm, 0.508 mm, 1.016 mm) is shown in Figure 3. (d) Put the surface probe on the reference standard away from the notch. (e) Set the null point. (f) Lift the surface probe from the reference standard and monitor the display for the lift-off response. (g) Adjust the display until the lift-off response goes horizontal and to the left of the null point. (h) Put the surface probe on the reference standard and move it across the notch.

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(i) Adjust the instrument to get a minimum separation of three major screen divisions between the null point and the applicable reference notch. The signal from a differential probe should be considered peak to peak. NOTE: NOTE: (6) This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or reject criteria. Filters may be used to improve the signal to noise ratio.

(7)

Inspection (a) It may be necessary to randomly null the instrument on the airplane in the area for inspection to adjust the display for differences between the reference standard and the airplane. (b) Whenever possible, the area of inspection must be examined in two different directions that are 90 degrees to each other. (c) Examine the inspection area at index steps that are no more than the width of the eddy current test coil. You can do a scan of a part edge as long as the response from edge effect does not hide the calibration notch response. Do not examine areas where edge effect is more than the calibration notch signal. Another inspection method should be used if the edge effect can hide the calibration notch response. (d) Whenever possible, a llet or radius should be examined both transverse and parallel to the axis of the radius. Examine the edge of the llet or radius transverse to the axis of the radius. (e) For the best inspection sensitivity, sealant must be removed from around fasteners. This will allow you to put the surface eddy current probe closer to the edge of the fastener. (f) If no guidance is given as to where to examine the part, do an inspection of all part surfaces that you have access to. Make sure to thoroughly examine radii, corners, edges, and areas immediately next to fasteners. Interpretation (a) If an indication is found, carefully repeat the inspection in the opposite direction of probe movement to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the response to move off maximum indication response. (b) Unless otherwise specied, you must reject a part with a crack. (c) The end of a crack is found with the 50 percent method. Move the probe slowly across the end of the crack until a point is reached where the crack signal amplitude has been reduced by 50%. The center of the probe coil is considered to be the end of the crack. (d) Refer to the General Requirements section for information on how to report inspection results.

C.

Bolthole Inspection (1) Description (a) This is a general procedure for the use of the eddy current method to nd discontinuities within holes. This should be used along with specic instructions for inspection in the procedure that referred to this section. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

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NAME Eddy Current Instrument Bolthole Eddy Current Probe with 1/8 inch coil (NOTE 1) NUMBER Nortec 2000 VM101BS-X/XX MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com
VM Products, Inc.

Phone: 253-841-2939 Web: http://www.vmproducts.net

Combined Aluminum Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Stainless Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) NOTE 1:

VM 89A

VM Products, Inc.

VM89S

VM Products, Inc.

VM89SS

VM Products, Inc.

Bolthole probe diameter and lengths will vary with the inspection situation.

NOTE 2: Be sure that the reference standard has the necessary hole size for the bolthole inspection. The reference standard material (aluminum, steel, stainless steel) will vary with the material of the hole for inspection. (b) Instrument Sensitivity Some inspection procedures need instruments that give both phase and amplitude 1 information on a storage cathode ray tube for impedance plane analysis. Impedance plane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary. Eddy current instruments with a meter display are allowed for bolthole eddy current 2 inspection. The instrument must have a repeatable signal response which has a signal to noise 3 ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2. The functional performance of the eddy current instrument must be veried at an 4 interval of not more than a year. Probe Sensitivity The probe may have an absolute or differential coil arrangement. 1 The probe may be shielded or unshielded. A shielded probe is normally 2 recommended. The probe must have an operating frequency that has the necessary test sensitivity 3 and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz. NOTE: Instrument frequency may need adjustment for the instrument and probe combination used.

(c)

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Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used. 5 For crack detection, the coil will usually contain a ferrite core and external shield. The probe must not give responses from handling pressures, scanning or normal 6 operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1. Teon tape may be used to decrease the wear on the eddy current probe coil. If 7 Teon tape is used, make sure the instrument calibration is correct. Reference Standard (a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3. (b) Reference standards must have a minimum surface nish of 150 RHR or RMS 165. (c) The reference standard must have a corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) long. (d) The dimensional accuracy of notches must have documentation and be traceable to the National Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part geometry, conguration, and/or the specic discontinuity location. Articial discontinuities may be used in the reference standard. If a procedure species a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed. 4

(3)

Typical Bolthole Reference Standard Figure 3 (4) Inspection Considerations (a) Surface Condition The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. 1 The areas for inspection must be free of dirt, grease, oil, or other contamination. 2 You must have good contact between the probe and the part unless otherwise stated 3 in the specic procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area on which the probe will be done. (b) Bolthole eddy current inspection of holes with a bushing installed is not recommended. The inspection will examine the condition of the bushing and not the structure underneath. If a bushing cannot be removed, it is recommended to do a surface eddy current inspection at either end of the hole around the edge of the bushing. Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed.

(5)

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(c) (d) (e) (f) (g) (h) (i) A corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) must be used for calibration unless otherwise specied. A typical eddy current bolthole reference standard is shown in Figure 3. Put the bolthole probe into the applicable hole with the coil turned away from the notch in the hole. Set the null point. Remove the bolthole probe from the hole and monitor the display for the lift-off response. Adjust the display until the lift-off response goes horizontal and to the left of the null point. Put the bolthole probe into the applicable hole and rotate it so the coil moves across the notch in the hole. Adjust the instrument to get a minimum separation of three major screen divisions between the null point and the applicable reference notch. The signal from a differential probe should be considered peak to peak. NOTE: NOTE: (6) This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or reject criteria. Filters may be used to improve the signal to noise ratio.

(7)

Inspection (a) When the inspection procedure does not show the depths where the scans are made for a manual probe, the following general procedure is used. Put the probe into the hole for inspection and nd the near edge of the hole. This is 1 the point when the signal is 50% between that for an in-air condition and that fully into the hole. Record the distance between the center of the probe coil and the edge of the probe guide. Move the probe through the hole until the signal indicates that the probe is beyond the 2 far edge of the hole. Locate this edge of the hole as in step 1. Record the distance between the center of the probe coil and the edge of the probe guide. To nd the edge of a layer, slowly push the probe through the hole. The response to 3 a layer interface will look similar to that of a crack indication. The difference is that the interface will be seen through 360 of the hole. Measure the distance between the center of the probe coil and the edge of the probe guide when the signal from the interface has been maximized. Use the measurements to nd the thickness of the hole and each layer. 4 Examine the hole at a depth of 0.070 inch (1.778 mm) from either edge of the hole, 5 if thickness allows. Also examine the hole at index steps of 0.070 inch (1.778 mm) through the hole. If multiple layers are present in the hole, the inspection parameters must be applied to each layer. If the hole depth or layer depth is less than 0.150 inch (3.810 mm) thick, examine the hole at the center of the depth. (b) Carefully examine each hole at the applicable depths. Examine the entire circumference of the hole at each depth. (c) It may be necessary to null the instrument on the airplane in the hole for inspection to adjust the display for differences between the reference standard and the airplane. Interpretation (a) If an indication is found, carefully repeat the inspection in the opposite direction to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the instrument to move off maximum indication response. (b) When the eddy current probe is over the center over a crack, the signal will be at maximum and any movement of the probe will cause the signal to begin returning to the normal signal. Corrosion pits, foreign material, and out-of-round holes can cause an instrument response for 20 to 30 of bolthole probe rotation before the indication begins to return to the normal signal. (c) Unless otherwise specied, you must reject a part with a crack. (d) Refer to the General Requirements section for information on how to report inspection results.

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D. Conductivity Testing (1) General (a) Conductivity testing is effective to nd the material properties of aluminum structures. This is done through induction of eddy currents into the part. The eddy currents will alter the magnetic eld around the probe. Data are taken and compared to approved ranges for the material tested. (b) Other materials or geometric changes in the area can inuence the conductivity output of the instrument. Therefore, you must have the applicable material specication and engineering drawing. (c) A typical use is to dene material properties following heat application. Examples of such situations include: structure heated by an engine or APU, re damage, and lightning strike. (d) This is a general procedure to nd the conductivity of aluminum structures. This procedure is used along with the applicable material specication and structural engineering drawings to decide whether the conductivity values are in an approved range. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME Portable Conductivity Tester NUMBER Autosigma 3000 MANUFACTURER

(b)

GE Sensing & Inspection Technologies 1 Neumann Way, MD J4 Cincinnati, Ohio 45215 Web: http:\\www.geinspectiontechnologies.com Inspection Frequency: The instrument must have an operating frequency of 60 kHz. NOTE: Cessna conductivity information is based on an instrument frequency of 60 kHz. Use of a frequency other than 60 kHz will cause differences in the conductivity reading when compared to the 60 kHz value on thinner material.

(c)

(3)

Instrument Accuracy: The instrument must be an eddy current instrument that can show the conductivity of aluminum alloys as a percentage of the International Annealed Copper Standard (% IACS). It must have an accuracy of at least +1.0% IACS or - 1.0% IACS through electrically nonconducting lms and coatings up to a minimum of 0.003 inch (0.076 mm) thick. (d) Instrument Sensitivity: The instrument must be sensitive enough to show changes of a minimum of 0.5% IACS over the conductivity range of the aluminum alloys for inspection. (e) Probe: The probe must have a at contact surface. The contact surface diameter must not be larger than 0.500 inch (12.700 mm). (f) To test the lift-off compensation of the probe: Put the probe on a bare standard. 1 Put a nonconducting at shim of 0.003 inch (0.076 mm) thick between the probe and 2 the standard. The difference in the two values must not exceed 0.5% IACS. 3 (g) The functional performance of the conductivity instrument must be veried at the intervals dened by the controlling specication or the manufacturers recommendation, whichever is less. Calibration Reference Standards (a) Each instrument must have a minimum of two aluminum alloy instrument conductivity standards. Their values must be: One in the range of 25 to 32% IACS. 1 One in the range of 38 to 62% IACS. 2 (b) There must be a minimum difference of 10% IACS between the standard for the low end of the range and that for the high end of the range. The conductivity values of the low and the high reference standard must be beyond the expected range of conductivity of the material for inspection.

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The instrument conductivity standards must be certied to be accurate within +0.85% IACS to -0.85% IACS by the comparison method to the laboratory conductivity standards. Use the ASTM B193 procedure in a system per ISO 10012-1 ANSI/NCSL Z540-1 or equivalent foreign documentation. Inspection Considerations (a) Temperature: Do not do tests until the temperature of the probe, the standards, and the part or material has been allowed to equalize. The temperatures must stay equalized and constant throughout the test within 5.4 F (3 C) of each other. (b) Material Surface Condition The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. 1 The areas for inspection must be free of dirt, grease, oil, or other contamination. 2 Conductivity measurements may be made through anodize, chemical lm, primer, 3 paint, or other nonconducting coatings, if the thickness of these coatings are no more than 0.003 inch (0.076 mm). Coatings with thickness more than this must be removed before conductivity testing. On concave surfaces, a curvature radius of no less than 10 inches is needed. On 4 convex surfaces, a curvature radius of no less than 3 inches can be tested without use of correction factors. The surface of the part must be no smaller than the outside diameter of the probe. The 5 coil must be put in the center on all parts whose dimensions approach this limitation. Instrument Calibration (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Each time the conductivity instrument is used, it must be set up with the instrument conductivity standards before data are taken and checked again at 15 minute intervals during continuous operation. Check calibration at the end of the test. (c) If the instrument is found to be out of calibration, all measurements taken since the last calibration must be done again. Inspection (a) The purpose of the inspection is to collect information to permit the responsible engineering activity to nd the material properties in the affected area. NOTE: Since conductivity values are affected by variations in material properties, material stacking and geometry, conductivity values alone must not be used to decide to accept the affected area without reference to the applicable material specications and engineering drawings. (c)

(4)

(5)

(6)

(b)

(c)

Visual Inspection Visually examine the area for indications of possible heat damage. Some signs 1 include paint or metal discoloration and bubbled or peeled paint. Note the location and describe the affected area. This description will be used along 2 with the conductivity values to decide the part disposition. If photographs are used to describe the area, take the picture before you do the conductivity test. Eddy Current Conductivity Inspection Clean the area for inspection with methods specied in the Model 100 Series Service 1 Manual. Remove all dirt, grit, soot, and other debris that will not allow the probe to have good contact with the structure. Set up the instrument within the general conductivity range of aluminum structures 2 with the reference standards. After the visual inspection, make a reference point. If there is visual evidence of 3 possible heat damage, make the reference point at the center of the area that appears to have been the most affected. If there is no visual evidence of possible heat damage, make the reference point at the center of the area for inspection. The reference point should be approximately in the center of the area of interest. NOTE: A detailed map is needed of the inspection area to include dimensions to locate the reference point and enough information to allow the responsible engineering activity to nd the sites of the conductivity data.

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4 The total area for inspection and the distance between data points will vary with the situation. a It is recommended that the distance between data points be no larger than 1.0 inch (25.400 mm). If the visual evidence or the conductivity values suggest rapid changes in b severity, the distance between data points should be decreased. It is recommended that the total area for inspection should be larger than the c area of visual evidence by a minimum of 2.0 inches (50.800 mm). If the conductivity values continue to change, the area of inspection should be d expanded until values remain fairly constant to ensure complete coverage of the area. Locate the reference point at the corner of a square, refer to Figure 4. Take conductivity values working away from the reference point in the increments and distance found in Step 4. Enough information should be included along with the conductivity values so a person unfamiliar with the inspection can nd the data point. NOTE: Structural considerations may not allow the test points to follow the pattern of Figure 4. It is up to the inspector to decide on a pattern that best works with the area for inspection.

Sample of Conductivity Inspection Grid Pattern Figure 4 (7) Reporting Results (a) Use the Discrepancy Report Form in Section 2A-13-00 to report inspection results. All written descriptions should include enough information so someone not involved in the inspection may interpret the results. Give this information: Location of the affected area. 1 A visual description of the affected area. 2 Location of the reference point and the relative location and interval between 3 conductivity data points. A map of the area with the conductivity values on it. 4

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3.

PENETRANT INSPECTION A. General (1) Penetrant inspection is used to nd small cracks or discontinuities open to the surface of the part. Penetrant inspection can be used on most parts or assemblies where the surface is accessible for inspection. The condition of the surface of the inspection area is important to the inspection. The surface must be cleaned of all paint and other surface contamination. (2) The penetrant is a liquid that can get into surface openings. A typical penetrant inspection uses four basic steps. (a) The penetrant is put on the surface and allowed to stay for a period of time to let the penetrant get into the surface openings. (b) The penetrant on the surface is removed. (c) A developer is used. The purpose of the developer is to pull the penetrant that is left in the surface openings back onto the surface. It also improves the contrast between the indication and the background. This makes indications of discontinuities or cracks more visible. (d) Interpretation happens. The area for inspection is examined for penetrant on the surface and the cause of the penetrant indication found. Materials and Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME NUMBER ZL-27A MANUFACTURER Magnaux Corp. 3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Web: http://www.magnaux.com
Magnaux Corp.

B.

Fluorescent Penetrant

Penetrant Cleaner/Remover

SKC-S

Developer

ZP-9F

Magnaux Corp.

Portable Ultraviolet Light

ZB-23A

Magnaux Corp.

Light Meter

DSE-2000A

Spectronics Corp.

(2)

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/ Penetrant materials are dened by specic classication per SAE AMS 2644. Materials must meet at minimum the classication listed. This list assumes the use of a portable penetrant inspection kit. If other penetrant inspection equipment is used, refer to industry standard ASTM E 1417 (Standard Practice for Liquid Penetrant Testing) or an equivalent specication for other information on materials and inspection quality instructions. (a) Type 1 (Fluorescent Penetrant) (b) Level 3 (Penetrant sensitivity)

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(c) (d) (e) Method C (Solvent Removable Penetrant) Form d (Nonaqueous Type 1 Fluorescent, Solvent Based Developer) Class 2 (Non-halogenated Solvent Removers) Do not use Type 2 (Visible Dye Penetrant) on this airplane or components. If Type 2 penetrant was previously used for this inspection, penetrant is no longer an approved method of inspection. Another NDT method such as eddy current must be used to do the inspection.

NOTE:

(3)

Only materials approved in the most recent revision of QPL-AMS2644 (Qualied Products List of Products Qualied under SAE Aerospace Material Specication AMS 2644 Inspection Materials, Penetrant) or an equivalent specication may be used for penetrant inspection. All materials must be from the same family group. Do not interchange or mix penetrant cleaners, penetrant materials, or developers from different manufacturers.

CAUTION: Components intended for use in liquid oxygen systems must be examined with special penetrants designated as LOX usage penetrants. These are compatible with a liquid oxygen environment. Reaction between a liquid oxygen environment and penetrant not designed for use in that environment can cause explosion and re.
C. Lighting Requirements (1) Do the penetrant inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection. (2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant uorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use. (3) Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter. Inspection (1) Before Inspection (a) The penetrant materials and the area for inspection must stay at a temperature between 40 F and 125 F (4 C to 52 C) throughout the inspection process. (b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. Paint must be removed from the surface to let the penetrant get into surface openings. The area must also be clean, dry and free of dirt, grease, oil, or other contamination. NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. Mechanical methods to clean and remove paint should be avoided when practical. Take care to avoid ling in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

D.

NOTE:

(2)

Apply the Penetrant (a) Put the penetrant on the part or assembly surface with a brush or swab. Be sure to completely cover the area.

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Leave the penetrant on the surface for a minimum of 15 minutes if the temperature is at least 50 F (10 C). Leave the penetrant on the surface for a minimum of 25 minutes if the temperature is less than 50 F (10 C). (c) The maximum dwell time should not be more than one hour except for special circumstances. (d) Do not let the penetrant to dry on the surface. If the penetrant has dried, completely remove it and process the part again from the start. Penetrant Removal (a) Wipe the unwanted penetrant from the surface with a clean dry lint-free cloth. (b) Dampen a clean lint free cloth with penetrant cleaner. (b)

(3)

CAUTION: Do not use the penetrant cleaner directly on the surface of the part or assembly. Do not saturate the cloth used to clean the area with the penetrant cleaner. This may remove penetrant from discontinuities.
(c) Blot the area with the cloth to remove the unwanted penetrant. NOTE: Do not use the same dampened cloth more than one time. This could cause penetrant removed the rst time to be put back on the surface with the second use of the cloth. This could cause non-relevant indications.

(4)

Examine the area with the ultraviolet light to make sure that the penetrant has been removed from the surface. (e) If the penetrant is not sufciently removed from the surface, repeat these steps until the surface penetrant is removed. Apply Developer (a) Be sure the part or assembly is dry. (b) Put the developer on the surface. The best results happen when there is a very thin coat of developer on the surface. You should be able to barely see the color of the part or assembly through the developer. (c) If you use a dry powder developer, Thoroughly dust the part or assembly with the developer. 1 Gently blow off the extra powder. 2 (d) If you use a nonaqueous wet developer, Thoroughly shake the can to be sure that the solid particles in the developer do not 1 settle to the bottom of the liquid. Spray a thin coat of developer on the surface. 2 NOTE: Take care not to use too much developer. If the developer puddles or begins to drip across the surface, the part or assembly must be processed again from the start.

(d)

(5)

The developer must be allowed to stay on the surface for a minimum of 10 minutes before interpretation of the results. If the developer dwell time exceeds two hours, the part or assembly must be processed again from the beginning. Interpretation (a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section. (b) The inspector must not wear darkened or light sensitive eye wear. These lenses can reduce the amount of uorescence you see. (c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions. (d) Examine the part or assembly with the ultraviolet light. Examine the surface with an 8x magnier or more to show indications not visible with 1 normal vision. A surface opening will be shown by a uorescent indication. 2

(e)

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A crack will show as a uorescent line. It will be sharp when it rst becomes visible. Monitor indications that become visible during the developer dwell time. This will show the nature of the discontinuity. The amount of penetrant from the discontinuity will give some information as to the size. An indication from a deep discontinuity will become visible again if the area is blotted 5 clean and developer put on again. After Inspection (a) Clean the part and inspection area to remove the developer and penetrant. (b) Refer to the General Requirements section for information on how to report inspection results. 3 4

(6)

4.

MAGNETIC PARTICLE INSPECTION A. General (1) Magnetic particle inspection is a nondestructive inspection method to show surface and near-surface discontinuities in parts made of magnetic materials. Alloys that contain a high percentage of iron and can be magnetized make up the ferromagnetic class of metals. Some types of steel may not have sufcient magnet properties to do a successful inspection. NOTE: (2) The (a) (b) (c) Magnetic particle inspection cannot be used to examine nonmagnetic parts or parts with weak magnet properties.

magnetic particle inspection uses three basic steps. Create a suitable magnetic eld in the part. Put the magnetic particles on the part. Examine the area for inspection for magnetic particle patterns on the surface and decide on the cause of the patterns.

B.

Materials and Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

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NAME Electromagnetic Yoke NUMBER DA-200 MANUFACTURER Parker Research Corp. 2642 Enterprise Rd. W Clearwater, FL 33528 Phone: 800 525-3935 Web: http://www.parkreshcorp.com/
Magnaux Corp.

Fluorescent Magnetic Particle Bath

14AM (Aerosol Can)

3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Web: http://www.magnaux.com Magnaglo 2480
Magnaux Corp.

Magnetic Field Strength Indicator

Portable Ultraviolet Light

ZB-23A

Magnaux Corp.

Light Meter

DSE-2000A

Spectronics Corp.

(2)

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/ Fluorescent magnetic particles have a high sensitivity and the ability to show small fatigue cracks. Visible or dry magnetic particles do not have the needed sensitivity.

CAUTION: Do not use visible or dry magnetic particles for inspection of airplanes or components.
(3) Refer to industry specications ASTM E1444, Standard Practice for Magnetic Particle Examination, and ASTM E 709, Standard Guide for Magnetic Particle Examination, or an equivalent specication for requirements for magnetic particle inspection materials and equipment. Permanent magnets must not be used. The intensity of the magnetic eld cannot be adjusted for inspection conditions.

(4)

CAUTION: Do not use permanent magnets for inspection of airplanes or components.


(5) Contact prods must not be used. Localized heating or arcing at the prod can damage parts.

CAUTION: Do not use contact prods for inspection of airplanes or components.


(6) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions to do magnetic particle inspections. This section assumes the use of a portable magnetic particle system. The use of stationary magnetic particle inspection equipment is allowed. Stationary equipment must show that it can meet the inspection sensitivity requirements and is maintained correctly. Refer to the specications in the Equipment Quality Control section.

C.

Lighting Requirements (1) Do the magnetic particle inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection.

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(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant uorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use. Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter.

(3) D.

Equipment Quality Control (1) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions for the quality control of magnetic particle materials and equipment. This section assumes use of an electromagnetic yoke. (2) Dead Weight Check (a) The electromagnetic yoke must be able to lift 10 pounds while on AC current and with the legs spaced 2 to 6 inches apart. (b) While on DC current, the electromagnetic yoke must be able to lift either 30 pounds with the legs spaced 2 to 4 inches apart or 50 pounds with the legs spaced 4 to 6 inches apart. Inspection (1) This section assumes the use of a portable magnetic particle system. (2) Unless otherwise specied, inspection coverage should be 100% of the part surfaces. NOTE: Be aware of objects near the area of the inspection. Other parts may become magnetized during the inspection process. Be aware of the location of airplane systems that may be sensitive to magnetic elds in the area of the inspection.

E.

(3)

Before Inspection (a) Do the tests needed in the Equipment Quality Control section. (b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. The area must be clean, dry and free of dirt, grease, oil, or other contamination. Magnetic particle inspection can be done through thin layers of paint. If the paint is thick enough to cause interference with the inspection, the paint must be removed. It is recommended to remove paint if more than 0.003 inch thick. NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. Mechanical methods to clean and remove paint should be avoided when practical. Take care to avoid ling in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

NOTE:

(4)

Create the magnetic eld. (a) Electric current passes through the yoke to create a magnetic eld between the legs of the yoke. A discontinuity that is perpendicular to a line directly between the legs of the yoke 1 has the highest probability for detection. There are two types of electrical current. Direct current (DC) is better able to nd 2 discontinuities deeper in the part. Alternating current (AC) is more sensitive to discontinuities on the surface of the part. Alternating current is preferred for this inspection.

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(b) Position the legs on opposite ends of the part along a line perpendicular to the expected direction of the discontinuity. NOTE: NOTE: (c) (d) (e) It may take several inspections in several directions to nd discontinuities that are oriented in different directions. Experience with magnetic particle inspection is necessary to nd the amount of magnetic ux necessary to show discontinuities.

Spray the magnetic particles on the part. Energize the electromagnetic yoke for a minimum of 1 second. Test the magnetic eld with the eld indicator, Hall effect meter or equivalent equipment. Quality Indicators such as a Pie Gauge or shim can be used to show the strength of the magnetic eld. Most quality indicators will need the magnetic particles to be put on the part surface to show magnetic eld strength. If the eld strength is not sufcient, small discontinuities might be missed. Repeat 1 these steps with more magnetization. If the eld strength is too large, discontinuities might be hidden behind non-relevant 2 uorescent indications. Demagnetize the part and then repeat these steps with decreased magnetization. NOTE: If the strength of the magnetization cannot be adjusted on the electromagnetic yoke, adjust the distance between the legs to adjust the strength of the magnetic eld. Put the legs closer together to increase the magnetic eld. Put the legs farther apart to decrease the magnetic eld.

(5)

(6)

Allow 30 seconds for the magnetic particles to collect at discontinuities. With wet magnetic particles, if practical, tilt the part to allow the magnetic particles to ow across the expected direction of the discontinuity. Interpretation (a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section. (b) The inspector must not wear darkened or light sensitive eye wear. These lenses can reduce the amount of uorescence you see. (c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions. (d) Examine the part or assembly with the ultraviolet light. A leakage eld will be shown by a uorescent pattern of the magnetic particles. This 1 is called an indication. An indication caused by a discontinuity on the part surface will be a sharp, distinct 2 pattern. An indication caused by a subsurface discontinuity will usually be broader and fuzzier 3 compared to an indication of a surface discontinuity. Be aware that indications which are not relevant to the inspection may be caused by 4 surface conditions or geometry. Demagnetize Part (a) Unless otherwise specied, demagnetize the part after the inspection. Put the electromagnetic yoke on AC current setting and the magnetic eld strength 1 to maximum. NOTE: 2 3 4 5 AC current is preferred, but DC current may be needed for increased penetration into the part.

(f)

Space the legs of the electromagnetic yoke to allow the part to pass between them. Put the part between the legs of the electromagnetic yoke. Energize the yoke with a magnetic eld higher than that used for the inspection. Do not allow the part to touch the legs of the electromagnetic yoke. Pull the electromagnetic yoke away from the part.

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De-energize the electromagnetic yoke when about 2 feet from the part. Test the remaining magnetic eld in the part with the eld indicator, Hall effect meter or equivalent equipment. If the remaining magnetic eld in the part is no more than 3 Gauss, the part is 8 considered demagnetized. If more than 3 Gauss, repeat the demagnetization procedure. After Inspection (a) Refer to the General Requirements section for information on how to report inspection results. (b) Completely remove the magnetic particles from the part or assembly. (c) Reapply any protective coatings to the part to prevent corrosion. NOTE: Materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. 6 7

(7)

5.

ULTRASONIC THICKNESS TESTING A. General (1) A common application for ultrasonic inspection is to nd material thickness. The instrument will measure the time-of-ight of the ultrasonic wave through the part. This procedure will show you how to nd the thickness of metal after removal of corrosion or a blending procedure. Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME NUMBER MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com
Olympus NDT Olympus NDT Sonotech, Inc.

B.

Ultrasonic Thickness Gage (with 25 Multiplus A-scan ability) 20 MHz Ultrasonic Transducer, M208 0.125 inch diameter Sonopen, 15 MHz, 0.125 inch V260-SM diameter Ultragel II Couplant (Water Based)

774 Marine Drive Bellingham, WA 98225 Phone: 360-671-9121 Web: http://www.sonotech-inc.com/ (2) Instrument (a) The expected material thickness must be within the measurement range of the instrument. (b) The instrument resolution must be a minimum of 0.001 inch (0.0254 mm). (c) It is recommended that the instrument have an A-scan display. This will let the operator monitor the interaction between the signal and the gating of the instrument. Transducer (a) The transducer must have a diameter of no more than 0.375 inch (9.525 mm) and a delay line. (b) The recommended frequency is 5 to 10 MHz for material 0.5 inch (12.700 mm) thick or more an 10 to 20 MHz for material less than 0.5 inch (12.700 mm) thick. Reference Standard (a) The reference standard must be of the same base alloy as the metal for measurement. (b) Gage material can be used for a reference standard. It should be as close as practical to the alloy and temper of the material for test. NOTE: When gage material is used; mechanically measure the thickness of the material.

(3)

(4)

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(c) C. The reference standard must have enough thickness range that one step will be thinner and one step thicker than the expected thickness range of the material.

Calibration (1) Set up the instrument with the manufacturers instructions. (2) Choose steps on the reference standard for the calibration. It is recommended that there is a step between the chosen steps. NOTE: (3) It is important that the expected material thickness be between the range of the steps chosen on the reference standard.

Calibrate the instrument on the chosen steps of the reference standard. If there are any steps between the calibration steps, use them to make sure of the calibration.

D.

Inspection (1) The area must be clean and free of grease, dirt, corrosion or other material that may affect the inspection. (2) Examine the area for inspection. Record material thickness to the nearest 0.001 inch. (3) Take enough measurements that the minimum thickness is found in the blended area. (4) If possible, take a measurement in an adjacent area to get a nominal thickness. (5) Refer to the General Requirements section for information on how to report inspection results. After Inspection (1) Refer to the General Requirements section for information on how to report inspection results. (2) Clean any couplant off the area.

E.

6.

VISUAL INSPECTION A. General (1) Visual inspection is the most common form of airplane inspection. Visual inspection can nd a wide variety of component and material surface discontinuities, such as cracks, corrosion, contamination, surface nish, weld joints, solder connections, and adhesive disbonds. The results of a visual inspection may be improved with the use of applicable combinations of magnifying instruments, borescopes, light sources, video scanners, and other devices. The use of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that cannot be seen by the unaided eye and also allow inspection in inaccessible areas. (2) Personnel that do visual inspection tasks do not need to have certication in nondestructive inspection. Visual Aids (1) Structure and components that must be routinely examined are sometimes difcult to access. Visual inspection aids such as a powerful ashlight, a mirror with a ball joint, and a 10 power magnifying glass are needed for the inspection. (2) Flashlights used for visual inspection should be suitable for industrial use and, where applicable, safety approved for use in hazardous atmospheres such as airplane fuel tanks. These characteristics should be considered when selecting a ashlight: foot-candle rating; explosive atmosphere rating; beam spread (adjustable, spot, or ood); efciency (battery usage rate); brightness after extended use; and rechargeable or standard batteries. Inspection ashlights are available in several different bulb brightness levels: (a) Standard incandescent (for long-battery life). (b) Krypton (for 70% more light than standard bulbs). (c) Halogen (for up to 100% more light than standard bulbs). (d) Xenon (for over 100% more light than standard bulbs) (3) An inspection mirror is used to view an area that is not in the normal line of sight. The mirror should be of the applicable size to easily see the component and a swivel joint tight enough to keep its position. (4) A single converging lens is often referred to as a simple magnier. Magnication of a single lens can be found by the equation M = 10/f. In this equation, M is the magnication, f is the focal length of the lens in inches, and 10 is a constant that represents the average minimum

B.

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distance at which objects can be distinctly seen by the unaided eye. For example, a lens with a focal length of 5 inches has a magnication of 2, or is said to be a two-power lens. A 10-power magnier is needed for inspection. Borescopes (a) These instruments are long, tubular, precision optical instruments with built-in illumination, designed to allow remote visual inspection of otherwise inaccessible areas. The tube, which can be rigid or exible with a wide variety of lengths and diameters, provides the necessary optical connection between the viewing end and an objective lens at the distant or distal tip of the borescope. (b) Optical Designs. Typical designs for the optical connection between the borescope viewing end and the distal tip are: A rigid tube with a series of relay lenses; 1 A exible or rigid tube with a bundle of optical bers; and 2 A exible or rigid tube with wiring that carries the image signal from a Charge Couple 3 Device (CCD) imaging sensor at the distal tip. NOTE: (c) Instruments used as an aid for visual inspection must be capable of resolving four line pairs per mm (4lp/mm).

(5)

These designs can have either xed or adjustable focus of the objective lens at the distal tip. The distal tip may also have prisms and mirrors that dene the direction and eld of view. A ber optic light guide with white light is generally used in the illumination system. Some long borescopes use light-emitting diodes at the distal tip for illumination.

C.

Visual Inspection Procedures (1) Factors That Can Affect Inspection (a) Lighting. Get sufcient lighting for the part or area. Do not look into glare to do the inspection. (b) Comfort. The comfort (temperature, wind, rain, etc.) of the inspector can be a factor in visual inspection reliability. (c) Noise. Noise levels are important. Too much noise reduces concentration, creates tension, and prevents effective communication. All these factors will increase the chance of errors. (d) Inspection Area Access. Ease of access to the inspection area has been found to be of major importance in reliable visual inspection. Access includes that into an inspection position (primary access) and to do the visual inspection (secondary access). Poor access can affect the interpretation of discontinuities, decisions, motivation, and attitude. (2) Preliminary Inspection. Do a preliminary inspection of the general area for foreign objects, deformed or missing fasteners, security of parts, corrosion, and damage. If the location is not easy to access, use visual aids such as a mirror or borescope. (3) Corrosion. Remove, but do not do a treatment of any corrosion found during preliminary inspection. Do a treatment of corrosion found after the entire visual inspection is complete. NOTE: (4) (5) If you leave corrosion in place or do a treatment of the corrosion before inspection, it may hide other discontinuities.

Clean. After the preliminary inspection, clean the areas or surface of the parts for inspection. Do not remove the protective nish from the part. Inspection. Carefully examine the area for discontinuities, with optical aids as needed. An inspector normally should have available applicable measuring devices, a ashlight, and a mirror. (a) Surface cracks. Refer to Figure 5. To look for surface cracks with a ashlight: Point the light beam toward the face with between a 5 and 45 angle to the surface. 1 Refer to Figure 5. Do not point the light beam at an angle such that the reected light beam shines 2 directly into the eyes. Keep the eyes above the reected light beam. Measure the size of any cracks found 3 with the light beam at right angles to the crack and trace the length.

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Visual Inspection for Cracks Figure 5 (b) (c) (d) Use a 10-power magnier to make sure of a suspected crack. 4 Hardware and Fasteners. Examine rivets, bolts, and other hardware for looseness, integrity, proper size and t, and corrosion. Dished, cracked, or missing rivet heads and loose rivets should be identied and recorded. Control Systems. Examine cables, control rods, rod ends, fairleads, pulleys, and all other items for integrity, structural soundness, and corrosion. Visual Inspection for Corrosion. Inspection of an airplane for corrosion follows a systematic pattern. Clues. The airplane is initially observed for clues about the care with which it has 1 been maintained. Locations. Examine likely corrosion sites. These include galleys and food service 2 areas, lavatories, bilges, tank drains, and fastenings. When debris is found, it should be examined for iron oxide and the characteristically white powdery aluminum hydride. Biological contamination (mold, algae), which may feel greasy or slippery, frequently causes corrosion since it changes the acidity of any moisture it contains. Caulking and sealing compounds should be examined for good bond since corrosion can get under such materials. Nutplates should be examined for corrosion under them. Tap tests should be done often and the cause of any dull sounding areas found. The omission of fuel additives by some fuel vendors can increase the deterioration of fuel tanks on a small airplane. In such cases, it is necessary to drain

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tanks and examine them with lighted borescopes or other aids. Flight and control surfaces are difcult to inspect since access is difcult. Extensive use of aids is recommended for such locations. NOTE: 3 The use of a center punch or awl to indent a surface should be used with care, since awl or center punch pricks can cause fatigue cracks.

(e)

(f) (g)

Sites. Careful detailed inspection of corrosion sites is then done to measure the amount of corrosion. You may need to remove skin panels or other measures to further measure the damage. Disbonds. Many airplanes have adhesive bond panels. These may have disbonds and adhesive failures. Remember that, in adhesively bonded structures, evidence of corrosion can signal the loss of bond integrity. A good example of this condition is the pillowing which appears behind rivets. If the structure is bonded as well as riveted, the bond may be damaged where pillowing exists. Painted Surfaces. Examine painted surfaces for chipped, missing, loose or blistered paint and for signs of corrosion. Other surface discontinuities. Look for other surface discontinuities, such as discoloration from overheating; buckled, bulged, or dented skin; cracked, chafed, split, or dented tubing; chafed electrical wiring; delamination of composites; and damaged protective nishes.

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LISTING OF SUPPLEMENTAL INSPECTIONS 1. Supplemental Inspection Procedures A. B. Each of the supplemental inspections listed in this section has the instructions to do each Nondestructive Testing procedure needed. Procedure (1) Each 2A-14-XX section has the details of the inspection and if needed, a reference to the Nondestructive Testing procedure for that inspection. (2) The supplemental inspections that reference a Nondestructive Testing procedure will refer to 2A-13-01 document for the details of the procedure. (3) The supplemental inspection numbers in the list below agree with the number for the Nondestructive Testing procedure, if applicable. Refer to Inspection Requirements - Hours to Years Equivalence. If an airplane has exceeded the inspection limits given, the inspection must be done before June 30, 2014. Inspections in subsequent revisions to the SID shall be accomplished in accordance with the requirements of the revised inspection. Service Information Letters/Service Bulletins (1) In addition to this service manual, the following service information will be required to complete the SID inspections (2A-14-XX document sections).

C.

D.

Bulletin

Title

Associated Service Kit SK172-30

SE69-04

Improved Elevator Bellcrank Bracket (for Model 172 units 17251823 thru 17257161, F172-0086 thru F172-0559)

SE71-23 SE74-10

Horizontal Stabilizer Attachment (for Model 150 units 15059701 thru 15069308, F150-0001 thru F150-0389) Vertical Stabilizer Attachment and Nosewheel Fork and Heavy Duty Axle Bolt (for Model 150 units 15017001 thru 15069308, F150-0001 thru F150-0389) Aft Spinner Bulkhead Shim Installation and Fuselage Tailcone Station 95 Bulkhead Stiffner (for Model 150 units 15060088 thru 15069308, F150-0001 thru F150-0389) Nutplate Inspection - Vertical Fin Attach Bracket (for Model 150 units 15061533 thru 15069308, F150-0001 thru F1500389) Aft Tailcone Assembly - Inspection (for Model 182 units 18254424 thru 18259305) U-Bolt Replacement (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559 and P17257120 thru P17257188) 185 Engine Mount (for Model 185 units 185-0968 thru 1851447 equipped with IO-520-D engines))

SK150-33A SK150-11C

SE75-20

SE79-49

SE72-29 SE78-68

SK182-46

SE79-62

SK185-22A

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SE80-30

Landing Gear Support Replacement (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559 and P17257120 thru P17257188) Rudder Stop Modication (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389) Vertical Tail Attach Bracket and Aft Horizontal Stabilizer Spar Inspection (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389) Floorboard/Seat Pan Crack Inspection (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389)

SK172-53A, SK172-54A

SEB01-01

SK152-24A, SK152-24B, SK152-25A, SK152-25B

SEB03-6

SEB07-4

SK210-174A, SK210-175A

SEB87-4

Aileron Hinge Inspection

SEB95-3

Flap Support Inspection and Roller Washer Installation

SK180-44

SEB96-7

AN3-5A Bolt Inspection/Replacement

SEB07-2

Engine Mount Bracket Inspection (for Model 172 units 639, 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188 and FP172-0001 thru FP172-0003) Pilot and Copilot Secondary Seat Stop Installation (for Model 172 units 639, 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188, FP172-0001 thru FP172-0003, for Model 180 units 645, 18051184 thru 18051993, for Model 182 units 634, 18254424 thru 18259305, and for Model 185 units 185-0513 thru 185-1447) Horizontal Stabilizer Forward Spar Inspection/Modication (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188, and FP1720001 thru FP172-0003) Lower Forward Doorpost and Strut Fitting Inspection and Modication (for Model 182 units 634, 18254424 thru 18259305, A182-0001 thru A182-0116) Vertical Stabilizer Aft Spar Attach Bulkhead Replacement (for Model 182 units 634, 18254424 thru 18259305) Elevator Rivet Installation (for Model 182 units 634, 18255846 thru 18259305) SK182-115 SK210-174A, SK210-175A

SEB07-5

SEB94-8

SEB95-19

SEB99-12

SK210-161

SEB03-01

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2.

Supplemental Inspections INSPECTION COMPLIANCE (Refer to Note 1) TITLE Rudder Pedal Torque Tube Inspection - All Models Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection - Models 150, 172 and 182 Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection - Models 180 and 185 Horizontal Stabilizer Screw-Jack Actuator Inspection- Models 180 and 185 INITIAL 10,000 Hours or 20 Years 1,000 Hours REPEAT 3,000 Hours or 5 Years 1,000 Hours

DETAILS FOUND IN SECTION 2A-14-XX 2A-14-01

SUPPLEMENTAL INSPECTION NUMBER 27-20-01

INSPECTION OPERATION 8

2A-14-02

27-30-01

15

2A-14-03

27-30-02

1,000 Hours

1,000 Hours

15

2A-14-04

27-42-01

1,000 Hours

1,000 Hours

15

2A-14-05 2A-14-06

32-11-01 32-13-01

U-Bolt Replacement - 1,000 Hours or Model 172 3 Years Main Landing Gear Flat Spring and Attach Fittings Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years

1,000 Hours or 3 Years MILD/ MODERATE 10 Years SEVERE 5 Years 1,000 Hours or 5 Years 1,000 Hours or 3 Years Every time skis are installed or removed 1,000 Hours or 3 Years

24 11

13 17

2A-14-07

32-13-02

2A-14-08

32-13-03

Main Landing Gear 3,000 Hours or Fittings Inspection 5 Years All Models Main Landing Gear 4,000 Hours or 10 Years Axle Inspection - All Models Main Landing Gear Every time skis Spring Axle Attach In- are installed or spection (With Skis) removed Models 180 and 185 Main Landing Gear 4,000 Hours or Spring Axle Attach 10 Years Inspection (Without Skis) - Models 180 and 185 Nose Gear Torque 3,000 Hours or Link Bolt and Fork 5 Years Inspection - Models 150, 172 and 182

2A-14-09

32-13-04

27

2A-14-10

32-13-05

2A-14-11

32-20-01

3,000 Hours or 5 Years

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-12

SUPPLEMENTAL INSPECTION NUMBER 53-11-01

INSPECTION COMPLIANCE (Refer to Note 1) TITLE Carry-Thru Structure Corrosion Inspection - All Models INITIAL MILD/ MODERATE 20 Years SEVERE 10 Years REPEAT MILD/ MODERATE 10 Years SEVERE 5 Years TYPICAL 2,000 Hours or 10 Years

INSPECTION OPERATION 11

13 20

2A-14-13

53-12-01

Fuselage Forward Doorpost Inspection Models 150, 172, 180 and 185

TYPICAL 12,000 Hours or 20 Years

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 1,000 Hours or 3 Years 2,000 Hours or 5 years MILD/ MODERATE 10 Years SEVERE 5 Years 100 Hours

21

2A-14-14

53-12-02

Fuselage Forward 4,000 Hours or Doorpost Inspection 10 Years Model 182 Firewall Inspection - 2,000 Hours or Model 172 5 years Fuselage Interior Skin Panels Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years 1,000 Hours

2A-14-15 2A-14-16

53-12-03 53-30-01

23 11

13

2A-14-17

53-42-01

Vertical Stabilizer Attachment Inspection Model 182 Seat Rails and Seat Rail Structure Corrosion Inspection - All Models

28

2A-14-18

53-47-01

MILD/ MODERATE 10 Years SEVERE 5 Years

MILD/ MODERATE 10 Years SEVERE 5 Years 2,000 Hours or 5 Years

18

19 22

2A-14-19

55-10-01

Horizontal Stabilizer, 5,000 Hours or Elevators and Attach20 Years ments Inspection - All Models

2A-14-20

55-11-01

Horizontal Stabilizer Forward Spar Inspection/Modication Model 172 Horizontal Stabilizer Forward Attachment Inspection - Model 150

100 Hours or 1 Year

100 Hours or 1 Year

25

2A-14-21

55-11-02

100 Hours or 1 Year

100 Hours or 1 Year

25

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-22

SUPPLEMENTAL INSPECTION NUMBER 55-11-03

INSPECTION COMPLIANCE (Refer to Note 1) TITLE INITIAL REPEAT 2,000 Hours or 4 Years

INSPECTION OPERATION 30

Vertical Stabilizer At- 2,000 Hours or 4 Years tach Bracket and Horizontal Stabilizer Rear Spar Attachment Inspection Model 150 Vertical Stabilizer, 5,000 Hours or 20 Years Rudder and Attachments Inspection - All Models Wing Structure Inspection - All Models TYPICAL 12,000 Hours or 20 Years

2A-14-23

55-30-01

2,000 Hours or 5 Years

22

2A-14-24

57-11-01

TYPICAL 2,000 Hours or 10 Years

20

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 2A-14-25 57-11-02 Wing Structure Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years 2A-14-26 2A-14-27 57-11-03 57-11-04 Wing Spar Inspection - Models 180 and 185 Wing Splice Joint at Strut Attach Inspection - All Models 4000 Hours MILD/ MODERATE 20 Years SEVERE 10 Years 2A-14-28 57-12-01 Wing Root Rib Corrosion Inspection - All Models MILD/ MODERATE 5 Years SEVERE 3 Years 2A-14-29 57-40-01 Strut and Strut Wing Attachment Inspection - All Models TYPICAL 12,000 Hours or 20 Years MILD/ MODERATE 10 Years SEVERE 5 Years 100 Hours MILD/ MODERATE 10 Years SEVERE 5 Years MILD/ MODERATE 5 Years SEVERE 3 Years TYPICAL 2,000 Hours or 10 Years

21

11

13 29 11

13 12

14 20

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 2A-14-30 57-51-01 Aileron Support 3,000 Hours or Structure Inspection 10 Years All Models 500 Hours or 5 Years

21

16

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-31

SUPPLEMENTAL INSPECTION NUMBER 57-53-01

INSPECTION COMPLIANCE (Refer to Note 1) TITLE Flap Tracks Corrosion Inspection - All Models INITIAL MILD/ MODERATE 20 Years SEVERE 10 Years REPEAT MILD/ MODERATE 10 Years SEVERE 5 Years At Engine Overhaul 2,500 Hours or 5 Years

INSPECTION OPERATION 11

13 10 26

2A-14-32 2A-14-33

71-20-01 71-20-02

Engine Mount Inspection - All Models

10,000 Hours or 20 Years

Engine Mount 2,500 Hours or Bracket Inspection 5 Years Model 172

NOTE 1: Time limits for the INITIAL inspections are set by either ight hours or calendar time, whichever occurs rst. Except for Section 2A-14-33, Supplemental Inspection Document 71-20-01, corresponding calendar inspection times are per REPEAT ight hour or calendar time specied whichever occurs rst. Corrosion Prevention and Control Program (CPCP) remain calendar time based. If the INITIAL inspection has been completed, and a CPCP is in effect, then REPEAT inspections are based entirely on ight hours.

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SUPPLEMENTAL INSPECTION NUMBER: 27-20-01 1. 2. TITLE: Rudder Pedal Torque Tube Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the rudder pedal torque tube assembly. INSPECTION INSTRUCTIONS A. Inspect rudder pedal torque tubes for corrosion or cracking and cable and pedal attachment arms for wear, cracks or weld failures. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect the rudder bar support brackets for cracks at the bend radii in the mounting ange. Conrm the integrity of the cable and pedal attachments to the rudder bars. 10,000 Hours 3,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

B. C. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Near Forward Firewall DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION Typical failures occur at or close to welds in the rudder bar. Since the rudder bar is not heat treated after welding, it can be rewelded and used without subsequent heat treatment. Examine the rewelded area after welding for any new or additional cracking. Make other repairs by replacing damaged or missing parts with spare parts. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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RUDDER PEDAL TORQUE TUBE INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-30-01 1. 2. TITLE: Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection - Models 150, 172 and 182 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours (NOTE) 1,000 Hours (NOTE)

NOTE: 3. 4.

Coordinate this inspection with the trim tab actuator overhaul.

PURPOSE To verify the integrity of the elevator trim pulley brackets and the actuator support brackets. INSPECTION INSTRUCTIONS A. B. Remove the trim tab door to get access to the actuator support hardware. Refer to the Model 100 Series Service Manual. Remove seats, oor covering and oor inspection panels as necessary to inspect elevator trim pulley brackets and actuator support brackets for cracks, corrosion and bent anges. Straighten bent anges and check for any cracking, using at least a 4X power magnifying glass and a bright light. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect all pulleys for wear, at spots and freedom of rotation. Inspect all fasteners and attaching structure for integrity.

C. D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the corroded section) brackets. Replace excessively worn, at spotted or stiff pulleys. Straighten bent pulley brackets and actuator brackets with nger pressure and recheck for cracking. Replace any loose or sheared fasteners. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair.

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8.

COMMENTS

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ELEVATOR TRIM PULLEY BRACKET AND ACTUATOR BRACKET STRUCTURE INSPECTION - MODELS 150, 172 AND 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-30-02 1. 2. TITLE: Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00 1,000 Hours (NOTE) 1,000 Hours (NOTE)

PURPOSE To verify the integrity of the elevator trim pulley brackets and screwjack structure inspection. INSPECTION INSTRUCTIONS A. Measure the free play between the stabilizer and the fuselage. (1) Set the trim wheel to the takeoff position. (2) Lift up on the leading edge of the stabilizer and measure and record the freeplay between the stabilizer and the fuselage. NOTE: (3) (4) B. Use a dial indicator clamped to the fuselage with the probe contacting the stabilizer.

Repeat the test on the opposite side of the fuselage. Deection limits are 0.019 inches free play and 0.010 inches difference between sides. Refer to Repair/Modication section below, if the limits are exceeded.

Remove seats, oor covering and oor inspection panels as necessary to inspect elevator trim pulley brackets and screw-jack actuator support brackets for cracks, corrosion and bent anges. Straighten bent anges and check for any cracking, using at least a 4X power magnifying glass and a bright light. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect the elevator trim system for wear. (1) Clean area before inspecting if grime or debris is present. (2) Pay particular attention to inspect the roll pin which secures the elevator trim shaft to the chain sprocket for signs of damage or deterioration. Refer to Figure 1, Detail E. NOTE: The location of the roll pin makes proper inspection difcult; however, rocking the trim control wheel back and forth should give an indication of roll pin looseness or shaft wear.

C.

D. E. F. 5.

Inspect the actuator sprocket and groove pins for integrity. Inspect all pulleys for wear, at spots and freedom of rotation. Inspect all fasteners and attaching structure for integrity.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

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6. 7.

INSPECTION METHOD Visual, Magnifying Glass REPAIR/MODIFICATION Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the corroded section) brackets. Replace excessively worn, at spotted or stiff pulleys. Replace any loose or sheared fasteners. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. If the freeplay limits measured in 4.A. are exceeded then: Remove the horizontal stabilizer and the actuators. Examine the freeplay of the actuators, If the freeplay exceeds limits, repair the actuators. If the freeplay of the actuators is within limits, examine the attach brackets and hardware, and replace or repair the brackets and hardware. Reinstall the horizontal stabilizer and conrm the rigging according to Section 11 of the Model 100 Series Service Manual. COMMENTS Coordinate this inspection with SID 27-42-01, Horizontal Stabilizer Screw-Jack Actuator Inspection.

8.

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ELEVATOR TRIM PULLEY BRACKET AND SCREW-JACK STRUCTURE INSPECTION - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-42-01 1. 2. TITLE: Horizontal Stabilizer Screw-Jack Actuator Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours (NOTE) 1,000 Hours (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To inspect the horizontal stabilizer trim screw-jack actuator for wear or corrosion. INSPECTION INSTRUCTIONS A. Inspect the horizontal stabilizer screw-jack actuators for signs of damage or deterioration. (1) Clean area before inspecting if grime or debris is present. (2) Inspect the trim screw barrels in the tail for wear or corrosion. Pay particular attention to inspect the stabilizer screw-jack actuator threads for wear. Refer to Figure 1. Inspect fasteners and attaching structure for integrity.

B. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION Refer to the Model 100 Series Service Manual, Section 11-9, for detailed instructions of repair/modication. COMMENTS Coordinate this inspection with SID 27-30-02, Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection.

8.

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HORIZONTAL STABILIZER SCREW-JACK ACTUATOR INSPECTION - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-11-01 1. 2. TITLE: U-Bolt Replacement - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To secure the at leaf main landing gear assembly. INSPECTION INSTRUCTIONS A. 5. Replace the U-bolts every 1,000 hours. Refer to Figure 1. 1,000 Hours 1,000 Hours or or 3 Years (NOTE) 3 Years (NOTE)

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Main Landing Gear DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION Replace the U-bolts every 1,000 hours. COMMENTS

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U-BOLT REPLACEMENT - MODEL 172 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-01 1. 2. TITLE: Main Landing Gear Flat Spring and Attach Fittings Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of main landing gear at springs. INSPECTION INSTRUCTIONS NOTE: The main landing gear at springs are made from high strength steel that is shot peened on the lower surface to increase the fatigue life of the part. If the protective layer of paint is chipped or worn away, corrosion (rust) is likely to occur.

A.

Inspect the main landing gear springs for worn or chipped paint. Refer to Figure 1. If rust has developed, rework the gears in accordance with the Repair/Modication section below. (1) Clean area before inspecting if grime or debris is present. Inspect the area under and around the entry step attachment for corrosion. If the nish is worn or chipped, renish the landing gear springs. Inspect the outboard main landing gear ttings for corrosion. Pay particular attention to the area directly above the forward and aft edges of the landing gear spring and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present. Inspect the inboard main landing gear ttings for corrosion. Pay particular attention to the area directly below the landing gear spring attachment and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present.

B. C. D.

E.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. B. C. If rust has developed on the at spring landing gears, it must be removed before renishing. The recommended procedure to remove rust is by hand sanding, using a ne grained sandpaper. Refer to Section 5-5A (CORROSION CONTROL ON LANDING GEAR SPRINGS) of the Model 100 Series Service Manual. Renish sanded areas. (1) Solvent Wipe. (a) Wipe off excess oil, grease or dirt from the surface to be cleaned. (b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or other approved, labeled container. The cloth must be well saturated, but not dripping. (c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small enough area so the surface being cleaned remains wet. (d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not allow the surface to evaporate dry. (e) Do steps (b) through (d) again until there is no discoloration on the drying cloth. (2) Apply corrosion primer in accordance with Corrosion-Resistant Primer MIL-PRF-23377G or later. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to yield a dry lm thickness of 0.6 to 0.8 mils. (c) Allow to air dry for two to four hours. (d) Apply topcoat within 24 hours. (3) Apply Polyurethane Enamel Topcoat. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to produce a dry lm thickness of 1.5-2.0 mils. (c) Allow to air dry per the manufacturers instruction.

8.

COMMENTS

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MAIN LANDING GEAR FLAT SPRING AND ATTACH FITTINGS CORROSION INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-02 1. 2. TITLE: Main Landing Gear Fittings Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 3,000 Hours 1,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the main landing gear ttings. INSPECTION INSTRUCTIONS A. For Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, and P17257120 thru P17257188, review the aircraft records to determine if Service Bulletin SE80-30 has been complied with and associated Service Kits SK172-53A and SK172-54A have been installed. Inspect the outboard main landing gear ttings for cracking. Refer to Figure 1. Pay particular attention to the area directly above the forward and aft edges of the landing gear spring and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present. Inspect the inboard main landing gear ttings for cracking. Pay particular attention to the area directly below the landing gear spring attachment and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present.

B.

C.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Support DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. For Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, and P17257120 thru P17257188, if replacement of support forgings is necessary, refer to Service Bulletin SE80-30 and install Service Kits SK172-53A and SK172-54A.

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B. Main landing gear ttings are contained between two wrap-around bulkheads, which physically contain the bulkheads even after the attach fasteners are removed. A recommended method to replace main landing gear ttings is to support the airplane to maintain alignment during rework, remove the oorboard just forward of the forward main gear bulkhead, remove the longerons forward of the forward main landing gear bulkhead and then slide the forward main landing gear bulkhead forward to disengage it from the ttings. Since the attach holes will be reused to reinstall the parts, remove rivets carefully to avoid excessively enlarging rivet holes. After the ttings are installed, reinstall the removed parts in reverse order. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair.

8.

COMMENTS

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MAIN LANDING GEAR FITTINGS INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-03 1. 2. TITLE: Main Landing Gear Axle Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To ensure integrity of main landing gear axles. INSPECTION INSTRUCTIONS A. B. C. Jack the airplane in accordance with the Model 100 Series Service Manual. Remove the wheel. Inspect the axle for cracks and corrosion. Refer to Figure 1. Pay particular attention to the ange radius for cracks. (1) Clean area before inspecting if grime or debris is present. (2) Conrm suspected cracks with eddy current inspection. Install the wheel and remove the airplane from jacks. Refer to the Model 100 Series Service Manual. 4,000 hours 1,000 hours or or 10 Years (NOTE) 3 Years (NOTE)

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual with Eddy Current if required for conrmation. REPAIR/MODIFICATION A. B. If corrosion has developed on the landing gear axle, it must be removed before renishing. Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. To determine the depth, use a straight edge and feeler gages. If the corrosion pit is deeper than 0.005 in., contact Cessna Customer Service for repair/replacement instructions. Clean and apply corrosion protection.

C.

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D. 8. Replace cracked axles.

COMMENTS

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MAIN LANDING GEAR AXLE INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-04 1. 2. TITLE: Main Landing Gear Spring Axle Attach Inspection (With Skis) - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY Any INITIAL REPEAT INSPECTION COMPLIANCE Every time skis are installed or removed (NOTE) Every time skis are installed or removed (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00. This inspection applies only to airplanes operated on skis.

PURPOSE To ensure corrosion does not develop in main landing gear axle attachment holes. INSPECTION INSTRUCTIONS A. Inspect the four axle attach bolt holes for any indication of rusting or rust pits. Refer to Figure 1. NOTE: Main landing gear springs of airplanes operated on skis can fail from fatigue cracks, initiated by corrosion pits, as small as 0.003 inches to 0.010 inches. Corrosion pits must not be allowed to develop inside the axle attach holes. To minimize the potential for corrosion, always install dry bolts in dry holes.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Spring DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. Refer to the Model 100 Series Service Manual, Section 5-5A-C, for detailed instructions of corrosion removal on the landing gear axle attachment holes. NOTE: The springs are very hard, approximately 250,000 psi UTS. A carbide tipped (or similar) reamer is recommended.

8.

COMMENTS

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MAIN LANDING GEAR SPRING AXLE ATTACH INSPECTION (WITH SKIS) - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-05 1. 2. TITLE: Main Landing Gear Spring Axle Attach Inspection (Without Skis) - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. 4000 Hours or 10 Years (NOTE) 1000 Hours or 3 Years (NOTE)

Refer to Note 1, Section 2A-14-00. This inspection applies only to airplanes operated without skis.

PURPOSE To ensure corrosion does not develop in main landing gear axle attachment holes. INSPECTION INSTRUCTIONS A. Inspect the four axle attach bolt holes for any indication of rusting or rust pits. Refer to Figure 1. NOTE: Main landing gear springs of airplanes can fail from fatigue cracks, initiated by corrosion pits, as small as 0.003 inches to 0.010 inches. Corrosion pits must not be allowed to develop inside the axle attach holes. To minimize the potential for corrosion, always install dry bolts in dry holes.

B.

Inspect the axle for cracks and corrosion. Pay particular attention to inspect the ange radius for cracks. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Spring DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. Refer to the Model 100 Series Service Manual , Section 5-5A-C, for detailed instructions of corrosion removal on the landing gear axle attachment holes. NOTE: The springs are very hard, approximately 250,000 psi UTS. A carbide tipped (or similar) reamer is recommended.

8.

COMMENTS

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MAIN LANDING GEAR SPRING AXLE ATTACH INSPECTION (WITHOUT SKIS) - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-20-01 1. 2. TITLE: Nose Gear Torque Link Bolt and Fork Inspection - Models 150, 172 and 182 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 3,000 Hours 3,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To ensure structural integrity of the nose gear torque link and nose gear fork. INSPECTION INSTRUCTIONS A. B. C. D. Deate the strut. Refer to the Model 100 Series Service Manual. Remove torque link bolts one at a time in accordance with the Model 100 Series Service Manual. Inspect for bent bolts or worn bolts. Refer to Figure 1. Install serviceable bolts after inspection. (1) Clean area before inspecting if grime or debris is present. Inspect the nose gear upper torque link for cracks in the area of the stop block and the anges of the I section of the link, using surface eddy current inspection. Refer to Section 2A-13-01 Non-destructive Inspection Methods and Requirements, Eddy Current Inspection - Surface Inspection, for additional instructions. Inspect center torque link bushings for excessive wear or deformation. Maximum new clearance between the NAS bushings in the mid joint upper torque link lug (ID = 0.1900 to 0.1915 in.) and the bolt (OD = 0.1885 to 0.1894 in.) is 0.0030 in. A clearance of 0.006 in. is the maximum wear limit. (1) Clean area before inspecting if grime or debris is present. Inspect upper and lower joint torque link bushings for excessive wear or deformation. As the bolt clamps up on the spacer, the wear is to be measured between the NAS bushing and the spacer. Maximum new clearance between the NAS bushings in the torque link (ID = 0.3750 to 0.3765 in.) and the spacer (OD = 0.3744 to 0.3750 in.) is 0.0021 in. A clearance of 0.006 in. is the maximum wear limit. (1) Clean area before inspecting if grime or debris is present. Inspect the fork for cracking along the forging parting line. (1) Clean area before inspecting if grime or debris is present. Install the removed bolts. Charge the nose strut. Refer to the Model 100 Series Service Manual.

E.

F.

G. H. I.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Nose Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION Replace worn or bent bolts or worn bushings with new parts if wear limits are exceeded. Cracked torque link or fork is not repairable and must be replaced. Make other repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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NOSE GEAR TORQUE LINK BOLT AND FORK INSPECTION - MODELS 150, 172 AND 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-11-01 1. 2. TITLE: Carry-Thru Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of the carry-thru spar structure. INSPECTION INSTRUCTIONS A. B. Remove headliner and interior items necessary to gain access to the front and rear carry-thru structure. Refer to the Model 100 Series Service Manual. Visually inspect front spar carry-thru area for loose or missing rivets or corrosion, especially between the spar channel and reinforcement, between the spar channel and upholstery retainer and between door post bulkhead attachment ttings and the spar channel. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect rear spar carry-thru area for loose or missing rivets or corrosion, especially between the door post bulkhead attachment ttings and the spar channel. (1) Clean area before inspecting if grime or debris is present. Inspect for corrosion at the wing attachment ttings, lugs and spar blocks. (1) Clean area before inspecting if grime or debris is present.

C.

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin Interior Section DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual

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7.

REPAIR/MODIFICATION A. B. Clean any corrosion products. The recommended procedure to remove corrosion is by hand sanding, using a ne grained sandpaper. Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. Use ultrasonic methods to determine thickness after removing corrosion. Repairs are required if thickness is less than 90% of uncorroded material. Apply corrosion protection.

C. 8.

COMMENTS

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CARRY-THRU STRUCTURE CORROSION INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SERVICE MANUAL
SUPPLEMENTAL INSPECTION NUMBER: 53-12-01 1. 2. TITLE Fuselage Forward Doorpost Inspection - Models 150, 172, 180 and 185 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 years (NOTE) 10 Years (NOTE) 5 years (NOTE)

PURPOSE To verify the integrity of the fuselage lower forward doorpost. INSPECTION INSTRUCTIONS A. B. C. Remove a portion of the interior of the airplane to gain access to the lower end of the forward left and right doorpost bulkheads. Remove oorboard inspection covers in areas fore and aft of doorposts. The critical inspection area must be fully exposed. Using a ashlight and inspection mirror, visually inspect the area at the intersection of the doorpost and the forward doorpost bulkhead. Look for cracks that follow the bottom contour. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect the door post area for cracks where the cabin door lower hinges attach to the door posts. (1) Clean area before inspecting if grime or debris is present. Visually inspect the strut tting area for evidence of corrosion. (1) Clean area before inspecting if grime or debris is present. If evidence of corrosion is found, cracks are suspected or compliance time limit exceeded, then conduct a surface eddy current inspection through the fuselage wing strut attach tting components and around the hinge area. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions.

D.

E. F.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin DETECTABLE CRACK SIZE Not Applicable

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6. 7.

INSPECTION METHOD Visual with Eddy Current if needed. REPAIR/MODIFICATION A. B. C. D. E. F. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion and remaining pits in tting or bulkhead. Buff out sanding marks. Assess remaining bulkhead thickness. If more than 10% of bulkhead material has been removed from the local area, the area must be repaired or replaced. Clean and prime sanded areas. Damaged bulkheads may be repaired. Coordinate any repair needed with Cessna Customer Service prior to beginning repair. Replace strut attach ttings that have crack indications.

8.

COMMENTS

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2A-14-13

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FUSELAGE FORWARD DOORPOST INSPECTION - MODELS 150, 172, 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
Cessna Aircraft Company

2A-14-13

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
SUPPLEMENTAL INSPECTION NUMBER: 53-12-02 1. 2. TITLE: Fuselage Forward Doorpost Inspection - Model 182 EFFECTIVITY Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the fuselage lower forward doorpost. INSPECTION INSTRUCTIONS A. Check airplane records to verify that SEB95-19 or SK182-115 has been incorporated. If SEB95-19 has not been incorporated, complete SEB95-19 with this inspection. NOTE: The as built conguration consists of the wing strut support tting riveted to the forward side of the bulkhead. If there is a channel assembly riveted to the strut support tting and bulkhead on both the LH and RH side of the airplane, the Service Kit has been installed. 4,000 Hours 1,000 Hours or or 10 Years (NOTE) 3 Years (NOTE)

B. C. D. E.

Pull back the upholstery that covers the front and right oorboards at the intersection of the forward doorpost and oor. Remove and retain the upholstery and heater ducts on both sides at the bottom of the forward left and right doorposts. The critical inspection area must be fully exposed. Remove oorboard inspection covers in areas fore and aft of doorpost. Refer to Figure 1. Using a ashlight and inspection mirror, visually inspect areas shown for cracks. If there are cracks present, they should be visible at the intersection of the doorpost and the forward doorpost bulkhead. Look for cracks that follow the contour of the wing strut support tting. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Front Doorpost DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION A. If cracks are present: (1) Repair in accordance with SEB95-19. Customer Service. For conditions beyond SEB95-19, contact Cessna

8.

COMMENTS

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2A-14-14

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FUSELAGE FORWARD DOORPOST INSPECTION - MODEL 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
Cessna Aircraft Company

2A-14-14

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
SUPPLEMENTAL INSPECTION NUMBER: 53-12-03 1. 2. TITLE: Firewall Inspection - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 2,000 Hours 2,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the rewall. INSPECTION INSTRUCTIONS A. B. C. D. Review the aircraft records to determine if Service Bulletin SEB07-2 has been incorporated. If not, complete SEB07-2 with this inspection. Remove upper and lower cowling from the airplane. Disconnect all electrical power from the airplane. Visually inspect around each engine cowling shock mount bracket for cracking on forward and aft side of rewall. (1) Clean area before inspecting if grime or debris is present. Visually inspect around each engine mount attach bracket for cracking on forward side of rewall. (1) Clean area before inspecting if grime or debris is present. Visually inspect for missing or loose fasteners in the structure, especially around the engine mount attach brackets. Inspect rewall for wrinkles, cracks, sheared rivets or other signs of damage or wear.

E. F. G. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION If a crack is found in the rewall, repair or replace the rewall prior to ight. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 of the Model 100 Series Service Manual should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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2A-14-15

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SUPPLEMENTAL INSPECTION NUMBER: 53-30-01 1. 2. TITLE Fuselage Interior Skin Panels Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the cabin skins, stringers and frames under and around sound deadening material. INSPECTION INSTRUCTIONS A. B. Remove interior of airplane to gain access to inside skins, stringers and frames. Remove sound dampening material. Visually inspect skin panels for corrosion. Particular attention should be given to inspection of panels below windows, belly and other areas where moisture could enter or accumulate. (1) Clean area before inspecting if grime or debris is present. Inspect interior of door skins and structure for corrosion. Inspect frames and stringers for corrosion. Inspect cabin windows for integrity of seal to preclude entry of water into cabin.

4.

C. D. E. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage Interior DETECTABLE CRACK SIZE Not Applicable

6.

INSPECTION METHOD Visual, Ultrasonic Thickness Test

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7.

REPAIR/MODIFICATION A. B. C. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion and remaining pits in skin. Buff out sanding marks. Assess remaining skin, stringer or frame thickness to determine maximum material removed. An ultrasonic thickness test can be used for this. (1) If more than 0.004 inch of skin material has been removed from the local area, the area must be repaired or replaced. (2) If more than 10% of stringer or frame material has been removed from the local area, the area must be repaired or replaced. Clean and prime sanded areas. Sound deadening material is for acoustic attenuation, and may be replaced or omitted at owner's option.

D. E. 8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 53-42-01 1. 2. TITLE Vertical Stabilizer Attachment Inspection - Model 182 EFFECTIVITY Model 182 Serial Numbers 18254424 thru 18259305 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours 100 Hours

3. 4.

PURPOSE To inspect the aft fuselage bulkhead for cracks. INSPECTION INSTRUCTIONS A. Check aircraft records to determine if SEB99-12 has been complied with, or SK210-161 has been installed. If SEB99-12 has been complied with, this inspection is complete. NOTE: If there is any doubt about the installation of SK210-161, look at the vertical spar rear spar attachment to the bulkhead. If there are three fasteners through the bulkhead, SK210-161 has not been installed. If there are four fasteners, SK210-161 has been installed.

B.

Vertical stabilizer attachment inspection. (1) Remove the stinger and fairings between the vertical and the horizontal stabilizers. Refer to the Model 100 Series Service Manual. (2) Visually inspect the attachment bolts for indications of looseness (i.e., cracked inspection putty or signs of working). If signs of looseness are found, remove the attach bolts one at a time and: (a) Check the hole diameter. The lower two holes are V (0.377) inch diameter and the upper hole is 5/16 (0.312) inch diameter. (b) Conduct a bolt hole eddy current inspection of the hole. Refer to Section 2-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection), for additional instructions. (3) Visually inspect the forward and aft vertical stabilizer structures. The most important areas are shaded in Figure 1. (4) Conduct a surface eddy current inspection of the front vertical stabilizer attachment bulkhead around the edges of the holes for the rudder cable. Refer to Section 2-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (5) If cracks are found in the front vertical stabilizer attachment bulkhead: (a) Remove the attach bolts that pass through the front vertical stabilizer attachment bulkhead one at a time. (b) Conduct a bolt hole eddy current inspection of each vertical stabilizer attachment hole. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection), for additional instructions. (6) Conduct a surface eddy current inspection of the aft vertical stabilizer attachment bulkhead: (a) around the edges of the holes for the rudder cable. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (b) along the forward edge and the bend radii. Inspect the area between the edge of the tailcone horizontal bulkhead assembly and three inches above. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (7) If cracks are found in the aft vertical stabilizer attachment bulkhead: (a) Remove the vertical stabilizer.

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Conduct a surface eddy current inspection of the front spar tting of the vertical stabilizer. Pay particular attention to areas around the attach holes and along the edges of the part. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. Install the removed parts, including the stinger and fairings. Refer to the Model 100 Series Service Manual. (b)

(8) 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Eddy Current. REPAIR/MODIFICATION A. B. C. If any cracks are found in the aft vertical stabilizer attach bulkhead, replace the aft vertical stabilizer attach bulkhead. If any cracks are found in the front vertical stabilizer spar tting, replace the front vertical stabilizer spar attach tting. If the lower holes are larger than 0.383 inch or the upper hole is larger than 0.321 inch, ream the lower holes oversize (0.437 to 0.442 inches) and install AN-7 bolts, torqued to 500-840 in-lb, or the upper hole (0.375 to 0.379 inches) and install an AN-6 bolt, torqued to 190-390 in-lb. Alternatively, the rear spar bulkhead and ttings can be replaced as described in SEB99-12, Revision 1 or as listed below. Installation of this service kit is a terminating action for AD 72-07-09 and this inspection. (1) Obtain Cessna Service Kit SK210-161-1. (2) Install the service kit in accordance with the included instructions. (3) Retain a copy of the "FAA letter" included as an attachment to SEB99-12, Revision 1 and attach it to the airplane records.

D.

8.

COMMENTS Refer to SE72-03, and SEB99-12, Revision 1 and associated FAA letter.

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VERTICAL STABILIZER ATTACHMENT INSPECTION - MODEL 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
Cessna Aircraft Company

2A-14-17

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
SUPPLEMENTAL INSPECTION NUMBER: 53-47-01 1. 2. TITLE Seat Rails and Seat Rail Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the seat rails. INSPECTION INSTRUCTIONS A. B. C. Verify accomplishment of AD 2011-10-09 for inspection of seat rails for cracks. Remove seats, and carpet or mat, as necessary to gain access to inspect seat rails and seat rail base. Visually inspect seat rails for corrosion. (1) If adhesive, grime or debris is present, clean area to inspect around base.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin Interior DETECTABLE CRACK SIZE N/A

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. If corrosion is found, repair in accordance with the following: (1) Clean and lightly sand corroded area to remove surface damage and pits. (2) Buff out scratch marks. (3) Reinspect area and assess amount of material removed. (a) If thickness of ange has been reduced by 10% or more, rail must be replaced.

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A local ange reduction of 20% of thickness is acceptable where conned to one side of extrusion, provided that the reduced area does not coincide with both seat pin hole and fastener hole. (c) If thickness of web is reduced by 10% or more, rail must be replaced. (d) If local web reduction of 20% exceeds 1" in length, rail must be replaced. (e) If bulb is reduced in thickness at seat pin hole by 5% or more, rail must be replaced. (f) If bulb is reduced by more than 10% at areas between holes, rail must be replaced. Brush coat sanded areas with alodine. (b)

(4) B. C. 8.

Reinstall seat and check for proper operation. If removed material on bulb interferes with proper operation of seat, replace rail. For extensive damage or conditions not addressed, contact Cessna Customer Service prior to beginning the repair.

COMMENTS

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2A-14-18

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SUPPLEMENTAL INSPECTION NUMBER: 55-10-01 1. 2. TITLE: Horizontal Stabilizer, Elevators and Attachments Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 5,000 Hours 2,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

PURPOSE To inspect horizontal stabilizer, elevator and attachments for signs of damage, fatigue or deterioration. INSPECTION INSTRUCTIONS A. B. Open all stabilizer and elevator access panels, including the stinger and vertical stabilizer to horizontal tail fairings. Refer to the Model 100 Series Service Manual. Visually inspect stabilizer and elevator for condition, cracks and security; elevator hinges, hinge bolts, hinge bearings for condition and security; bearings for freedom of rotation; attach ttings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect the torque tube for corrosion and rivet security. Pay particular attention to the ange riveted onto the torque tube near the airplane centerline for corrosion. (1) Clean area before inspecting if grime or debris is present. Visually inspect forward and aft stabilizer and elevator spars, ribs and attach ttings for cracks, corrosion, loose fasteners, elongated fastener attach holes and deterioration. Pay particular attention to the skins at the location where stringers pass through ribs and at the leading edge skin close to the fuselage. Apply nger pressure at the stringer intersection or the rib to spar juncture to check for free play indicating a broken rib. Visually inspect the forward stabilizer attachment bulkhead for cracks. (1) Clean area before inspecting if grime or debris is present. If corrosion or a frozen bearing is found, conduct a surface eddy current inspection for cracks of each elevator hinge attach tting. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions. The inspection is for the aluminum structure outside of the bearing, so set the instrument for aluminum. Visually inspect the trailing edge portion of the elevator for indications of cracks, corrosion or deterioration. Visually inspect the attachment of the trim tab horn to the trim tab. Install all previously removed access panels. Refer to the Model 100 Series Service Manual.

C.

D.

E.

F. G.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Horizontal Tail DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual with Eddy Current if required. REPAIR/MODIFICATION Replace damaged bolts and nuts. Replace damaged ttings and small parts. Replace damaged or loose rivets. Hinge bearings are pre-packed with grease, which will eventually oxidize and harden after years of service. Several applications of penetrating oil will help free up a stiff bearing. It is the owner's/operator's option to replace stiff bearings. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS Coordinate this inspection with SID 55-30-01, Vertical Stabilizer, Rudder and Attachments Inspection.

8.

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2A-14-19

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HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
Cessna Aircraft Company

2A-14-19

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL

HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
Cessna Aircraft Company

2A-14-19

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MODEL 100 SERIES (1963 - 1968)


SERVICE MANUAL
SUPPLEMENTAL INSPECTION NUMBER: 55-11-01 1. 2. TITLE: Horizontal Stabilizer Forward Spar Inspection/Modication - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the horizontal tail forward spar. INSPECTION INSTRUCTIONS A. Review the aircraft records to determine if 0531037-1 reinforcement to the stabilizer front spar has been installed or an 0532001-98 stabilizer front spar has been installed. If either of these installations have taken place, this inspection is complete. NOTE: If there is any doubt about the installation of the reinforcement or replacement of the front spar, begin the inspection. Count the number of layers of material in the front spar at the center hole. Two layers are the as built conguration. If there is a third layer on the front side of the spar, the reinforcement has been added or the spar has been replaced. The replacement spar has the reinforcement added. The reinforcement has a clearance hole for the lightening hole ange, so the edge of the reinforcement is somewhat hidden. If the reinforcement is present and is not reected in the airplane records, add this information to the records. 100 Hours 100 Hours or or 1 Year (NOTE) 1 Year (NOTE)

B. C.

Remove the fuselage to stabilizer fairings. Refer to the Model 100 Series Service Manual. Using a ashlight and inspection mirror, locate the center lightening hole of the forward spar in the horizontal stabilizer. Refer to Figure 1, Detail a and View A-A. From the aft side of the horizontal forward spar, examine the centerline lightening hole for cracks. Cracks will generally radiate diagonally from the lightening hole. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Horizontal tail DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION A. If cracks are present: (1) Cracks that have not progressed past the centerline lightening hole ange may be blended out.

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SERVICE MANUAL
(2) (3) B. Cracks that have progressed past the centerline hole ange but do not extend to the spar ange radius may be repaired. Stop drill the crack tip using a number 30 (0.128 inch diameter hole) and installing the spar reinforcement as detailed below. If cracks have progressed past the centerline hole ange to the spar ange radius, replace the spar with a 0532001-98 spar assembly, as detailed below.

Installation of repair parts: (1) Block the elevator trim tab actuator and cables to retain rigging. Do not remove the actuator, pulleys, or cables from the stabilizer. Label the cables for convenience of reinstallation. (2) Remove the horizontal stabilizer from the airplane. This will require removing the vertical tail and rudder. (3) Remove the fasteners securing the 0532001-23 stabilizer center skin, and remove the skin by sliding it forward. When drilling out fasteners, note the type of fastener and location to aid in reinstallation. (4) Inspect the 0532001-28 skin for cracks: (a) Check the skin centerline lightening hole for cracks. If cracks are present and extend beyond the centerline lightening hole, repair or replace the skin. The skin may be repaired by trimming the damaged portion of the part and inserting a section of 0.020 in. thick 2024-T42 AlClad aluminum, with upper and lower anges overlapping the existing skin. (b) Skins that have minor cracking that does not extend beyond the ange of the centerline lightening hole may be repaired by bending out such cracking in the ange. (c) Any buckled area should be straightened and inspected for cracking. (d) If cracks extend beyond the ange, replace the skin. (5) Refer to Figure 1. Drill out the 6 rivets securing the leading edge skins to the spar on the left and right upper or lower (not both) surfaces, to pull the skin back for tool access. Use care to not buckle skins. (6) Drill out rivets from the trailing edge of the horizontal stabilizer between the inboard and the second rib outboard at BL 17.25. Also remove the rivets attaching the pulley bracket doublers to the top and bottom skins in this area. This will allow the skins to be exed back to allow for tool access. Use care to not buckle skins. (7) From inside the right side of the stabilizer, drill out the rivets securing the trim cable pulley bracket to the inboard rib. Leave the cables routed through the lightening holes and pulleys. Pull the ribs and cables out of the way and secure them while working to ensure proper routing and rigging upon reassembly. (8) Remove the fasteners securing the existing 0532001-11 reinforcements to the aft face of the forward spar. Remove and discard these reinforcements. (9) If the forward spar cracks are present that extend to the spar ange, replace the forward spar. (10) Locate the 0531037-1 one-piece reinforcement, which replaces the two pieces previously removed. Install the spar web rivets in the left side only in existing rivet locations. Deburr all holes. If edge distance is sufcient to maintain 1.5 rivet diameters, oversized rivets may be used to obtain good holes and t. (11) Using a number 30 (0.128 inch diameter) drill, add equally spaced holes for new fasteners between the rivets securing the reinforcements to the spar anges and skins. All rivets in the spar web can be driven from inside the stabilizer and bucked on the front side. Leave the rivet holes in the ange open where the center skin will attach. (12) Reattach the leading edge skin using MS20470AD3-3 rivets. (13) Locate and position the inboard ribs. Working through the loose stabilizer skin (along the aft spar), reattach the trim cable pulley bracket ensuring the cables are properly routed. (14) Reattach the stabilizer skin along the trailing edge using MS20470AD3-3 rivets. (15) Working through the lightening holes in the inboard ribs, buck the fasteners that attach the pulley bracket doublers to the stabilizer skin. (16) Install the 0532001-23 stabilizer center skin using MS20470AD3-3 rivets in the same locations recorded in the removal process. (17) Reinstall the stabilizer, vertical vertical stabilizer, rudder and elevators. Check the control rigging per the appropriate section of the Model 100 Series Service Manual.

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8.

COMMENTS This inspection supersedes and replaces SEB94-08. Installation of 0531037-1 horizontal spar reinforcement or 0532001-98 horizontal stabilizer forward spar is a terminating action for this inspection. NOTE: Improper ground handling can cause cracking and deformation in the horizontal stabilizer. It is recommended that a tow/steering bar be used when the airplane is manually positioned on the ground. Do not steer the airplane by pushing down on the horizontal tail.

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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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2A-14-20

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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 3) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-11-02 1. 2. TITLE Horizontal Stabilizer Forward Attachment Inspection - Model 150 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389 INSPECTION COMPLIANCE ALL USAGE INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 100 hours 100 hours or or 1 Year (NOTE) 1 Year (NOTE)

PURPOSE To inspect the horizontal stabilizer attachment for cracks or damage. INSPECTION INSTRUCTIONS A. Review the aircraft records to determine if Service Kit SK 15033A has been installed. If the service kit has been installed, this inspection is complete. NOTE: If there is any doubt about the installation of the reinforcement or attachment doubler, begin the inspection. Count the number of lightening holes or the beadings on the top surface of tailcone bulkhead. If there are two beadings and no lightening holes on the top surface of bulkhead, then the as built conguration has been replaced with the latest doubler assembly and bulkhead. Check the number of doublers in the stiffener assembly. If there are two doublers, one each at LH and RH side, the stiffener has been reinforced. If the reinforcement is present and is not reected in the airplane records, add this information to the records.

B.

Horizontal tail attachment doubler inspection: (1) Remove existing bulkhead and stiffener by removing n-to-stabilizer fairings. (2) Visually inspect the horizontal tail attachment for cracks or corrosion in the attachment doubler. (a) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Aft Fuselage DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. B. If cracks are found, the doubler may be replaced with the 0432169-1 doubler and a new 0412177-2 bulkhead. Refer to Figure 1. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair.

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8.

COMMENTS

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HORIZONTAL STABILIZER FORWARD ATTACHMENT INSPECTION - MODEL 150 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-11-03 1. TITLE: Vertical Stabilizer Attach Bracket and Horizontal Stabilizer Rear Spar Attachment Inspection - Model 150 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. Refer to Note 1, Section 2A-14-00. 2,000 Hours 2,000 Hours or or 4 Years (NOTE) 4 Years (NOTE)

2.

PURPOSE To inspect the vertical and horizontal stabilizer rear spar attachments for signs of damage, cracks or deterioration. INSPECTION INSTRUCTIONS A. Visually inspect the vertical stabilizer to horizontal aft spar tting for cracks or corrosion. Refer to Figure 1, Detail B. (1) Clean area before inspecting if grime or debris is present. (2) Pay particular attention to the 0431009 brackets at the radius of the vertical to horizontal anges. Visually inspect the 0432005-1 and -2 ttings that attach the horizontal stabilizer rear spar to the fuselage. (1) Inspect for loose screws in the attachment of the ttings to the horizontal stabilizer. Remove 0432004 bracket from 043200115 reinforcement and visually inspect the horizontal stabilizer rear spar and vertical stabilizer attach bracket for cracks. Refer to Figure 1, Detail C. (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect bracket and reinforcement for cracks. Use inspection holes to inspect around nut plates on upper and lower anges. (3) Pay particular attention to the edge of the plate welded to the aft side of the bracket. (4) Visually inspect 0432001-56 spar for cracks near bracket and reinforcement attach area. Remove the inspection plate on the top surface of the horizontal stabilizer and use a borescope to inspect the forward side of 0432001-56 spar. Detailed Inspection: (1) If no cracks are found on 0432004 bracket during visual inspection, conduct a surface eddy current inspection. If no cracks are found during the surface eddy current inspection, proceed to 4.E. below. (2) Conduct a surface eddy current inspection of 043200115 horizontal rear spar reinforcement, where the 0432004 bracket attaches. If no cracks are found during the surface eddy current inspection, proceed to 4.E. below. (3) Remove 043200115 rear spar reinforcement and conduct a surface eddy current inspection of 043200156 spar, where the 0432004 and 043200115 are installed. Install all removed parts. Refer to the Model 100 Series Service Manual.

4.

B.

C.

D.

E.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Rudder DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION Replace damaged or cracked parts. 0431009-1 and -2 brackets may be replaced with 0431009-3 brackets. 0432004-1 or -9 ttings have been replaced by 0432004-10 ttings. The -10 ttings are heat treated after welding, and so cannot be rewelded and used without subsequent heat treatment. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS This inspection supersedes and replaces SE74-10, Vertical Stabilizer Attachment, Item 1 of SE7949, Nutplate Inspection, Vertical stabilizer Attach Bracket, and part of SEB03-6, Vertical Tail Attach Bracket And Aft Horizontal Stabilizer Spar Inspection. The remainder of SEB03-6 is included in SID 55-10-01, Horizontal Stabilizer, Elevators and Attachment Inspection. It is permissible to install one rivet size larger than removed rivets, provided that an edge distance (distance from rivet centerline to edge of part) of 1.5 times rivet diameter is maintained.

8.

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VERTICAL STABILIZER ATTACH BRACKET AND HORIZONTAL STABILIZER REAR SPAR ATTACHMENT INSPECTION - MODEL 150 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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2A-14-22

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SUPPLEMENTAL INSPECTION NUMBER: 55-30-01 1. 2. TITLE: Vertical Stabilizer, Rudder and Attachments Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 5,000 Hours 2,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

PURPOSE To inspect vertical stabilizer, rudder and attachments for signs of damage, cracks or deterioration. INSPECTION INSTRUCTIONS A. B. Remove rudder from airplane and open all vertical stabilizer access panels. Refer to the Model 100 Series Service Manual. Visually inspect vertical stabilizer and rudder for condition, cracks and security; rudder hinges for condition, cracks and security; hinge bolts, hinge bearings for condition and security; bearings for freedom of rotation; attach ttings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Using a borescope, inspect forward and aft vertical stabilizer and rudder spars, ribs and attach ttings for cracks, corrosion, loose fasteners, elongated fastener attach holes and deterioration. Visually inspect the forward and aft vertical stabilizer attach ttings for loose ttings and cracks. (1) Clean area before inspecting if grime or debris is present. Inspect rudder for deterioration resulting from fatigue, wear, overload, wind damage and corrosion. Inspect skins, spars and ribs for cracks, corrosion and working fasteners. Pay particular attention to the skins at the location where stringers pass through ribs. Apply nger pressure at the intersection to check for free play indicating a broken rib. (1) Visually inspect balance weight attach rib for cracks. (2) Clean area before inspecting if grime or debris is present. If corrosion or a frozen bearing is found in 4.B above, replace the rudder hinge or conduct a surface eddy current inspection for cracks of each rudder hinge attach tting. Refer to Section 2A-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions. The inspection is for the aluminum structure outside of the bearing, so set the instrument for aluminum.

C.

D. E.

F.

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G. 5. Install rudder and install all previously removed access panels. Refer to the Model 100 Series Service Manual.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Vertical Stabilizer, Rudder and Vertical Stabilizer Attachment DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Borescope and Eddy Current if required. REPAIR/MODIFICATION Replace damaged bolts and nuts. Replace damaged ttings and small parts. Replace damaged or loose rivets. Seized bearings must be replaced. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS Coordinate this inspection with SID 55-10-01, Horizontal Stabilizer, Elevators and Attachments Inspection.

8.

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VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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2A-14-23

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VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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2A-14-23

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-01 1. 2. TITLE: Wing Structure Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the wing structure. INSPECTION INSTRUCTIONS A. B. Remove all access panels, fairings, and the wing tips from the wings. Refer to the Model 100 Series Service Manual. Visual Inspection (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect the wing structure for damage, corroded or cracked parts. Use a borescope or magnifying glass where required. (a) Pay particular attention to the wing attach area. Visually inspect both the fuselage and wing where the wing attaches to the carry-thru spar in the fuselage. (b) Visually inspect for working rivets at the inboard portion of the main wing spar. NOTE: (c) Working rivets will have a trail of black dust downwind from the fastener. The dust is oxidized aluminum produced by the fastener moving in the hole.

(3) (4) (5)

Visually inspect for working Hi-Shear rivets at the inboard spar ttings on the main wing spar. (d) Pay particular attention to the trailing edge ribs and the span wise segments supporting the ap actuator or ap bell cranks. If the ight hours meet or exceed the inspection compliance hours (above), proceed to Detailed Inspection below. If crack(s) or corrosion is found at the wing attach ttings, proceed to the Detailed Inspection below. If no crack(s) or corrosion is found and the aircraft ight hours are below the inspection compliance hours (above), install access panels, fairings and wing tips. Inspection is complete.

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C. Detailed Inspection (1) Support the wing outboard of the strut. (2) Remove the wing front spar attach bolts. Visually inspect the holes on the wing and fuselage sides of the ttings and surrounding area for corrosion. (a) Pay particular attention to potential corrosion in the tting inside the fuselage front carrythru spar. (b) Conduct a bolt hole eddy current inspection of the front spar attach ttings. Refer to Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current Inspection Bolt Hole Inspection, for additional instructions. NOTE: With the front spar in position, there are three segments through the hole. There is a fabrication joint in the center segment (wing side), so expect a crack-like indication at about 2:00 and 10:00 o'clock positions. Indications caused by the fabrication joint are not a cause for rejection.

(3)

(4) 5.

(c) Install the front spar attach bolt. Remove the wing rear spar attach bolts. Mark the location of the indexing slot in the heads of both eccentric bushings. Remove the bushings. Visually inspect the holes on the wing and fuselage sides of the ttings and surrounding area for corrosion. (a) Pay particular attention to potential corrosion in the tting inside the rear carry-thru spar. (b) Conduct a bolt hole eddy current inspection of the rear spar attach ttings. Refer to Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current Inspection Bolt Hole Inspection, for additional instructions. (c) Install the bushings in the spar in the same orientation as they were when removed. (d) Install the rear spar attach bolt. Install previously removed access panels, fairings and wing tips. Refer to the Model 100 Series Service Manual.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Attach Points DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Eddy Current, Borescope, Magnifying Glass REPAIR/MODIFICATION Replace cracked or excessively corroded parts. If corrosion is present, it must be removed before renishing. Contact Cessna Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability. COMMENTS Coordinate this inspection with SID 57-40-01, Strut and Strut Wing Attachment Inspection.

8.

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-02 1. 2. TITLE: Wing Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of the wing structure. INSPECTION INSTRUCTIONS A. Remove all access panels, fairings, and the wing tips from the wings. Refer to the Model 100 Series Service Manual. (1) Clean area before inspecting if grime or debris is present. Visually inspect throughout the wing sections for corrosion or traces of corrosion products through the access panels and wing tips. Remove forward tank covers and inspect spars for corrosion. (1) Clean area before inspecting if grime or debris is present. Visually inspect for open fastener holes or loose rivets in the structure. Open fastener holes are an indication that a rivet has corroded and departed the airplane. Use a borescope to inspect inaccessible areas. (1) Some additional areas can be reached by threading the borescope probe through lightening holes in the trailing edge ahead of the ap and aileron. (2) Use the borescope inspection to pay particular attention to rivet butts and anges containing rivets. Install previously removed access panels, fairings, and wing tips. Refer to the Model 100 Series Service Manual.

B. C. D. E.

F.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Wing DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Borescope REPAIR/MODIFICATION A. If corrosion is present, it must be removed before renishing. The recommended procedure to remove corrosion is by hand sanding, using a ne grained sandpaper. NOTE: Particularly if corrosion is detected using a borescope, signicant disassembly may be required to remove corrosion and to renish and repair surfaces. Contact Cessna Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability.

B.

Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. Use ultrasonic methods to determine thickness after removing corrosion. Repairs are required if thickness is less than 90% of uncorroded material. Renish sanded areas. (1) Solvent Wipe. (a) Wipe off excess oil, grease or dirt from the surface to be cleaned. (b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or other approved, labeled container. The cloth must be well saturated, but not dripping. (c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small enough area so the surface being cleaned remains wet. (d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not allow the surface to evaporate dry. (e) Do steps (b) through (d) again until there is no discoloration on the drying cloth. (2) Apply corrosion primer in accordance with Corrosion-Resistant Primer MIL-PRF-23377G or later. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to yield a dry lm thickness of 0.6 to 0.8 mils. (c) Allow to air dry for two to four hours.

C.

8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-03 1. 2. TITLE: Wing Spar Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 4,000 Hours (NOTE) 100 Hours (NOTE)

Refer to Note 1, Section 2A-14-00. This inspection only applies to agricultural dispersal system aircraft.

3. 4.

PURPOSE To ensure structural integrity of the wing structure. INSPECTION INSTRUCTIONS A. B. Open all access panels and remove wing strut upper fairings. Refer to the Model 100 Series Service Manual. Visually inspect the wing main spar for damaged, corroded or cracked parts. Use a borescope or magnifying glass where required. (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect the corners of skin cutouts through which the lift strut fork passes. (3) Visually inspect the main spar lower ange, front and rear faces in the region of the lift strut attachment. Pay particular attention to the areas around the spar to skin rivets. Using at least a 4X magnifying glass and a bright light, inspect the rear spar web for fatigue cracks in the root area, especially along the radius which is located under the attachment ttings. (1) Clean area before inspecting if grime or debris is present. Access the ap bay inner inspection panel to inspect the upper ange of the rear spar channel at the outer end of the attachment tting. Visually inspect the rear spar for cracks at the trailing edge where the root end ts closely to the spar. If doubt exists, the trailing edge root end rib can be removed for more detailed inspection. (1) Clean area before inspecting if grime or debris is present. Install previously removed access panels and wing strut upper fairings. Refer to the Model 100 Series Service Manual.

C.

D. E.

F. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wings DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual, Borescope, Magnifying Glass

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7.

REPAIR/MODIFICATION Replace cracked or excessively corroded parts. If corrosion is present, it must be removed before renishing. Contact Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability. COMMENTS

8.

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-04 1. 2. TITLE: Wing Splice Joint at Strut Attach Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the forward spar wing splice. INSPECTION INSTRUCTIONS A. B. Remove the four access panels inboard and outboard of the wing strut attach tting to gain access to the forward and aft side of the wing strut attachment. Refer to the Model 100 Series Service Manual. Visually inspect for corrosion at the edge of the upper and lower spar caps and the edge of the splice doublers. Refer to Figure 1. In addition, conrm the spar splice does not have bulging, resulting from corrosion, and does not have missing or loose fasteners. If any of these conditions are conrmed, conduct an Ultrasonic Thickness Test on the area to determine if the doubler and/or spar thickness has been reduced in thickness from corrosion. Refer to Section 2A-13-01 Nondestructive Inspection Methods and Requirements, Ultrasonic Thickness Testing. If testing indicates the thickness varies by more than 0.004 inch in any area, contact Cessna Customer Support for additional instructions. If corrosion is not found, install the removed access panels. Refer to the Model 100 Series Service Manual.

C.

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Forward Spar DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual/Ultrasonic Thickness

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7.

REPAIR/MODIFICATION Replace any cracked parts. If corroded, sand area lightly to remove corrosion. If more than 10% of the thickness has been removed in any one area, replace the part. COMMENTS

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WING SPLICE JOINT AT STRUT ATTACH INSPECTION Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 57-12-01 1. 2. TITLE: Wing Root Rib Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 5 Years (NOTE) 5 Years (NOTE) 3 Years (NOTE) 3 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure structural integrity of the root rib structure. INSPECTION INSTRUCTIONS A. B. Remove the wing to fuselage fairing. Refer to the Model 100 Series Service Manual. Visually inspect inboard side of root ribs at WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150) for corrosion. (1) Clean area before inspecting if grime or debris is present. Remove the inspection cover, if tted, outboard of WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150). Visually inspect outboard side of root ribs at WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150) for corrosion. (1) Clean area before inspecting if grime or debris is present. Repair any corroded areas in accordance with the Repair/Modication section below. Install the wing to fuselage fairing and inspection cover. Refer to the Model 100 Series Service Manual.

C. D.

E. F. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Root Rib DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual

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7.

REPAIR/MODIFICATION A. If corroded, sand corroded area lightly to remove corrosion. If corrosion is found on the outboard side of the rib, it may be necessary to provide additional access in the leading edge skin. Contact Cessna Customer Service for instructions to cut and repair. Clean area thoroughly to assess remaining thickness. If more than 20% of the thickness has been removed in any area, replace the rib. Up to 20% is acceptable if conned to an area of 2 inches or less in length and less than one square inch in area. Brush coat sanded areas with alodine.

B. C. D. 8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-40-01 1. 2. TITLE: Strut and Strut Wing Attachment Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To verify the integrity of the strut and strut attachment tting to the wing. INSPECTION INSTRUCTIONS A. B. Remove the wing strut upper and lower fairings. Refer to the Model 100 Series Service Manual. If the ight hours meet or exceed the inspection compliance hours (above), proceed to Detailed Attach Fitting Inspection. (1) Visually inspect the strut attachment ttings for cracks or corrosion. Refer to Figure 1. (a) Clean area before inspecting if grime or debris is present. (b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection. (2) Visually inspect the strut tube for cracks or corrosion. (a) Clean area before inspecting if grime or debris is present. (b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection. (3) If no crack(s) or corrosion is found, install fairings. The inspection is complete. Detailed Attach Fitting Inspection (1) Support the wing to minimize the load on the strut to wing attach bolt. (2) Remove the upper attach bolt and lower the strut to a support. (3) Remove the lower attach bolt and remove the strut. (4) Visually examine the strut tube for cracks or corrosion. (5) Visually inspect the strut attachment ttings for corrosion. (6) Visually inspect for cracks in web on the outboard end of bulkhead, and inboard of strut attach area. (7) Inspect using Eddy Current for cracks radiating from the wing and fuselage attach holes in the wing strut end tting. (8) Replace the strut by installing the lower attachment, then the upper attachment. Refer to the Model 100 Series Service Manual.

C.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Strut DETECTABLE CRACK SIZE Not Applicable

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION A. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion. If the material thickness is less than 90% of the uncorroded section, then replace the affected part. Buff out sanding marks. Corrosion or damage to attachment holes will require specialized rework. Contact Cessna Field Service for rework of corroded or damaged attachment holes. Clean and prime sanded areas.

B. C. D. 8.

COMMENTS

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STRUT AND STRUT WING ATTACHMENT INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 57-51-01 1. 2. TITLE: Aileron Support Structure Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 3,000 Hours 500 Hours or or 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the Aileron Support Structure. INSPECTION INSTRUCTIONS A. B. C. D. Remove the ailerons. Refer to the Model 100 Series Service Manual. (1) Clean area before inspecting if grime or debris is present. Visually inspect the aileron hinges for condition, cracks and security. Pay particular attention to the hinge pin segment "knuckle" area as shown in Figure 1. Visually inspect the pushrod attach ttings for evidence of damage, wear, failed fasteners and security. Install the ailerons. Refer to the Model 100 Series Service Manual.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wings DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace any damaged or cracked hinges. Replace damaged or worn hinge pins. COMMENTS

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AILERON SUPPORT STRUCTURE INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 57-53-01 1. 2. TITLE Flap Tracks Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure the integrity of the ap tracks. INSPECTION INSTRUCTIONS A. B. Check airplane records to verify that Service Bulletin SEB95-03 has been incorporated. If SEB95-03 has not been incorporated, incorporate SEB95-03 with this inspection. Visually inspect the inboard and outboard ap tracks for exfoliation corrosion, particularly along exterior edges and edges of roller tracks. Refer to Figure 1. (1) Clean area before inspection if grime or debris is present. Visually inspect the ap track rib assembly, attachment bracket and angles for condition, cracks, loose rivets and security.

C. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Flap Tracks DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace damaged ap tracks or attachments. Replace damaged or loose rivets. COMMENTS

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FLAP TRACKS CORROSION INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 71-20-01 1. 2. TITLE: Engine Mount Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 10,000 Hours or 20 Years (NOTE) At Engine Overhaul (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To ensure structural integrity of the engine mount. INSPECTION INSTRUCTIONS A. B. C. Remove engine cowling, engine and sufcient accessories to allow removal of the tubular engine mount. Refer to the Model 100 Series Service Manual. Clean area before inspecting if grime or debris is present. Conduct a visual inspection for cracks in the welds of the tubular engine mount and within three inches on either side of the welds. Refer to Figure 1. Use a bright light and magnication lens of 7X or greater power to aid in inspection. If rust is found, cracks are suspected or if airplane has exceeded the compliance ight hour time listed above, remove the tubular engine mount. Conduct a magnetic particle inspection of these areas. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Magnetic Particle Inspection, for additional instructions. Replace the tubular engine mount, engine, previously removed accessories and the engine cowling. Refer to the Model 100 Series Service Manual.

D.

E. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual and Magnetic Particle

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7.

REPAIR/MODIFICATION Repair any cracks by rewelding. Prior to welding, locate either a drive pin or a hole welded shut in the tube to be welded. Open the hole prior to welding. After welding, while the welded area is still hot, introduce 3cc of unboiled Linseed oil or 6cc of corrosion preventative compound conforming to MIL-PRF-81309, through the hole and reseal it using the same method as was used in the original fabrication. The engine mount is not heat treated after fabrication, so no processing after welding is required. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 listed above should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS This is a complex and involved inspection. It is recommended that the inspection be coordinated with an engine overhaul, even if the time does not exactly agree with inspection hours. Recurring inspections will be satised by inspections at engine overhaul. The initial inspection must be completed by June 30, 2015.

8.

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ENGINE MOUNT INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 71-20-02 1. 2. TITLE: Engine Mount Bracket Inspection - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 2,500 Hours 2,500 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the engine mount. INSPECTION INSTRUCTIONS A. B. C. D. Check airplane records to verify that SEB07-2, Engine Mount Bracket Inspection, has been incorporated. If SEB07-2 has not been incorporated, incorporate SEB07-2 with this inspection. Remove upper and lower engine cowling. Refer to the Model 100 Series Service Manual. Remove the pilot and copilot seats. Visually inspect the upper left and upper right engine mount brackets for cracks. Use a borescope to aid in inspection. (1) Clean area before inspecting if grime or debris is present. Remove oorboard access panels and rudder pedal access panels. Refer to the Model 100 Series Service Manual. Visually inspect the lower left and lower right engine mount brackets for cracks. (1) Clean area before inspecting if grime or debris is present. Install previously removed accessories and the engine cowling. Refer to the Model 100 Series Service Manual.

E. F. G. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Borescope REPAIR/MODIFICATION Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 listed above should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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EXPANDED MAINTENANCE 1. Control Cables A. The chromium nickel steel wire is helically twisted into strands and the strands laid about other strands forming the exible steel cable. The diameter of the cable is determined by the number of wires and the number of strands in the cable. (1) Construction of Cables (a) Cable diameter, 1/32 inch, 3 by 7 construction - Cable of this construction shall consist of three strands of seven wires each. There shall be no core in this construction. The cable shall have a length of lay of not more than eight times nor less than ve times the nominal cable diameter. (b) Cable diameter, 1/16 inch and 3/32 inch, 7 by 7 construction - Cable of this construction shall consist of six strands of seven wires each, laid around a core strand of seven wires. The cable shall have a length of lay of not more than eight times nor less than six times the nominal cable diameter. (c) Cable diameter, 1/8 inch through 3/8 inch, 7 by 19 construction - Cable of this construction shall consist of six strands laid around a core strand. The wire composing the seven individual strands shall be laid around a central wire in two layers. The single core strand shall consist of a layer of 6 wires laid around the central wire in a right direction and a layer of 12 wires laid around the 7 wire strand in a right direction. The 6 outer strands of the cable shall consist of a layer of 6 wires laid around the central wire in a left direction and a layer of 12 wires laid around the 7 wire strand in a left direction. (d) Lubrication - A pressure type friction preventative compound, having noncorrosive properties, is applied during construction as follows: Friction preventative compound is continuously applied to each wire as it is formed into a strand so that each wire is completely coated. Friction preventative compound is continuously applied to each strand as it is formed into a cable so that each strand is completely coated. (e) Denitions - The following denitions pertain to exible steel cable: Wire - Each individual cylindrical steel rod or thread shall be designated as a wire. Strand - Each group of wires helically twisted or laid together shall be designated as a strand. Cable - A group of strands helically twisted or laid about a central core shall be designated as a cable. The strands and the core shall act as a unit. Diameter - The diameter of cable is the diameter of the circumscribing circle. Wire Center - The center of all strands shall be an individual wire and shall be designated as a wire center. Strand Core - A strand core shall consist of a single straight strand made of preformed wires, similar to the other strands comprising the cable in arrangement and number of wires. Preformed Type - Cable consisting of wires and strands shaped, prior to fabrication of the cable, to conform to the form or curvature which they take in the nished cable, shall be designated as preformed types. Lay or Twist - The helical form taken by the wires in the strand and by the strands in the cable is characterized as the lay or twist of the strand or cable respectively. In a right lay, the wires or strands are in the same direction as the thread on a right screw and for a left lay, they are in the opposite direction. Pitch (or length of lay) - The distances, parallel to the axis of the strand or cable, in which a wire or strand makes one complete turn about the axis, is designated as the pitch (or length of lay) of the strand or cable respectively.

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B. Inspection of Cable System NOTE: (1) For tools and equipment used in checking and rigging, refer to the appropriate sections of Model 100 Series Service Manual.

(2)

(3)

Routing (a) Examine cable runs for incorrect routing, fraying and twisting. Look for interference with adjacent structure, equipment, wiring, plumbing and other controls. (b) Check cable movement for binding and full travel. Observe cables for slack when moving the corresponding controls. Cable Fittings (a) Check swaged tting reference marks for an indication of cable slippage within the tting. Inspect the tting for distortion, cracks and broken wires at the tting. (b) Check turnbuckles for proper thread exposure. Also, check turnbuckle locking clip or safety wire. Inspection of Control Cable. (a) The control cable assemblies are subjected to a variety of environmental conditions and forms of deterioration that ultimately may be easy to recognize as wire/strand breakage or the not-so-readily visible types of corrosion and/or distortion. The following data will aid in detecting an unserviceable cable condition: (b) Broken Wire Examine cables for broken wires by passing a cloth along the length of the cable. 1 This will detect broken wires, if the cloth snags on the cable. Critical areas for wire breakage are those sections of the cable which pass through fairleads, across rub blocks and around pulleys. If no snags are found, then no further inspection is required. If snags are found or broken wires are suspected, then a more detailed inspection is necessary, which requires that the cable be bent in a loop to conrm the broken wires. Refer to Figure 1 for an example. Loosen or remove the cable to allow it to be bent in a loop as shown. Refer to Table 1 for bend diameter criteria. While rotating cable, inspect the bent area for broken wires. Table 1. Loop and Coil Diameter Criteria Cable Diameter Smallest Allowable Loop Diameter (Loop Test) 1.6 Inch 3.2 Inch 4.7 Inch 6.3 Inch 7.9 Inch 9.4 Inch Smallest Allowable Inside Diameter of Coil (Cable Storage) 4.7 Inch 9.4 inch 14.1 Inch 18.8 Inch 23.5 Inch 28.2 Inch

1/32 Inch 1/16 Inch 3/32 Inch 1/8 Inch 5/32 Inch 3/16 Inch 2

Wire breakage criteria for the cables in the ap, aileron, rudder and elevator systems are as follows: Individual broken wires are acceptable in primary and secondary control cables a at random locations when there are no more than three broken wires in any given 10-inch (0.254 m) cable length. Corrosion Carefully examine any cable for corrosion that has a broken wire in a section not a in contact with wear producing airframe components, such as pulleys, fairleads, rub blocks etc. It may be necessary to remove and bend the cable to properly inspect it for internal strand corrosion, as this condition is usually not evident

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Cable Broken Wires and Pulley Wear Patterns Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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on the outer surface of the cable. Replace cable if internal corrosion is found. For description of control cable corrosion, refer to Section 2A-30-01, paragraph 4(C), Steel Control Cables. Areas conducive to cable corrosion are below the refreshment center, in the wheel well and in the tailcone. Also, if a cable has been wiped clean of its corrosion preventative lubricant and metal-brightened, the cable must be examined closely for corrosion.

(4)

(5)

(6)

Pulleys (a) Inspection of Pulleys Inspect pulleys for roughness, sharp edges and presence of foreign material 1 embedded in the grooves. Examine pulley bushings or bearings to ensure smooth rotation, freedom from at spots and foreign material. Periodically rotate pulleys, which turn through a small arc, to provide a new bearing 2 surface for the cable. Check pulley alignment. Check pulley brackets and guards for damage, alignment 3 and security. Various failures of the cable system may be detected by analyzing pulley conditions. Refer to Figure 1 for pulley wear patterns; these include such discrepancies as too much tension, misalignment, pulley bearing problems and size mismatch between cable and pulley. Cable Storage (a) Cable assemblies shall be stored straight or in a coil. When stored in coil form, the coil inside diameter shall not be less than 150 times the cable diameter or bent in a radius of not less than 75 times the cable diameter. Refer to Table 1 for coil diameter criteria. Coils shall not be attened, twisted or folded during storage. Storage requirements shall apply until the cable is installed in its normal position in the airplane. If only a part of the cable is installed in an assembly, cable storage requirements apply to the uninstalled portion of the cable. Flight Control Cable Inspection (a) General Information

WARNING: If the ight control cable system(s) are removed, disconnected or cable section(s) are replaced, make sure that all rigging, travel checks, cable tensions and control surface checks are done in accordance with the procedures in the appropriate section for the affected ight control system.
NOTE: Flight control cable inspections are normally performed without removing or disconnecting any part of the ight control system. However, it may be necessary to derig or remove the cable to get access to the entire cable.

(b)

Cable Inspection Procedure Each ight control cable must be visually inspected along its entire length for evidence 1 of broken wires, corrosion, fraying or other damage. Visual inspection may be via direct sight, mirror and ashlight or borescope. Visually check for proper routing along entire length of cable. Make sure that cables, 2 pulleys, attaching sectors and bell cranks are free and clear of structure and other components NOTE: Some systems use rub blocks, it is permissible for control cables to rub against these blocks.

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3 Each ight control cable will be physically inspected, by passing a cloth along the entire cable. Pay particular attention at all pulley, fairlead, bulkhead seal locations and other locations where the cable may be subject to chang or wear. NOTE: It may be necessary to have a second person move the ight control system being inspected to ensure that the entire cable run in an affected area is checked.

Any ight control cable which snags the cloth due to broken wires is to be slackened (if not previously slackened) and a loop test performed to identify number and location of individual broken wires (refer to Inspection of Control Cable). Wire breakage criteria is as follows for all cable systems: Individual broken wires are acceptable in any cable provided that no more than a three individual wires are broken in any given ten-inch (0.254 m) cable length. If number of individual broken wires cannot be determined, cable is to be rejected. Any amount of cable or wire wear is acceptable, provided the individual broken wire criteria is met. Reject any cable if corrosion is found which appears to have penetrated into b interior of cable. If extent of corrosion cannot be determined, cable is to be rejected. Inspect all cable termination ttings (clevises, turnbuckles, anchors, swagged balls etc.) for security of installation, proper hardware and evidence of damage. All turnbuckles are required to be secured. Safety wire or prefabricated clips a are acceptable. Inspect cable pulleys. Inspect all pulleys for security of installation, evidence of damage and freedom a of rotation. Pulleys which do not rotate with normal cable movement due to internal bearing b failure are to be rejected. Pulleys with grooving etc., due to normal in-service use, are deemed c serviceable, as long as overall function is not impaired. Restore cable system as required following cable teardown (if performed). Tension tasks and other tasks specic to individual systems are described under a applicable individual tasks. Any ight control cable system which has been torn down requires a ight control b rigging check prior to release of airplane for ight.

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CORROSION PREVENTION AND CONTROL PROGRAM (CPCP) 1. Introduction A. As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage such as fatigue cracks occur. Corrosion can cause damage to the airplane's structural integrity and if it is not controlled, the airframe will carry less load than what is necessary for continued airworthiness. (1) To help prevent this, we started a Corrosion Prevention and Control Program (CPCP). A CPCP is a system to control the corrosion in the airplane's primary structure. It is not the function of the CPCP to stop all of the corrosion conditions, but to control the corrosion to a level that the airplane's continued airworthiness is not put in risk. Complete the initial CPCP inspection in conjunction with the rst SID inspection.

B. 2.

Corrosion Prevention and Control Program Objective A. The objective of the CPCP is to help to prevent or control the corrosion so that it does not cause a risk to the continued airworthiness of the airplane.

3.

Corrosion Prevention and Control Program Function A. The function of this document is to give the minimum procedures necessary to control the corrosion so that the continued airworthiness is not put in risk. The CPCP consists of a Corrosion Program Inspection number, the area where the inspection will be done, specied corrosion levels and the compliance time. The CPCP also includes procedures to let Cessna Aircraft Company and the regulatory authorities know of the ndings and the data associated with Level 2 and Level 3 corrosion. This includes the actions that were done to decrease possible corrosion in the future to Level 1. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion identied on the Principal Structural Elements (PSEs) and other structure listed in the Baseline Program will help make sure the CPCP provides good corrosion protection. NOTE: C. A good quality program is one that will control all structural corrosion at Level 1 or better.

B.

Corrosion Program Levels. NOTE: (1) In this manual the corrosion inspection tasks are referred to as the corrosion program inspection.

(2)

(3)

Level 1 Corrosion. (a) Corrosion damage occurring between successive inspection tasks, that is local and can be reworked or blended out with the allowable limit. (b) Local corrosion damage that exceeds the allowable limit but can be attributed to an event not typical of the operator's usage or other airplanes in the same eet (e.g., mercury spill). (c) Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit. Level 2 Corrosion. (a) Level 2 corrosion occurs between two successive corrosion inspection tasks that requires a single rework or blend-out that exceeds the allowable limit. A nding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure. Level 3 Corrosion. (a) Level 3 corrosion occurs during the rst or subsequent accomplishments of a corrosion inspection task that the operator determines to be an urgent airworthiness concern.

4.

References A. This is a list of references for the Corrosion Prevention and Control Program. (1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention and Control Program

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(2) (3) (4) 5. FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft Cessna Illustrated Parts Catalog - Model 150 IPC (P/N P438-12), Model 172 IPC (P/N P529-12), Model 182 IPC (P/N P515-12) and Model 180 and 185 IPC (P/N P527-12). Cessna Service Manual - P/N D637-1-13.

Control Prevention and Control Program Application A. The Corrosion Prevention and Control Program gives the information required for each corrosion inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency will give approval and monitor the CPCP for each airplane. (1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for each location on the airplane. Refer to the Glossary and the Baseline Program. (a) Cessna Aircraft Company recommends that the CPCP be done rst on older airplanes and areas that need greater changes to the maintenance procedures to meet the necessary corrosion prevention and control requirements. (2) Maintenance programs must include corrosion prevention and control procedures that limit corrosion to Level 1 or better on all Principal Structural Elements (PSEs) and other structure specied in the Baseline Program. If the current maintenance program includes corrosion control procedures in an inspection area and there is a report to show that corrosion is always controlled to Level 1 or better, the current inspection program can be used. (a) The Baseline Program is not always sufcient if the airplane is operated in high humidity (severe) environments, has a corrosive cargo leakage or has had an unsatisfactory maintenance or repair. When this occurs, make adjustments to the Baseline Program until the corrosion is controlled to Level 1 or better. Refer to Section 2A-30-01, Corrosion Severity Maps, to determine the severity of potential corrosion. (3) The CPCP consists of the corrosion inspection applied at a specied interval and, at times, a corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied, remove all systems, equipment and interior furnishings that prevent sufcient inspection of the structure. A nondestructive test (NDI) or a visual inspection can be necessary after some items are removed if there is an indication of hidden corrosion such as skin deformation, corrosion under splices or corrosion under ttings. Refer to the Baseline Program. (4) The corrosion rate can change between different airplanes. This can be a result of different environments the airplane operates in, ight missions, payloads, maintenance practices (for example more than one owner), variation in rate of protective nish or coating wear. (a) Some airplanes that operate under equivalent environments and maintenance practices can be able to extend the inspection intervals if a sufcient number of inspections do not show indications of corrosion in that area. Refer to the Glossary. (5) Later design and/or production changes done as a result of corrosion conditions can delay the start of corrosion. Operators that have done corrosion-related Service Bulletins or the improved procedures listed in the Corrosion Program Inspection can use that specied inspection interval. Unless the instructions tell you differently, the requirements given in this document apply to all airplanes. (6) Another system has been added to report all Level 2 and Level 3 corrosion conditions identied during the second and each subsequent CPCP inspection. This information will be reviewed by Cessna Aircraft Company to make sure the Baseline Program is sufcient and to change it as necessary.

6.

Baseline Program A. The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is divided into Basic Task and Inspection Interval. In this manual the Basic Tasks are referred to as the Corrosion Program Inspection. This program is to be used on all airplanes without an approved CPCP. Those who currently have a CPCP that does not control corrosion to Level 1 or better must make adjustments to the areas given in the Baseline Program. Typical Airplane Zone Corrosion Program Inspection Procedures. (1) Remove all the equipment and airplane interior (for example the insulation, covers and, upholstery) as necessary to do the corrosion inspection. (2) Clean the areas given in the corrosion inspection before you inspect them.

B.

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(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure given in the corrosion inspection for corrosion, cracking and deformation. (a) Carefully examine the areas that show that corrosion has occurred before. NOTE: (b) Areas that need a careful inspection are given in the corrosion inspection.

(4) (5) (6)

(7) (8) 7.

Nondestructive testing inspections or visual inspections can be needed after some disassembly if the inspection shows a bulge in the skin, corrosion under the splices or corrosion under ttings. Hidden corrosion will almost always be worse when fully exposed. Remove all of the corrosion, examine the damage and repair or replace the damaged structure. (a) Apply a protective nish where it is required. . (b) Clean or replace the ferrous metal fasteners with oxidation. Remove blockages of foreign object debris so that the holes and clearances between parts can drain. For bare metal on any surface of the airplane, apply corrosion prevention primer, refer to the Application of Corrosion Preventative Compounds. (a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the manufacturer's procedures. Install the dry insulation blankets. Install the equipment and airplane interior that was removed to do the corrosion inspection.

Baseline Program Implementation A. The Baseline Program is divided into specic inspection areas and zone locations. The inspection areas and zone locations apply to all airplanes. Refer to the applicable model in Figure 1, Airplane Zones.

8.

Reporting System A. Corrosion Prevention and Control Program Reporting System (Refer to Figure 2). (1) The Corrosion Prevention and Control Program (CPCP) includes a system to report to Cessna Aircraft Company data that will show that the Baseline Program is sufcient and, if necessary, make changes. (2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and Level 3 Corrosion results that are listed in the Baseline Program to Cessna Aircraft Company. Send the Control Prevention and Control Program Damage Reporting Form to: Cessna Aircraft Company, Customer Service, P.O. Box 7706, Wichita, KS, 67277 USA Phone: (316) 517-5800, FAX: (316) 517-7271.

9.

Periodic Review A. Use the Service Difculty Reporting System to report all Level 2 and Level 3 Corrosion results to the FAA and to Cessna Aircraft Company. All corrosion reports received by Cessna Aircraft Company will be reviewed to determine if the Baseline Program is adequate.

10.

Corrosion Related Airworthiness Directives A. Safety-related corrosion conditions transmitted by a Service Bulletin can be mandated by an Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website: www.faa.gov.

11.

Appendix A - Development Of The Baseline Program A. The Corrosion Prevention and Control Program Baseline Program (1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum procedures necessary to prevent and control corrosion so that continued airworthiness is not at risk. The Principal Structural Elements (PSE's) are areas where the CPCP applies. (2) The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an inspection time. Each inspection is to be done in an airplane zone.

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(3) The corrosion reports that are sent to Cessna Aircraft Company and data from the FAA Service Difculty Records were used to identify the inspection areas of the Baseline Program. When more than one incident of corrosion was identied at a specied location, an inspection was included for that location in the Baseline Program. When corrosion was found once, the data was examined to nd if the corrosion was caused by one specied occurrence or if other airplanes could have corrosion in the same location. If the corrosion is not linked to one specic occurrence, the inspection should be added to the Baseline Program. The inspection interval was specied by the duration and corrosion severity.

(4)

(5) 12.

Appendix B - Procedures For Recording Inspection Results A. Record the Inspection Results. (1) It is not an FAA mandatory procedure to record the CPCP results, but Cessna Aircraft Company recommends that records be kept to assist in program adjustments when necessary. The inspection of records will make sure the identication, repeat inspections and level of corrosion are monitored. The data can identify whether there is more or less corrosion at repeat intervals. The data can also be used to approve increased or decreased inspection intervals.

13.

Appendix C - Guidelines A. Glossary. (1) The following additional information claries the previous sections of this document. Refer to Figure 3. Glossary of General Descriptions. WORD GENERAL DESCRIPTION The allowable limit is the maximum amount of material (usually expressed in material thickness) that may be removed or blended out without affecting the ultimate design strength capability of the structural member. Allowable limits may be established by the design approval holder. The FAA (or applicable regulatory authority) may also establish allowable limits. The design approval holder normally publishes allowable limits in the Structural Repair Manual or in Service Bulletins. A Baseline Program is a CPCP developed for a specic model airplane. The design approval holder typically develops the Baseline Program. However, it may be developed by a group of operators who intend to use it in developing their individual CPCP. It contains the corrosion program inspection, an implementation threshold and a repeat interval for the procedure accomplishment in each area or zone. Refer to Corrosion Program Inspection. The Corrosion Program Inspection (CPI) is a specic and fundamental set of work elements that should be performed repetitively in all task areas or zones to successfully control corrosion. The contents of the CPI may vary depending upon the specic requirements in an airplane area or zone. The CPI is developed to protect the primary structure of the airplane. The physical deterioration of metals caused by a reaction to an adverse environment.

B.

Allowable Limit

Baseline Program

Basic Task Corrosion Program Inspection (CPI)

Corrosion (Metal)

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WORD Corrosion Prevention and Control Program (CPCP)

GENERAL DESCRIPTION A Corrosion Prevention and Control Program is a comprehensive and systematic approach to controlling corrosion such that the load carrying capability of an airplane structure is not degraded below a level necessary to maintain airworthiness. It contains the corrosion program inspections, a denition of corrosion levels, implementation thresholds, a repeat interval for task accomplishment in each area or zone and specic procedures that apply if corrosion damage exceeds Level 1 in any area or zone. The design approval holder is either the type certicate holder for the aircraft or the supplemental type certicate holder. The inspection area is a region of airplane structure to which one or more CPIs are assigned. The inspection area may also be referred to as a Zone. The inspection interval is the calendar time between the accomplishment of successive corrosion inspection tasks for a Task Area or Zone. Level 1 Corrosion is one or more of the items that follow: 1. Corrosion damage occurring between successive inspections, that is local and can be reworked or blended out within the allowable limit. 2. Local corrosion damage that exceeds the allowable limit but can be attributed to an event not typical of the operator's usage or other airplanes in the same eet (e.g., mercury spill). 3. Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit. Level 2 corrosion occurs between two successive corrosion inspection tasks that requires a single rework or blend-out that exceeds the allowable limit. A nding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure. Level 3 corrosion occurs during the rst or subsequent accomplishments of a corrosion inspection task that the operator determines to be an urgent airworthiness concern. Light corrosion is corrosion damage so slight that removal and blendout over multiple repeat intervals (RI) may be accomplished before material loss exceeds the allowable limit. Generally, local corrosion is corrosion of a skin or web (wing, fuselage, empennage or strut) that does not exceed one frame, stringer or stiffener bay. Local corrosion is typically limited to a single frame, chord, stringer or stiffener or the corrosion of more than one frame, chord, stringer or stiffener where no corrosion exists on two adjacent members on each side of the corroded member. A PSE is an element that contributes signicantly to carrying ight, ground or pressurization loads and whose integrity is essential in maintaining the overall structural integrity of the airplane. Refer to Inspection Area.

Design Approval Holder Inspection Area Inspection Interval Level 1 Corrosion

Level 2 Corrosion

Level 3 Corrosion (NOTE 1) Light Corrosion

Local Corrosion

Principal Structural Element (PSE) Task Area

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WORD Urgent Airworthiness Concern

GENERAL DESCRIPTION An urgent airworthiness concern is damage that could jeopardize continued safe operation of any airplane. An urgent airworthiness concern typically requires correction before the next ight and expeditious action to inspect the other airplanes in the operator's eet. Widespread corrosion is corrosion of two or more adjacent skin or web bays (a web bay is dened by frame, stringer or stiffener spacing). Or, widespread corrosion is corrosion of two or more adjacent frames, chords, stringers or stiffeners. Or, widespread corrosion is corrosion of a frame, chord, stringer or stiffener and an adjacent skin or web bay.

Widespread Corrosion

Zone

Refer to Inspection Area.

NOTE 1: If Level 3 corrosion is determined at an inspection, it should be reported. Any corrosion that is more than the maximum acceptable to the design approval holder or the FAA (or applicable regulatory authority) must be reported in accordance with current regulations. This determination should be conducted jointly with the design approval holder. 14. Corrosion Prevention Materials A. Approved Corrosion Preventative Compounds.

Table 1. Corrosion Preventative Compounds Name Part Number U074098 Cor-Ban 23 NOTE 1 Manufacturer Cessna Service Parts and Programs. 7121 Southwest Blvd, Wichita, KS 67215 Cessna Service Parts and Programs. Commercially Available Commercially Available Commercially Available Commercially Available Commercially Available Application Areas To assist in protecting airplanes from corrosion.

Cor-Ban 35 ARDROX AV-8 NOTE 1 ARDROX AV-15 Corrosion X Extreme Simple green or equivalent NOTE 2 MPK (Methyl Propyl Ketone)

U074100 -

To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To be used for cleaning. To be used for cleaning.

NOTE 1: Use Cor-Ban 23 or ARDOX AV-8 in areas where a high penetration of corrosion inhibiting compound is necessary. NOTE 2: Do not use any Simple Green products other than Extreme Simple Green, as some have been found to be corrosive to some parts of the airplane structure. 15. Tools and Equipment NOTE: You can use equivalent alternatives for the items that follow:

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Table 2. Tools and Equipment Name Formit Extension Tube Part Number MF-3100 Microex HVLP Spray Gun Manufacturer Zip-Chem Products AirVerter., 10630 Riggs Hill Road, Suite S, Jessup, Maryland 20794-9425 Phone: 1.800.937.4857 USA Commercially Available Commercially Available Use To spray the corrosion inhibit compound in aerosol form. To spray the corrosion inhibit compound in aerosol form.

Respirator (Half Face) Aluminum Foil

For respiratory protection For masking the adjacent parts in the vicinity of corrosion inhibiting compound application area. For masking the adjacent parts in the vicinity of corrosion inhibiting compound application area. To be used for spray application

Paint Masking Tape Formit-18 Fan -

Commercially Available

Cessna Service Parts and Programs. 7121 Southwest Blvd, Wichita, KS 67215 Commercially Available Commercially Available

Boroscope Magnifying Glass 16.

To access the inspection area To inspect the corrosion area.

Corrosion Inspections and Detection Methods A. Typical Inspection Methods. (1) Remove all equipment or components that can interfere with your ability to clearly view the inspection area. NOTE: (2) (3) In some areas it may be necessary to use equipment such as a borescope to see the inspection area.

Fully clean the inspection area before starting the inspection. Carefully examine the inspection area for any indication of corrosion. Refer to Section 2A-30-01 - Corrosion, for additional information on the common indications that corrosion has occurred. (a) Special attention should be given to inspection areas that have had corrosion repairs in the past. (b) Nondestructive testing can be necessary after some disassembly if the inspection shows a bulge in the skin or corrosion below structural splices or ttings.

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CAUTION: Remove only the minimum amount of material to completely remove the corrosion. Removal of too much material can result in additional repairs and rework.
(4) Remove all of the corrosion from the structure or component. NOTE: 17. A magnifying glass can be a valuable tool to use to make sure all the corrosion has been removed.

Corrosion Evaluation and Classication A. B. Complete an Initial Corrosion Damage Assessment. (1) For classication of corrosion damage, refer to Determination of the Corrosion Levels. Measure the Depth of Corrosion Damage. (1) You can remove a small area of corrosion with a MPK wipe. (2) Use a dial depth gage or similar tool to measure the depth of the corrosion damage. (3) If you nd that the corrosion exceeds allowable limits during corrosion evaluation, contact Cessna Customer Support for further instructions.

18.

Application of Corrosion Preventative Compounds A. Detection of previously applied compounds. (1) Visually determine if the corrosion is in an area that has corrosion preventative compounds previously applied. Refer to Section 2A-30-01 - Corrosion, for additional information. Surface/Area Preparation (1) Cleaning

B.

WARNING: Always use the proper level of Personal Protective Equipment when using cleaning compounds. Personnel Injury or death may occur. CAUTION: Use Extreme Simple Green or approved equivalent to clean the corrosion inhibiting compound application area. CAUTION: Prevent the direct contact of cleaner or rinse water spray on wheel bearings or lubrication bearings.
(a) Clean the surfaces where the corrosion inhibiting compound will be applied as follows: Use a handheld sprayer to apply the cleaner. 1 Make sure that the cleaner pressure is less than 100 psi (12065.83 kPa). 2 Apply a full layer of the cleaner to the area where the corrosion inhibiting compound 3 will be applied. Let the cleaner stay on the area for 5-10 minutes. 4 Scrub the area with a soft-bristeled brush (non-metalic). 5 If necessary, apply the cleaner again to keep the surface wet. 6 NOTE: 7 8 9 If the surface dries before the rinse, apply the cleaner again.

Rinse the surface with reverse osmosis or de-ionized water. Make sure that the water pressure is less than 100 psi (12065.83 kPa). Let the corrosion area fully dry. NOTE: Do not apply corrosion inhibiting compound to a wet surface.

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(2) Masking NOTE: It is not necessary to apply masking tape to aluminium or stainless steel tubes, plastics, sealants, adhesives, placards, and rubber before the corrosion inhibiting compound is applied.

(a) (b)

Put paint mask paper or plastic on windows, light ramps, brakes, tires, and adjacent areas of possible over-spray. Put an aluminum foil or paint masking tape on the following parts or assemblies, if they are in the area where the corrosion inhibiting compound will be applied. Landing Gear Components 1 Actuator Components 2 Movable Mechanical Components 3 Electrical Components (wires, switches and sensors etc.) 4 Seals 5 Bleed Air Lines 6

C.

Methods of Application

WARNING: Always use the proper level of Personal Protective Equipment when you use cleaning compounds. Personnel Injury or death can occur.
NOTE: (1) (2) (3) Refer to the manufacturer's specications for the proper application temperature.

Use a spray gun if the corrosion inhibiting compound is in a bulk resin form. If necessary, you can use an extension tube with a spray gun to keep the over-spray to a minimum. Apply the corrosion inhibiting compound in one full wet layer. NOTE: The applied area of corrosion inhibiting compound will show as a light yellow or amber color.

(4) (5) (6) (7) (8)

If you nd a sag or drip mark in the compound, use the MPK (Methyl Propyl Ketone) to clean the sag or drip from the airplane. After you clean the area, apply the corrosion inhibiting compound. If you use Cor-Ban 23 or ARDROX AV-8 for the corrosion treatment, make sure that the wet layer thickness is between 1 to 2 mils. If you use Cor-Ban 35 or ARDROX AV-15 for the corrosion treatment, make sure that the wet layer thickness is between 2 to 3 mils. If you use Corrosion X for the corrosion treatment, make sure that the wet layer thickness is between 2 to 3 mils. Let the wet layer dry for two to three hours to become tack-free. NOTE: NOTE: The airplane must stay in the paint facility until tack-free. The minimum cure temperature must not be below 50 F (10 C).

(9) Remove the masks from around the corrosion inhibiting compound application area. (10) Visually examine the oleos, actuators, control cables, pulleys, and electrical or mechanical switches for signs of overspray. (a) If you nd signs of over-spray or a penetration of the corrosion inhibiting compound, clean the area with MPK. (11) Let the applied corrosion inhibiting compound layer cure indoors or outdoors after it become tack-free. (12) Discard the aerosol extension tube used during the application. NOTE: Use the extension tube one-time only.

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(13) Discard the used mask materials and remaining corrosion inhibiting compounds. 19. Determination of the Corrosion Levels A. Find the Corrosion Levels, refer to Figure 4. (1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention (CPCP) Baseline Program will help nd the extent of the corrosion. (2) The second and subsequent inspections will nd how well the CPCP program has been prepared or if there is a need to make adjustments to the Baseline Program. (3) A good quality CPCP is one that controls corrosion to Level 1 or better. (4) If Level 2 corrosion is found during the second or subsequent inspection, you must do something to decrease the future corrosion to Level 1 or better. (5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to Level 1. Also, a plan to nd or prevent Level 3 corrosion in the same area on other airplanes must be added to the CPCP. (6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the part thickness) is Level 1 corrosion. (7) If all corrosion is Level 1, the CPCP is correctly prepared. (8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2. (9) If the part is not airworthy because of the corrosion, you must do an analysis to nd out if the corrosion is Level 3. (10) The chart found in this section will help nd the level of the corrosion. (11) The probability that the same problem will occur on another airplane is dependent on several factors such as: past maintenance history, operating environment, years in service, inspectability of the corroded area and the cause of the problem.

20.

Level 2 Corrosion Findings A. All Level 2 corrosion that is more than the rework limits of the approved repair procedures must be reported to Cessna Aircraft Company. Cessna Aircraft Company engineering will do an analysis to make sure the corrosion is not an urgent airworthiness concern. When doing the analysis, Cessna Aircraft Company will consider: (1) Can the cause of the corrosion be identied, such as a chemical spill or protective nish breakdown? (2) Has the same level of corrosion been found on other airplanes? (3) Are the corrosion protection procedures applied during manufacture the same for earlier and later models? (4) Age of the corroded airplane compared to others checked. (5) Is the maintenance history different from the other airplanes in the eet?

B.

21.

Typical Actions That Follow the Determination of the Corrosion Level. A. B. If corrosion is found, nd the corrosion level, then do the necessary steps for a specic inspection. If Level 1 corrosion is found during the rst CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program. (a) Optional: Document the results of the inspection for use in validating program compliance. If Level 2 corrosion is found during the rst CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Report the details of the corrosion you see to Cessna Aircraft Company and the FAA (or applicable regulatory authority). (3) Continue to use the Baseline Program but check the corroded area carefully when you do a subsequent CPCP inspection. (4) It is recommended that you record the results of the inspection to show compliance with the program.

C.

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D. If Level 3 corrosion is found during the rst CPCP inspection. (1) Immediately contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) of the corrosion you found. Refer to Reporting System. (2) Give sufcient information to make sure that the condition is a possible urgent airworthiness concern for your eet. Get assistance from Cessna Propeller Aircraft Product Support to develop a plan of action. (3) Apply the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. (4) Do a report that has the information of the ndings. Refer to Corrosion Prevention And Control Program Reporting System - Description And Operation. (5) Continue with the Baseline Program and other steps of procedure required by the FAA (or applicable regulatory authority). Examine this area carefully during future inspections. If no corrosion is found during the second or subsequent CPCP inspection: (1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the current program is required. (2) It is recommended that you record the results of the inspection for a possible increase of the corrosion inspection interval. If Level 1 corrosion is found on the second or subsequent CPCP inspection: (1) Do the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program. (3) No adjustment of the existing program is required. (4) It is recommended that you record the corrosion inspection number and the results of the inspection to show that the program was complied with. If Level 2 corrosion is found on the second or subsequent CPCP inspection: (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Do a report that shows the information about the corrosion and send it to Cessna Aircraft Company and the FAA (or applicable regulatory authority). (3) If corrosion damage required the removal of material just beyond the allowable limits (within 10 percent), complete a check of the other airplanes in the eet before you change your aircraft's maintenance program. (a) If the corrosion is typical of Level 2, use the eet data to nd what changes are required to control corrosion to Level 1 or better. (b) If eet damage is typically Level 1, examine the corroded area during subsequent inspections on all affected airplanes. (c) Make changes to your aircraft's maintenance program if the typical corrosion becomes Level 2. (4) Further evaluation by Cessna Aircraft Company is recommended for Level 2 corrosion ndings that are well beyond the allowable limits and there is an airworthiness concern in which prompt action is required. NOTE: The airworthiness concern is because of the possibility to have similar but more severe corrosion on any other airplane in the operator's eet prior to the next scheduled inspection of that area.

E.

F.

G.

(5)

(6) (7)

Find the action required to control the corrosion to a Level 1 or better, between future successive inspections. These can include the items that follow: (a) A structural modication, such as additional drainage. (b) Improvements to the corrosion prevention and control inspections, such as more care and attention to corrosion removal, reapplication of protective nish, drainage path clearance. (c) Decrease the inspection interval for additional airplanes that go into the program. Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and to Cessna Aircraft Company as needed. Use the approved plan of action.

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H. If Level 3 corrosion is found on the second or subsequent CPCP inspection: (1) Contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) about the corrosion that was found. (2) Send a plan to examine the same area on other affected airplanes in the operator's eet. (3) Apply the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. Find the action needed to control the corrosion nding to Level 1 or better, between future successive inspections. These can include any or all of the following: (1) A structural modication, such as additional drainage. (2) Improvements to the corrosion prevention and control inspections, such as more care and attention to corrosion removal, reapplication of protective nish, drainage path clearance. (3) A decrease in the inspection interval for additional airplanes entering the program. Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and Cessna Aircraft Company as needed. Use the approved plan of action. It is recommended that you give the details of the ndings to Cessna Aircraft Company.

I.

J. K. L. 22.

Factors Inuencing Corrosion Occurrences A. If you nd Level 2 or Level 3 corrosion, when you think about how to change your CPCP, think about the list that follows. (1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor? (2) Is there a presence or condition of protective nish? (3) What was the length of time since the last inspection and/or application of corrosion inhibiting compound? (4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion inhibiting compound, during previous maintenance of the area? (5) Are the moisture drains blocked or is there inadequate drainage? (6) What was the environment, the time of exposure to the environment and the use of the airplane? (7) Was there a variation in past maintenance history and or use of the airplanes in the operator's eet? (8) Were there variations in the production build standard in the operator's eet?

23.

Reporting A. The minimum requirements to prevent or control the corrosion in the Corrosion Prevention and Control Program (CPCP) were made on the best information, knowledge and experience available at the time. As this experience and knowledge increases, the CPCP's intervals will be changed as necessary. Refer to CPCP Damage Report Form (Figure 2 in Section 2A-30-00). (1) You must contact the Cessna Aircraft Company about all Level 2 or 3 corrosion of the structure that is on the list in the Baseline Program that is found during the second and subsequent corrosion program inspections. Refer to Reporting System. NOTE: You do not have to contact the Cessna Aircraft Company about corrosion that is found on structure that is not on the list in the Baseline Program, for example the secondary structure.

24.

Program Implementation A. When a CPCP is started it is important to do the items that follow: (1) Start inspections at the recommended interval following the completion of the rst SID inspection. (2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of the CPI at the recommended interval for each CPI. (3) You can start a CPCP on the basis of individual CPIs or groups of CPIs. (4) Cessna Aircraft Company highly recommends to start all of the CPIs as soon as possible. This is the most cost effective way to prevent or control corrosion.

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CORROSION 1. General A. B. 2. This section describes corrosion to assist maintenance personnel in identication of various types of corrosion and application of preventative measures to minimize corrosion activity. Corrosion is the deterioration of a metal by reaction to its environment. Corrosion occurs because most metals have a tendency to return to their natural state.

Corrosion Characteristics A. Metals corrode by direct chemical or electrochemical (galvanic) reaction to their environment. The following describes electrochemical reaction: (1) Electrochemical corrosion can best be compared to a battery cell. Three conditions must exist before electrochemical corrosion can occur: (a) There must be a metal that corrodes and acts as the anode (+ positive). (b) There must be a less corrodible metal that acts as the cathode (- negative). (c) There must be a continuous liquid path between the two metals, which acts as the electrolyte. This liquid path may be condensation or, in some cases, only the humidity in the air. (2) Elimination of any one of the three conditions will stop the corrosion reaction process. (3) A simple method of minimizing corrosion is adding a layer of pure Aluminum to the surface. The pure Aluminum is less susceptible to corrosion and also has a very low electropotential voltage relative to the remainder of the alloyed sheet. This process is conducted at the fabricating mill and the product is called Alclad. Model 100 Series airplanes had sheet metal parts constructed of Alclad sheet. (4) One of the best ways to eliminate one of the conditions is to apply an organic lm (such as paint, grease or plastic) to the surface of the metal affected. This will prevent electrolyte from connecting the cathode to the anode so current cannot ow and therefore, prevent corrosive reaction and was not available for production Model 100 Series airplanes. (5) Other means employed to prevent electrochemical corrosion include anodizing and electroplating. Anodizing and other passivating treatments produce a tightly adhering chemical lm which is much less electrochemically reactive than the base metal. Because the electrolyte cannot reach the base metal, corrosion is prevented. Electroplating deposits a metal layer on the surface of the base material, which is either less electrochemically reactive (Example: chrome on steel) or is more compatible with the metal to which it is coupled (Example: cadmium plated steel fasteners used in aluminum). (6) At normal atmospheric temperatures, metals do not corrode appreciably without moisture. However, the moisture in the air is usually enough to start corrosive action. (7) The initial rate of corrosion is usually much greater than the rate after a short period of time. This slowing down occurs because of the oxide lm that forms on the metal surfaces. This lm tends to protect the metal underneath. (8) When components and systems constructed of many different types of metals must perform under various climatic conditions, corrosion becomes a complex problem. The presence of salts on metal surfaces (sea or coastal operations) greatly increases the electrical conductivity of any moisture present and accelerates corrosion. (9) Other environmental conditions that contribute to corrosion are: (a) Moisture collecting on dirt particles. (b) Moisture collecting in crevices between lap joints, around rivets, bolts and screws.

3.

Types of Corrosion A. The common types of corrosion that are encountered in airplane maintenance are described in this section. In many instances more than one form of corrosion may exist at the same time. While this makes it difcult to determine the exact type of corrosion, it should still be possible to determine that a corrosive process is taking place. If it is impractical to replace an assembly or component, contact an authorized repair shop.

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B. Direct Chemical Attack. (1) Direct chemical attack may take place when corrosive chemicals, such as battery electrolyte, caustic cleaning solutions or residual ux deposits are allowed to remain on the surface or become entrapped in cracks or joints. Welding or soldering ux residues are hydroscopic and will tend to cause severe pitting. Any potentially corrosive substance should be carefully and completely removed whenever such spillage occurs. Pitting Corrosion. (1) The most common effect of corrosion on polished aluminum parts is called pitting. It is rst noticeable as a white or gray powdery deposit, similar to dust, which blotches the surface (Refer to Figure 1). (2) When the deposit is cleaned away, tiny pits can be seen in the surface. Pitting may also occur in other types of metal alloys. Intergranular Corrosion. (1) Intergranular corrosion (Refer to Figure 1) takes place because of the nature of the structure of metal alloys. As metals cool from the molten state, a granular structure is formed. The size and composition of the grains and the material in the grain boundaries depend on several factors including the type of alloy and rate of cooling from the molten state or cooling after heat-treating. The grains differ chemically and may differ electrochemically from the boundary material. If an electrolyte comes in contact with this type of structure, the grains and boundary material will act as anode and cathode and undergo galvanic corrosion. The corrosion proceeds rapidly along the grain boundaries and destroys the solidity of the metal. Exfoliation gives the appearance of sheets of very thin metal separated by corrosion products. It is a form of intergranular corrosion. Since the corroded products are thicker than the uncorroded aluminum, exfoliation shows itself by lifting up the surface grains of a metal by the force of expanding corrosion. This type of corrosion is most often seen on extruded sections, where the grain thicknesses are usually less than in rolled alloy form. Dissimilar Metal Corrosion. (Refer to Figure 1) (1) Dissimilar metal corrosion occurs when dissimilar metals are in contact in the presence of an electrolyte. A common example of dissimilar metal contact involves the attachment of aluminum parts by steel fasteners. Concentration Cell Corrosion. (Refer to Figure 1) (1) Concentration cell corrosion occurs when two or more areas of the same metal surface are in contact with different concentrations of the same solution, such as moist air, water and chemicals. (2) The general types of concentration cell corrosion are identied as metal ion cells and oxygen cells. Refer to Figure 1. Filiform Corrosion. (1) Filiform corrosion is a concentration cell corrosion process. When a break in the protective coating over aluminum occurs, the oxygen concentration at the back or bottom of the corrosion cell is lower than that at its open surface. The oxygen concentration gradient thus established, causes an electric current ow and corrosion results. Filiform corrosion results when this happens along the interface between the metal and the protective coating and appears as small worm-like tracks. Filiform corrosion generally starts around fasteners, holes and countersinks and at the edge of sheet metal on the outer surface of the airplane. Filiform corrosion is more prevalent in areas with a warm, damp and salty environment. (2) To help prevent liform corrosion development, the airplane should be: (a) Spray washed at least every two to three weeks (especially in a warm, damp environment). (b) Waxed with a good grade of water repellent wax to help keep water from accumulating in skin joints and around countersinks. NOTE: Wax only clean surfaces. Wax applied over salt deposits will almost guarantee a trapped salt deposit, which is capable of accumulating moisture and developing into liform corrosion.

C.

D.

E.

F.

G.

H.

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(c) Keep the airplane hangared to protect it from the atmosphere. (d) Fly the airplane to promote aeration of enclosed parts. (e) Ensure all vent/drain holes are open to ventilate the interior of airplane. To remove liform corrosion once it has been discovered: (a) Remove paint from corroded area. (b) Remove corrosion by sanding area to metal surface, using either a ScotchBrite pad or 320 grit sandpaper (aluminum oxide or silicone carbide grit). (c) Clean and renish surface.

(3)

I.

Stress Corrosion Cracking. (1) This corrosion is caused by the simultaneous effects of tensile stress and corrosion. The stress may be internal or applied. Internal stresses are produced by nonuniform shaping during cold working of the metal, press and shrink tting general hardware and those induced when pieces, such as rivets and bolts, are formed. The amount of stress varies from point to point within the component. Stress corrosion is most likely to occur at points of highest stress, which are also subject to corrosion inuence. Fatigue Corrosion. (1) Fatigue corrosion is a special case of stress corrosion caused by the combined effects of cyclic stress and corrosion.

J.

4.

Typical Corrosion Areas A. Aluminum appears high in the electrochemical series of elements and its position indicates that it should corrode very easily. However, the formation of a tightly adhering oxide lm offers increased resistance under mild corrosive conditions. Most metals in contact with aluminum form couples, which undergo galvanic corrosion attack. The alloys of aluminum are subject to pitting, intergranular corrosion and intergranular stress corrosion cracking. Battery Electrolyte. (1) Battery electrolyte used in lead acid batteries is composed of 35% sulfuric acid and 65% water. When electrolyte is spilled, it should be cleaned up immediately. A weak boric acid solution may be applied to the spillage area followed by a thorough ushing with clean, cold running water. If boric acid is not available, ush the area with clean, cold water. (2) If corrosion appears, use an approved repair method to repair the structure. Steel Control Cable. (1) Checking for corrosion on a control cable is normally accomplished during the preventative maintenance check. During preventative maintenance, broken wire and wear of the control cable are also checked. (2) If the surface of the cable is corroded, carefully force the cable open by reverse twisting and visually inspect the interior. Corrosion on the interior strands of the cable constitutes failure and the cable must be replaced. If no internal corrosion is detected, remove loose external rust and corrosion with a clean; dry, coarse weave rag or ber brush.

B.

C.

CAUTION: Do not use metallic wools or solvents to clean installed cables. Metallic wools will embed dissimilar metal particles in the cables and create further corrosion. Solvents will remove internal cable lubricant, allowing cable strands to abrade and further corrode.
(3) After thorough cleaning of exterior cable surfaces, if the cable appears dry, the lubrication originally supplied on the cable has probably oxidized and needs to be replaced with a light oil (5w motor oil, "3 in 1" oil, LPS-2, WD-40 or Diesel Fuel). Apply the oil with a cloth and then rub the cable with the cloth to coat the cable with a thin layer of oil. Excessive oil will collect dust and be as damaging to the cable as no lubrication.

D.

Piano Type Hinges. (1) The construction of piano type hinges forms moisture traps as well as the dissimilar metal couple between the steel hinge pin and the aluminum hinge. Solid lm lubricants are often applied to reduce corrosion problems.

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(2) Care and replacement of solid lm lubricants require special techniques peculiar to the particular solid lm being used. Good solid lm lubricants are lubricants conforming to Specication MILPRF-81322. (a) Solid lm lubricants prevent galvanic coupling on close tolerance ttings and reduce fretting corrosion. Surface preparation is extremely important to the service or wear life of solid lm lubricants. (b) Solid lm lubricants are usually applied over surfaces coated with other lms, such as anodize and phosphate. They have been successfully applied over organic coatings such as epoxy primers.

CAUTION: Solid lm lubricants containing graphite, either alone or in mixture with any other lubricants, should not be used since graphite is cathodic to most metals and will cause galvanic corrosion in the presence of electrolytes.
E. Requirements peculiar to faying surfaces of airframes, airframe parts and attaching surfaces of equipment, accessories and components. (1) When repairs are made on equipment or when accessories and components are installed, the attaching surfaces of these items should be protected. The following requirements are peculiar to faying surfaces on airframes, airframe parts and attaching surfaces of equipment, accessories and components: (2) Surfaces of similar or dissimilar metals. (a) All faying surfaces, seams and lap joints protected by sealant must have the entire faying surface coated with sealant. Excess material squeezed out should be removed so that a llet seal remains. Joint areas, which could hold water, should be lled or coated with sealant. (3) Attaching Parts. (a) Attaching parts, such as nuts, bushings, spacers, washers, screws, self-tapping screws, self-locking nuts and clamps, do not need to be painted in detail except when dissimilar metals or wood contact are involved in the materials being joined. Such parts should receive a wet or dry coat of primer. NOTE: (b) Corrosion inhibiting solid lm lubricants, Specication MIL-PRF-46010 and/or MIL-L-46147, may be used to protect attaching parts from corrosion.

(4) (5) (6) (7) (8)

All holes drilled or reworked in aluminum alloys to receive bolts, bushings, screws, rivets and studs should be treated before installation of fasteners or bushings. (c) All rivets used to assemble dissimilar metals should be installed wet, with sealant, conforming to Specication MIL-PRF-81733 Corrosion inhibiting sealer (Type X). Close tolerance bolts passing through dissimilar metals should be coated before installation, with a corrosion inhibiting solid lm lubricant conforming to Specication MIL-PRF-46010 and/or MIL-L-46147. Washers made of aluminum alloy of suitable design should be used under machine screws, countersunk fasteners, bolt heads and nuts. Adjustable parts threads such as tie rod ends, turnbuckles, etc., should be protected with solid lm lubrication conforming to Specication MIL-PRF-46010 and/or MIL-L-46147. Slip ts should be assembled using wet primer conforming to Specication MIL-PRF-23377G or later, non-drying zinc chromate paste or solid lm lubricant conforming to Specication MILPRF-46010 and/or MIL-L-46147. Press ts should be accomplished with oil containing material conforming to Specication MILC-11796, Class 3 and/or MIL-C-16173, Class 1 or with other suitable material that will not induce corrosion.

F.

Electrical. (1) Bonding and ground connections should be as described by the installation procedure. (2) Potting compounds are used to safeguard against moisture. Corrosion in electrical systems and resultant failure can often be attributed to moisture and climatic condition.

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(3) Corrosion of metal can be accelerated because of the moisture absorbed by fungi. Fungi can create serious problems since it can act as an electrolyte, destroying the resistance of electrical insulating surfaces. Specication ASTM D3955 or ASTM D295-58 outlines moisture and fungus resistant varnish to be used.

5.

General Corrosion Repair A. This section provides general guidance on the repair of corroded area. The procedure presented is: (1) Gain access to the entire corroded area. (2) Mechanically remove the corrosion products (3) Determine the extent of the corrosion damage (4) Repair or replace the damaged components (5) Finish the new or repaired parts. (6) Replace removed components Gain access to the entire corroded area. (1) Corrosion products typically retain moisture. If those products are not removed, corrosion will continue. Corrosion can take place within layered construction or under (behind) equipment fastened in place. Mechanically remove the corrosion. (1) Chemicals will not remove corrosion. The best chemicals can do is interrupt the corrosion cell by either displacing water or shielding corrosion products from oxygen. In either case, the effect is temporary and will need to be renewed. (2) Sand mild corrosion. (3) Use rotary les or sanding disks for heavier corrosion. Finish up with ne sand paper. NOTE: D. Do not use metallic wool. Metal particles will be embedded in the surface, which will initiate additional corrosion.

B.

C.

Determine the extent of corrosion damage. (1) Direct measurement is simplest. (2) Indirect measurement may be necessary (a) Eddy Current or ultrasound tools can be used for thickness measurement away from part edges. Repair or replace corrosion damaged components (1) Replace damaged or corroded steel or aluminum fasteners. (2) If the material is sheet or plate, the thickness is allowed to be as little as 90% of the nominal thickness. (3) This general allowance is not allowed if: (a) The area of the part contains fasteners. (b) The reduced thickness compromises the t or function of a part. Finish the new or repaired parts (1) Apply Alodine or similar anticorrosion compounds to new or repaired parts or (2) Apply zinc chromate or (3) Apply epoxy fuel tank primer. (4) Paint the exterior or visible interior parts according to Section 20 of the Model 100 Series Service Manual. Replace Removed Components.

E.

F.

G. 6.

General A. B. This section contains maps which dene the severity of potential corrosion on airplane structure. Corrosion severity zones are affected by atmospheric and other climatic factors. The maps provided in this section are for guidance when determining types and frequency of required inspections and other maintenance. Refer to Figure 2, Figure 3, Figure 4, Figure 5, Figure 6 and Figure 7.

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North America Corrosion Severity Map Figure 2 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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South America Corrosion Severity Map Figure 3 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Africa Corrosion Severity Map Figure 4 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Asia Corrosion Severity Map Figure 5 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Europe and Asia Minor Corrosion Severity Map Figure 6 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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South Pacic Corrosion Severity Map Figure 7 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SECTION

FUSELAGE

SECTION 3 FUSELAGE TABLE OF CONTENTS

Page
.......3-1 ~Ro-P1PceSeats
StowableSesrfs PowerSeats

3-15
9-15

Cleaning ...............9-1 Waxing ................3-t Repalie ............,..3-1


Scratches. Cracks WINDGMELDS. Removal

..............3-1 3-2 ..............3-2 3-2

Replacement .............3-4 3-4 MOVABLEWI~ND(IWS ............3-4 RemaPaldRearWfodoars .......3-4


3-4 CABINDOORS....., .......3-4 9-4 E~emavalaadLnstallation CabinDoolWeatherstrip ........3-4 3-4 Adjustment of Cabin Door 3-4 CabinDoor Latches ......3-15 A4luatmentalIkorLatches. DoorLocb:... ...........5-15 3-15 BAGGAGE AND LfiTER DOORS ........3-15 3-15 SEATS

3-15 3-16 RepairdSeatStructure. CABINUPHOISIERY. ..........3-26 3-26 UpholsteryMaterLals and Tools 3-26 Soundproofing CabinHeadliner Removal....... 3-26 CabinHeadliner Installation...... 3 -26 3-26 UpholsterySlde Panels

Windlace(DoorSeal) Carpeting Baggage CampartmentUpholstery

3-26 3-26
3-26

3-28 SAFETYBELTS CARGOTIE-DOKN PROVISIONS. 3-28 3-30 CARGOPACK 3-30 Removal. Removal of Cowl Flap Baffles and CodrolExtensions .........3-32 3-32 InstallationdCargoPack.

Individ~alL?ts ............3-15

Flap Baffles and ControlExtensions .........3-32 3-32 GLIDERT~WHOOK REARVIEWMIRROR. ..........3-32


Installation of Ccmvl

S-L.

IC*U~IOIII
CLEANING.

3-2. 3-3.

(Seepuagraph2-25.)
b.

Do not

use a coarse

grade

of abrasive.

No. 320

is of maximum coarseness.

WAXING wiU fill in minor scratches In clear


Continue finer
c.
area

plastic and help protect the surface from further abrasion. Use a good grade of commercial wax applied in a thin, even coat. Bring the wax to a high polish by rubbing lightly with a clean, dry flannel cloth,
REPAIRS. Damagedwindowpanels andarindshield mag be removed and replaced if the damage is extensive. However, certain repairs as prescribed in the following paragraphs can be made successfully without removing the dama~ed part from the airplane, Three types of temporary repairs for cracked plastic are possible. No repairs of any kind are recommended on highly-stressed or compound curves where the repair would be likely to affect the pilots field of vision. Curved areas are more difficult to repair than flat areas and any repaired -area- is t~oth etructurallp and optically inferior to the original.surface.
on clear plastic snrfaces can be removed by hand-sanding operations followed by buffing and polishing, if steps below are followed care-

sanding operation, using progressively grade abrasives until the scratches disappear.

3-4.

Whenthescratches have been removed,wash the thoroughly with clean water to remove all gritty particles. The entire sanded area will be dauded with minute scratches which must be removed to restore

transparency.
driven

Applyfreshhllow orbuffingcompound to a motorbuffing wheel. Hold the wheel against the plastic surface, moving it constantly over the damaged area until the cloudy appearance disappears. A 2000-footper-minute surface speed is recommended to prevent heating, distortion, or burns.
d.

NOTE

3-5.

Polishing can be accomplished by hand but it require a considerably longer period of time to attain the same result as produced by a buffing wheel.
will
e.

fully. a. Wrap

When

buffing is finished, wash the areathoronghly


Allow the surface

piece

of No. 320

abrasive cloth around a Rub the surface around the scratch with a circular motion, keeping the abrasive constantly wet with clean water to prevent scratching the surface further. Use minimum pressure and cover an area large enough to prevent the formation of "buulls-eyys" or other optical distortions.

(or finer) sandpaper rubber pad or wood block.

or

and

dry

it with a soft flannel cloth.

to cool and

inspect the

area

to determine if full trans-

parency has been restored. Then apply a thin coat of hard wax and polish the surface lightly with a clean

flannel cloth.

3-1

WOOD REINFORCEMENT

WOOD ALWAYS DRILL END OF CRACK TO RELIEVE STRAlN CUSLI1ON OF AueseR OR FABR1C

t~

C
RK;HT
WRO)IC

SOFT WIRE

LACING

CEMENPED FABRIC PATCH

TEMPORARY
REPAIR OP CRACKS 8ANDIIQO REPAIR

Figure 3-1.
NOTE

Repair of Windows and Wiadshield


No. MIL-T-6094 can also be IIBed to secure the d. A temporary repair can be made by drfllfile

the plastic surface with a.dry cloth will build up an electrostatic charge which attracts dirt particles and may eventually cause scratching of the surface. After the ar;ut has hardened,

Rubbing

dissipate this charge by rubbing the surface with This will also remove a slightly damp chamois. the dust particles which have collected while the wan is hardening.
f.
Minute hairllne scratches
can

small holes along both sides of the crack 1/4 to 1/8 inch apart and Iacing the edges together with saft wire. Small-stranded antenna wire makes a good temporary lacing material. This type oi repair is used as a temporary measure only, and as soon as facilities me available the paael should be replaced.

3-1.
are

WINDSHIELDS.

(Seefigure3-2.)

Windshields

often be removed

by rubbing with commercial automobile body cleaner or fine-grade rubbing compound. Apply with a soft, clean, dry cloth or Imitation chamois.
3-8.
a.

single-piece, "free-b~an" acrylic plastic panels set in sealine strips and held by formed retainer strips riveted to the fuselage. In many aircraft, a windshield centerstrip supports the center of the
Various sealants have been osed to

windshield.

CRACKS.

(SeefigureS-l.)

When a crack appears in a panel, drill a hole at the end of the crack to prevent further spreading. The hole should be appra~dmatelp 1/8 inch in diameter,

depending

on

the

length

of the crack and thickness of

the material.

b. Temporary repairs to Rat surfaces can be effected by placing a thin strip of wood over each side of the ~urface and then inserting small bobs through the wood and plastic. A cushion of sheet rubber or airplane fabric should be pl;iced between the wood and

prevent leakage around the aiindshield. However, Presstite No. 519. 6 sealing caolpolmd used in conjunction with a fell strip at the t~p, and sides, and EC-1202 tape (manufactured by the Minnesota Mining and Mfg. Co., St. PauS Minnesota)used at the-bottom of the windshield will give satisfactory results, If desired, the EC-1202 tape, which is available in different widths and thicknesses, can be used as a sealant at all edges of the windshield.
REMOVAL. Remove the screws and attaching parts at the. windshield centerstrlp. b. Drill out all rivets securing the retainer strip ~t the front of the windshield. Remove wing fairings ava windshield edges. c. d. Pull windshield straight forward, out of side and
3-8.
a.

plastic
c.

on bath sides. A temporary repair can be made on a curved surface by placing fabric patches over the affected areas. Secure the patches with airplane dape,Specificatldn No. MIL-0-5549; or lacquer, Specification No. MIL-L-I11(1, Lacquer thinner, Specification

top retainers.

Remove top retainer if necessary.

3-3

CENTEASTRIP IS NOT USED ON SOME MODELS


a

~IU /Yb\

o\

d
NOTE
Preestite No. 579. 6 sealer should be applied to all edges of ~Pindehield ~ahere ieh sealing strip

(7)

is used.

This

sealermay

be used to seal

any leaks around ~alndshteld. Where EC-1a0a tape (10), manufadured by the Minnesota Mining and Company, St. Paul,

MLnneeo~La, is used, not required

the Presstite sealer is

I. a. 3.

Inner Centerstrip Washer Nut

4. 5. 6.

Washer Bcre~a Outer Centerstrip

7. a. a. lo. 11. 12.

Fdlt8clrl

RttatnetI~tp
Windshield

SealingTspe
hmer Retainer S~ip Outer Retainer Str~

Ngure 3-a. TppicolWindshield

InstallatiQ1

3-3

3-9.
a.

REPLACEMENT.

procedure:
a.

Apply felt strip and sealing compound or sealing tape to all edges of windshield to prevent leaks. b. Reverse steps listed in preceding paragraph to
install
c. a

Remove e~dernal

centerstrip.
as

b.
c.

Remove

upholstery
as

necessary to expose
remove

re-

tainer

strips illside

the cabin.

windshield.

Drill out rivets

necessary to

external

installing a new windshield, check the fit and carefully file or grind away any excess plastic. d. Use care rot to crack windshield when installing, If not previously removed, top retainer may be iemoved if necessary. Starting at an upper corner and gradually working windshield into position is recomWhen
mended.

strip along the aft edge of the window. d. Remove window by lifting aft edge a~d pulling window aft. Lf difficulty is encountered, rivets securing retainer strips inside the cabin may also be drilled out ard the retainer strips loosened or reretainer

moved.

NOTE

3-13. INSTALLATION OF REAR WINDOWS. Installation of the "wrap-around" rear windows may be accomplished by reversing the procedures listed in

self-locking nuts may be used Lfactory installed rivets which fasten the front retaining strip to the coarl deck. If at least No. 6 screws are used, no loss of strength will result.
stead of the

Screws and

paragraph 3-12, observing


a. or

the

following precautions:

Check

the fit 05 any

a new

window and

carefully

file

plastic. b. Use care not to crack plastic Be sure to use sealing strips c. pound to prevent leaks.
excess

grind away

when installing. and sealing com-

3-10. MOVABLEWINDOWS. (SeefigureS-l.) Movable windows, hinged at the top, are installed in Window assemblies, that is the clear some doors.

3-14.

CABINDOOIIS.

(8eefigureJ-4.)
Removal

plastic and frame unit, may be replaced by pulling the hinge pins and disconnecting the window stop. To remove the frame from the plastic, it is necessary
to drill out the blind rivets where the frame is

3-15. REMOVALAND ~NSTALLATION. of cabin doors is accomplished either by the screws which attach the hinges or by

removing removing

replacing a window in a frame, make searing strip and an adeqlgte coating of Presstite No. 579.6 sealing compound is used all around the edges of the plastic panel. spliced.
sure

When

that the

the hi~ge pins. L[ the type of door stop which is connected to the fuselage and the door is need, U must also be disconnected. Some airplanes are equipped with removable hinge pins to iacllitatedoor

they

If the permanent hinge pina were removed, may be replaced by clevis pins secured with cotter pins, or near hinge pins map be installed and removal.
re-

3-11.
in

FIXED~.

Fixedwindoarsaremourded

sealing strips and sealing comp;ound, and are held in place by various retainer stripes. To replace the side windows, remove upholstery and trim panels,
then drill out rivets tainer strips. 3-12.
as

When fitting a near door, some "spin-bradded. trimming of the door skin at the edges and same forming with a soft mallet map be necessarp to achieve a good fit.

necessary to

remove

the

re-

ato\I~nd"

REMOVAL OFREARWINDOWS. The "wraprear windows may be removed as follows:

MODEL 182F
a.

(See figure

3-3.

3-16. CABIN DOOR WEATBEEZSTAIP is cemented around all edges of the door. New weatherstrip mag be applied after mating surfaces of weatherstrip and door are clean, dry and free from oil or grease. Apply a thin, even coat of adhesive to each surface and allow to dry until tacky before pressing strip in

centerstrip. b. i2emove upholstery as necessary to expose retainer strips securing the window to be replaced. The window is made in two sections, consisting of a right and a left half,
c.

Remove external

place.

Minnesota

Mining and Manufacturing Co.

No.

EC-8BO cement is recommended. 3-17. AATUSTMENTOF CABIN DOOR The cabin door should be adjusted so the cabin door skin fairs with the fuselage skim Slots at the latch strike plate permit re-positioning of the strike plate. Depth of
latch engagement may be changed by adding or removingwashers or shims between the~strilaptate ane.tke doorpost. Some airplanes cordain wedges at the upper forward edge of the door which aid in prevetding air leaks at this point. They engage as the door is closed. Several attachi~g holes are located in the wedges, and the set of holes which ~ves best re-

Drill out rivets

as

necessary to
remove

remove

the

re-

tainer

strips at the top, bottom, and outboard edges


Do not am rivets at the

of the window.

centerstrip.
Slide the outboard edge of the down, the inboard edge away from the centerstrip hat section, then remove. The widow may be flexed slightly if necessary to clear the hat section.

d.

pulling

MODEL 1820 AND ON (See figure 3-3. This rear window is a one-piece window. Merely remove upholstery and retainer strips, then pull window into the cabin area to remove.
MODELS 150 AND 172 (See figure 3-3.) These rear windows are one-piece windows. To remove a rear window on either of these models, use the following

suits should be selected.

3-18. CABINDOORLATCHFS. F~ush-mountedoutside door handles aid conventlollai inside door handles are used to actuate door latches. The Model 150 inside door handles are also Ilusb, similar to the dutside handles. The different types of door latches are shown in figure 3-5, which may be used

3-1

1 1

MODEL 182F

TPmCAL IldETB0118 01P RETAhJING WINDOWS ON ALL MODELS

I. 1. 9. i.

sea CabdnSkia Retainer

5. 8, 7.
8.

Screw

Stringer

Right

Rear Window

Centeretrip

FusehgeSkin

9. 10. 11. 19.

Rivet

LeARear Window

Nutplate
Window

Figure 9-3.

Fixed Windowlp

(Sheet

1 d

9)
9-5

s
i~i.

MODEL i8X AND ON

i.

2.
3.

RightSide Window RightWfndow Skin


UpperSkln

4. 5. 8. 7.

UpperRetainer RightRetainer
AftRe~ainet RearWlndow

8. 9.
10.

~eftRetainet I~RftWindoar Skin LeftSideWindoar

Fig~ae 3-3.
3-8

Windows

(Sbeet 2 of 5)

C:

~a

c>,

YIOb~L lNn) AND ON

~ODEL 172D AND ON

NOTE

Prior to tbs Model 1~50D, hide wlncDae were used without the rest window.

i.

UpperSldn
LawerSBin
ReatWindcw

I.

3. 3,

5.
8.

E~xternal Retafnet External Centeretrip


Screw

7.
8.

FeltSeals SideWindow Side Window Skin

9.

Figure 3-3.

Fi~ted Windows

(5heet

3 of

3)

SEE FIGURE 3 -5

15

J1)
i:
10

NOTE.
This is a typicaldoor, details of which do not apply to all models. Various models differ in hinge arrangements, types of door stops used, the method of

upholstery attachment, and other particulars. Some door windows not openable.

minor
are

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

Upholstery Clip

UpholsteryPanel
Wedge spring WindowStop WLndoarRinge
LatchPlate CaMnDoor Window Frame Window
Washer

15. 16. 1?.

Rivet

RoLlPln

Spacer
Bracket

8. 8. 10. 11. 12. 13. 14.

Nut

LockAssembly
LatchHandle

18. 19. 20. 21. 22. 23. 24. 25. 28. 22.

d;d
n

Spring DoorStopArm Hinge


RnorRivet Reinforcement

DoorStopArm

StopAssembly Spri~g-Loaded Plunger


Hinge

Figure3-l. CahinDoors
3-8

ORrGINAI_
As

Received Ry
ATP

j"II
li3 i :I
II

II iC~II

tt

MODEIS 180 AND AT88

1987 AMD ON

r. a.
3.

~eelPge Eyebolt
Stndand

Struckue

4.
5. 6.

Eyelet HingePin
CllnvoePanel LitterDoor

7. 8. 9. to. fl. 12.

OutsideIatch StrikerPlate
Shim

13.

BoltGuide
RoLlPLn

14. 15. 18. 17.

Washer Bolt
Handle

Baggage

Door

Opening

FloarPan

Spring

FigurelQA.

LitterDoor

9-9

D~
I

ii
i

Il

Il

MODEIS 180, 182, AND 185 It U

i. 2.
3.

lnsideBandle

RetainingClip
Escutcheon

ALL MODELS PRI1OR TO 1986

4, 5. 6. 7. 8.
9.

Spring
Baseplate

11

dl
B
MODELS 150 AND 172
OIPISIDE HANDLE b ~2

BearingPlate Spring Spring


LatchBolt PuLlBar OutsideHandle
Bracket

NOTE

id. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 22. 23. 25.

On the Model

currently

not

172, spring (4) is being used in order


Spring may

to reduce friction.

LatchStrap
Assembly Spacer Spacer Housing
Shaft Catch

be removed from earlier models if desired.

Spring(lSO)

Spring(l?2)
Outside InsideHandle

21.24.

PanAssembly
Spacer

tekcarBldnH

ZI
t

IIlr
MODEL 112 ~NSIDE HANDLE
MODEL 1501~JSIDE HANDLE

Figure 3-5. Cabin


blO

Door Latches

(5beet

1 of

5)

RIGHT DOOR LATCH SHOWN

L(
a

Inside lock used on right


door

only.

~,1EB

1.) o

1~

i i

i
iFPa~
ROTAHY CLflTCH MODEL 150

10

1968 AND ON

OutsideHandle
2. 3. 4. 5.

8. 8. 9. 10.

InsideLock

Mounting Structure
12. 13. 14. 15.
Draar Bar

Sp.-ing
Bolt RollPin

Moun~ingPlate
Handle Plate InsideHandle Seal

Support
Spring Housing

Spacer

Figure 3-5. Cabin Door Latches (9heet 2 of 5)


3-11

LEFT DOOR LATCH SHOWN

\G

-0(

i
O
,~d
9
ic
V

4
.O

10

d~

1~

ii

NOTE Handle (2) is marked with OPEN, CU)SE, and U)CK positions. The handle must be installed relative to position of bolt(7), which is spring-loaded to the CLOSE position. Temporarilp install handle and move back and forth until spring-loaded position is noted. Remove handle, re-position with CLOSE matk at
index mark
on

oi

ig

O
ROTARY CLUTCH

door

(599619 appmJdmatelpvertical),

and install. Bolt must clear doorpost, but teeth must engage when door is closed with handle at CLX)GE

position.

MODEL 112

1966 AND ON

I. Retaining Clip
2. Inside Handle 3. Index Placard

6. Roll Pin Bolt


6. Rousing 9. Outside Handle

4. Retaining Ring 5. Mounting Plate

to. rl. 12. 13. II.

Spring Rotarg Clutch


Push Rod

Bearing Plate Aseemblp Support

Figure 9-5. Cabin Door Latches (66991

3 al

5)

NOTE

Rotary
are

clutch

(4) components

matched upon assembly.


be

The clutch mechanism, if de-

iectioe, should
lualt.

replaced

as

MODEL 181

1968 AND ON

i~3

~Li

,;P
~i
MODEL 180/188- 1988 AKD ON

ROTARY CLZTTCH

i.
2. 3.

Cover

AbrasheWasher
Gear

4. 5.

Rotary Clutch. Mounting Structure

8. 7. 8.

Shim

Guide DoorPost

Figure 3-5.

Cabin Door Latches

(Sheet

4 of

5)
9-19

5 o

it

t
1

t~ .~n I~
O

tt

2:

o
Ii

RIGHT DOOR LATCH SHOWN

P~b\

NOTE Handle (9) is marked with OPEN, CLOSE, AND LOCK positions. The handle must be installed relative to position of bolt (2), which is spring-loaded to the CLX)SE position. Temporarily install handle and move back and forth until spring-loaded position is noted. Remove handle, re-position with CLOSE mark at index mark on door (handle approximately vertical),. and install. Bolt must clear doorpost, but teeth must engage when door is closed with handle at CLOSE position.
Abrasive pad (5A) and lockplate (5B) were added to the Model 182 during the 1966 Model-gear to aid

hiODELS 180, 182,

AND 185

1966 AND ON

adjustment.

i. 2. 3. a. A

TopPlate
Bolt

SidePlate BasePlate Plate

5A Abrasive Pad 5B. Lockplate 6. Bracket 7. Spring 8. Nylon Escutcheon

9. id. lr. 12.


13.

InsideHandle

14. 15. 16. 17.

Clip
Guide Placard

Push-PuLlShaft Push-Atll Bar OutsideEIandle PuLlBar

Support

Figure 3-5. Cabin Door Latches (Sbeet 5 of 5)


9-11

W
t

Baggage DoorStructure
2.
Ccnrer

3. 4. 5.

Cam

LatchAssembly
Lock

8. 7.

Shim Handle

Figare 3-5A

Baggage Door Latch

SHOP NOTIES=

3-14A

as a

and installatioh

b~ide during removal, disassembly, assembly, When installing an inside door

WA R N I N C IWARNINGI
It is

locate it in the the opposite door

,eldnah.eldnah

same

relative

position

as

AIUUSTMENT OF DOOR LATCII ALL 1966 AND ON. Adjustment of latch or clutch cover is afforded by oversize and/or slotted holes. This adjustment ensures sdficient gear-tobolt engagement and proper alignment. MODELS
NOTE

3-18A.

acceleration and deceleration could possibly permit the seat to become disengaged from the seat rails and create a hazardous situation, especially ctur-

stops

extremely important are installed, since

that the

pilots

seat

ing take-off and landing.

Lubricate door latch per Section 2. No lubrication is recommended for the rotary clutch,

DOORLOCg. Standardequipmenton 100Series aircraft includes, in addition to Interior locks, a cylinder and key type lock on the left door, H the lock is tobe replaced, tbe new one may be modified to accept the originalkey. This is desirable, as the same hey is used for the ignition switch and the cabin door Lock. After removing the old lock from the door, proceed as follows: Remove lock cylinder from near hcllsing. a. b. Insert original key into new cylinder and file off any protruding tumblers flush with cylinder. Without removing key, check that cylinder rotates freely in

3-18B.

Vertically adjustable individual seats, operated manually or by electrical power, may be installed in all airplanes except the Model 150. The Model 150 standard seat does not slide fore-and-aft. Removal is accomplished by unlatching the top of the seat back and releasing the spring-loaded pins at the bottom of the seat back. After removal of the seat back, the seat bottom can be pivoted at the forward pins for removal. The Model 150 optional reclining seat also
slides fore-and-aft. rail-mounted seats. Removal is similar to the other

3-23. ?WO-PLACESEATS. Standardtwo-place seats consist of a double-width seat bottom, and

housing.
Install lock assembly in door, and check lock c. operation with door open. d. Destroy new key and disregard code number on cylinder.

double-width seat back or two single-width The single-width seat backs recline separately. Removal is accomplished by removing the bolts which secure the seat bottom to the fuselage. Use care not to damage upholstery when removing seats. If desired, seat backs may first be removed from seat bottoms. Additional clearance may be obtained by removing one or more arm rests.
either
a

seat backs.

NOTE
To

3~19.
3-19A.

BAGGAGE AND LlITER DOOEIS.

help prevent upholstery damage, several

in 1967, a litter loading door may the Models 180 and A185 as optional equipment. When the baggage door and litter door are opened, a single opening is available through the side of the fuselage to permit loading of a st~etcher without removing the cabin door. When closed and latched the forward part of the litter door becomes The aircraft a structual member of the fuselage.

Beginning
on

thicknesses of waxed heavy paper (waxed is preferred) should be inserted between the seat
and the side

be installed

panel

and

arm

rest

during removal

and installation of the seat.

3-24.

STOWABLE SEATS.

Stowable center and

rear

seats may be installed as optional equipment in the Model 180G and on, and in all Model 185 airplanes.

should not be Down until the litter door and baggage door are both closed and latched.

Baggage accomplished by disconnecting the door stop, then removing hinge pins or bolts securing door to hinges. The litter door may be removed after the piano hinge pin has been removed,
door removal Is

3-20.

REMOVAL AM)INSTALLATION.

The center stowable seat (prior to 1967) is removed by releasing the spring-loaded seat back catches and removing the eyebolts attaching the seat bottom to the fuselage. The tear stowable seat is removed by unsnapping the seat back and removing the seat bottom pivot bolts. The seat bottom also may be pivoted upward and snapped to the rear wall. Except for minor details, the rearmost stowable seat installation may
be used
on

all models

as an

auxiliary

seat.

3-21.
31122.
are

SEATS.

(5ee figures

3-6 thru

3-13.)

~NDNIDUALSEATS.

Standardindividllalseats

place versions (Model 180 two individualseats, each


a

Beginning in 1967 the center seat on optional sixand 185) is divided into
of which is

equipped

with

equipped with manually operated reclining seat backs. Rollers permit the seats to slide fore-andaft on seat railsi and pins which engage various holes in seat rails lock seats in the selected positions. Seat stops limit travel. Removal is accomplished by removing the seat stops, and sliding the seats forward and aft to disengage them from the seat rails. Be sure to replace seat stops after installing
a

removable seat back. Each seat is bolted to the cabin structure with hand-removable eyebolts. The seat is shown in 3-25.

figure 3-13.

pilot

Optional power seats for the copilot may be installed in all airplanes @rior to 1967) except the Model 150. An electric motor, geared to a screwjack actuator, operates the
and

POWER SEATS.

seat.

cally.

mechanism which raises and lowers the seat vertiFore-and-aft adjustment and seat back re-

clining adjustment

are

still accomplished

manually,
9-15

The

reclining

mechanism is locked

automatically

in

3-26.

REPAIR OF SEAT STRUCTURE.

Replacerepair of

any desired position throughout the travel range of the seat back by releasing the reclining adjustment

ment of defective

parts

is recommended in

handle.

The seat is removed in the usual manner after disconnecting electrical wires at the quickdisconnects in the floorboard, under the seat. When installing a seat, either electrical wire may be at-

However, a cracked seat framework may be welded, provided the crack is not in an area of stress concentration (close to a hinge or bearing point). The sqllare-tube aluminum framework used on most seats is 6061 aluminum, heat-treated to a

seats.heliare

tached to either
seat

quick-disconnect
No limit switches

without
are

operation.

affecting needed, as the

T-6 condition.

Torch w~lds

ate

not feasible because

the excessive heat

actuator Yree-wheels" at each end of its travel.

frame structure.

destroys the heat-treatment of the Figure 9-14 gives instructions for


on

replacing defective came the type illustrated.

reclining

seat backs ad

1.

RightSeat

Bottom

2. 9.
4.

5. 6. 7.

SeatBack Seat Back Frame LatchArm ReleaseBandle Pin LeftSeatBottom

Figure 3-6.
s-le

Standard Seats

(Model 150)

NOTE

baggage and cargo tie-downs im the Model 150, illnstrated in tigure 3-18, must be aovided when reclining seats are installed
The

ii If

II 1. 2. 3. 4, 5. 6. 7. 8. g. to. ii. ii.

SeatBottom SeatBacb SeatRail

13. 14. 15. 16.

SeatStop
Cotter Pin Clevis Pin Screw
Nut

Cam

Spring
Cotter Pin Clevis Pin

17. 18. 19. 20. 21. 22. 23. 24. 25.

Shalt Nut Bolt RonPin Cotter Pin Clevis Pin Seat Adjustment Tube Roller

Bushing
Bolt

Cotter Pin
Nut

26. 27. 28. 29, 30. 31, 32. 33. 34. 35. 36. 37.

Seat

Adjustment spring Seat Adjustment Seat Adjustment Clip

Pin Clevis

Knob

SeatSpring Seat Reclining ~nob Seat Reclining Tube


Nut

Bolt
Bolt Nut

Clevis Pin

Figure 3-1.

Reclining

Seats

(Model 150)
3-17

\I r
NOTE

single seats are equipped with handle stop (33).


Not all standard

10

fJ
u

10~

Y
18
11 18

11

n a
i. SeatBottom

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

RecllneBandle
Pin Shaft SeatBack Headrest

a 2)

28

AshTray
Pocket Nut Washer

10.
11. 12. 13. 14.

15. re. 17. 18.

Screw

23. 24. 25. 28. 27.


28.

SeatRoURr Bolt
Bracket

Assemblp

Washer Pin

Pawl

Spring
Pin

Spring
Bell Bolt
Nut Pin

Bushing
Screw

19.
20. 21.

Wishing Spring

22.

N~t

29. 30. 31. 32. 33. 34.

Pin Fore-and-AS

AdjustmentHandle

SeatStop HandleStop
ClevieBolt

Figure 3-8.
9-18

Standard Single Seat

i?; L_,i
ai
B

iiria

ORIGIMAL
As Received
ATP

By

HiYPH

Seat bottom, seat back, reclining mechanism, and tore-and-aff adjusting mechanism are similar
to tbs standard seat.

i.

Bellcrank

4.
5. 6.

SeatStructure
Pin

7. 3.

SeatRoller
Vertical Adjustment Handle Adjustment Screw

a. 3.

Channel

Torque

Tube

Fore-and-AA Adjustment Handle

9.

Figure 3-9.

Verticaliy Adjustable

Seat Mechanism

3-19

RECLINE STO

RECLINE ACTUATOR

I
j
RECLINE

HANDLE

~I
f
rg

VERTICAL ADJUSTMENT
sWITCH

ATING MECHANISM

C./
FORE -AND-AFT ADJUSTMENT HANDLE

AND TRANSMISSION

Figure 3-9A Power Seat


s-ao

1~
8 PY-

13

to

i. a. 3. I. 5. 8.

SeatBanom

SatetyBelt
SeatBack

7. 8.
a. 10. 11. 12.

Seat Back Frame

13.

Spacer
Bolt

RollPin

14.
15.

Spring
Bolt Nut Bell

Support
Bolt Screw

BolsterStrfp
HeadRest Latch

18. 17. 18.

Upholstery

Retainer

Figure 3-10.

Two-Place:

Seat with Double-Width Back

3-31

NOTE
Not all seats or this

type

are

equipped

with handle

stops~ (14).

All 1968 models are equipped with metal-to-metal seat belt buckles.

7Q-,
to

O
1~

1. 2. 3. 4.

SeatBottom Bolt

Spring Wishing

and

Wishing

5. 6. i. s.

WghtSlatBack
LeftSeatBack BeadRest

SafetyBeEt

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

RecllneHandle Pawl Bolt Washer ControlShaft

HandleStop
ClevisBolt.

Figure Sill.
3-22

Two-Place Seat with Indtvldual Backs

I=; IIJ(
ii

\a~-e

i~

i
1. 2. 3. 4. 5. 8. 7. 8. 9. 10.
ReclineShaft SeatBottom SeatBack Trim Headrest Recline Pawl Link

Bushing
Bellcrank Knob

Figure 3-ilk
3-22A

Standard

Seat

1968 Model 112

i,i

la

s57

NOTE
The stawable seat installation shown here, except for minor details, is used as an auxiliary seat in all models. It is also used as the rearmost stolaable seat in utilitp versions of all Model 185 airplanes and Model 180 airplanes beginning with the Model 18061. The 1966 Model 150 a~ailiary seat bottom no longer folds up, and the seat back is supported from the sides of the cabin.

1. 2.

BottomFrame SeatBottom

6.

8eatBack

3.

SafetyBelt

5. 8.

1atchAssembl3 I~eft FloorBinge

8. 9. 10.

Eight Strap

Floor Ilinge

SupportBracket

8L6cer

FigureS-13.

A~dliarySezt
333

I\a

--II

14~Cd~ 9bcl~
I

Ie
I

NOTE
See

figure 9-17 for safetp belts and cugo Ue-dcnalle. The stcnaable seats shoarn here me used in utility versions of all Model 185 airplanes and Model 180 airplanes beginning aritb the Model 18061.
CENTER SEATS

(1967 AND ON)

1.

Screu

a. 3. I. 5. 8.

Clamp Support
Center 8eatBacL RearSeatBottom

Clip

1. 8. 9. 10. 11. la. 13.

Washer
Nut

RearSeatBach

II. Is. is.

CotterPln

Spring
Center Seat Bottom

Spacer Hinee
Bell
Handle

Il. 18. IS.

Epebolt
ClevisPLn CableYohe

Fieure3~13.
9-tl

StovRhleSeats

O
CLEvle BOLT

o
SEAT BACK

(REF)

CREO?

g.M" R. (CON8TANT AT EACB NOTCB)

O
PAWL

REPLACEMENT CAM:
1411230-1 (SINGLE ARn]STABLE SEAT)

\--t~

L=/

3114330-2 (FULL

O f~--J I

wrare REAR

9MT)

(VERTICALLY
1SIXTUsrABLE SEAT)

RlgPL6CgllENI~
r

Rsmsrsssstirnm aircRit

Remae plnstle ~olsterp panels irom pit side d eat bact, loosen upholstery retaining rings and opholstery material a repuired to expose the rivets retaining the old cam assembly. Drill onb adetlne rivets and insert enagm Erst am dot pr, sbom
Po~tttaa tbs
ear a
nea car

c.

PsssmbrJI (2).

Position sat baclr

so

that

pa~al(3)

cPeh sict batta~ Iltvna ~ith tbs 1.10 radius

eh~n,

in this pcsitlon Pad cbecl;travel aI cam, Paal must contact bottom oi each cam eld. BMm ~adetisg holes in sat lame, driB.thrpugh nea am and secure aith MS20410ADg rivets.

Clsmp wcrelb

ReinstaBrmhnllaerv_

npholster7 paneb

ai eeaf.

Ft~ne 3-11.

Reclining

8eat Cam

Replacement
335

3-31.
3-33.
It is

CABIN UPBOf8TERY.

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

Due to wide selection oi fabrics and styles, fmposslhle to dow each particular type of Ppholetery. The follr~aing paragraphs describe general procedures which will serve as a guide in removal and replaceme~d oi uoholstery. Major work, if possible, should be done by an experienced mechanic. If the work must be done by a mechanic unfamiliar with upholstery practices, the mechanic should make careful ~Ptes during the removal of each item to facilitate its repl?cemeab later.

3-29. UPHOLSTERY MATERIAIS ANDIDOIS will vary with the Id. Scissors for trimming upholstery
to size and a dull-bladed putty knife for wedging Ule material beneath the retainer strips are the only tools repuired for most trim workr Use iodustrial rubber cement to hold soundproofing mad and fabric

edges in place. plastic repairs.


3-30.
ener

Refer to Section 19 for thermo-

with spun

SOUM)PROOPING. Theairplaneiainsukted glass mat-type insulation and a sound deadcompound applied to de inner surfaces of the

skin in most areas of the cabin ad baggage compartment. Some airplanes utilize abuninum foil backed tape to help reduce noise level in the cabin All

aoundproa5ing material should oe replaced in its original position any time it is removed. A soundproofing panel is placed in the gap between the wing urd fuselage aid held ia place by the wing rod faiting. Cabin and baggage compartmed upbolsterg and carpeting also assist in reducitlg noise level.
3-31.
a.

CABIN HEADLINER INSTALLATION. installing headliner, check all hems concealed by the headliner to see that they are mounted securely. Use wide cloth tape to secure loose wires to the fuselage, and to seal am openings io the Pri~g rods. Straighten any tabs bed during removal of the beadllner. b. Apply cemellf to inside d skin in areas where soundprooSi~g panels ore mt supported by wire boas, and press soundproding in place. insert wire boars tdo headliner seams, and sec. cure rearmost edges of holdllncy after positioning the tare boars rt the rear d the beadhner. 8tretch the moteripl;llong the edges to make sure tt is properly cedered bd do mt etretcb it tight enough to desttog the ceilllle contours or distort the wire bows. Secure the edges of the hPadHaer with sharp tabs, or where necessary, rubber cemed. d. Workthe he~AHnor installing e~ch wire bow in place with the tabs. Wedge the ends aS wire boars into the retainer drips. Stretch de hoPAUner fuet taut enough to avoid wrinkles ad matdaln a smooth codonr. When all bows ore in place and fabric edges e. Pre secured, trim oif am accss fabric ~d raindall pll items removed

3-33.
a.

Before

3-33.

UPBOISTERYSfDE PANEIS.
te

Removalof

CABIN HEADLINERREMOVAL

Remove sun visors, all irside finish stripe and plates, door post upper shields, front spat trim

shield, dome light panel and mw other visible retainers securing the heldliner. b. Work edges of headliner free from metal tabs which hold the fabric. c. Starting at the front of the headliner, work the headliner down removing screws through metal tabs which hold the wire boars to the cabin top. Pry loose the oder ends d the boats from the retainers dove

accomplished by remo~ag seats for access, then removing pure ~n9eUM the panels, Remove screws, retnintng strips, arm rests, and ash trays as teqpind to free the vorloua panels. Automotive type spring clips dtach most door panels. A dull putty knife makes an ercelled tool for prying loose the clips. When indaRing upholstery side paned, do mt ooer-ttghten shed meal screws. Larger screws may be used fn aoinrqed holes as dag as the area behind the hole L checked for electrlcalwiriag, fuelllnes, lad other componente which might be ~mnpnd by oei~g a dmm screw. trpholsCery side panels
J-SI. WINDLACE@OOR8W~ or~Pmental edging for the -door aeenille ~ab to provide. additional seaHng, a winddce L indalled bdween the Ppholeterg paned or trim paned ad the doolpoa drocture. The winddce is held in pdce by shed
metal screws.

NOTE

Always work from irPnt


the wire boas when

to rear when

remm-

ing the headliner; it is impossible to detach

working

from

rear

to

Iroat.
d. Remove the headliner assembly ud boas from the PlrplPne. N(3TE
to the difference in le~h and codour od the wire boas, each boa should be tagged to assnre moper location in the headliner.
Dne

partmed carpeting

Cabin areoand c~a eosnpdce by robber cemcat, sheet maal screws, or rdaidng dripa ~men fitting a new urpet, me the old one m a pattern for trlm-

3-33.

CARWTINO.

ts held tn

mim
a

and marking screw dim. UtilitJ airpdnes use Ilghtuelght, heavy-duty vinyl floor cooertag dstead d carpeting.

a.

Remove tbs spun

glnse soundproofing paned.

UmlelSTeRY is 3-33. wsshable plpstic held in place by screws and reCPinTbs Door covering is cemented to the floor in ers. some mo&td. Cargo tledoass and/m-sdety.belt ducked may be removed as necessary where they me insdldd through the floor covering.

3~M

TYPICAL EXCEPT MODEL 150

NOTE
These
are

typical headliner installations.

There

are minor

differences among the Mrious models, hut maintenance procedures are similar. 60und-

proofing panels
most models.

pre

used;rbop~e the

headliner

on

MODEL 150D

ON

PRIOR TO MODEL rSOD

Figure

3-15.

Cabin Headliner

3-33

3-37.
are

SAFETY BELTS should be


or

replaced

if

they

under the

cut, latches are defective, or stitching is broken. Attaching parts should be replaced If excessively worn or defective. Some safety belts are
attached to the the seats. models
are

frayed

and

floorboard, plate type spacer


uses a

so

that the

large

washer

is not needed.

The

Model 182

underside or the the floorboards. 3-38.


ensure

reinforcing plate on the floorboard, between nuts and

fuselage and others are attached to Safety belt attachment fittings on some
also used
as

cargo tie-downs after

un-

snapping the quick-release type end fittings.


NOTE When
it is

CARGO TIE-DOWN PROVISIONS are used to that baggage cannot enter the seating area

The tie-down arrangements vary with different aircraft and model year. Methods of attaching the tie-downs are shown in figure 3-16 through

during flight.

be

installing front seat safety belt fittings, important that the correct attaching parts used. A large washer (ANg?O-S) or a plate

is used as a reinforcement under the floorboard at each front safety belt fitting. The

large washer is used between the forward nut and the underside of the floorboard on the Models 172, P172, 180, and 185. In addition,
the Models 172 and P172 use a plate type spacer on top of the floorboard. Beginning with the Model 172F, a reinforcing channel is riveted

eyebo)t and nutplate can be located at points, including cabin side walls, floor, and The sliding tie-down aft baggage compartment wall. lug also utilizes the eyebolt and attaches to a seat rail. A baggage net is standard equipment on Models 172, P172, 182 and 150F and on. Tie-down straps are standard equipment on the Models 150D and 150E. Prior to the Model 1SOD, the tie-down straps are optional except when individual reclining seats are
various

3-18.

The

installed.

CARGO TIE-DOWN RING

Si
B
6,

ARGO TIE-DOWN LUG SLIDE ASSEMBLY

ORIGIMAL
as

Received By
ATP

S~j

SEAT RAIL

Figure 3-18.

Cargo Tie-Down Rings

SHOP NOTES=

a~l

BE SURE CENTER SEAT BELT BRACI[ET IS IN LX)CATION SHOWN. TEE FU]OR-

BOARD IS REINFORCED AT TEE AFT HOLE FOR STRUCTURAL REQULREMENTS OF THE SEAT BELT AND CARGO TIE-DOWN ATTACII-

MENTB.
w~at

Ppm oa

NOTE
These

safety belts can be removed quickly by unsnapping them ~om their brackets.

OcmP an ar-\
rxmPm

The

same

brackets then

serve as

cargo tie-

down brackets.

L$D/
II. SafetgBelt
M on

1. 3. 4. 5.

Bolt

Bracket~ BulkheaddStation 108)


Nut

6. 7. 8. 9.

Floorboard

Nutplate
Bulkhead (Station 90) Anchor Plate

MaDuo un

Figure 3-17. Safety Belt

and

Cargo Tie-Downs (Utility

Models 180 and

185)
3-39

NOTE The

optional auxiliary

seat belts

also attach at bulkhead


A

lug (2).
the cargo

baggage

net

replaces

~a
c;-

1. 2.

Tie-DoanStrap BulkheadLug
Bolt

3. 4. 5. 8. 1.
MODEL 150
PRUOR TO 1986

spacer
Bolt

Spacer
Nut

9. Bolt 9. ;Nut id. Washer 11. Floordard 12. Nd 13. Spacer

Figure 3-19. Model 150 Adjustable Cargo Tie-beam straps


3-29. CARCOPACg.

(MODELr85.)
NOTE

3-40.
a.

REMOVAL OP CARGO PACg

Remove ratating beacon assembly from the b~ttom of the pack ad disconned the wire leads at the

cluick dlsconneds.
Prior to serial No. 185-0541, a rotating beacon was installed on the underside of the fuselage. When the cargo pack was inatalled, the

b.

Position

support

attaching

screws

rmder the pack, remove all and loner the pack from the iuse-

lage.
N(IFE
Lower the pack slowly nhile checking to be that the beacon led arSres are slipping through the hole in the pac~
sure

rotating beacon had

to be transferred to the

cargo pack. Starting with the serial number noted, there is no rotating beacon on the underside of the fuselage. I)uring the following procedure, delete all references to the rotating beacon if the airplane does not have one installed at the cargo pack location. When Lnstalling the cargo pack prim to serial No. 195-0245, move cplinder head temperature bulb to No. 2 cgllndet unless the baffle listed in Service Letter 64-92 has been installed. The bulb remains in No. 1 cylinder on all other serials.

Remove the ro4ating beacon extension led wires c. from the airplane. d. Conned the rdattng be~con leads ad install the beacon assembly on the airplane.

3-90

REAR 85OGAOE; C(MP~LTYPPT IYAU

1
T[RWYALL ~RON? PACE Or REAR DOaR POS~

ilDo
LEFT 51115

DooR

I~ 1(

i/c

T E--~tC

(15.3

iI
58 58 20
15

(CAROO
BTAIIDIIS

10

N)

55

lC

IO

QI~

I
555/1"

51 1/?"

18

815-80811 rmri9 (5 EACB 51115)

LOPIER AFT #X)R

111"

I)CO~ROL\
END
V

ECNElY

CTYPICAL~)

BAPFLe

PloNT COWL PUP

I
U UPPtE8

CONIROL errE~SION

I~BAPPLE

5~ I
i~JAHB
NVT

~M1"W1RB

~iCLFYPJ
(BAPPLE9 IWTALWD)

L(II)BARREL

Figure 3-~9.

Model 185 Cargo Pack and Cowl Fkp E~tensions

9-91

3-41. REMOVAL OF COWL FLAP BAFFLES AND


CONTROL EXTENSIONS. (See figure 3-19. Disconnect the cowl flap controls (1) from the a flaps and take off all four baffles (3) by removing the
screws

3-43. INSTALLATION OF COWL FLAP BAFFLES AND CONTROL EXI~ENSIONS. ~See figure 3-19. Disconnect the control(l) from each cowl flap a

(2).

b. Remove each clevis (8) and barrel (11) from the control ends and install the clevis (12) on each control end. Intentionally leave the control longer than necessary. Put the coral c.

(12) from each control end. Leave the jamb nut (13) an the control ends. Install the cleqis (8) into the barrel (11) and install the barrel on each controlend(l). Do not tighten
and remove the clevis

b.

lamb nut (13) or flaps at this time.


the
c.

attach the clevis

(8)

to the cowl

flap

control lever in the "OPEW

position

and connect the control ends to the cowl

flaps

but do not secure at this time. Move the control lever to the "CU3~ED" position and measure the gap between the cowl flaps and the fuselage sldn. Open the coari flaps, disconnect the control ends from the cowl flaps and shorten each control, by screwing the clevis end, the distance measured on each nap. Connect the control end to each coral flap temporarily and repeat the above procedure until each ccmrrl flap fairs in the closed position. Attach the control ends to the cowl flaps securely and tighten the lamb nuts the clevis ends. Operate the cowl flap control lever several times to check cowl flap operation.

a baffle (3) along the side of the coarl that the holes in the baffle are aligned over the nut plates in the cowl flap; secure with screws (2). Repeat for remaining three baffles.

Position

nap

so

NOTE
Each baffle is designed for instalation
on a

against

specific ccnalflap. Determine the correct baffle for each flap before installattoa Note that the flanges oil the baffles are turned toward the inside of each cowl nap opening.
d. Connect the caarl flaps to the control ends, Make sure the cowl flap control lever L in the "CI~OSEIT position; then adjust the barrels on the control ends so that the cawl flaps pre 180 a 1 open (or 3 3/4" a 1/8" measured from the lower autboard corner of the caarl flap to the mating point on the fuselage). Set the jamb mts ti~tly against the b~rels, and safety wire each clevis to each barrelto
maintain the

3-42. INSTALLATION OF CARGO PACK.


Remove the rotating beacon from the bottom of a the aircraft and disconnect the wires. Disconnect

the positive (hd) wire at the quick disconnect terminal and the negative (graund) wire from the stringer lust aft of the beacon Ilght. b. Attach the extension wire with the quick disconnect terminals on each end to the elcisting positive lead for the rotating beacon. Pass the extension wire through the grommet of c. the access cover plate and install the plate over the hole vacated

specified setting.

3-44.

GI~DERTOWHOOIL

which is mounted in place at the tall tie-down ring, is available for all Models 150, 112, P113 and

by

the beacon.
cover

ing screw clamp.

for the

Using the forward attachplate, secure the wire with a

182

d Route the wire forward and inboard against the belly skin to the aft screw of the forward access cover plate. Use this screw to secure the positive lead with a second clamp and to attach the ground

!c;

(negative)

extension lead. Move the pack into position under the airplane. e. Raise the aft end of the pack and insert a block under
it.

I
Raise the forward end of the
are

f.

pack

and

align

the

two forward holes in the

pack with

thetwo Rivnuts

which

located just aft of the ffrewall.


NOTE

2
i.

the

Feed the wire leads down through the hole in rotating beacon cover while raising the to the bottom of the

MirrorAssy
Screw Bracket

pack

airplane.

2. 3.

4 5. 8.

KnurledNut CowlDeck Locknut

Install the tare forward attaching screws. g. Raise the aft end of the pack and install the aft tare attaching screws. Install and tighten all temain-

Figure 3-26.

Rear View Mirror Installation

ing

screws.

h. Attach the wire leads to the rotating beacon and install the beacon in the bottom of the pack. 3-45.
NOTE

Anoptionalrearviev

Coil excess wire above the beacon assembly as it is inserted into the mounting hole. 5-52

mirror may be installed on the cowl deck above the instrument panels of the 15011 on, 172D 6 on, and 18211 on aircraft. Figure 3-20 shows details of the
rear view

mirror

in~tallatfon.

SECTION

AIRF RANIE

SECTION I AIRFRAME

TABLE OP CONTE~S

page
C1 4-1 4-1 4-3 4-3 4-3 4-3 FIN.......... Removal

WMGB Removal

Repair
InstaBation

Repair
Installation

1-3 4-a 45 4-5 4~5 4-6 4,4

Ad4ustment
WMG 8TI~XfiS

HORIZONTALSTAB~LIZER ........~4-5
Removal

Repair
Installation

Repair

1-3

I-1.

WINQI.

O3eeiignrel-I.)

Each all-mdalwing panel is a semicantilsver, semimmnococloe type, with two main spare and gpU, able ribs for the attachment d the skin. 81dn panels riveted to ribs, epare, and stringers to complete the structure. An all-metal, piano-hinged detachable wing tip rue maunta hish-lift flap, and a ed on each wing assembly. A single fuel tan8 is mounted between the wing spars at the inboard end of each wing nd the \aadtn9 edge ad the left wing may be equipped with landing and~d lights. Colored navigation lights are mounted at each wing tip.

Ij.

be attached to each cable before it is pulled free of the wing. Then disconnect cable from wire and leave the guide boire routed through

eu,norelia

wing; it may be attached again to the cable and used to pull the cable into place.
the

during reinstallation

i. Support wing at mtboard end and disconnect strut at wing fitting. Tie the strut up with wire to prevent it from swinging down and straining strut-to-fuselage fittings. On the Model 182, the fuselage fitting

projects from strut fairing.


damage.

fuselage and is covered by the Loosen the fairing and slide it up the strut; the strut may then be lowered without
the

4-3. REMOVAL. Removal of a wing panel is accompllshed meet easily ii four men Ire availableto handle the wing. Otherwise the wing should be supported with a sling or maintenance stand wben the

NOTE
It is recommended to
secure flap in streamposition with tape during wing removal prevent damage since flap will swing freely.

fastenings
a.

are loosened. Remove the wing rod fafrlngs and fairing

lined
to

plates.
b.
c.

d.

Remove all wing inspection plates. Drain fuel from tank of wing being removed. Disconnect:
r.

g.

Mark

inge;
ness.

these

position of wing attachment eccentric bushbushings are used to rig mt t~ng-heavi-

2.
3.

Electricalwiree at wing root Fuel lines at wing root,

disconnects.

h.

Remove nuts,

Pitot line (left wing rally) at wing root or at forward door post. 4. Cabin ventilator hose at wing root. 5. Wing leveler vacuum tube at wing rod.

tachtng wing spare

washers, bushings to fuselage.


NOTE

and bolts ot-

Slack off tension on aileron and mechanical flaF e. cables by loosening turnbuckles, then disconnect cables at the flap and aileron bellcranks. On aircraft with electric flap systems, it is easier to disconnect flap cables at turnbuckles above headliner and pull them into the wing root area.
NOTE
To ease

It may be necessary to use to drive out wing attaching the


i.

long drift punch bolts, or to rock wing slightly while pulling bolts.
a

Remove

wing and lay

on

padded

stand.

rerouting the cables,

guide wire may

REPAIR of a damaged wing panel map be acin accordance with instructions given in Section 1Y. Extensive repairs of wing; skin or structure are beet accomplished ueing the wing repair jig,

4-4.

complished

a-1

1
a
I

10

Pc t

/Zf~

II

ORIGINAL
As 1.

Received By
ATP
On the Model 150, five washers ate installed under the nut on the front soar-to-fuselage fitting.

2. 3.

Bolt Washer Nut

I. 5. 6. 7. 8. 9. id. rl.
12.

Bolt

Bushing
Washer Nut

~On the

Model

182,

the forward

RubStrip Moulding Fairing


Screw

bushing is approximatelp half the length of the aft bushing.


Care should be talten to install the short bushing in the forward side and the long bushing in the aft side. At least one ~aasher should always be installed under the bob head and ullder the nut. Torpue the bobs to ~alue listed in

Inspection Plate

19. r4. 15. re. II. rB. Is.

Flap
Aileron

WingTip
Navigation Light

Tbrqtle ISlble

in Section L

LandiagandTa~d Lights StallWarning Unit


FuelTank

Figure I-t
CS

lPplcal Wing

Installation

which may be obtained from Ceeena.


serves
on

The

wing jig
work

e.

not

only

os a

holding ff~dure,
assures

makln9

test

Tighten nut, install fairillg strip, Right.

and

repeat

the

ment of the

wing easier, but also repaired wing.

absolute

align4-7.

(Seefigurel-a.)
Each wing has a single lift strut which transpart of the wing load to the lower portion of

4-5.
a.

INSTALLATION.
Hold

4-3.
mite

wing

washers and

position and install bolts, bushings, nuts attaching wing spats to fuselage fitin

the

ti~s.
b.

end of

and Mi to attach upper etnd to wing fittings. On the Model lsa, reinstall the strut fairing at the lower end of the

Installbolt, spacer,

fuselage. The strut consists of a streamlined tube riveted to two end fittings for attachment at the fuselage and wing.

wing

strut. Route finp and aileron cables. c. d. Co~ulect: i. Electrical wires at wing root disconnects, a. Fuel lines at sPins mot. 3. Pitd line (11 left wing is being installed).

REMOVAL AND INSTALLATION. Remove screws attaching strut fairings to wing and fuselage. Slide fairings away from the ends at the strut. b. Remove fuselage and wing inspection plates or fairings at strut junction points.
a c.

4-9.

Support wingsecurely, then

remove

nut and bolt

4. 5.
e.

i.
a b i.

1.

ICgapteroneystem (Sections). ItigRapsJrstem (8eetioa7). Refuel wing tank and check for leaks. operation of wing tip and Innr)lns lights. opersbfoncdf~elgage, aodfairingplatee.
NCI~
to insert panel in wing gap, ii such a panel was installed orMnnllo, before replocfqg foirl~gs. Be
sure

Ventrlntnr hose, Wing leveler vacnum tabe at wing root.

securing strut to fuselage. d. Remove mt, bolt, washers and spacer used to attach strut to wing, then remove strut from ait-

plane.
e.

Install strut

by reversing preceding steps.

4-10.

ment of strut

REPAIR of wing struts is limited to replaceseals, tie-downs and attaching parts.


or

A badly dented, cracked, shauldbe replaced.

deformed wing st~ut

4-11. 4-12.

FIN.

(Seefigurea4-3thru4-7.)
primarily
of metal construction
con-

The fin is

L. Install pll inspection and apholstery. 4-6.

plates

and interior

panels

sisting of ribs and spare covered with skin. Some fin tips, dorsals, and sections of leading edges are of
thermo-formed plastic or glass fiber construction. Hinge brackets at the fin rear spar attach the rudder. 4-13. REMOVAL. The fin on all models except the 150 (prior to 1966) map be remclved without first removing the rudder. However, for access and ease

AA~STMENT (CORRECTING WLNG-HEAW~ CONDITION). If considerable control pressore is required to keep the wings level in normal Right, a wing-heavy condition eldsts, Remove wing fairing strip on the wing-he~y a. side ad the atrplnoe. b. (5ee figure 4-1.) I~ooeen nut 0) and rotate bushings (5) simultaneously nntil the bushings are positioned with the thick side of the eccentrics ap. This arill lower the trailing edge ad the wing, pad decr~ase wing heaviness by increasing the angle-of-incidence d the wing.

handling, the rudder may be removed on all models desired, following procedures outlined in Section 10. Remove fairings on either side of fin. a. b. Disconnect rotating or flashing beacon lead, tail navigation light lead, antennas and antenna leads, and
of

if

rudder cables if rudder has not been removed. NOTE The flashing beacon electrical lead that routes into the fuselage may be cut, then spliced tot

Ic*uno~l
Be
sate

Pnick-disconnects used) at installation.


to rotate the eccerdric

taneousb. Rotating them stroy 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 spa.
c.

I~ushinge eimulaeparately will de-

Remove any c. and dorsal to fin.

screws

attaching

dorsal to

fuselage

NOTE
a part of the fin on some models part of the fuselage on others. On those airplanes where the dorsal is riveted to the fuselage, it is ordinarily left in place when

The dorsal is
a

fairing strip. Ifthewing-heavycondition stillexists, remove fairing strip on the "Lighter" wing, loosen rmt and rotate bushings simultaneously until the bushings are positioned with the thick side of the eccentric down. This will raise the trailing edge of the wing, r;uus increasing wing heaviness to
d.

Tighten

rmt and reinstall

and

Test-flytheairplane.

removing the fin.


d.
e.

crank

Disconnect elevator cable from elevator bellon Models 172 and P172.

~alance heaviness in the opposite wing.

Remove bolts

attaching fin

rear

spar:o fuse4-3

MODELS

180, 185,

THRU SER.

AND 182 18256386

18256387
1

ON

I=i~J
12 1

I\p:
a

b
~ss

12

1
p

1(

j,

15

It

10

I\
1
t

1~

-J

Ir

i
Y,

17~

Isb
4
i. Rivet Nut

MODELS
3

150, Ila a P172


NOTE

On

rb:
11

same airplanes, upper fairings are sealed around the upper strut with foam rubber tape to maintain proper characteristics of fuel vents. instead of two pins (4) and two retaining screws some airplanes use one longer pin and one retaining screw. When strut fairings are installed, seats (l5) are not used. On some air-

18250387 a ON

(8),

planes, fairings

are

standard epuipment.

2. 3. 4. 5. 8.

Spacer
Pin Washer Nut

8. 9. lO. 11.

Screw

Spring

MooringRing
Bolt Rivnut Screw

12. 13.

7.

WingAttachment Fitting

14. 15. 18. 17. 18. 19. 20.

UpperFairing
Seal

MooringRing LowerFairing
Strut

Fuselage Attachment Fitting. Fuselage Fitting

Figutel-a.
4-4

Wi~qStrut

1-2~
B
t

i~Q
O
i

\f

i
1

1
Washer

a 3,

AnselageAttaclrnent IYttl~g
Bolt

Wing Attochme~P Fitting 7, Spacer h LoeerFairing


g, D.
Screw

6,

eC

;C -b

C
5,

MooringItlng

IlpperPairfng

neore IpBe. Remove upper elevator sto,balts


i. and

Wine Strut (1068 Model 150B)


NOTE On Models 180 and 185, the horizontal stabiIlzer is adjustable to provide the longitudinal trim afforded by the elevator trim tab of other Refer to Section 11 for information models.

and Pfla. Remove bolts attaching fin front spar to fuselage On the Model 150 (prior to 1966) the remcne fin. forward part of the fin is attached to the fuselage with a bob passing through the fuselage into a nutplate in the fin base. Remove this bolt and remove the fin, g. Retain any eMma installed between the rear spar of the fin and the fuselage bulkhead on the Models 173
and P172.

371sledoIJI
on

concerning adjustable

stabilizers.

4-14.

REPAIR of the fin should be accomplished in accordance with the applicable instructions in Sec-

tion Is,

4-15. INSTULATION of the fin may be accompIlshed by reversing the procedure in paragraph 4-13. Be sure to check and reset rudder and elevator travel ii any stop bolts were removed or settings disturbed, Reinstall any sMme removed from between the a. fin rear spar and the fuselage bulkhead on the Models 172 and P113. Ii a new fin is being installed, meseme

4-17. Horizontal stabilizers are primarily of aUmetal construction consisting of ribs ard spars covered with skin. Some stabilizer tips are thermoformed plastic or glass fiber. A formed metal ieading 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
on

access

to the actuator.

Hinges

are

located

the rear spar

assembly

to

support

the

elevators.

4-18.

REMOVAL.

any gap

existing between the fin


shims
as

rear

spar and

NOTE
For removal and installation of

the

fuselage and use .000"to.09(Pgap

follows:

NoShim

adjustable

sta-

.....0531115-1 Shim (.OSd") .050"to.070"gap.... .0531115-16Shim(.040)


.030" to .050 gap
a.

bilizers,

see

Section 11.

A msximum of 4-15.

one

shim per bolt is

permissible.

procedures
b.

Remove elevators and rudder in accordance with outlined in Sections 8 and 10. Remove vertical fin in accordance with procedure

HORIZONTALSTABILIZER

(FIXED).

outlined in
c.

paragraph

4-13.

Disconnect elevator trim control cables at clevis

and turnbuckle inside tailcone, remove pulleys which route the aft cables into horizontal stabilizer, and 4-5

150D AND 150E

PRIOR TO 150D

\f,

DORSAL RIVETED TO FUSELAGE


t
o

tr
to

Pi
i
Bolt

THRU MODEL 1502

i. 2. 3. 4.

Dorsal
Fin

LeadingEdge FinAssembly FinTip

5. 6. 7. 8.

FinTip Wishing
Bolt
E~dder

Hinge

9. 10. 11. 12.

LeadingEdee Rib
Bolt

Nutplate

Figure 4-3.

Vertical Fin

Model 150

(26991

1 of

2)

pull
d.
e.

cables out of tailcone. Remove bolts securing horizontal stabilizer to


Remove horizontal stabilizer.

tions in Section 19.

fuselage.

4-20. INSTALLATION. Install the horizontal a.

4-19.

accomplished
4-6

REPAIR of the horizontal stabilizer should be in accordance arith applicable instruc-

reoerstngthe procedures outlined in paragraph 4-18, rlgpting the control systems as necessary. Chec~ operation d tail navigation LlgM and rotating or Rashing beacon

i
NOTE

Enirlng (1)
are

and Dorsal (2) ri~eted to fuselage.

~2"7j
i8
;I

It

I:

i7-

12

~J..
i. 3. 4. 5. 3. 7. 3.
10. 11. 12. 13. 14. 15.

Fairing Dorsal
R& TailFairing LH. Tail Fairing Fin

FlashingBeacon
Tip Upper I~udder

retneCegniH Hinge
Rudder MODEL 1508

O
~4

11

Lrnaer Rudder Hinge

Horizontal Stabilizer Bolt

ON

Nutplate
Washer

Used on some airplanes. install iloriginally used.

F~selage

Figure 4-3.

Vertical Fin

Model 150 (Sheet 2 of

2)
4-7

DORSAL RIYETED TO FUSELAGI

~\1\
Y

\218

k4

lo

SEEUAL NO. 17252425 AND ALL SPARES SERIAL NO. F112-0160 AND ALL SPARES

ON

ON

1. 2. 3. 6

I)orsalFin Rubber Moulding

5. 6.

FlnAssembly
Scre~R

Tip Upper Rudder Hinge Center Rudder Ringe

8. 8. id. 11.

Lrrae~ Rudder faage Nut

Washer Bolt

Rgure ~4.
1-8

Vertical Fin

Models 172 and P172

MODEL 180

MODEL 185

01,

0/

iY
o
a

1. a. 3. 4. 5.

Dorsal

8.

]t~aer Rudder Hinge

FinAssembly FinTip Upper IbJdder Hinge Center R\ldder Hinge

7. 8.
9.

Nutp]i~te
Washer Washer

id. 11. 12. 13. 14.

Bolt Bolt Stabilizer Stop Washer Nut

figure 4-5.

Vertic~al Fin

Models 180 and 185

4-9

I;;

~J

~Clp/

1. 2. 3. 4.

FinAaeemb-ly Upper Rudder Hinge Center Rudder Hinge Iaaier Rudder Hinge

5. 6. 7. 8.

Bolt

W~Bher
~lt

Fairing

Figure 4-8.

Vertical Fin

ICodel 188

8
1
o

ii

PRIOR TO 150F
I

I~a[:
150F ON

ii

S~//re

ol
o

PRIOR TO 1501) 15013


ON

i. a. 3. 4. 5. I. 7. 8.

StabilleerTip StabillzerTip
Elevator Center Bot

Ringe

Fuselage
Screar

Fitting
Stabilizer

a. 10. 11. 1a. 13. 14. 15.

StopBolt
Nut

Washer
Elevator

OutboardHinge Wishing Upper Left Fairing Upper Right Fairing

Figure 4-7.

Horizontal Stabilizer

Model 150 4-11

"C
i.

2. 9.

StabilizerTip ElevatorHlnge Bushing

4.
5.

6. 7.

ElevatorBinge Bushing Upper Right Fairing Upper Left Fairing

8. 9.
~O.

Bracket

Forward Left Fairing

ForwardRight Fairing

Figure 4-8.
I-ii

Borizontal StabiUzer

Models 172 and P172

)a3
I

:iR

tr

13
bi:

ii

~o
o

PRIOR TO rs2B

i. 2. 3.

Nut Washer Bolt

7. 8.
9.

Bracket

13. 14.

Bolt

Stabilizer

ElevatorPylon

4.
5.

Bracket
Nut

10.
11.

Bracket Elevator Inboard Hinge Elevator Outboard Hinge

15.
16.
17.

Upper Left Fairing Assembly Lower Left Moulding Lower Right Moulding
Forward Left Fairing Forwr-rd

6.

Washer

12.

Upper Right Fairing

18.

Right Fairing

Figure 4-9.

HorizontalStaMlizer -Model 182 4-13

SECTION

LAN DING G EAR

SECTION 5
LANDING GEAR

TABLE OF CONTE~JTS
LANDINGGEAR

Page
5-2 5-2 5-3 5-3 5-4
5-4

TroubleShooting
MAINGEAR Removal Installation

Step BracketReplacement Brake Line Fairing Replacement


MAINWHEELAM)AXLE. Removal
Installation

5-4 5-4 5-4

Removal.

Disassemblp. InspectionandRepair
Assembly
Installation

MAINWHEEIS(Cleveland)
Removal.

5-5 5-5 5-5 5-5 5-5 5-5 5-5 5-5 5-5

Disassembly. ............5-10

5-32 ...........,,,5-32 Replacement. .............5-32 DiMssembly. ............5-32 InspectionandRepair. .........5-32 5-32 Assembly 5-32 WHEEL BALANC~ING 5-38 NOSEWHEELSTEERING SYSTEM 5-38 Steering Tubesand Bungee Adjustment .............38 5-38 TAILGEAR Replacement. .........,,,-38 TAILWHEEL. ...............5-38 Replacement. ............5-30 5-38 Tire Replacement ........5-39 Cleaningandtubrication 5-39 TAILWHEEL LOCKING SYSTEM TroubleShooting ............-39 Replacement. ...........5-39 NOSEWHEEL

HEAVY-DUTYNOSE GEAR

InspectionandRepair. .........5-10
Assembly
Installation 5-10

Rigging
TAILWHEEL FRICTIONCHECK

5-39 5-45

..............5-14

SPEEDFAIRINGS

CESSNA MAIN LANDING GEAR CASTERING 5-14 AXLES ...............5-14 Removal

Msassemblg. .............5-14 Cleaning, Inspection Repair,


andIwbrication
5-14

Assembly
Installation

5-!4

..............5-16 FunctionalCheck. ...........5-16


5-16 5-16 5-16 5-22 5-22

CheckingFluidauantity.
MAINWHEELALIGNMENT CROGSWINDWHEELS.
NaSECEAR

ShimmyDampener
Torque Links Replacement.

Msaesemblg(Mode~lSO) Assembly (Model 150). Disassembb (Models 172

5-22 5-22 5-25 5-25


and P172

5-28

5-26 Assembly (Models 172andP112) 5-31 Disassembly (Model 182) Assembly(Model 182).........5-31

.............5-45 5-45 5-47 Precautions .............5-47 ..........5-47 ScraperAdjustment BRAI(ESYSTEMS.... .........5-47 Brake Master Cylinders 5-41 5-48 ~ydraulicBrake Lines WheelBrakeAssernblies ........5-48 .--........,.5-48 TroubleShooting 5-49 Replacement of Brake Lines 5-49 Replacementof Master Cylinders 5-49 Repair of Master Cylinders RemovalofWheelBrakes ........5-49 5-49 Disassembly of Wheel Brakes 5-49 Inspection and Repair of Wheel Brakes 5-49 Assembly ofWheelBrakes. Installation of Wheel Brakes 5-49 5-50 Checking Brake Linings Brake Lining Replacement 5-50 5-50 Brake Bleeding 5-50 PARKING BRAKE SYSTEMS Replacement. .............5-50

Replacement. Repair

5-1

5-1.

LAND~GGEAR

to

Through
A tapered, spring-steel strut supports each wheel, and a steerable nosewheel is mounted on an air-oil shock strut in all tricycle-gear equipped airplanes; Model 180 and 165 series airplanes are equipped with conventional gear utilizing spring-steel main gear struts and a tapered, tubular tailwheel strut, The tailwheel is steerable with the rudder Pedals up to 5-2.
main
maximum
can

right or left of center. brakes, tricycle gear airplanes be pivoted about the outer wing strut fitting.
maximum travel of 300
use

of the

Cleveland wheels and brakes are used on all Model 150 and 185 series airplanes, Model 112F and on,
Model 180G and on, and Model 18211 and on. All other models were equipped with Coodyear wheels

and brakes.
are
are

Cleveland and
on

pedal deflection, after which it becomes

interchangeable
used
on

all models.
were

Coodyear nose wheels Tube-type tires

free-swiveling. Model 185 series airplanes are equipped with a tailwheel lock, which still permits steering of approxilnately 2. 50 each side of neutral while the lock is engaged. The nosewheel is also steerable with the rudder pedals up to maximum pedal deflection, after which it becomes free-swiveling up

all models

150C
tires.

airplanes,

which

except the first ten Model equipped with tubeless

Speed fairings
fiber
are

optional

of reinforced, resfn-bonded glassstandard equipment on some models and equipment on others.

5-3.

TROUBLE SHOOTING THE LANDING GEAR. PROBABLE CAUSE


ISOLATION PROCEDURE RE3LdEDY

AIRPLAWE LEANS TO ONE SIDE.


Incorrect tire inflation.

Check with tire gage. Boist or jack airplane and cheek attaching parts.

Inflate to correct presmue.

Landing gear attaching parts


not

tight,

Ti~ten loose parts and replace defective parts.


Remove and

Landing gear spring excessively


sprung.
incorrect shimming at inboard end of spring.

Check

visually.

replace.

If

no

defects

incorrect

are found, shimming is

indicated.
Bent axles. Check

fnetall shims as required. Refer to paragraph 5-6 for limitations.

visuallp.

Replace axles.

WHEEL BOUNCE EVIDENT EVEN ON mOOTB SURFACE.

Out of balance condition.

Check wheel balance.

Correct in accordance with

NI~E WHEEL SHlMMY. Nose strut loose in Raise nose, remove coarl and check strut attachmet. lacks Refer to

attaching clamps,

Tighten nose clamp bolts.


Refer to

strut

attaching

Shimmy dampener
fluid. Defective

paragraphs 2-21,
2-21B.

paragraphs 2-21,
2-2111.

2-21A,

or

2-21A,

or

shimmy dampener.

Raise nose, bun nose wheel back and forth to

Repair ar replace defective shimmy dampener.

check Loose
or worn nose

dampening. play.
Ti~ten linkage.
or

wheel

Check for evidence of

replace

defective

steering linkage.

5-a

,i~

TIRES WEAR EXCESSIVELY.


Incorrect

bra

Inilitioa

Check with tire gage.

Inflate to correct pressure.

Wheels out of alignment.

Check toe-in and camber.

All~ in accordance paragraph 5-23.

with

Landing gear spring excessively


sprung.
incorrect
end ct

Check

olsuallg.

Remove and replace.

shimming spring.

at inboard

U no defects are found, Incorrect eMmming Is

install shlms

as

required.

indicated.
Bentaxles. Check

Refer to paragraph 5-6 for Ilmftatlons.

visually.

Replace
See

axles.

Drag~ns brakes.

Jack wheel and spin to


check for friction.

paragraph 5-72.

Wheel bearings too tight.

Jack wheel and check for

Adlust properly.

bearing drag.
Loose torque

links.

Check for excessive clearances.


nose

Add washers
as

or

replace

necessary.

Laose

or

defective

Raise nose,

check wheel

wheel bearings. Nose wheel art of balance.

bearings,
Check wheel balance.

Ti~ten wheel bearings properly; replace, ii defective.


Correct In accordance with

paragraph 5-44.

HYDRAULtC FLUID LEAI(ACE FROM NOSE STRUT.


Defective strut seals. Check for evidence of fluid

Replace

defective seals.

leakage.

NOSE STRUT WILL NOT BOLD AIR PRESSURE.

Ddective air filler or valve not tight,

valve,

Check far air valva.

leakage

at

Check gasket and tighten loose valve. Replace, ii defective.

Defective strut seals.

Check for evidence of fluid

Replace defective seals.

leakage.

5-4. 5-5.

MAINGEAR.
RE~OVAL. NOTE

down arclund spring; drain hydraulic brake fluid and hoist or lack airplane in accordance with Section 2. b.
to
a

On those models where the brake line isattached

bulkhead

fitting through the fuselage skin,

dis-

Three different methods


main

are

used to attach the

connectthebrakellne atthis fitting. Onthose models where the brake line connection is inside the fuselage beneath the floor, disconnect the brake
line from the

landing

gear

spring to the fuselage outare

spring and the wheel

brake

cylinder.

board structure.

Wide U-bolts

used

on

some models, shims and wedges on others, and steel channels on others. The spring is

Remove the gear, from the fuselage.


c.

leaving

the brake line protruding


remove

On aircraft with

U-bolts,

the nuts and

attached to the fuselage inboard structure with a bolt which passes through a hole In the

washers from the U-bolts and

tap

them free of the

end of the spring.


a.

Remove floorboard

access covers over

spring,

attaching structure. On aircraft with shims and wedges, remove the attaching bolts and pry the On aircraft shims and wedges out ed the fuselage. with a channel, remove the attaching bolts, washers,
and nuts and
remove

remove screws

and slide external

fairing

and seal

the channel.

5-3

d.

Remove the bolt, washer, and nut attaching the inboard end of the spring and pull the entire gear out of the fuselage. Note shims placed under the inboard end of the spring and mark them to be sure they are replaced correctly at reinstallation of the landing gear.

5-5A CORROSION CONTROL ON LANDING GEAR SPRINGS.


a.

General

landing gear springs are made from high strength steel that is shot peened on the lower fatigue life of the part. (2) The shot peened layer is between 0.010 and 0.020 inch thick. (3) If the protective layer of paint is chipped, scratched, or worn away, the steel may corrode trust).
(1)
The main
to increase the

surface

NOTE:

Corrosion pits

decrease in the

that extend past the shot peen fatigue life of the spring.

layer

of the gear

spring

will

cause a

significant

(4) Operation
b.

from

Corrosion removal and

unimproved repair.
use

surfaces increases the

possibility

of

damage.

WARNING:

paint strippers on landing gear springs. High-strength parts very susceptible to hydrogen Acidic such embrittlement, as rust removers and paint solutions, strippers, can cause hydrogen embrittlement, Hydrogen embrittlement is an undetectable, time-delayed process. Since the process is time delayed, failure can occur after the part is returned to service.
Do not

chemical rust

removers or
are

steel

(1) Examine for signs of corrosion (red rust) if damage to the paint finish of the landing gear spring is found. (2) Carefully remove any rust by light sanding. (a) The sanding must blend the damage into the adjacent area in an approximate 20:1 ratio. EXAMPLE: An 0.005-inch-deep pit. The pit must be blended to a 0.10-inch radius or 0.20-inch
diameter.

(b)
(3)

Make

sure

the last
is

dimension of the
After the

sanding spring.

marks

are

along

an

inboard-to-outboard direction,

or

along

the

long

sanding

complete,

measure

the

depth of

the removed material from the

damaged
or

area.

NOTE: The maximum combined

depth

of removed material to the top and bottom

leading

and

trailing

edge

than 0.063 inch at any two opposite points on the gear spring. This measurement limitation includes areas that have previously been damaged and repaired. is not to be
more
sure

(a)

Make

the

depth
is

of the

damage

area on

the bottom of the gear

spring

is not

more

than 0.012 inch shot


to be

deep.
1
If the

damage

deeper

than 0.012 inch

deep and less than 0.063 inch deep, replace

or

peen the gear shot peened.


a

spring.

The gear

spring

must be removed and~ sent to an

approved facility

(b)

Make
more

sure

The shot peen specification is to be Almen the depth of any damage on the leading

intensity of 0.012 to edge, trailing edge,

0.016 with 330 steel shot.


or

top of the gear spring is

not

deep. 1 If the damage is deeper (4) Touch-up paint as required.


NOTE: Additional information

than 0.063 inch

than 0.063 inch

deep, replace the gear spring.

Chapter 6,

or

AC43.13-1B

regarding corrosion Chapter 6.

control

can

be found in FAA documents AC-43-4,

5-4
O Cessna Aircraft

D637-1-13

Temporary

Revision 7

July 1/2007

Company

c.

Axle boltholecorrosion.

(1) Operation of

an

airplane

on

skis increases the loads

on

the lower

part of the gear spring because of the

unsymmetrical

and

twisting

loads.

(a) The increased loads have produced spring fractures that originate from pits in the axle attach holes. 1 Catastrophic failures can occur from fatigue cracks as small as 0.003 to 0.010-inch long that originated at pits.
NOTE:

Although operation
no

on

skis

causes more

loads, the criteria apply

to all

airplanes.

(2)

There is

found,

damage depth for pits that develop in the axle bolt holes. If pits or corrosion is it, subject to the following limitations: (a) Remove the minimum material necessary to repair the damage. (b) Make sure the diameter of the axle attachment holes are no more than 0.383 inch for 3/8- inch bolts. (c) Make sure the diameter of the axle attachment holes are no more than 0.321 inch for 5/16- inch bolts. (d) If reaming to the maximum dimension does not remove all signs of corrosion, discard the landing gear spring.
maximum
to
ream remove

5-6. INSTALLATION.
a.

Slide seal and external Slide the

b.

spring

nut to secure

fairing plate over upper end of landing gear spring. place and work shims in position under inboard end of spring. inboard end of spring.
into
installed under the inboard end of the

Install bolt, washer, and

NOTE:

Shims

are

spring

as

required to

level the

wings

within

total

tolerance of three inches. Maximum number of shims permissible is three for the Models 150, 180, and 185, two for the Models 172 and P172; one for the Model 182.
c.

Where U-bolts
in

i
e.

nuts. Where shims and wedges are used, tap them securely attaching bolts. Avoid excessive pounding of wedges to prevent deforming supporting structure, especially on the Model 150 prior to serial no. 15060127. After the noted serial, a bolt replaces a rivet in the forward end of each lower inboard angle. Where a channel is used, install with bolts, washers, and nuts. Make sure the identification arrow on the chahnel points outboard; it is possible to install it incorrectly. Lower aircraft to ground.
are

used, install with washers and

place

and install

f.

Connect brake lines; bleed brakes. Install parts removed for access.

5-7. STEP BRACKET REPLACEMENT.

NOTE:

The

step bracket is secured

to the

landing

gear

spring

strut with

Conley-Weld,

or a

similar epoxy base

adhesive. Mark the

a.

position of

the bracket

so

that the

replacement
as

bracket will be installed in

approximately

the

same

position.
b. Remove all traces of the

original

adhesive

well

as

any rust,

paint,

or

scale with

wire brush and

coarse

c.

sand paper. Leave surfaces

d.

e.

f.

g.
h. i.

slightly roughened or abraided, but deep scratches or nicks should be avoided. thoroughly. If a solvent is used, remove all traces of the solvent with a clean, dry cloth. It is important for the surfaces to be clean and dry. Check the fit of the step bracket on the spring. A-gap of not more than 1/32 inch is permissible. Mix the adhesive carefully according to manufacturers directions. Spread a coat of adhesive on the surfaces to be bonded, and place step bracket in position on the spring. Tap the bracket upward to insure a tight fit. Form a small fillet of the adhesive at all edges of the bonded surfaces. Remove excess adhesive with lacquer
Clean the surfaces to be bonded thinner.
Allow the adhesive to
cure

thoroughly according

to manufacturers recommendations before

flexing

the gear

j.

spring Repaint

or

applying loads to the step. gear spring and step bracket after

curing

is

complete.

D637-1-13

Temporary

Revision 7

July

1/2007
O Cessna Aircraft

5-4A

Company

5-7A. BRAKE LINE FAIRrNG REPLACEMENT


a.

(182).
coarse

b.
c.

Disconnect brake line at wheel and drain fluid, or plug line to avoid draining. Flex brake line away. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and

.d.dediova
dry cloth. strip.
It is

sand paper. Sand inner surface of fairing strip, running sanding marks lengthwise. Leave surfaces slightly roughened or abraided, but deep scratches or nicks should be Clean the surfaces to be bonded thoroughly. If a solvent is used, remove all traces of the solvent with

clean,

important for

the surfaces to be clean and

dry. Solvent

should not be used

on

the

vinyl fairing

e.

Mix the adhesive

(B.F. Goodrich A-1188-B) according

to manufacturers directions.

f.

Apply a thin. uniform coat of adhesive to each bonding surface. Allow adhesive to air dry until solvent odor is gone (approx. 3 to 4 minutes at room temperature). Make assembly within ten minutes after solvent
evaporates.

WARNING:

away from heat, sparks, and open flame, Use with adequate ventilation and avoid prolonged breathing of vapor, Avoid contact with

Keep catalyst

skin, eyes, and mouth,


g.

Position fairing strip between brake line and strut, and press firmly against strut. Press brake line into groove fairing strip and wrap immediately with masking tape in five equally spaced places. Excess adhesive may be removed with solvent. of
Allow the adhesive to Paint the

h.
i.

After the recommended


area as

j.
k.

thoroughly according to manufacturers directions curing time, remove tape and connect brake line. required.
cure

before

flexing

the gear.

Fill and bleed brake

system.

5-8. MAIN WHEEL AND AXLE.


5-9. REMOVAL.
a.

Disconnect, drain, and plug the hydraulic brake line


Remove the wheel in accordance with
Remove the nuts and bolts

at the brake

cylinder.

b.
c.

position

of

dellatsniereb

wheels). securing axle and brake components to the spring strut. Note the number and the wheel alignment shims. Mark these shims or tape them together carefully so they will in exactly the same position to ensure that wheel alignment is not disturbed. Remove axle and

paragraph

5-12

(or

5-18 for Cleveland

brake components.

i
5-4B
O Cessna Aircraft

D637-1-13

Temporary

Revision 7

July

1/2007

Company

and nut attaching the inboard end of the spring and pull the entire gear Note shims placed under the out of the fuselage. inboard end of the spring and mark them to be sure

d.

Remove the

bolt, washer,

Spread a coat of adhesive on the surfaces to be bonded, and place step bracket in position on the spring. Tap the bracket upward to insure a tight fit. Form a small filletof the adhesive at all edges h.
g.

they

are

replaced correctly

at reinstallation of the

of the bonded surfaces. with

Remove

excess

adhesive

landing gear.
lNSTALLATION. Slide seal and external fairing plate over upper a. end of landing gear spring. b. Slide the spring into place and work shims in position under inboard end of spring. Install bolt, 5-6.

lacquer

thinner.

Allow the adhesive to cure thoroughly accordi. ing to manufacturers recommendations before flexing the gear spring or applying loads to the step. i. Repaint gear spring and step bracket after curing-is complete.

washer,

and nut to secure inboard end of

spring.

5-7k BRAKE LINE FAIRING REPLACEMENT (182). Disconnect brake line at wheel and drain fluid, a.

NOTE Shims are installed under the inboard end of the spring as required to level the wings within a total tolerance of three inches. Maximum number of shims permissible is three for the
Models 172 and

plug line to avoid draining. Flex brake Line away. b. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse sand paper. Sand inner surface of fairor

150, 180, and 185; two for the Models P112; one for the Model 182.

i~ strip, running sanding marks le~gtharise. Leave surfaces slightly roughened or abraided, c. but deep scratches or nicks should be avoided
6 Clean the surfaces to be bonded thoro~ghly. H solvent is used, remove all traces of the solvent with a clean, dry cloth, It is important for the surfaces to be clean and dry. Solvent should not be used
a

used, install with washers wedges are used, tap them securely in place and install attaching bolts. Avoid excessive pounding of wedges to prevent deforming supporting structure, especially on the Model 150 prior to serial no. 15060127. After the noted serial, a bolt replaces a rivet in the forward end of each lower inboard angle. Where a channel is used, install with bolts, washers, and nuts.
e.
are

Where U-bolts

and nuts.

Where shims and

on

the

vinyl fairing strip.


ac-

(B. F. Goodrich A-1186-B) cording to man~acturera directlrms.


e.

Mix the adhesive

f. Apply a thin, bondingsurface.

uniform coat of adhesive to each

aird~7untilsol-

vent odor is gone (approx, 3 to I minutes at room temperature). Make assembly within ten mirmtes

after solvent evaporates.

Make

sure

the identification
it is

arrow on

the channel

points outboard; correctly.


d.
e.

possible

to install it in-

IWARNINOI
Keep catalyst away from heat, sparks, and open flame. Use arithadeguate ventilation and avoid prolongedbreathingof vapor. Avoid
contact with

Lower aircraft to Connect brake Install

ground. lines; bleed

brakes.

f.

parts removedforaccess.

skin eyes, and mouth.

5-7.

STEP BRACKET REPLACEMENT. NOTE The step bracket is secured to the landing gear spring strut with Conley-Weld, or a similar epoxy base adhesive,

Position fairing strip between brake line and and press firmly against strut. Press brake line into groove of fairing strip and wrap immediately with masking tape in five equallg spaced places. Excess adhesive may be removed with solvent. h. Allow the adhesive to cure thoroughly according to manufacturers directions before flexing the gear. After the recommended curing time, remove i. g.

strut,

Mark the position of the bracket so that the replacement bracket will be installed in approximately
a.

tape j.
k 5-8.

and connect brake line. Paint the area as required.

Fill and bleed brake system.


MAIN WHEEL AND AXLE.

the same position b. Remove all tracee of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse sand paper.
c.

5,0.
a.

REMOVAL.

Leave surfaces

slightly roughened

or

abraided,

but deep scratches or nicks should be avoided. d. Clean the surfaces to be bonded thoroughly. If a solvent is used, remove alltraces of the solvent with a clean, dry cloth. It is important for the surfaces to be clean and dry. Check the fit of the step bracket on the spring, e. A gap of not more than 1/32 inch is permissible. f, Mix the adhesive carefully according to manufacturers directions.

Disconnect, drain, and plug the hydraulic brake line at the brake cylinder.
b.
Remove the wheel in accordance with

paragraph

5-18 for Cleveland wheels). Remove the nuts and bolts securing axle and c. brake components tothe spring strut. Note the number and position of the wheel alignment shims. Mark these shims or tape them together carefully
so

512

(or

they

will be reinstalled in
ensure

tion to

that wheel

NOTE( Please
5-I

see

the

Remove axle and brake

exactly the same posialignment is not disturbed. components.

TEII~PORARY
flE\ns,oJv

IIII~

that revises this page.

5-10.
a.

INSTALLATION. Secure axle and brake components to spring


sure

ing grease before installation In the wheel.


5-15. ASSEMBLY. fnsert tube in tire, a.
tube with red dot
in tire and
on

strut, making

that wheel

alignment

shims

are

reinstalled in their origl~al positions. b. Install the wheel assembly in accordance with paragraph 5-16 (or 5-22 for Cleveland wheels). c. Connect brake line. Fill and bleed the brake

aligning inde~ing

mark

on

tire.

Place outboard wheel half inboard wheel

position valve stem through valve hole.

Insert
secure

thru-bolts, position

half,

and

system.
5-11. 5-12. MAIN WHEEIS

with ads and washers.


on

Take

care

to avoid to

pinching

tube between wheel halves.

Torque

(Goodyear).

value marked

wheel.

REMOVAL. NOTE
Uneven

Ic*un~nl
or improper torque of thru-bolt nuts may cause bolt failure with resultant wheel failure.

This paragraph involves removing the wheel from the axle. The procedure may be used
for tire

replacement, wheel bearing replacemeat, and replacement ad wheel brake parts.


a.

b.
or

Jack the whee2 using the universal jack paint. Remarre the wheel speed;f~iring (11 installed),

Clean and repack bearing cones with clean b wheel bearing grease. Assemble bearing cones, seals, and retainers c. into the wheel halves. 5-16.
a.

the attet dust cover. Remove cotter pins and axle mt. d. Pullthe nheelassembly off the axle, brake disc in place in the brake assembly.
a.

INSTALtA?ION.

leaving
Canti-

the

Placewheelonaxle. Priortothe Model install collar (17, figure 5-6) on axle first.

150F,

lever brake

clips

must be

disengaged

from disc.

b. Position disc in the wheel as the wheel is being slipped into place. The cantilever anti-rattle disc dips must be raised at one end while installing the dfsc.
Make sure outer bearing, seal, and retaining c. parts land the outer collar prior to the Model 150F) are in place, then install axle nut and tighten until a bearing drag is obvious when the wheel is

5-12.
a.

DISA~ISElldBLY.

Completely

deflate the tire

by

remc~Rips the

valve core.

IWT~IININtl
Injury
result from attemlltinn to separate vheelbPhres~Pithtire inflated. AvoiddamaPtire beads loose. ingwbeel ~pagee when
can

turned.slight

Back off the nut to the nearcs! castellation and install colter pins. d. Install the speed fairings, if used, or the outer dustcover. Removejack.

b.
c.

d.
e.

BrenLtt.bePd. looBo. Remove thrn-bolts Lnd separate wheel halves. RemoRe tire and tube. Remove bearing retaining rings, grease seals,

Ic~unonl
Whenever
a

tire is

changed,

speed fairing

is

installed,

and

bearing

canes.

scraper adjustment is disturbed, set scraper clearance in accordance with paragraph 5-66.
or

NOTE
To remove the bearing cups, heat the wheel half in badling neter for 15 miIlutea. Using an

5-17.

MAIN WHEELS REMOVAL.

(Cleveland).

5-18.

arbor mess, ii available, press out the bear-

ing cup and mess in the wheel is etlllhd.


5-11.

new one

while the

NOTE
It is not necessary to remove the wheel to reline brakes or remove brake parts (other than

INSPECTION AND REPAIR. Clean all metal parts and the grease seal felts a. in solvent and dry thoroughly. b. Inspect wheel halves for cracks. Crackedwheel halves should be replaced. Sand out nicks, gouges, and corroded areas. Where the protective coating has been remc~oed, the area should be cleaned thor-

the brake disc

or

torque plate)

on

Cleveland

wheel and brake assemblies. Jack the

a.

b.

Remove the

wheel, using the universal jack point; speed fairing (if installed), or the

oughly, primed with zinc chromate primer, painted with alumirrm lacquer.
c.

and

re-

Brake discs should be

replaced

ii

excessively

scored or a*uped. be sanded smooth,

Smallnicks and scratches should

outer dust cover. Remove hub cap to expose axle nut. Hub cap is c. not used when speed fairings are installed, and is not When not used, used beginning with the 1964 models. the hub cap is replaced with grease seals and retainer

rings.
Remove cotter

d. Bearing cups and cones should be carefully for damage and discoloration.

inspected

d.

pins and axle nut.

cleaning, repack bearing

cones

After with clean bear5-5

tOlJ

ba

u. a, n

a a

i.
2.

SpringAlignment
Wodgo
Bolt Plate
Scre~u

Shim
d~

3.
4.

As

ORIGINAL Received By
ATP

5.
6. 7.

Seal Bolt

8. 9. lO. 11. 12. 13. 14.

Landing Gear Spring

Spring Adjustment

Shim

a n

15.
re.

17.
re. 19. 20. 21. aa.

23. 24.

Nut BrakeLine Bose Brake Line Retainer Bracket Elb(rw Nut Gasket Axle Brake Aeaembly TireandTube Wheel Assembly CotterPin MeNut DustCover
Screar

25. 26. 27. WI. 29. 30. 31. 32. 33.

Washer Bolt Bolt Washer

Wishing
Washer Wheel Alignment Shims
Nut Nut

Figure 5-1. Main Gear


5-8

Model 180P

NOTE

Hub cop (16) is not used on ihe Model 180 series or tbe~ddel 185C and on. Outer dust cover

(17)
I

is attached with three

at iteoutet edge when the hub cap is not used


screws

Iii

15

a
a n 1
1)

1. 2. 3.
4.

8hlm

Wedge
Bolt

Flats
8crew

5. B. 7. 8. 9.

Bolt BrakeLine

BrP~bLineCllp
Hose

13. 14. 15. re. 17. 18. 19. 20. 21. 22. 23.

Fitting
CotterPln Not

HubCap
Outer Dust Cover Lochwasher Screw Screw Loclraroeher CotterPin Wheel Assembly

to. 11. 11.

Fitting
BraLeHose Axle

24. 25. 20. 27. 28. 29. 30. 31. 32. 33. 34. 35.

Bolt Bolt
Washer Washer Brake Shlms

Assembly

Washers
Nuts

spring
Nut Shim Seal

Figure 5-2.

Main Gear

Model 185 Series, and 180G and

on

5-7

=1~-

*~a,
i
a

MODEL 182

iCe~l
P
o

:I
1?

:\j

II SEE FIGURE 5-4A NOTE

rQ~r

Torque bolts attaching channel (43) to 660-750 pound-inches, with at least 809; contact between channel and etru+
4

10

Bolt

f ~h

11

Ii

3.2.

WasherNutNut 7.5. ScrewBracket


6.
Plate

35

:hin
II 15

I!
11
U

si~ii=

~w
8EE FIGURES 5-5, 5-6, A 5-1

8. 9. lO. 12.

Hose Brake Line

13

Spring

Strut

1 .13.14. NutScreatBrake
15. 16. 17. 18. 19. 20. 21. 22.
Nut

Line

Strap

It1(

I)

Clamp

Screw

Brake Housing Casket Elbow Bolt Wheel Axle Nut


Dust Cover Screw Washer
Cotter Pin

j
29

1~

23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42.
43.

(Hub Cap)

NOTE

a,

ill

connects to
the brake

Brake line (9) is shorter and a flexible hose at

Bolt Axle

housing

on some

models.

Brake Disc Cover Wheel Alignment Shim Nut Washer


Nut

Nut

44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57.

Washer-Faced Nut
Washet Nut Screw Doubler ORIGINAL
As Received
ATP

By

3
tl NOTE

Step
Screw U-Bolt Seal
Nut

Speed Fairing Scraper


Screw

Bolt Lockwasher
Washer Axle Nut

vinyl plastic

brake line

Washer orShhrn Bolt Countersunh Washer Channel

is installed between the strut and the brake line

fairing spring
on

the

Model 182 series

only.

Nutplate Support Plate


(Eacept Model 150)

Fl~uc 5-3.
1-8

Ippical Tricycle

~ntn Gear

NOTE

(13 15) only.CollarsBeginning


and

17

c?:t:~

are used with 5. 00 x 5 wheels with the 150F, 6. 00 x 6 wheels are standard equipment. A small hub cap covers the axle nut prior to the 150D, unless speed fairings Refer to flgure5-6 for wheel and are installed.

brake details.

daif
NOTE

21
n

\~\1(

!l
Ir

Brake Bm (4) is shorter and connects to a flexible bose at the brake housing on some models.

II

a
SEE FIGURE 5-6

15

16

I
n
1) 11

NOTE

During the 1966 model-year, shims are used as required between outboard forgings and wedges when the landing gear is ihstalled. This thicker wedge, shlmmed as required, replaces the thinThis combination ner wedges formerly used.
may also be used
on

earlier Model 150

airplanes.

As Received
ATP

ORIGIMAL By

2. 3.
4. 5. 6. 7. 8. 9. 10. 11.

Bolt Outboard Support Washer


Brake Line

13. 14. 15. 16.


17.

Collar Wheel Assembly

Spring
Screw

Collar Outer Bust Cover Cotter Pin


Nut

18.

Brake Line
Screw

Clamp
Clip

19.

Elbow
Nut

Brake Line Hose Axle Bolt

12.

20. 21. 22. 23. 24.

Gasket Brake Shim


Washer

Assembly

25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.

Nut

Bracket
Screw Nut

Step
Screw

37. 38. 39. 40. 41. 42.

Inner Screw

Support

Doubler

Speed Fairing Scraper


Screw

Plate
Seal

43.
44. 45. 46. 47. 48.

Bolt
Washers

Bolt

Support Support

Nut Plate

Wedge
Washer

Anchor Nut
Anchor Nut

Nutplate

Figure 5-4.

Main Gear

Model 150

5-9

(See figure 5-6. On the Models 150, 172, and remove bolts (29) and washers (31) securing back plate (39) and shim (36), and remove the back plate and shim. Shim (36) is used only on the Model 150 (prior to 1966). Pull the wheel from the axle, removing collars (8 and 1?) and bearing cone (9) as the wheel is removed. The collars are used only an the standard Model 150 wheel (prior to 1966). 1l speed fairings are installed, the bearing cone and grease seals will be removed during disassembly. On the Models 180 and 185, f. (See figure 5-7. remove bolts (29) and washers (30) securing back plates (41) and shim (36), and remove the back plates and shim. The shim is not used beginning
e.

NOTE
The

182,

bearing cups are a press fit in the wheel halves and should not be removed unless re-

placement

is necessary.

To

remove

the bear-

ing cups, heat the wheel half in boiling water for 15 minutes. Using an arbor press, if

available,
in the

new one

press out the bearing cup and press ar~ile the wheel is still hot. Instructions

5-20.

INSPECTION ANDREPAIR.

given in paragraph 5-14 for the Goodyear wheels also apply to the Cleveland wheels.
5-21.
a.

with the 1964 models.

Rtll the wheel from the

ASSEMBLY.

axle, removing bearing cone (5) as the wheel is removed. Beginning with the 1964 models, the bearing cone and grease seals will be removed during disassembly.
5-19.
a.

tion

Insert thru-bolts through brake disc and posiin the inner wheel half, using the bolts to guide

the disc. Assure that the disc is bottomed in the wheel half. b. Position tire and tubewithinflation valve thraugh
hole In outboard wheel half.

I)ISASSEhBBLY. Deflate tire and break tire beads loose.

Place the other wheel

Ic~unowl
Avoid may
b.

tire beads

damaging wheel Ranges when breaking loose. A scratch, gouge, or nick


wheel failure.

position Apply allghtforce to bring the wheel halves together. Maintaining the light force, assemble a washer and nut on one thru-boEt and tighten snugly. Assemble the remaining nuts and washers on the thru-bolts and torque to the value marked on
half in the wheel,

cause

Rem~ethru-bob uld separatevheel bplves, removing tire and tube and brake disc.
Remove anal, ring, grease sealfelt, grease c. seal rings or plates, and bearing cones from both wheelhalves. Details of parts used in a particular wheel are shown in figures 5-6 and 5-7.

Ic*un~TI
Uneven
or

mts may cause bolt wheel failure.

improper torpue of thru-bolt failure, with resultant

1967 MODELS 173 AND 182

:i

4
i.

MAIN GEAR

AttachPlate

2. 3. 4. 5.

gpeedFgiring
Scraper
AxleNut

HubCap

Figure 5-4A
5-10

Main Wheel

Speed Fairing

NOTE

Wheel bolt torque is stamped an~ the outboard wheelhalf. It is recommended that AN bolts CI) be replaced with NAS bolts for increased strength and closer tolerances.

11
I

ORIGINAL
As Receivec!

By

ATP

I
B

L
APPLICABLE THHII MODELS P~?aD, 17aE, 1809, 182G, AND Fl?a THRU IERIAL F172-0095, O -102, -108, 9110 and -0112.
11
10

IS

2tII Ifej1)19
16. 17. 18. 19. 20.
Piston

1.

Nut

a. 3. I. 5.
6. 7.

Washer OutboardWheelBalf Tire

9. 10. lr.

Bearing MscCllp
Tube

O-ring Cylinder

Head

InboardWheelHalf Washer
Bolt

12. 13. 14.


15.

Housing StationaryLMng PistonLining O-ring

RetainingRing
Bleeder Seal

8.

Seal

21. 22. 23.

BleederScrear BrakeDise

Plug

Figure 5-5.

Goodgear

Wheel and Brake 5-11

NOTE
Wheel bolt tonlue is stamped on the outboard arheelbsrlf. Collars (8 and 11) me used only with the standard slee wheels prior to the Model 150F. I
lo

I
I

These parts are also used in the opltboard wheel half when speed fairings are installed on the Model 150C.

nf
I)ust cover attached with a screws on the Models 15011 and on,

ii 1( ii

10

I
MODEL 150C

1729 and on, and 1828 and on.

O
NoTE

(STANDARD)

"ri
21

Ihere me minor physical dtf~erences between the brake assembHes nsed ao the9uicu, models, procedures ore the same.

1
Shim (38) is not used on the Models 1728 and on,

b t ts
31

I I
M tr jl

I APPLICABLE TO MODEL 150 I SERIES, 1729 8 ON, 1gaH 4


ow, AND F172 8ERIAL Flld0096 THRU -0102, 41~, -0106 TIIRU 9109, -011l, AND -0~1S
8 ON.

18211 and on, and on.

or

150F-

NOTE Some wheel brakes have Isidney-ehaped" washer installed under the head of bolts

(34).

Oo~,
~Y
19.

MODEL 15011 THRU 1508

(STANDARD)
MODEL 150C

2.~. ScrewI~ockarasher
3.
Order Dust Cover

(OVERSIZE)

4.
5. 7. 8. 9.

LnchRtng HubCap
Cotter Pin
AxleNut

MODELS 15011 4 ON (OVERSIZE), ITLF Q

Beari~g Cup
Washer Nrt BralteDise

ON, 18211 8 ON, AND


150F ON

Collar

BearillgCone
~kter Wheel Half

is. 11. 12. 13. 14. 15. is. 11. 18.

Tire Tube

InnerWheelHalf

BearingCone GreaseSeal Rings SnapRing


Collar GreaseSeal Felt

20. 21. 22. 23. 24. 25. 28. ZI. 28. as. 30.

(STANDARD)

31.

Washer

TorluePLate
PressurePlate

AnchorBolt

32. 33. 34.


35. 36. 37.

O-Ring
Piston

Thru-Bolt

Baka Cylinder
Washer
Nut

BrakeLinins
Shim BrakeRivet Brake Lining BackPlate

Bolt BrakeBleeder

38. 39.

Figure C6.
5-12

Cleveland Wheel and Brake

1800 0 ON MODEL 18X 0 ON

nn

r i7
a
and
an.

d,
f

~asa
to

Duclt cover attached ~ith 9 ecre~as rm the Models 1800 and o~ and 1850

d12 ii,
11

11

NOTE
Some aheel brakes bava "ki~sey-ehaped" arasher installed older the head
at bolts

j
11

APPLICABLE TO MODEL 185 SERIES, AND IsOG AND ON.

Ha

i/

"P3

(98).

~"i"9
t~tl
st

nrr~
Wbeel bolt torque is stamped on the otltbaord wheel ball.

Brake cylinder (32) redesigned to eliminate shim (36) on the Models 180G and an, and 185C and on.

1. OuterImetoowr a. IIubCap 9. CotterPtn 4. Nut 5. BearingCone s. O\rterWbeelHall 7. Tire 8. Tube g. InnerWheel Hall Is. BearlngCone II. GreaeeSealPlate 19. GreaeeSealFelt 13. Screar 14. Lochwasher

15. GreaseSealRLng Is. BearlngCup 17. Washer 18. Nut 19. as. Screar at. IPcgwaaher

98.

Nut

aa.
as. 94. 95. as. 97.

Sbeop BralreDlec Pressure mate

AnchorBo~t
Brake Line

Fitting

Washer

19. Bolt 30. Washer 31. BrakeBleeder 39. BrakeCyllnder 33. PLton 34. O-rlng 35. Brake Lining 38. Shlm 37. TorquePlate 38. Thru-Bolt 39. RLvet 40. Brake Lining 41. BackPlates

Figure 5-7.

Cleveland Wheel and Brake

Clean and repack bearing cones with clean c. wheel bearing grease. d Assemble bearing cones, grease seal plates or rings, and grease seal felts into both wheel ~alves. Details of parts used in a particular arheel ~n models using are show in figures 5-6 and 5-7.
the small inner hub cap, the outer bearing be assembled as the wheel is installed
e.

5-2211.
z

REMOVAL.

Remove wheel from axle and

pill Boding brake

assembly
b. axle

cone

will

eecuri~g assembly (32) to landing gear suing strut. Note number and position of wheel aligmned shime (33). Tape them together so they may be relnstalled in exactly the same positions.
5-22C.
a.

from brake torque plate (17). Remove bells (38) and washers (35)

Infiate tire to seat tire

beads,

then

adlud

to

correct preesure.

DISASSEMBLY.
urea

Remove

(5) securing stop block (4)

and

INSTALLATION. Place wheelonaxle. Collars (8 and 17, figure a. 5-6) are used on the Model 150 with standard size wheels only @rior to 1966). Place the inboard collar on the axle before positioning the wheel on the axle. b. Install outei bearing cam on those models using the small inner hub cap. Bearing cone is already assembled into wheel if the small hub cap is not used lndall axle nut and tighten until a slight bearing c. drag is obvious when the wheel is turned. Back off mt to neared castellation and install cotter pina.
d Install hub cap, if used, and outer dust cover. Outer dust covers are not used when speed fairings areinstalled e. (See figure 5-6.) On the Model 150, place shim (36) and back plate (39) in position and secure with bolts (29) and akishers (31). Safety the bolts, except where self-locldng bolts are used Shim (36) is mt used beginning with the 1966 model. f. (SeefigureS-5.) OntheModels 172andr82, place back plate (33) in position and secure with bolts (29) and washers (31). Safety the bolts, except where self-locking bolts ore used. g.

5-22.

Pin (2).
remove etop blocL, Using a soft punch, drive o\b pivot pin f2) pull ule assembly from adapter (I).

b.

Deflect axle ud

c,

ud

d.

(II),
e

(8),
f.

Remove bleeder screpp(l5), washer and seal ;Lnd pluager (16). Remove Mernal retainer ring (7), orifice plate piston (9), and spring (10).

Removebolts(28) and aashus (29) to remove torque plate (17). Note relative position of torque plate to facilitate assemb~.
brake

5-2211. CLEAMNC, INSPECTION, REPADS AND LUBRICATION. Clean all parts in solvent (Fed Spec. P-8-66I, a.
or

equivalent) sad dry thoroughly. Make wue tbe small hole in the arince phte and the bleeder passage in tbe p~uaeer pre not redrrcted b. Inspect puts far excessive wu, crocls, nicks,

(SeefigureS-l.)
shim

OntheModels180and185,

plates (41) in position and (29) and arsbers (31). Safety the bolts, except where self-locking bolts are used. Shim (36) is not used beginning with the 1964 models. h. Install speedfairings, if used place (36)
and back
secure

delds, scratches, scoring, and dhet obirioue defects. c Repair, other than dressi~e out minor nicks, dents, and scratches, is limited to replPcement of defective puts. d. Lubricate pivot pdn (2) with IlblGGTI11 during assembly. Ali~o lubricate the pin thmPeh the
grease fittings after

with bolts

assembly.

or

ASSEMBLY. Sincetoo muchhydraulicfluid insufficient hgrrtraulle fluid both will reduce the efficiency of the castering axle, it is important that

5-223.

Ic*unow(
Whenever
a

tire is

installed,

or

cha~ged, a speed fairing is scraper adjustment is disturbed,

NOTE
Because d the very s~nall hole in the orifice ii is essential that internal ports be

set scraper clearance in accorcBnce with paragraph 5-66.

plate,

5-2211 CESSNAMAIN LANDPJGGEARCASTERING AXL~S. Beginning with the 1967 Models 180 and Skywagon, optional castering axles may be irrstalled on the main landing g;ear. In the event of improperdrift correction at touchdown, the castering axles permit the main wheel on the downwind side of the airplane to momentarily swivel outboard to align with the drifting ground track of the airplane. Aowe\rer, the

clean. Only clean hgdraulic fluid should be used to lubricate Ule plunger, orifice plate,

piston, spring, O-rings, and of the axle during assembly.


a.

the inner bore

opposite (uparind) wheel is incapable of swiveling inboard, and it scrubs lightly until the drifting motion
has ceased. The net effect is to minimize the lurching action at touchdown caused by sideward drift and to restore the intended ground track during the landing roll. During normal taxi, the castering axles arill not swivel. The axle is essentially a spring-

Install nea O-rings on piston (9) and plrmger (16). Position spring (10) on piston (9), and insert into axle, spring first. Place orifice plate (8) against piston. Using a c. brass or aluminum rod, press the assembly Mo Me
b.

axle, compressing spring (10)


can

be installed.

until retainer ring Be sure the retainer ring seats

(7)

properly
d.

in its groove. With the open end of the axle up, fill to the top with MIL-H-5606 hydraulic fluid. With bleeder screw (I5) removed, slowly slide e.

loaded, fluid-filled, orifice-dampened cylinder. Figme 5-7A shears details of the axle assembly.

plunger (16) into the axle until all air has been expelled and fluid darts to flea from the bleeder hole. f. Continue forcing plunger sl<naly into axle until
scribe nrark "A" is flush with axle surface.

Install

SCRIBE MARK LXK=ATION

HOLE ENGAC~D BY SCREW

(5)

1.Sg1
\I
11e
II

SCRIBE MARK "A"

1~
11

ORIGINAL
As Received ATP

It

By

RIGHT GEAR SHOWN

17 1.

Adapter
PLvatPin

2. 3. 4.

Gre~eePitting

StopBloch
Scre~
Scre~

11 a

5. 6. 7. 8.
9.

RetainerRing
OiiiicePhte
Piston

25

/f(
n

II

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

Compression Spring

AxleO-Ri~
O-Ring
Washer and Seal BleederScrew 26. TI. 28. 29. 30. 31. 32. 33. 34. 35. 38. Axle~Jut

Plunger
Brahe Torque Plate CotterPln

WheelAssembly
Bolt
Washer

g
n

I
a a tl

17. is. Is. 20. 21. 22. 23. 24. 25.

HubCap
DustShield
Screar

Washer

Screar
Washer

BrakeAssembly Bra~e Hose Fitting AxleAssemblg WheelAlignment Shims Landing Gear Spring
Countersunk Washers Bolts

CanerPln

Figure

5-7A.

Cessna Castering Axle

5-15

bleeder screw, washer, and


er screw

seal,

and

tighten bleed-

NOTE The quantity of fluid is determined by checking the torque required to dehect the axle just clear of the stop block.
a. Using universal jack point, jack onewheel clear of the ground. b. Remove wheel and measure the torque required to deflect axle just clear of the stop block, as shown in figure 5-78. If the torque required is 1#) Ib-inor

(15)

while

maintaining this position.


NOTE

Scribe mark "A" is used during assembly and refilling. It indicates the correct amount of hydraulic fluid in the unit.
g. Lubricate pivot pin (2) with MIL-G-llrlgrease and assemble adapter (1) to axle (11) with the pivot

pin.
h.

Be

sure

to

align the hole for

screw

(5)

properly,
axle, forcing plunger (16) into the axle, stop block(4) can be installed. The beveled edge of the stop block must be inboard for clearance. Tighten screws (5 and 6) and safety to each other. i. Attach torque plate (17) to the axle with washers (29) and bolts (28), positioning torque plate as noted during disassembly. Tighten the bolts and safety in pairs.
Deflect
until

less, hydraulic fluid must be added. To add nuid, proceed as follows: c. 1. Remove wheel and axle assembly in accordance with paragraph 5-228. 2. With stop block (4) removed, remove pivot pin (2) and gull axle from adapter (1).
3.
Remove bleeder
screw

(15),

washer and seal

(14),

and

plunger (16).

5-22F. INSTALLATION. Place wheel alignment shims (33) between spring a. strut (34) and axle assembly (32), in the ~ame positions from which they were removed, and install countersunk washers (35) and bolts (36).
NOTE

AN960-516, -516L, -616,


are ers

and -616L washers to be added between the countersunk wash-

4. With open end of axle up, Iifl to the top with MfL-H-5606 hg~draulle fluid 5. Install a near O-ring on pluneer (16) and lubricate with lprdraullc fluid. 6, With bleeder screw (15) removed, slowly slide plunger (16) into the axle until all air has been expelled and fluid starts to flea from the bleeder hob. 7. Continne forcing phmser slowly; into axle until scribe mark "A" is Rush with aule wuface. ~nstall bleeder screw, wasber, and ee~l, and tighten bleeder screw (15) while this position. NOTE

and the

spring strut

as

required

to make

bolts

foecafrus
a

(36) Rush adapter (1).

with the outhoard flat

b,
c.

Perform

functional check in accordance with

Scribe mark "A" is used ckring assembly ~d refflltng. It indicates the correct amount of hychaulic fluid in the unit.
8. Lubricate pin (2) with MIL-G-TI11 grease and assemble adapter (1) to axle (11) witb the pivot pin. Be sure to align the hole for screw (5) properly.

paragraph 5-22C. (~1), and


5-226.
a.

Position floating brake assembly on torque plate install wheel and brake assembly.

FUNCTIONAL CHECK.

Measure

torque required

to deflect axle

clear of stop block as shown in assembly, torque required should not be less than 180.lbrin. On an aircraft in service, torque required should be more than 1#) IbLin. Failure to meet these requirements indicates a weak or broken compression spring, or insufficient hydraulic fluid in the unit. b. Operate axle rapidly through its fullra~ge of travel and check for hydraulic leaks. Defective Orings or a scored inner bore of the axle are the usual causes of leakage. Check that castering travel is 250 minimum. c. Too much hydraulic fluid will restrict travel, and

just figure 5-7B. During

9. Deflect axle, forcing plunger (16) into the axle, until stop block (1) can be inet8lled. The beveled edge of the stop block must be inboard for clearance. Tighten screws (5 2nd 6) and safety to
each other.
ance

10. Reinstall wheel and axle with paragraph 5-228. d. Inwer wheel to ground and WREEL ALIGNMENT.
Refer to

assembly
remove

in occord-

jack.

5-23.
5-24. 5-24A.
5-248.

figure 5-8.

CROSSWINDWHEELS.

(Seefig~reB-IC.)

enough will cause too little axle torque as measured in figure 5-7B. d. Deflect axle to the full castered position, then let it sllap back. The plunger should remain in contact with the a(8pter. Failure to maintain contact
not indicates
a

the Model 189.

quires

Crosaartnd wheels are optional equipment on The crosswind wheel installation rea flexible, rather than rigid brake line be-

weakor broken

compression spring,

or

cause of the castering movement of the wheel. Components of the crossarind wheel are illustrated in figure 5-7C, which map be used as a guide during

insufficient

hydraulic fluid.

mainte~ance.
In

Ruther information may be found

Goodyear plblicatione.

5-2211.

CEIECKINC FLUID BUANTTTYONAIRCRAFT

(See figure 5-7A.)


5-16

C
FWD a

ORIGIN*L
As

Received By
ATP

spReJe STRUT

STOP BLOCK

~I
5

AXLE

ADAPTERPLUNC;ERi/
LOOP OF WIRE

RIGHT GEAR VIEWED FROM ABOVE

NOTE

SCALE

of the

Torque required stop block torque required

to deflect axle
on

initial

be at least 180 Ib-in.


is 120

just clear assembly must During se~ice, if

unit must be refilled with


in accordance with

hydraulic fluid paragraph 5-22K

lb-in

or

less the

Figure 5-7B.

Castering Axle Torque

Measurement

5-17

ORIGINAL
As

*t~\

Received BY
ATP

g
g

II

idj
It
II

10

1)
n

i/
w a a
a
r

t an
a

o~Y
53

a
n

#Plt

2.1. Clunplire
3.

4 II

Wheel, Brlte and Collar Assembly


a

4.5. ~oltElboar
6.
7.

10.39. BoltBolt
a 24. 25.
26.

Bolt

HoseAsaemblJt
Union

8. 9.
10. ii.

BearingCup
InboudWheel Half Key RetalnerScm

Hub and Axle Wisher Nut

Subassembly

12. 1J.
14.

Lockwasher
Bolt

Ii. is. ii. 19.

19. 20. 21. aa. 23.

Stabiliter GasLet Stabiliter Tap Gaslret Plate Stabilizer Brake Lining Stabilioer Bnke Spring OutboardWheel Hall

27. as. 29. JO. 31. 32. 33. 34. 35. 36. 37. 38.

DiscDriveKey

LnboardBeuingScal BearingSeol Gadret


Deflector Left Plate
Bolt

Plate

Washer 42. Bm~eBoustng 43. BnheDise 44. Anti-RattleCllp 45. BnLeStatlonary Lining 46. InletPtug II. InlctGidret 48. BmLe Piston Side Lining 49. Brake Cylinder Head
41.

CrwJswind Wheel Axle Collar


Wisher Nut

50. 51. 52. 53. 54. 55.

Washer

Cylinder BeadScal
PistonSeal BraltePlston BleederScrear Sell BleederScrepr

Clamp
AxleBoot
Serear

BelringCup
PaehShim

56.
57. Dise Retaining Ring 56.StudFastener

BearlngCone

Lockwasher

Figure 5-1C.
blB

CrossrlodWheel

Block
Place grease plates under wheel and rock wings before checking wheel.alignnent.

tires just below axle

straightedge against height.

Aluminum plates approximately 18" square

As

Received By
ATP

Crease between plates


L

Place carpenters square against straightedge and let it touch wheel just below axle nut.

Carpenters Square

Positive Camber

Negative Camber

Measure toe-in at

edges

Mffer ence in measurements is toe-i for one wheel (half of toll toe-in).

ofwheelflange.

INBOARD

FORWARD

camber by reading protractor level held vertically against outboard Ranges of wheel.

TOP VIEW

OF

Straightedge

FRONT

VIEW

OF

TOIEIIN CHECK

CAMBER
NOTE

CHECK

AIRPLANE MODEL

TOTAL TOE-IN
0" to .06"

POSITNE CAMBER

150 171 Pin 180


181

40 to 6
3" to 50 3" to 5"
10 to 60

Setting toe-in and camber in accordance with the chart while the cabin and fuel tanks are empty will give approximately zero toe-in and zero camber at gross weight. Ideal setting is zero toe-in and zero camber at normal operatirg weight. Therefore, if normal operation is at
less than
occurs,

O" to .Og" 0" to .08" 0" to .12"


0" to .Og"

grosc~weight and abnormal tire wear realign the wheel to attain the ideal
under which the

setting for the load condition airplane normally operates.

The maximum accumulated shim measured at the thickest


corner

thickness,

BO to 70

185

0" to .12"

40 to 60

any speed fairing plates or inch for all except the Model 182. Refer to sheet 3 for shim combinations permitted on the Model 182. Always use the least number of shims possible to obtain the desired result.

(60 not include cover plates), is .22

Figure 5-8.

Wheel

Alignment (Sheet 1 of 3)
5-18

gRIM CWRT MR

MODELS 180 AND 185

SHIM

PART NO.

POSITION OF THICKEST CORNER


OF SHIM FWD UP UP 6 AFT DOWN a FWD AFT DOWN

CORRECTION IMPOSED ON WHEEL


TOE-IN TOE-OUT POS. CAMPER 2 "56

NEG. CAMBER

0541111-2

.11"

.25"
.25" .11"
.1Q

2"11

2"11 2"56 0"30 0"5 05 0030 1"0 0010 0010 100

0441139-5

UP 8 FWD

AFT UP DOWN FWD


DOWN 6 AFT

.12" .12"
.10

0441139-6

UP 8 FWD UP AFT DOWN 6 FWD

.20

.25"
.25"

DOWN& AFT

.20

CRARTFORI
SHLM

MODELS 171, Pn2, I~ND 150r L.ON

PART NO. 0541157-1 1

POSITION OF THICKEST CORNER OR EDGE OF SHIM AFT FWD


UP

CORRECTION IMPOSED ON WHEEL


TOE-IN

TOE-OUT

POS. CAMDER

NEC. CAMBER

.Og

I
.Ogl

1
0"3 0030

003

0541151-2

.006"
____

DOWN 0541157-3 AFT

.006"

0"34
007

12"

FWD
0541111-2 UP FWD UP AFT DOWN FWD DOWN AFT UP 8 FWD UP 6 AFT DOWN 8 FWD AFT DOWN

.12"
.15"

007
25(8 2"29

.23"
.23"
.15"

2"29 205(r 0"25

0441139-5

.12 .12"
.11"

0"11 0"11 0"25

0441139-6

UP UP

FWD AFT

.22"

.24" .24"
.22~ .03"

0050 0"22

DOWN FWD DOWN 6 AFT 1241061-1


UP FWD

0"22
0"50

250

UP AFT DOWN FWD DOWN AFT

.06"
.06" .03"

2049
2049 2050

Figure 5-8.
6-20

Wheel

Wgnmellb (Sheet a

of

9)

I,,,,~
SIIIllb PART

MODEL 182

NO.
0541157-1

POL~ITEON OF TBICEEST CORNER OR EDGE OF SHI1


AFT FWD

CORRECTION IMPOSED ON WEIEEL

TOE-IN

TOE-OUT

POS. CAMBER

NEG. CAMBER 0"3

.Ogl
____

.06"

003 0"34

0541157-2

UP DOWN

.008
____

.006"

0"30

UP 8 FWD UP 8 AFT DOWN 8 FWD DOWN 8 AFT

.091 .00
____ ____

asol 2 "49 .06" .03"


.11"
2 "49

2"5(r 0"2P 0"11


0011

0411139-5

UP 8 FWD UP 8 Afi DOWN 8FWD DOWN 8 AFT UP 8 FWD UP 8 APT DOWNB FWD DOWN 8 APT AE~T FWD

.12" .11"
.22"

0"25

0441199-6

.24"
.24" .29
.1P

005(Y 0"22 0"22


0"50

0541151-9

O"P .1T 007

MODEL 192 1241061-1 0441139-6 0441139-5 0541157-1 11570541

r241061-1101010 01010 1139-6 10101011lrl0 0441199-510 01111 210 0541157-2_0OL1L1141 3 1 0 0541151~110 r11131110 0 157-9 1010111all ~dax, number of laMmntobepaed 6111361111. ~aith shime in column I COLUMN 2 COLUMN I I

MODEL 150 911191 DATA

(PRIOR

TO

150F)

NOTE Model 150 shims may be rotated to any one of four positions to obtain the
deuired result.

0441157-1 0411157-2
0411157-9

1/2" Camber Cotrection


2" Camber Correction 1" Camber Correction

.06" Toe-in .23" Toe-in .la" Toe-in

or or
or

Toe-out Correction Toe-out Correction Toe-out Correction

Figure 5-6.

Wheel Alignment (Sheet 3 of 3)

5-31

5-25.

NOGEGEAR
A 8teerable
the
nose

5-21.
wheel mounted
on an

NOSE GEARSHIMMYDAMPENER.

The

5-26.

air-oil

150, forgexcept ings riveted to the firewall and lower fuselage. In


the shock strut is attached to

the

150,

the shock strut is secured to the tubular

engine mount. Nose wheel steering an all models except the 182 is afforded by two spring-loaded push;pull tubes linking the nose gear to the rudder pedalbars. The Model 182 has one steering bungee linking the nose gear to a bellcrank which is operated

shimmy dampener provided far the nose gear offers resistance to shimmy by forcing hydraulic housing through small orifices in a piston. or the piston rod is secured to a stationary part and the other is secured to a part which moves as the nose wheel turns, causing relative motion between tne dampener and rod.

ehTdiun

by push-pub

rods from the rudder pedalbars. The aft end of the bungee incorporates sproclret-operated screw mechanism to furnish rudder trim when
a

NOSEGEARTORQUELINICS. Forgedahunalloy torque links, which keep the lower strut aligned with the nose gear steering system but permit shock strut action, me prorrided for the nose
5-28.
inum

gear.

airborne. A fluid-filled shimmy dampener is provided apr all models to minimize arheelshimmy. A speed fairing of reinforced, resin-bonded glassfiber construction is standard equipment on models and optional equipment on others,
some

5-29.
urea

REPLACEMENTOF NOSECEAR.

(6ee f~g-

5-9, 5-10,

or

5-11.)

Remove the e~ae coral and weight or tie down a. the tail to mise the nose wheel odf the grau3d. b. Msconnect the nose gear steering tubes ar

bungee item the

nose

gear.

liiiiii~

cctcoc,,

ORIGIMAL
As

Received By
ATP

~FY

NOTE
Tbs

iSb.he~aYtp

mss

Cenr Ls

installed 1800 fmm the standard gear shown, with the torque links at tbs front.

i. a. a.

SMmmy Dampener
Nose Gear Shock Strut

EngineMolmt

4. 5. 6.

RaLlPfn Firewall

7. 8.
Root 9.

SteeringR~be
Bait Axle Bo~t

Steeringnube
Nose Gear

Figure 5-9.
5-23

Model 150

ORIGINAL
As Received

By

ATP

.,1

\-J

I
1~5

i.

Bolt
Strut

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

Assembly

Bolt

Steering Tube Steering Tube Clamp


RH LH

7.8. BoltRod
9. 10.
11.

End

12. 13.

Steering Arm Assembly Shimmy Dampener Arm StrutClampCap Shimmy Dampener


Rivet

II

14. 15. 16. 11. 18.

Nut

BallJoint CheckNut Clevis


Wheel

When installing cap (11), chech the gap between the cap and the strut fitting before the attaching bolts are Lightened. Cap tolerance is .010" minimum and .016" maximum. If gap exceeds maximum tolerance, install shims, Part No. 0543042-1 (.016") and Part No. 0549049-3 (.032"), as required to obtain
gap tolerance. Replace thecap if gap is less than minimum, again using the shims to obtain proper gap. Install shims as equally as possible between aides.

Figure 5-10.

Nose Gear

Models 112 and P172

5-23

to

,I

YODEL fB~g Q ON

1(

u
I

tl

NOTE

Unshaded parts of the


as

nose

gear turn

the

nose
on

gear steering system is


the

operated

ground,

but do not turn

while airborne.

As the lower strut etends, a centering block on the upper torque link contacts a Bat spot on the
bottom end of the upper strut, thus keeping the lower strut;uad wheel from

turning.
i. Bolt Nut

2. 3. 4.
5.

8. 8.

Upper TorQue Link


Bolt lnwer Torque Link Tolgue Link Fitting NoseCearFork WheelandIYre
Bolt

Upper Forging
Bolt

UpperStNt

8. 7.

SteeringBungee
Lower

Forging

10. 11. 12. 13. l4.

15. 18. rl. 18. 18. 20. 21.

Bolt

8teeringCollar
8crew
Bolt

Steering Torque Arm Shimmg Dampener


Bolt

Figure 5-11,
5-28

Nose Gear

MoQl 182

c. Deflate the strut its shortest length.

completely

and

telescope

it to

f.

Slide

(14), retaining ring(l5),

packing support ring (13), scraper ring and lock ring (16) fmm

IWARNIN61
Be
sure

lower strut, noting relative position and top side of, each ring; wire together if desired. g. Remove O-ri~gs and backup rings from packing
before

strut is deflated
or

completely
at

support ring (13).


h.
slide Remove bolt (26) and tear-bar spacers (27), and torque link fitting (28) from lower strut. Toware

removing bolt
d. roll

roll

pin

top of strut.

(See figure 5-9.) On the Model 150, remove pin (4)securing top of strut and loosen bolt (8) which clamps strut to lower part of engine mount. Pull strut down through lower attachment to remove. On the Models 112 nnl Pile, e. (See figure 5-10. remove bolt (3) securing top of strut and remove bolts (1) securing strut at lower attachment. Pull strut dowl4 out of upper forging to remove. f. On the Model 182, either of (See figure 5-11.
two methods may be used to
remove

bar spacers

located at

different

position when

speed fairings

are

installed.
NOTE

Bolt

(26)

also holds base

plug (21)

in

place.
i. Remove bolt

(25)

and

pull

base

plug (21) and

the strut.

The

followi~g procedure outlines removing the strut along with the lower for~ng at the fuselage. An alternate method is to remove and disconnect parts as required
to slide strut down through lower forging, leaving the forging attached to the fuselage. i. Remove bob (4) securing top of strut.

a. Remove bells (1) and the tate bolts on the undereide of lower forging e). Remove rudder bar shields from inside the cabin for access to the nuts. 3. Pull strut assembly down, aut of upper forg-

assembled parts out of lower strut. Remove O-rings and metering pin from base plug. Beginning with SerialNo. 15061784 through the 1966 model-year (standard gear), an orifice piston with a smaller hole is used and the metering pin is deleted. A straight metering pin replaces the contoured metering pin for all service parts prior to the 1967 models (where a metering pin was used). The 1967 model
standard gear uses a shorter contoured metering pin. Beginning with the Model 150C, the heavy-duty nose gear is Mt available.

ing
g,

to

remove.
nose

To install the

gear,

reverse

the

preceding

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of parts.

steps.

Always tighten the

upper attachment before strut in lower support to prevent mis-

Inwer strut and fork


on

allgnmeot.
DISASSEMBLYOFMODEL 1L0STRUT. C3ee The following procedure applies to the shock strut after it has been removed from the airplane, and the speed fairing (if used) and the nose wheel have.been removed from the strut. In many cases, separatille the upper and lower st~ts will permit inspection and parts replacement without 530,

figare 5-12.

j.
k,
arm

Remove

Pull orifice piston support O-ring and valve.

(3)

out of upper strut.

Remove

retaining ring (6), then slide steering

from upper strut. Remove washer any shims used next to the washer.

0)

(9)

and

removal

complete disassembly.
5-31.

ASSEMBLYOFMODEL IZOSTRUT.
in solvent and

(See
ex-

IWARNINGI
etrFlt is deflated completely before removing roll pin at top of strut, lock ring (16), Do not disconnect torque links or bolt CaeE Be
sure

figure 5-12. a. Thoroughly clean all parts amine them carefully. Replace parts, and all rubber or plastic
NOTE

all

worn or

defective

seals and

rings.

until st~b Is ciei~ted


a,

completely. Notepositionofaraehers

Removetorquellnks.

Packing support rings

with different width

a~d spacers. b. Remove nhimmo


c.

dampener.

inner grooves and various seals have been used in the strut. On packing support rings with the wide groove, install a contoured rubber back-up ring above and below the O-ring.

Remove lock iing (16) from groove inside lower end of upper strut. A small hole is provided at the

lock ring groove to facilitate removal of the lock ring.


NOTE

If strut is

equipped

with

packing support

ring having the


ring.

groove, install one contoured rubber back-up ring below the 0narrow

If any struts

are

found with Teflon

or

Hydraulic fluid will drain pulled from upper ~trut.


d. Use

as

lower strut is

leather

back-up rings

installed in the

packing

lower

a straight, sharp pull to separate struts. Invert lower strut and drain

upper and
remain-

support ring inner groove, replace contoured back-up rings above and O-ring.

with the below the

ing hydraulienuid. Remove lock ring (10) e.


end of lower strut.

and

bearing (11) from top

5-25

b. the

Assemble the strut

by reversing

the order of

procedure outlined in paragraph 5-30. Note that bearing ~11) must be installed with beveled edge up (next to lock ring). Lubricate needle bearing in steering arm 0) c. with MIL-C-?I11 grease (or equivalent) before installing.
the entire

f. Slide packing support ring (12), scraper ring (13), retaining ring (14), and lock ring (l5) from
lower strut, noting relative position and top side of each ring; wire together if desited. g. Remove O-rings and back-up rings from packing

support ring (12).


and pull base parts out of lower strut. Remove O-ringis and meteri~g pin from base plug.

1l needle bearing is defective,

replace

h.

Remove bolt

(24), bushing (23),

steering

arm

assembly.

plug (20)

and assembled

d. Used sparingly, Dow CorningDC-l compound is recommended for O-ring l~ibricatioh All other internal parts should be liberally coated with hydraulic fluid during assembly. e. Sharp metal edges should.be smoothed eith 9400 emery paper, then cleaned. Tape or other coverings should be used to protect seals where possible. Reafter seals are past edges. Cleanliness and proper lubrication, along with f. careful workmanship, are important during assembly of the shock strut. g. When installing lock ring (16), position the lock ring so one of its ends covers the small access hole in the lock ring groove, h. Temporary bells or pins of correct diameter and length are useful tools for holding parts in cor~ rect relation to each other during assembly and installation. Service shock strut after installation. i.
move

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of parts. on

I~oarer strut and fork

i.

Remove

Pull orifice piston support O-ring and valve.


Remove

(3)

out of upper stnR.

arm

then slide steering upper strut. Remove pasher (8) and any shims used ne~b to the washer.

retaining ring (8),

0) from

5-33. ASSEMBLY OP MODELS 378 AND PlfS STRUT. CSeefigure b~9.) a. Thoroughly clean all parts in eoloeot and eamine them carefully. Replace all porn or defective parts, and all rubber or plastic seals and rings. NOTE

5-32.

DlSASSEMBLY OF MODELS 172 AND Plla

STRUT.

GSeefigureS-13.) Thefollo~aingpmcedure

applies to the shock strut after it has been removed from the airplalle, and the speed fairing (11 used) and
the

packing support rings pith different ptdth


inner grooves and various seals have been used in the strut. On packing support rings

wheel have been removed from the strut. In many cases, separating the upper and lower struts will permit inspection and parts replacement arithnose

out removal

or

complete disassembly.

with the Pide groove, install a coatourad Nbber back-up ring above and belop the O-rfng.

ff strut is

IW*RNINCiC
strut is deflated completely before at top of strut or lock ring (15). Do not disconnect torque links until strut is deflated completely. Although it is possible to remove bolt (24) without deflating the strut, some airplanes were not equipped with bush-

Be

sure

removing bolt

equipped with a packing support ring ha~ing the narrow groove, install ooe contoured rubber back-up ring belclarthe Oring. If am strats are fc~nd with Teflon or leather back-up rings InstPLled in the packing support ring inner gnnnre, replace pttb the contoured beck-up ri~gs above andbelop tbe O-ring.
b. the Assemble the strut

illg (23) which makes this possible. UanO doubt exists whether the bushing is present, deflate the strut as a safety precaullon.
a

by reversing the

procedure outlinehin bearing (10) must be installed (next to lock ring).

order of that

pith beveled

edge

up

Removetorquelinks.

Notepositionofwashers

and spacers. b. Remove shimmy dampener. Remove lock ring (15).from groove inside lower c. end of upper strut. A small hole is provided at the lock ring groove to facilitate removal of the lock ring. NOTE

Lubricate needle bearing in steering arm c. with Ma-G7111 grease (or equivaleld) before installing. It needle beari~g is defective, replace the
edire

steering

arm

assembly.

d. Used sparingly, Dow Coming M=-4 compound All other is recommended for O-ring lubricalion. internal parts sLould be liberally coated pith hy-

draulli:
e.
as

fluid during assembly. Sharp metal edges should be smoothed with

Hydaulic fluid will drain pulled from uppet strut.

lower strut is

1400 emery paper, then cleaned. Tape or other coverings should be used to protect seals where
Remove after seals are Past edges. f. Cleanliness and proper lubrication, along aritb Caeful workmanship, are important during assembly of the shock strut.

possible.

d. Use a straight, sharp pull to separate upper and lower struts. Invert lower strut and drain remain-

i~g hydraulic nuid. Remove lock ring (9) a~d bearing (10) from top e.
end of lower strut.

5-26

NOTE

Shims
as

are

required

available to use above washer (9).

ORIGINB1
As

Res-eived By
ATP

~T-

Is

n~

~1
a

i
1. a. 3.

MODEL 150G 8 ON

SEE PARAGRAPB

5-50I
1
a~

Roll pine me used to prevent ar~eel ferrules from turning.

L20

I~

Valve

O-Ring
Orifice Deczl

PLabOnSupport

UyperStrut
5. 8. 7. 8. 9.

RetainingRing Steering Arm AseemblJr Shimmg f)ampener Support


Waeber

11. 12. 13. 14. 15. 18.

Bearing
LowerStrut

21. 22. 23. 24. 25. 28. 27. 28. 29. 30. 31.

BasePlug
Nut

Backing Support Ring ScraperRing EetainingRtng LockRing


Nut
Nut

O-Ri~g
Fork Bob Bolt

17.
18.

Tow-Bar Spacer

10.

LockRing

19. 20.

WeteringPin O-Ring

Torque Link Fitting Back-UpRing

O-Ring O-Ring

Figure 5-12.

Nose Gear Strut

Model 150
5- 27

NOTE
Sbims
as
are

available to

use

required above washer (8).

OR\G\NAL
As

:i

Received BY
ATP

I
t7 i~ 11

,n

~a

~II

I,
-r

re

~1
ii" I

NOTE
was not used on early 1963 serials, but is installed on service parts assemblies.

Bushing (23)

r.

Valve

2.
3.

O-Ring
Orifice Piston Support

4.
5.

UpperStrut
Decal

6. 7. 8. 9.

RetainingRing Steering Arm Assembly


Washer

LockRillg

to. 1r. la. 15. 14. 15. re. 17. re.

Bearing
LowerStrut

19.
20. 21.

O-Ri~g Base Pl~g


Nut

Packing Support Ring

ScraperRing RetainingRing
LockRing
Nut Fork

MeteringPin

22. 25. 24. 25. 28. 27.

O-Ring Bushing
Bolt

Back-DpRing O-Bing O-Ring

Figure 5-13.
5-28

Nose Gear Strut

Models 17211d Pr72

NOTE
ShLms
as
are

available to

use

required above araeher (10).

ORIGIMAL
As

Received sy
ATP

a a

1
A~h------15

al

I
I~;-;iB1

I
I

fl/
~pC/ I Iri

aI
o

I
I
a

I 1
19.
14. 15. re. 17. 18. is. 20. 21. 22. 23. 24.

I/il i II
ill~

1. V~kve a. o-wae 3. Orifice Pietonsupport 4. UpperStrut 5. Decal B. Steering Torque Arm 1. Scre~a 8. RetainingRing a. SteeringCoUar id. Washer 11. LockWng

IrrsserStrut

PacldngSupport Ring
ScraperRing

I~--.

RetainingWng InckRing
Nut Nut 25.

MeteringPin O-Ring Base Plug


Nut

28. 2?. 28.


zs. 30. 31.

Fork Bolt Bolt

Torque Link Fitting Back-~pRing O-Ring

12.

Bearing

~Ring

O-Ring

Figure 5-14.

Nose Gear Strut

Model 182

&29

MODELS 172. Pli2, 0 102

PR~OR n~ MOnEI. 1 liOG

fNclt used
i,

rn

Mndels 17211
nn.

and 1R2K O

I~Nnt
or

urecl

cn

later aerlnlp
~VhlCh

lCie)7.ice

hare fimaller hnteP a

//I
o

hi
1(

d
I

II

NOTE 1. i.
J. Nut 15. fclP-Rar
Washer

Huh Neter Ic~ fipate ~-21 fc~r attachinp


are

Farts

1t

Rpc?crd

uPed.
~l*ecl
nu the

Spacer

I~uytr (9)

are

Mcrtel 1Ra

cmll.
c~n.

8.
7. a.

Nut
Washet

nuahinZt (101
Mtdel IliQ ke~vv-ctutv

cn

M~PI 17211 and

9. 10.
11.

lu~
I~1II

mnc! qenr lp l~tal\cd aith ~he tnrque Ilnkp at the front.

Ikllt
P~,rk

12. 13.
10.

t\\lPhiuY

npl~re li-fFi.
&SO

HP~wo-nrdp

NoeP C1eRr Q(tlt

g.

When

installing

ring
h.

so one

lock ring (15), position the lock of its ends covers the small access hole
on

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of

In the lock

ring groove. Temporary bolls~ or pins of correct diameter and lellgth are useful tools for holding parts in corteet relation to each other during assembly and installation.

I~ower strut and fork

parts.
k.

i.

Service shock strut after installatioa

Remove

Pull orifice piston support O-ring and valve.

(3)

out of upper strut.

DISASSEMBLYOFMODEL 183STRUT. dsee The following procedure applies to the shock strut after it has been removed from the alrplane, and the speed fairing Cif used) and the nose wheel have been removed from the strut. In many cases, separating the upper and lower struts will permit inspection and parts replacement without removal or complete disassembly.

5-34.

figure 5-16)

1. Remove retaining ring (8), then slide steering collar (9) from upperstrut. Remove washer (10) and any shims used ned to the washer.

5-35.
a.

ASSEMBLYOF MQDEL, 182 STRUT.

Gsee

figure 5-14.
clean all parts in solvent and exReplace all worn or defective parts, and all rubber or plastic seals and rings.
amine them

Thoroughly

carefully.

NOTE
Be
or

strut is defated completely before removing bolt at top ad strut, lock ring (17),
sure

bolt (a7). Do mt disconnect torque links until strut is deflated completely.


a

Packing support rings with different width inner grooves and various seals have been used in the strut. On packing support rings with the wide groove, install a contoured rubIf strut is

Remwstarquellnbs.

Hotapoeitionot~aashers

and spacers. b. Remove


c.

shimmy dampener.

steering torque arm (8) and lower forging CI, figure 5-11) if these parts have not been removed previously.
Remove

6 Remove bet rim (17) from groove inside lower empll hole is provided at the end of upper et~t. rock rim gra79e to facilitate removal ofthe

Akcol
NOTE

O-rfag.contoured
b.

back-up ring above and below the O-ring. equipped with a packing support ring having the narrow groove, install one contoured rubber Ir~ck-up ring below the Oring. If any struts are found with Tefion or leather back-up rings installed in the packing support ring inner groove, replace with the back-up rings above and below the

ber

rim.
the lower strut is

Assemble the strut by reversing the order of procedure outlined in paragraph 5-34. Note that bearing (12) mustbe installed with beveled edge up

Bydraullc apM will drain

as

(nelrt
c.

to lock

ring).

plllod from upper etnb.


a

Use

straight, sharp pull

lower

struts.

to separate upper and Invert lower strut and drain remain-

ing hydraulic fkdd


i. Remope lock rlag end of lower strpt,

(11)

and

bearing (12) from top

Lubricate needle bearings in steering torque arm (6) and steering collar (9) with MIL-G-7711 grease (or equivalent) before installing. If needle bearings are defective, replace the entire steering torque arm assembly or steering collar assembly. 6 Used sparingly, Dow Coming DC-4 compound is recommended for O-ring lubrication. All other

g. Slide packing support ring ~U, scraper ring (15), retaining rfng(l8), sad lock ring (17) from lower strut, noting relative position and top side d each ring; wire together if de~ired. h. Remove O-rings and bad-up rings from plddnn support ring (14). Remove bolt C27) and slide torqne link fitting (28)

parts should be Ilbeally coated with hydraullc fluid during assembly. e. Sharp metal edges should be smoothed with 4400 emery paper, then cleaned. Tape or other
internal

possible.

coverings should be used to protect seals where Remove after seals are past edges.
r cleanliness and proper lubrication, alongwith careful arorgmanship, are important during assemb1y of the shock strut.
g.

from lower strot.


NOTE
Bolt

When

installing

lock

ring (17), position the

lock

ring

so one

of its ends

covers

the small access hole

(21)
in

also holds

metering pin

base

plug

in the lock

ring groove.

(21)

place.
plug (22) and Remove O-rings

j. Remove bolt (26) and pull base assembled parts out of lower strut. and metering pin from base plug.

Temporary bolts or pins of correct diameter and length are useful tools far holding parts in correct relation to each other during assembly and
i"stallation.

h.

5-91

i. The bwer stnn-to-hreelage forging must be in place on the strut before installing steering torque arm (6). If the Loarer forging was left on the fuselage, the steering torque arm must be positioned on the strut after R has been inserted through the roarer forging and before inserting the strut into the upper forging.

b.
c.

d.
and

Remove thru-bolte and separate wheel bslves. Remove tire and tube. Remove bearing tetaining ri~gs, grease ee~le,

bearing

cones.

NOTE

i.

Service shock strut after installation.


HEAW-DU?IYNOSEGEAR.
nose

5-36.

Theoptional

The bearing caps are a press fitin the wheel halves and should not be removed unless teplacemet is necessary. To remove, beat the wbeel halt lo boiling water for 15 minutes. Using an arbor press, if available, press out the bearing cup and press b the nea one arhile the Prbeel is sllll bat.
5-41. fWPECTIONANDREPAfR Instructions given in paragraph 5-14 for tbs main wbeeb may be used as a guide for inspection Pnd repair of the ~ose

gears ate shown in figure 5-15, which may be used as a guide during mainte~ulce. Removal and dtsassembly procedures are the same as those given for the standard nose gear except for the differences shown in the illustration.

heavy-duty

5-3?.

NO~E WLIEEt.

5-38. The Goodyear nose wheel is illustrated in fig5-17 and the Cleveland nose wheel is illustrated in figure 5-18. They may be used intetchaIlgeabb on all models.
ure

wheels. 5-42. Insert tube in tire, alignbg Inbe~dag math m a. tube with red dot on tire. Place tire oil wheel hPlf and position valve stem through valve hole. loeert thru-bolte, position other wbeelhalf, and secure with rmte and wasbers. TPke cam to mob ing tube betwseo wheel halves. Torque bolt to value mnrted ao abeel.

ASSEMBLY.

5-39. REPLACEMENT. GSeefigureS-lgL) Tie down or weight the tail of the airplane to a raise nose wheel off the ground. b. Remove nose wheel axle bob. Use a rod or bag pnncb Inserted through one c. axle bob bucket or ferrule to top the opposite one out of the fork. Remove both buckets or ferrules and pull the nose wheel from tbe for&
NOTE
Buckets
are

luvno*l
Uneven
or

improper torqne of tbs thrp-bolt

n~ds may came bolt faihre attb

used
on

on

aircraft arithold

speed
nose

wbeel failure. b.
c.

Iairings and

the Model 150 heavy-duty

gear with speed fairings. With this exception, solid ferrules Pre used on all other aircraft with speed fairings and on all other Model 150 aircraft.

Clean ud

repack bearing

cooee

with clapn wheel

bearing grease.

Assemble bearing

canes, seole, and retainers

into Ule wheel hnli.

d.

Inflate tire to sePt tire

beads,

then

adjust to

d.
e.

Remove spacers and axle tube before disassemnose

correct pressure.

bllng the

wheel.
nose

Reverse the preceding steps to ilrstall the wheel Tighten axle bolt until a slight bearing

5-43. 5-44.

WBEEL BALANCING.
Since uneven tire
wear

drag ameelunbalance, replacing


is urmaRy the cPme of the tire will probably cor-

is obvious when the wheel is turned. Back off the rmt to the nearest castellation and install cotter pin On the Model 150, position the ferrules so the slots
in the ferrules e~gage the roll

pins

in the fork.

Ic*urro~
a tire is changed, a speed fairing installed, or scraper adjustment is disturbed, set scraper clearance in accordance with paragraph 5-66.

Whenever is

5-40.
a.

DISASSEMBLV.
the tire and break tire

rect this condition. Tire and tnbe manufactPrlng tolerances permit a specified amount of static unbalance. The Ilghftaei~tt point oi tbe tire L marked with a red dot on the tire eidenall, and the hen~yweit point of tne tube is marked with a contrasting color Ilne ~suallg near the valve stem). When installing a near tire and tube, place these marks zdfPcent to each other. II a wheel becomes unbalanced during service, it map be statically rebalanced. Wheel balancing equipment is available from the Cessna SeRice Parts Center.

Completely deflate

beads loose.

IwAnNtwcl
can result from attempting to separate Avoid damwheel halves with tire inflated. aging wheel flzngee when brealdng tire beads

Injury

bose.

632

;P;

--7

PRIOR TO 1961 MODELS

5
NOTE

Tighten

bolts

(8)

to 20-25

paund-

inches, then safety the bolts by bending tips of safety lug (10).
I

Tighten outs (7) snugly, then tighten to align next castellation


with cotter pin hole. Shims

(3)

ate

available to

use as

required

to remove any looseness.

/A

1961 MODELS AM) ON

i.

Spacer

q.

2.
3.

GreaseFittiag
Shim

s. g.

Beshfng StopL~g
Upper Torque
Nut
Link

B.Boli
9.
to. Lcrwer

Torque Link

Safety Lug

Figure 5-19.

Torque

Links

5-33

ORIGINAL
As

~?g
11

Received By
ATP

AXLE INSTALLATION

NOTE
Wheel bolt torque is stamped on each Prbeel halt. It is recommended that AN bolts (8) be replaced arith NAS bolts on 6.00 ad nose ~irheels ior increased strength and closer tolerances.

I.
2.

Nut Washer

6. 6.

Tube

BearingCup
Bolt

3.
a. 5.

Bearing
Wheelaalf
Tire

O.Thru-Bolt

10. Il. 12. 13.


1a.

Co#erP;in
Nut AaleBoltBuchet

AxleSpacer
ArleTube

Figure 5-17.

Goodyear

Nose Wheel

SHOP NOT~S=

cM

NOTE t Wheel bolt torque is stamped on each arheel h~U.

~cW

Il
II

11 1~
AXLE MSTALLATION

I II
r
t

1.

2. 3.

Grease 8eJ

BearlngCone

snapRineTire

Ringe

d. Tube 6. Greaee8eatFelt 1. Thru-Bolt a. BearingCup 9. ]daleWbeelBall lO. Female 7RheerBali 11. Waeber ii. Nut 13. Bolt

14. 15 id. 17. 18.

CotterPfn
Nut

Axle Bolt Bucket

Adeelpacer
AxleTube

Figure 5-18.

Cleveland Nose Wheel

SHOP NOTIES=

5-35

b
s

I1

Ed11I

MODELS 150, 172, AND PITS MODEL 182 PRIOR ~O SERIAL NO. 18255195

_/

,18
1

II

d1
8. g~ 10. 11.

MODEL 182 SERIAL NO. 18255195 THRU 1966 MODEL, AND SERVICE PARTS PRIOR TO 1961 MODEL MODEL 112 HEAVY-DUTY NOSE GEAR SERIAL NO, 17252235 8 ON, AND SERVICE PARIS
MODEL F112 HEAVY-DUTY NOSE GEAR SERIAL NO. F172-0114 ON, AND SERVICE PARTS 1. 2. 3. I.

O-Ring
Barrel

RetainingRia% BearingRead

5. 6. 7.

PistonRod
RoLlPin Piston

Wishing
Bolt Stat-O-Seal

Bach-VpWng

Figure 5-19.
636

Nose Gear Shimmy Dampeaer gheet 1 d 2)

t THREAD INSERT

NOTE 1

Orifice in piston (10) connects to passage in rod (7).

i
ORIFICE
2 I

r:

~9 \ 2 1 X
tt
11 1961 MODEL 182 AM) ON

1D

l/lg(

BOLE

NOTE
When installing the shimmy dampener, use washers as required between the dampener and the steering torque arm to cause a snug fit.

1.

Retainer

a.
3. 4;

o~wng

BearingHead
Banel

5. 8. 7. 8. 9.

Stat-O-Seal
Ffiler

mug

Rod

Back-UpRing
RoLlPin

10. 11. 12. 13.

Piston

FloatingPiston Spring
SetScrew

Figure 5-19.

Nose Gear

Shimmy Dampener (Sheet 2

of

2)
5-51

5-45.

NOSE WHEEL STEERING SYSTEM.

5-46.
use

Nose wheel steering is accomplished through of the rudder pedals. On all models except the
two

182,

spring-loaded push-pull

tubes connect the

rudder bars to the nose gear.

On the

182,

steer-

f. Replace hose (1) and rubber bushings (8) if deteriorated, and inspect and replace spri~g and attaching parts as Reverse the preceding steps to install the tail gear. Refer to paragraph 5-59 for rigging of the Model 185 tailarheel locking system.

.g.deriuqer

ing bungee links the nose gear to a bellcrank which is operated by plsh-pull rods connected to the rudder bars. Steering is afforded up to approximately
10" each side of neutral, after which brakes mao be used to gain a maximum deflection of 300 right Flexible boots seal the fuselage or left of center. entrance of the steering tubes or bungee. A sprocket-

operated
on

the 182 is

gee.

mechanism to provide rsdder trim incorporated at the aft end of the bunThe trim system is discussed in Section 10.
screw

5-52. TAULWHEEL REPLACEMENT. 5-20. Place a suitable padded stand under an aft fusea. Lage bulkhead to raise the tailarheel off the ground. b. Noting position of washers, loclnvashers, and spacers, remove cotter pin aad axle mt and pill axle bolt out of fork to remove tailarheel NOTE
After removal of the tailwheel, the steering mechanism and Model 185 tailopheel locking

5-41. STEERING TUBE AND BUNGEE ASSEMBLIES are spring-loaded and should not be disassembled internally. The steering tubes are connected by devises to rod ends extending from the steering arm assembly on the nose gear and by a ball joint connection at the rudder pedal crossbars, The steering bungee is connected to the steering

system map be cllsassembled and parts placed as necessary.


c.

re-

Install taifarbeel by reversing the preceding

steps.
6 When assembling the steering mechanism and iorl5 tighten mt (35, figure 5-10) in acoorda~ with paragraph 5-66 e. Tighten axle nut until a slight bearing drag is rotated. Backoff the
mt to the first casteHation and install carter

torque arm by a bearing end assembly steering bellcrank by a rod end.

and to the

5-48. ADJUSTMENT OF NOSE WHEEL STEERING. Since the nose wheel steering system, rudder sys-

tem, a~d rudder trim system are interconnected, adjustments to one system may affect the others. Section lO contains rigging instructions for the nose wheel steering system as well as the rudder and rudder trim systems.
5-49.

pia

5-53.

TAUWHEELTIRE REPLACEMENT.

CSee

figure 5-21.
GOODI~ICH TAUWIIEEL:

TAlLGEAR
A steerable

mounted on a tubular spring strut, comprises the tail gear of the Models 180 and 185. The spring strut is mounted in rubber bushings to cushionvibration. The tailtvheel is steerable, in response to rudder pedal actuation, through an are of 240 each side of neutral, and is

5-50.

tailwheel,

plates

free-swiveling beyond this travel The Model 185 tailarheel is provided with a tailarheel locking system, either an automatic system operated by linkage to the
elevator control system or a manual system operated by a control lever in the cabin When the tail-

After remooing the taihahee~ remove cooer and deflate tire by removing valve core. b. Grease seals, retainers, and bearing cones need not be removed to replace a tire, tbeir removal for cleaning and lubrication is recomme~ded. Press flange e) in~aard, forcing the tire beads c. together, until Range retaining rillg .(2) can be removed. Remove the Range rehi~ing ring, Rallge, and the tire and tube. 6 Bearing cups may be replaced as outlined in paragraph 5-13.
a

wheel is locked, it is still steerable approadmatelg 2. 5 each side of neutral. The locking lug is springloaded to the disengaged position.

SCOTT TAILWBEEL:
After removing the tailwheel, deflate tire by a. removing valve core. b. Grease seals, retainers, and bearing cones need not be removed to replace a tire, althougb their removal for cleaning and lubrication Is recommended. Remove bolts (18) fastening the wheel halves c. together, then separate the wheel halves, removing tire, tube, and gasket between tbs wheel halves. d Beari~g cups may be replaced as outlined in paragraph 5-13. NOTE After

5-51. TAIL GEARREPLACEMENT. CSeefigure 5-to. Place a suitable padded stand under an aft fusea,

lage
b.

bulkhead to raise the

tail.gear

off the

ground.

Disconnect steering cables from tall gear. On the Model 185, disconnect tailwheel Lock c. control from the tail gear spring and tailwheel lock-

ing yoke.

fuselage stinger. pins (l0) and clevis pins (4) securing tube (18) to spring fitting (5). Tap the tube out through the spring fitting and pill tailarheel spring (2) ah, out of hose (l) which is cemented to a mounting structure in the fuselage.
Remove
e.

d.

Remove cotter

cleaning and lubricanon In accordance followfng paragraph, reassemble by reversing the preceding applicable steps.
with the

5-38

5-54.
metal

CLEAMNG AND LUBRICATION.

Wash all

parts and seals in solvent and dry with com~ Remove felt seals from service if, pressed air.
are embedded with the Selt is not pliable, or the material is broken or does not retain the shape necessary to afford proper sealing. Pack all bearing Oil the seals with cones with IldIL-G-?I11 grease. a light machine oil before installation,

The latest system fsa manually controlled system operated by a control lever in the cabin. Prior to the manual system, automatically controlled systems

after

normalclaaing, they

foreign matter,

systems are Ule operation, although routing and detail parts differ. The three types of tailwheel locking systems are illustrated in figure 5-22. Cessna Service Kits and Accessory Kits are availwere

used.

These two automatic

same

in method of

able from the Cessna Service Parts Center to modify early type elevator-operated systems to the later

5-55.

MODEL 185 TAILWBEEL LOCIC[NG SYSTEM.

type elevator-operated systems, and

to

change

5-58. Three different configurations of tailwheel lockillg systems may be fo~md on the Model 185. 5-57. TROUBLE SBOOTING.

either of these systems to the manual system used on current models.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

EXCEGSIYE TAILWBEEL SHIMMY.

Improper rigging.
Nut

See mechSee

paragraph 5-59.

Rig per paragraph 5-59.

fastening steering

paragraph 5-60.

Tighten

per

paragraph 5-60.

anism to fork

improperly

ti~tened
Incorrect tire pressure. Check pressure. NOTE The l0-inch tires are more susceptible to shimmy than the 8-inch tire. If desired, the id-inch tire and tube may be replaced with the I-inch tire and tube. Either size will fitthe wheel assembly. Inflate to correct pressure.

PREMATURE WEAR/BREAKAGE OF STEERING ARM AND PAWL SPRING.

Early style locking system


installed.

Install 810185-11 and SI~185-12, which convert the early system


to the latest

elevator-operated

system.

WBIPPING ACTION AT TOUCH-DOWN WITH TAUIWHEEL DEFLECTED.

Early style locking system


installed,

InstallAK185-28, which is a manually operated locking system. II this system is to be installed, do


NOT install SK185-1l.

5-58. REPLACEMENT. Figure 5-22 shows details of the various tailwheel locking systems, and may be used as guides for removal and installation.

EARLY ELEVATOR-OPERATED SYSTEM.

(See

figure 5-22.
a.

Refer to

paragraph

5-59 for rigging of the

applicable

With tailwheel

on

ground,

rotate stabilizer trim

system,
5-59. RIGGING.

control wheel until leading edge of stabilizer is 2. 62 inches down from upper edge of fuselage splice

plate. b. Adjust turnbuckle to provide engagement of locking pin when elevator is moved to the Ibdegree up position.
5-39

As Received ATP

ORIGINAL By

NOTEt
Model 185 tailwheel Locking sgstem is shown in Figure 5-22.
Ears on arm (22) are bent upward shown on early models only.
as

is

1)

1~

Os~
88g PlOllBE 5-

rt

1.

Rose

23

a 3. 4.
5.

Spring
Bolt Clevis Pin

Spring Fitting
Washer

1
1

8. 7. 8. 9.

Nut
Bushing
Washer

24. 25. 28. 27. 28. 29. 30.


9L

8bking Pin S2pcer


Spring
FosL

Bearing Spacer
Crease Retainer Washer Cotter Pin Nut Axle Ladtarasher

10.
1f.

CotterPin
Bolt Bolt

f
f
37

~n
b

12. 13. 14. 15. 18. 17.

Taihaheel Assembly
LWr Nut Cable

32. 33. SI. 35. 38. 37.

Spacer
Washer

Spring
Tube

38. Nut 39. Cotter Pin 39A. toching Collar

18.

40.
If. I)ust

Spacer
Loner I)ust

fa
I
tl tt

19.

Bearing

Cap

20. 21. 22. 23.

Upper

Cap

Formica Washer Arm Assembly Washer

42. 43. 44. 45.

Pawl Washer

Spacer
Bracket

Figure 5~20.
5-40

Typical ~ilGeor

OR\G\MA~t
I

A~ Received BY
ATP 7

COODRICR TAILWHEEL

3
1
ii-

11 ii

MODEL 180 PRIOR TO SERIAL 18051263

ii

13

ii

ai
20 MODEL 185 SERIES MODEL 180 SERIAL NO. 18051263 B ON, AMD SERVICE PARTS

II

9:
1D

SCOTT TAILWBEEL

1, a, 3. 4.
5.

FairingPlate Flange RetaininPRing BearlngCwer


Casket

8,
g, 10,

Tube
Tire

6. 7.

BearingCone BearingCup Flange

11, la. 13,

WheelHub FeltSeal
valve Access Plate Screw

14. 15. 16. 1?. 18.

Grease Retainer
Nut

WheelHall Casket Bolt

19. 20.

Spacer Spacer

Figure 5-21.

TailwheelAssemblies
5-41

1. 2. 3. 4. 5.

Nut Washer _~SQ\El

As Received ATP

ORIGINAL By

Elevator Bellcrank

6.
8. 9. 10. 11.

Eye-Bolt Spacer Spring CableAssembly


Washer Nut

Bushing Pulley

Is.14.17. WasherBoltBolt
16.

,\1
k

Collar Nut

i,1
2)

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


25.

Bracket
Nut

Pin
Pin

2)

Spri~
Washer
Pin Pin

\L

26. 28. 29. 30.

a/
2t

\dn

.1372recapS. WasherPin

Bellcrank

Washer

J;
n

L:
I

Ir

i/
11 1)

32. 33. 34. 35. 36. 37. 38.

CotterPin Washer L~mbuckle Nut

Y"

Clamp
Nut Bolt

Figure 5-22.
5-43

Model 185 Talhvheel Lnc~ine System

(Sbeet

1 of

9)

.t&v
ELEVATOR PUSR-PULL TUBE

9e~_
TAIL GEAR 8PReSG

11

13

II

i~C

T, mcK POSITION

I~

L~1
ORIGINAL
As Received By
ATP

LOCKING LUG

1.

Bushing

7. 8. 9. 10. 11.

CableGuard

12.

Turnbuckle Eye

2. 3. (1. 5. s.

Pulley
Spacer
CableGuard

Pulley
Spacer
Cable Turnbuckle

13. 14. 15. 16. 17.

Eyebolt Clamp

Spring LockingYoke ReturnSpring Clamp ClampAssembly

Figure

5-22.

MoQ1185 Tailwheel Locking System

(Sheet

2 of

9)
5-43

TO

TAILWHEEL

(UNLOCKED)
.50
I
5

O
11

It; 3~1 P$
.1(

to

CSb

C
ii
:I

It

QWGIMAL
Ae Received
ATP

tL

By
II

i. 2. 3.

Floorboard Tunnel Knob


Scre~v

TAIL GEAR SPRING

4. 5.
6.

Cable
Washers

11

7. 8. 9. 10. ii. 12. 13. 14. 15. 16. II. 18.

Pulley Spacer ControlCasing


ControlWire Nicopress Sleeve TO U)CK POSITION

A~

StopSpacer
Hose

I~
19. 20. 21. 22.

i-

Washer

Bell

Spring
Turnbuckle Tailwheel

ReturnSpring Bushing
Connector Linlr I~Rver

LockdngYoke Assembly

LOCKING LUG

Figure

5-22.

Mode1185 Tall~aheel

Locking System (Sbeet

3 d

3j

LATER ELEVATOR-OPERATED SYSTEM.

dsee

figure 5-29.
a. Withtailarheelonground, rotate stabilizer trim control wheel to the full nose down position (trim control wheel completely forward). b. With elevator in~the neutral (streamllned)

large enough to permit the nose gear fork to pass through the fairi~g. A plate covers the opening. Speed fairings used with heavy-duty nose gear assemblies are replaced in a different manner.
STANDARD NOSE WHEEL SPEED FAIRZN~s AM) MODEL 150F HEAVY-DUTY. (See figure 5-23.)
a.

position, locate the pivot point of clamp (6) at


station 215.
the rearmost

68, which is 14. 50 inches fuselage bulkhead.

forward of

Tie down

or

weight

the tail of the

airplane

to

raise the nose wheel off the b. Deflate strut and

ground.
plate (26).

c. Adjust turnbuckle to remove slack in the cable. I~ock shoulo be fully engaged when elevator is moved to the l~degree np position, while the stabilizer ~s still in the full nose down position (trim control

remove cover

IWARNINCI
The

wheel

completely forward).

link

MANUALtYOPERATED SYSTEM.
a.

dSee figure 5-22.)

and

plate is secured by the lower torque attaching bolt on Models 172 and P172, by the fork attaching bolt on the Models
cover

150 and 182.

Some Models 112 and P172


a

were

Withcotrdllever intheunlockedposition,

check that there is .I~inch clearance between forward end of control casing and Nicopress sleeve (10) as shown in figure 5-22. Shift casing in clamps

ii necessary to adjust clearance, b. With control lever still in the unlocked position adjust turnbnckle so that ]ocldng lug is not engaged with slot in tailwheel assembly. Move control lever to the locked position and c. check that locking lug is positively engaged with slot in tailwheel asaemhlg. 6 Safety the turnbuckle.

bushing at the fork attaching bolt to make it possible to remove the speed fairing without deflating the strut. If any doubt exists whether the bushing is presenti deflate the strut as a safety precaution.

equipped

with

c.

Remove bolt it it

assembly,
removal.

was

(27) securing speed fairing to strut not removed during cover plate

d. Remove nose wheel axle stud. On the Model 150F and on heavy-duty gear, remove the axle stud after brackets have been disconnected from speed
the nose wheel. Loosen scraper (33) if necessary. Rotate speed fairing 90 and pull it down over the i. fork to remove. g. Install the speed fairing by reversing ihe pre-

~80. TAILWHEEL PIUCTIONCHEC& (Models 180 and 185.) At eachO5-honr inspection until the first 100-hour inspection, and at each 100-hour

fairing and speed fairing raised. Slide speed fairing up and remove e.

iaspection thereafter, perform the following friction


check
Place a saitable padded stand under an aft a fnselage bulkhead to raise the tailwheel off the gronnd. b. Disconnect steering cables. Make sure that the IYbodel 185tailwheel locking system is disengaged. c. Using a spring scale hooked into a steering cable attach hole, measure friction required to pivot the taihirheel

cedingsteps. Tightenaxle studuntilaslightbearing drag is obvious when the wheel is turned. Back
off the nut to the nearest castellation and install cotter pins. On the Model 150, position the ferrules so the slots in the ferrules engage the roll pins in the fork.

i&t Force required should be 5 to 6 pounds (appraJdmateb 29 to 38 pound-inches of torclue). This applies to 8-inch as wellas id-inch tailwheels. Adjustment of friction Is provided by the castellated nut (99, flgpre 5-20) which fastens the fork and steering mechanism together. Be sure to install cotter pin after adjnsting the rmt. 6 Reconnect steering cables and remove padded stand to lower tailwheel to the gmund.
5-61.
SPEED FATRIN~B.

Ic~iunonl
Whenever
a

tire is

changed,

speed fairing

is

installed,

scraper adjustment is disturbed, set scraper clearance in accordance with paraor

graph 5-66.
MODEL 182 HEAVY-DUTY NOSE WHEEL SPEED

FAIRINGS.
a.

(See figure 5-23.)


or

Tie down

wei~t the

tail of the

airplane

to

raise the nose wheel off the

ground.

5-62. Optional equipmet on some models and standard on others, speed fairings of reinforced, resin laminated glass fiber construction are used on tricycle gear Cees~a airplanes, REPLACEMEKT. The main~aheelspeediatrings may be replaced by removing the screws attaching the inboard side of the fairings to the adapter plate, and removing the bolt securing the outboard side to the axle mt. Nose wheel speed fairings have an opening in the top of the speed fairing which is
5-63.

b.
c.

Remove nose wheel axle stud Remove bolt

to strut It is not necessary to remove bolt (11), but if bolt (11) is to be removed, be sure to deflate

(4). (10) securing speed fairing

assembly.

strut first.

d. Slide speed fairing up and remove the r~ose wheel. Inosen scraper (17) if necessary. Use a rod or long punch inserted through one ferrule (18) to tap the

opposite
and

Remove both ferrules wheel from the fork. Remove bolts (11, figure 5-15) to free fork and e. speed fairing from strut.
one

out of the fork.

pill the

nose

5-45

19

it

1C

\1
on

NOTE for the the Model with the fork.


same

heavy-duty speed lairing used 182, speed falrings are attached


bolt that
secures

the

nose

gear

plate (26) is also secured with this bolt on some models, and on other models the covet plate is shorter and is fastened with the bolt that secures the lower torque link.
Cover
Location of tow-bar spacers also varies with the model.

;i
ii
n

MODEL 182 HEAW-DUTY SPEED FAERING

a,

aii
is

STANDARD SPEED FAIRING AND MODEL 150F HEAVYDUTY

MODEL 1509 AEAYY-DUTY

~P

2.1. CotterPinNuts.
3. 4. 5. 6. 7. 8. 9. 10. 11. 12. IS.
1I.

Washer AxleStud Nut


Washer

Tow-By Nut Washer Bolt

Spacer

Jn
19.

Bolt

SpeedFairing
Screw

CotterPin
Nut

15. 18. 17. 18.

CotterPin Nut Washer

Scraper Ferrule

28. 21. 22. 23. 24. 25.

Washer A~leStud
Nut Washer Tow-Bar

Spacer

a. 27. a. a. 30. 31.

Cover Plate Bolt

32. 33.
SI. 35. je. 37.

Washer

Scraper
Ferrule
Bucket

Speed~tring
Screw CotterPin Nut

Bracket
Screw

Figure
5-48

Speed Fairings (Sheet

1 of

2)

i. Install the speed fairing by reversing the preceding steps. Tighten axle stud until a slight bearing drag is obvious when the wheel is turned. Back off
the nut to the nearest castellation and install cotter

Model
150 150 172 182
38" for 8.00
x

Nose Wheel

Main Wheel

(Stanctard)

(Heavy-Duty)

.25" to .38" .40" to .60"

.25" to .38" .25" to .38" .25" to .38" 25" to .38"

pins.

P172

.38" .38" .38"


6 tires.

Whenever

tire is

installed,

or

speed fairing is scraper adjustment is disturbed,

changed,

5-67.

BRAKE SYSTE~JIS.

set scraper clearance in accdrdance with

paragraph 5-66.
5-64.

REPAIR

Aspeedfairingrepairkit,

S1U82-12,

is availablfromthe Cessna Service Parts Center.

5-68. The hydraulic brake system consists of two master cylinders, brake lines connecting each master cylinder to its wheel brake cylinder, and the singledisc type brake assemblies, located on each main

landing gear.
b65.
the

PRECAUTIONS.

Wipefwlandoilftomthe
BRAKE MASTERCYLINDERS. Thebrake cylinders, located just forward of the pilots rudder pedals, are actuated by applying toe pressure on the rudder pedals. A small reservoir is incorporated with each master cylinder to supply it with fluid. When dual brakes are installed, mechanical linkage permits the copilots pedals to operate the master cylinders.
master

speed fairfng;s to prevent stains and deterioratioa If airplane is flown from surfaces with mud, snow, or ice, the fairings should be checked to make sure there is no accumulation which could prevet normal
wheel mdatioa

5-69.

5-66.
EL is

SPEED FAIRING SCRAPER ADJUSTMENT.

scraper ad~pstmerd be maintained in accordance with the following ch;ut.

important that speed fairing

ATTACHES AT LOWER

a~l
f
I

MODEL 17211

~ODEL1IP.

i. ~2. 3.

SpeedFdring Tow-BarSpacer
CoverPlate

4. 5.

ForkBolt

6.

AxleStud Ferrule

Scraper
8.

HubCap

Figure 5-23.

Speed Fairings (Sheet

2 of

2)
5-41

5-70.
minum

HYDRAULIC BRAKE LINES are of rigid alutubing, except for flexible hose used at the

5-71.

WHEEL BRAKE ASSEMBLIES.

BothGood-

master
master

cylinders and
models. A

at the wheel brake assemblies

on some

cylinder to cylinder. During the 1961 Model year the 1/4 inch aluminum brake lines were changed to 3/16 inch
aluminum lines and the

separate line is used to connect its corresponding wheel brake

year and Cleveland brakes are used on Cessna airTo transmit the planes ccnrered in this force from the disc to the wheel, Goodyear assemblies use a gear-tooth arrangement. Good-

gnfkarb.launaM

1/4

inch brake hose

was

year brakes contain a fixed brake assembly, with a floating brake disc. The Cleveland brake uses a disc which is affixed to the wheel, and a Hating brake

changed

to the smaller automotive

type brake hose.

assembly.

5-72.

TROUBLE SEIOOTING THE BRAKE SYSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

DRACQNO BRAKES.
Brake

pedal Mn6iq.

LI brake pedals fail to return psog erly, check pedal for binding. Check

C~cL and djust properly.

brake

parking bake linkage holding pedal down.


or

parking

brake if

pedal

fails

Check

and

ad~ust properly.

to return when released.

Worn

broken

spring.

(In

master

piston return cylinder.)

II bake pedals fails to return after it is released and linkage is not binding, the master cylinder is

Repair a replace mater cylinder.

hultp.
Insufficient clearance at LockO-Seal in master If pressure remains in brake system when pedals ate released, disassemble master cylinder ad check Lock-O-8eal cleannce.
Jack up wheel to be checked. Have someone apply and then

Ad~usS

as

shown in

figure 5-24.

cylinder.

Restriction in
or

hydraulic

lines

Dain brake lines and clean the


re-

restriction in

compensating

port in

master brake

cylinders.

lease brakes.

Wheel should rotate brakes


are re-

tered

freely

as soon as

If wheel fails to rotate freely, loosen brake line at brake housing to relieve any pressure trapped in the Line. U wheel now turns freely, the brake Ilne is
restricted or there is a testric-

leased.

inside of the brake line with Iilcompressed air. nUaad bleedbakes. Ifcl~nInnthe lines fails to give satisfactory
be

results, the master cylinder mag faulty and should be repaired.

Ha in the bake master

cylinder.
Replace
bake discs and

Worn,scored,
discs.

or

warped brake

Visually

check discs.

Ilnings.

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

Check patte far freedom of movement.

Clean and
as

repair

or

replace parts

necess~uy.

BRAKES PAIL TO OPERATE.


L~eak in

system.

Check entire system for leaks.

If bake master

bake asemblies are should be repaired or

cylinders or wheel laking, they replaced.

Air in system.

Bleed system.

5-~8

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

BRAKES FAIL TO OPERATE


Lack of fluid in master

(Cont).
Check fluid level.

Fill and bleed if necessary.

cylinders.

cgli~der deteeti~s.

Repair

repkce

master

cylinder.

5-73.

REPLACEMENTOF BRAKE LINES. After

draining, replacement of brake lines and hoses can be accomplished with common tools. All fittings are
canventional.
If
a

5-77. DISASSEMBLY OF WHEEL BRAKES. Details of wheel brake assemblies are shown in figures 5-5 through 5-7, which may be used as guides during

lubricant is needed when

assem-

disassembly.
NOTE
Use of compressed air applied to the brake line fitting is permissible when removing the

bling, use clean hydraulic fluid of the type used in the system. If ~llinn is encountered, use petrolabum on male threads only, omitting the first bra threads. After installation, fill and bleed the brake system.
5-74. REPLACEMENT OF MASTER CYLINDEIIS. Drain hydraulic fluid from brake system. a. b. Remove front seats and rudder bar shield to

piston

from the brake

cylinder.

gain
c.

to master cylinders. Disconnect parking brake Ilnhrre and master cylinders from rudder pedals. d. Disconnect master cylinders at bottom attachaccess

merk
e.

point.

5-78. INSPECTION AND REPAIR OF WHEEL BRAKES. Clean all parts except brake linings and O-rings a. in dry cleaning solution and dry thoroughly. b. O-rings are usually replaced at each overhaul. If their re-use is necessary, they shcluld be wiped with a clean oiled cloth and inspected for damage. MOTE

Disco~nect hydraulic bases from master cyllnders and remove cylinders. f. Plug and cap hydraulic fittlngs, lines, and hoses to prevent entry at forai~ materials. g. Reverse the steps listed above to install master

cylinders, then

fill pod bleed brake

system.
c.

Thorough cleaning is important. Dirt and chips are the greatest cause of malfunctions in hydraulic brake systems.
Check brake Ilnings for deterioration and maxi-

5-75. REPAIROFMASTER CYLINDERS. Figure 5-14 may be used os a guide during disassembly and assembly of the brake master cylinders. Repair is limited to replacement of parts, cleaning,
and

mum

permissible

wear

(see paragraph 5-81).

adjustment.

lubricant

during assembly

Use clean hydraulic fluid as of the cylinders.

5-78. REMOVAL OF WHEEL BRAKES. Goodyear wheel brake assemblies are secured with the axle attaching bolts. To remove, remove the wheel and axle in accordance with paragraph 5-9. Cleveland brake assemblies are a floating type and can be removed after disconnecting the brake line and re-

d. Inspect brake cylinder bore for scoring. A scored cylinder may leak or cause rapid O-ring A scared brake cylinder should be replaced. arear. If the anchor bolts on Cleveland brakes are e. nicked or gouged, they should be sanded smooth to prevent binding with the pressure plate or torque plate. When the anchor bolts are replaced, they should be pressed out. New ones can be installed by tapping them in place with a soft hammer.
5-79.

ASSEMBLYOFWHEEL BRAKES.

Lubricate

moving back plates (39, figure 5-6, 5-7).

or

41, figure

parts with the type of hydraulic fluid used in the system and assemble components with care to prevent damage to O-rings. Use figures 5-5 through 5-7 as guides during assembly.
INSTAUATIONOF WHEEL BRAKES. On install the brake assembly as the wheel and axle are installed. Refer to paragraph 5-10. On Cleveland assemblies, place the brake assembly in position with pressure plate in 5-80.

NOTE
On Cleveland

brakes,

the brake disc

can

be

Goodyear assemblies,

removed after wheel removal and disassem-

bly. Refer to paragraphs 5-18 and 5-19. To


remove

the

torque plate,

remove

the wheel

and axle in accordance with

paragraph 5-9.

place, then install the safety attaching bolts,

shim and back unless

plate,
self

and

they

are

locking.

5-49

NOTE
On Cleveland brake

plate
axle

was

assemblies, if the torque removed, install as the wheel and

slide into torque plate (23). j. install shim (36) and back plate (39) with bolts (29) and washers (31). Safety the bolts, except ~Rhere sell-locking bolts are used. 5-83. BRAKE BLEEDING. Standardbleeding, with clean hydraulic pressure sauce connected to the wheel cylinder bleeder, is recommended.
a

are

graph 5-10.
from the

installed in accordance with paraIf the brake disc was removed

wheel,

install

as

the wheel is

as-

sembled and installed in accordance with

paragraphs 5-21 and 5-22.


CRECIClNG BRAKE LIMNCis. To check brake linings for wear, set the parking brake and attempt to insert a strip of 5/16 inch material between the inbaard face of the brake disc and the brake hcusing. Replace the linings when the strip can be inserted. Cleveland brake lintngs should be replaced when they are worn to a mini5-81.

Goodyear

cylinder filler plug and flexible hose with a suitable fitting into the filler hole. Immerse the tree end of the hose in a can containing enough hydraulic fluid to cover the end of the hose. b. Connect a clean hydraulic pressure sauce, such as a hydraulic hand pump, to the bleeder proa.
screw a

Remove the master

vision in the wheel

cylinder.
NOTE

thiclmess of 3/32 inch. Visually compare a 3/32 inch strip of material held adjacent to each lining to measure the thickness of the lining. The
mum

Either

bleeder valve

or

bleeder

screw

is

shank end of correct size drill bits make excellent

prwided in the wheel cylinder.


As fluid is pumped Mo the system, observe the c. immersed end of the bose at the master cylinder for evidence of air bubbles being forced from the brake.

tools for

checking

minimum thickness of brake

Ilnings.
5-82.
year

BRAKE LININGREPLACEMENT.

OnGood-

brakes, remove the wheeZ replace the brake IlNngs, and reinstall the wheel. Replace brake Ilnings an Cleveland brakes as follows:
NOTE

system. Whenbubbllngbas ceased, remorrethe bleeder eauce: from the brake wheel cylinder and tf~ten the bleeder valve or install the bleeder screw with a near seal.
NOTE

folla~vlng procedure applies specifically to the Cleveland brakes used an the Modell5q as shown in figure 5-6. Although brakes used on other models are not identical, the same general procedure can be followed
The

insure that the free end of the hose from the

master cylinder remains immersed the entire bleeding process. d. Remove filler plug. 5-84. 5-85.
ate

during

hose from

master

cylinder

Pod

replace

Remove bolts (29), washers (31), back plate (39), a. and sbim (36). b. Pull the brake cylinder out of torque plate (23) and slide pressure plate (24) off anchor bolts (25). Place back plate on a table with lining side down c. flat. Center a 9/64 inch (or slightly smaller) punch

PARMNGBRAKE SPSTQMS.

rivet, and hit punch crisply with a hammer. Punch out all rivets securing linings to back plate and pressure plate in the same manner.
NOTE
A rivet

in rolled

setting kit, Part No. R561, is available from the Cessna Service Parts Center. This kit consists of an anvil and punch. Clamp the Rat sides of the anvil in a vise. Align new lining (38) on back plate (39) and place brake rivet (37) in hole with the rivet head in the lning. Place rivet head against the anvil. f. Center rivet setting punch on lips of rivet. While holding back plate down firmly against lining,
e.
on

d.

~vo different types of parking brake systems employed in the different airplane models. ~ne Uses a knob-operated control which actuates locking levers on the master cyll~ders. The levers trap pressure in the system after the master cylinder piston rods have been depressed by toe-operation of the rudder pedals. The dher~gpe parki~g brake system uses a handle and ratchet mechanj8m connected by a cable to linkage at the master cylinders. Pulling ad the handle depresses bath master cyllnder piston rods and the ratchet locks the handle in this position until the handle is turned and released.

5-86.
tem
a

REPLACEMENT.
or

Thevariouspartsafthe

lmob-operated
are

handle-operated parking brake sysshown in figure 5-25, which mag be used as

lining is firmly against back plate. B; Realign the lining on the back plate and instal the remaining rivets. h. Install a new lining on pressure plate (24) in the
same manner.

hit punch with punch until

hammer to set rivet.

guide system

when

should be

replacing parts. The knob-operated adjusted so that the locking levers

Repeat blows

cannot, under am circumstances, be actuated as long as the control knob is pushed fullin. At the same time, the locking levers must be engaged
when the control knob is

i.

and

Position pressure plate (24) on anchor baits (25), place cylinder (26) in position so the anchor bolts

pulled ~t. Various design have been made in the locking mechanism an the laob-operated control, but each has a clamp provided for adjustment to attain proper rigging.
changes

CJO

r
2 Note

j
VENT HOLE
17

I12
Washer
are

17

(19), spacer(20),

spring (21), and plate(22)


not used with cable-

operated parkingbrake
system.

71

gll
1~ V~6:
I NOTE
must be veled so build up in the cannot pressure reservoir during brake operation Remove plug and drill 1/16" hole,

i,

Ic 5

Filler

plug (17)

Ij

~1

30" from vertical, if plug is not vented.


.040"

DO NOT DAMAGE LOCK -O -SEAL

J ii 1~ 12

1!

OBIGINAL

if

15
ASSEMBLY OF PISTON

As Received

IBy

ATP

i. 2.
3.

Clevis
JambNut

4. 5. 6. 7. 6.

PistonRod Cover
Setscrew

9. 10. 11.

O-Ring

Cylinder
Piston ReturnSpring

CoverBoss

12. 13. 14.

Nut

PistonSpring
Piston

15. 16. 17. 18. 19.

Lock-O-Seal

Compensating Sleeve Filler Plug


Screw

Washer

20.
21.

Body
Reservoir~

Spacer Spring
Plate

22.

Figure 5-24.

Brake Master

Cylinder
5-51

11

,11

P~
1~12
HANDLE-OPERATED P~RKMG BIuKE

s.

a----a1(
Il

ac KNOB-OPERATED
PARKBJO BRAKE

II a
I
1

10

~L3
rVp,

t,P

11

61

31

2elj

NOTE

~a:
23. 24. 25.
26. 21.

Changes in lake line routing and resulting changes in fittings occur


among the various model.

i.

2. 3.
4.

Stitfener Bolt
Nut

AttachingAngle Angle

12. 13. 14.


15.

TubeAssembly
Nut

Clamp
Plate

Goiter Pin
Cable Clevis Pin

Spring
MasterCpHnder
Grommet

5. 6.

Handle

Housing
Bolt

16. 1l.

7. 8. 9. 10.
11.

Clamp
Cotter Pin

Positioning Pin
Nut

18. 19. 20. 21.


22.

Bushing Spring
Bellcrang:

Assembly

Pulley
Chain

Spring

25.BrakeLine 29. Nut 30. Washer 31. Elbo~a 32. BrakeHose 33. O-Ring

Figure 5-25.
5-52

Ippical Brake System

SECTION

AILERON CONTROL

SYSTEIVI

SECTION 6

AILEIZON COKI~OL SYSTEM

TABLE OF CO~ITENTS AILERON

Page
81 6-1 6-9 6-5 89 6-3 69 63 6-3

Repair

of Control

T,

71,

"U"

or

TroubleShooting.
CONTROL"I*.
Removal Pad Replacement of Control "T CONTROL~P. Removal and Replacement of Control "F

ControlColumn Removal, Repair and Aileroa Bellcrank

6-4

Replacement

of

6-4
6-4

Replacement of Aileron Cables and Pulleys Removal, Repair and Replacement of


Aileron

Removal and
Removal Pnd

Replacement ad

Control "U

6-4

CORTROLOOLUMN

Rigging Rigging

Except Models 1BOH, 185D

Replacement of Control
69

Colonn

172Eandonandl821. .6-17 Models 18611, 185D and I73Eandon .............6-17 Rigging -Model 182L ..........6-~7

&t

AILERDN

CONTI1IDjmrrrEluL

6-3. The rrileroo control system is comprised of push-pull rode and bellcranks in the wings, cables, pulleys, eprockete, roller chains, and components forward al the instrument paael, oil ai which bah
the control wheel

wings. Four different types of columns are used to operate the various systems: a central "T, a control "YI" a control "U, and a control columa These control column confiauatians are shown in iigures 6-1 through 8-4A, which define their applicability.

(orwheels)

to the ailerons on the

8-3.

TROUBLEHBOTINOTBE AILERONSSSTElM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

I1~ST MOTION IN CONTROL WHEEL


~oose

control cables.

Check cable tension.

Adjust cables
Remorre and
Remove and

to proper tension.

Brolren

pulley.

Visually check pulleys. Visually


check bellcranlrs.

replace
replace

broken

pulley.

Sprung bellcanhe.

sprung bell-

cranks.

Deformed

pulley brackets.

Visually

check

pulley

brachets.

Remove and replace gulley brackets.


Remove and

deformed

Worn rod ends.

Visually

check rod ends.

replace

worn

rod

Lnose chains.

Check chain tension.

Adjust chains

to proper tension.

6-1

TROUBLE SHOOTING THE AILERON SYSTEM PROBABLE CAUSE

(Cont).
REMEDY

ISOLATION PROCEDURE

RESISTANCE TO CONTROL WHEEL MOVEMENT. Cables too

tight.

Check cable tension.


Observe motion of the
as

Adjust cables
Remove and

to

proper tension. defective

Pulleys binding.

ailerons

are

pulleys being operated.

replace

pulley.
Remove and

Rusty chain.
Chain

Visually
with

check chain.

replace rusty chain.

binding

sprockets.
or

Check freedom of movement.

Remove and Remove and


Remove and

replace defective parts.


replace bellcrank

Bellcrank distorted

damaged.

Visually

check bellcrank.

Defective U-joints, if used. Clevis bolts too tight.


Cable off

Observe motion of
Check bolt

U-joints.

replace defective U-foinbs.

binding.

Readjust to eliminate binding.

pulley.
bearings
on

Check rigging of cable.


in

Replace cable
Remove and

on

pulley.
defective

(18323

Defective

sleeve weld ossy wheel tube.

control

Disconnect chains and check for binding.

replace

parts.

(182)

Defective bearing in idler sprocket assembly on firewall.


Nuts securing shaft on firearall

Disconnect chains acid check.

Remove and

replace defective ports.

(182)
in

Loosen mts to check if


is eliminated.

binding

bearing blocks too tight.

to eliminate
mum

Loosen mts the least amonnt required binding and align cotter
mt cnrer .030

pin hale, but

clearance.

CONTROL WHEEL NOT LEVEL WITA A1LERO~ NEUTRAL.

Improper adjustment of
or

chains

cables.

With control wheel centered, aileron bellcrank stop bushing should be centered in slot (bath left and

Readjust chains and cables in occordance with rigging procedure.

right bellcranks).
ate

Improper adjustment push-pull rods.

of aileron

If chains and cables

Adjust push-pull rods properly.

properly rigged and bellcrank stop bushings are centered in slots, pushtpull rods are adjusted incorrectly.

DUAL CONTROL WHEELS NOT COORDINATED.

Chains not
on

properly adjusted

Check

rigging of chains.

Adjust

in accordance with

rigging

sprockets.

procedure.

INCORRECT AILERON TRAVEL. Aileron system

incorrectly

Check rigging.

rigged.
Worn bellcrank
ot

Rig in accordance procedure. Replace


worn

with

rigging

bellcranlt

stop bushings slots.

Check

visually.

parts.

6-2

gq.

CONTI~OL "T."

6-5. The control "T synchronizes the control wheels and transmits rotation of the control wheel(s) to the aflerone thm~ an arrangement af sprockets, roller chains, cables, and pulleys. The corbrol "T is pivoted a feat inches above its lower end to allow fore and aft movement, to operate the elevator controlsystem. The corrtrol"T is shown in figure 6-1. 6.g~
"T."
a.

the Models 180 and 185. Remove rudder bar sbields and carpeting as necessary for access to lower end of control "U. Remove bolt securing elevator push-pull tube to control "U," and remove pivot bolt for control "U." Remove safety wire and disconnect turnbuckles c.
on

b.

(10).
attaching control wheel tubes to joints and remove control "U. e. Replacement map be accomplished by reversing the above steps. f. Rig aileron system in accordance with applicable paragraph in this sedfoh g. Check and/or rig elevator control system in
d.
Remove bolts

universal

REMOVALAND REPLACEMENTOF CONTROL

(Seefigure6-l.)
Remove conSrollI~"shield

(19).

Peel back tunnel cover carpet for access to bell (20). Remove bolt (19) attaching elevator push-pull rpd (18) and remcve controlT"pivot bob (20). b.
Remove cotter pine (34) and clevis pins (33). c. Wort cable ends free of control"T" pulleys. d Remove bolts (1) secPring colltrol tubes to universal )oirte and remove corrtrol"T". e. Replacement may be accomplished by reversing the above steps. i. Rig aileron control system in accordance with applicable paragraph in this section. g. Check and/or rig elevator system in accordance with Section 8,

accordance with Section 8.

6-13.
6-14.

CONTROL COLUMN. The control column used


on

the Model 182

operates in a different manner than the control "T, and "U." Details are shown in figure 6-4. "Y,
Rotation of the control wheel rotates four needle

6-7.
gs.

CONTROL"V."
The

like the codrol "T, trans; wheel(s) to the ailerons thro~ an arrangement of sprochets, roller chains, is pivoted a cables, and pulleys. The control few inches above its loner end to allow tore and aft mopemeld, to operate the elevator control system. The control "F is shown in figure 6-2.
mite rotation of the control

control"Y,"

bearing rollers on the end of the control wheel tube which, in turn, rotate a square tube (aileron control tube) inside and extending from the control wheel tube. Attached to this square tube is a sprocket which operatee the aileron system. The same arrangement is provided for both control wheele and synchronization is obtained by the interconnecting roller chains and sprockets. The sprocket end of the square tube is mounted in a bearing block on
the firewall and does not move fore and aft but rotates with the contmlwheel, The four needle bearing rollers on the end of the control wheel tube reduce friction as the control wbeel is moved fore and aft for elevator system operation. A sleeve
weld

assembly, containing bearings

which

permit

6-9. REMOVAL AND REPLACEMENT OF CONTROL "Y." (8ee figure 6-a. Remove colltrol "Y" shield e b. Peel hack tunnel cover carpet for access to bolt (36). Remclpe bell (57) attaching elevator push-pull tube (91) and remove control pivot bolt (965. Remove bolts attaching cable ends to control c.
arm

the control wheel tube to rotate within it, is secured to the co~trol wheel tube by a sleeve and re-

taining ring in such


ment allows the

a manner

that is moved fore

and aft with the control wheel tube.

push-pull

tube

(elevator
to

This movecontrol

Me)

attached to the weld

assembly

operate

an

(18).

6 Remove bolts (8) securing control wheel tubes to olliver~al joints and remove control "Y. e. Replacement mag be accomplished by reversing. the above steps, i. Wgai~eroncontrolegatem inaccordancearith applicable paragraph in this section. g. Check sad/or rig elevator control system in accordance with Section 8.

elevator arm assembly, to which one elevator cable is attached. A torquetube connects this arm assembly to the opposite one, to which the other elevator cable is attached. Men dual controls are installed, the copilots control wheel is linked to the aileron and elevator control systems in the same manner as the pilots control wheel.

6-15.

REMOVAL AND REPLACEMENT OF CONTROL COLUMN. (See figure 6-4.) Remove the three screws attaching the control a.
wheel to the controlwheeltube.
Remove the control wheel. b. Remove shock-mounted instrument panel in accordance with paragraph 16-5.

6-10.
~11.

CONTROL "U." The carrtrol

like the control "I* and "Y," wheel(s) to the ailerons through an arrangement of sprockets, roller chains, cables, and pulleys. The control "ZP is pivoted a fear inches above its lower end to allow fore and aft movemel, to operate the elevator control system. The control "ZT is shown in figure 6-3.

"U,

transmits rotation of the control

REMOVAL AND REPLACEMENT OF CONTROL "U. (S;e figure 6-3.) Remove conttol"lT shield and tunnel ctnrer a.
6-12.

securing plate (10). (15). Loosen turnbuckle (25) and disengage chain e. from sprocket (22). Remove nut and washer from shaft protruding f. through bearing block (23) on forward side of firec.

Remove

screws

d.

Remove elevator controltube

wall.
g. Pull control wheel tube

assembly aft to

remove.

6-3

NOTE
The
to

d. Repair consists of bushings and bearings.


a

the

replacement

of defective

copilots
A

control is removed in

similar

or

need grease, Place

If needle beari~s are dirty lubricate as specified in the lubri-

manner.

plate-covered hole large enough permit removal is provided in the stationpanel. eight screws securing sleeves (1?) and inboard, clear of the elevator arm
remove

cation
e.

ary instrument
h.

in

diagram in Section 2. bushing in bellcrank and position bellcrank wing, installing brass washers as required to shim
wing.
Install bellcrank pivot bdlt. bushing and install at-

out excessive clearance between the bellcrank and

Remove

the

slide the sleeves assemblies to


i.

torque tube (19).


remove

Position bellcrank stop taching bolt.

f.

Disconnectelevator cablesfromelevatorarm

assemblies
and nuts to

(16 and 20) and

attaching

screws

g. Connect aileron cables to bellcrank and rig the aileron system in accordance with applicable para-

j,

remove the arm assemblies. After removal, detail parts may be removed

graph
or

in this section.

replaced as required. k. Replacement may be accomplished by reversing the above steps observing the following: i. The nuts securing the shafts protruding through bearing blocks (23 and 33) should be tightened snugly, then loosened the least amount required to eliminate binding and align a cotter pin hole, but not more than .030 inch maximum clearance. 2. Adjust screw (13), which forces the tapered it, 30 that free plap is plug into the glide to eliminated and the control column does not drag fore
and aft.
i. Rig aileron system in paragraph in this section,
m.

6-16.

REPLACEMENT OF AILERON CABLES AND PULLEYS map be accomplished after removing access covets, wing root fairings, and upholstery as

required
a.

for access.

Disconnect cables from the aileron bellcranks in the wings, and remove cable guards and pulleys as necessary to work the cables free of the aircraft. NOTE

accordance with

applicable

Check and/or rig elevator control system in

accordance with Section 8.

rerclting of cables, a length ad wire may be attached to the end of a cable before it is withdrawn from the aircraft. Leave the wire in place, routed through the then attach it to the cable being installed and use it to pull the cable into position.
To ease

OR "U, "Y, T, Won, damaged or defective shafts, bearings, bushings, sprockets, rollerchains, universaljoints, and other components should be teplaced. Refer to the lubrication diagram in Section 2
6-16. REPAIR OF CONTROL

b.

After the cable is r~uted in position, install

CONTROL COLUMN.

pulleys and cable guards. Make sure cable is posftioned in pulley groove when installiw cable guatd
c.

Rig

the aileron

system.

for lubrication recommendations.

6-17.
a.

REMOVAL, REPAIR, AND REPLACEMENT


access cover

OF AlLERON BELLCRANK.

Open

inboard of each be;lcrank.

Felieve control cable tension crank.


b.

by loosening

turnbuckle

barrels, then disconnect control cables from bellRetain all spacers. Detach aileron push-pull rod from bellcrank

by

removing attaching nut, washers, and bolt, Remove nuts, washers, and bolts securing bellc. crank stop bushing and bellcrank to wing structure. Remove bellcrank through access opening, using care
that

6-19. REMOVAL, REPAIR ANDREPLACEMENT OF AILERON. (See figure 6-11.) Disconnect push-pull rod from aileron. a. b. Remove screws and nuts attaching aileran binges to trailing edge of wing, and remove aileran. Aileron repair may be accomplished in accordc. After ance with instructions containedin Section 19. repair, static balance aileron in accordance with Before installation, be instructions in Section 19. sure balance weights and hinges are securely attached
to aileron.

d.
e. was

Position aileron and

attaching aileron hinges


Attach
correct and

to

install screws and nuts trailing edge of wing.

bushing

is not

dropped

from bellcrank.
as

One

or

brass washers may be used lower end of the bellcrank and the
more

shims between

push-pull rod to aileron. It rigging push-pull rod adjustment was not

wing.

disturbed,
tem.

NOTE
open ends of bellcrank bearings to prevent dust or dirt from entering needle bear-

it should not be necessary to rerig spa; Check aileron travel and alignment, and rig if necessary in accordance with applicable parain this section.

graph Tape
ings.

SHOP NOTES=

a-4

NOTE When dual controls


a
are

not

fnstalled,

spacer replaces the universal lolnt It the right sprocket shaft.

II-~-

13

As Received

ORIGINAZ. By
ATP

~t

~a

t,

P
a
15
a

14

i.

Bolt

i~
APPLICABLE THRU

2. 3. 4. 5.
6.

ControlWheel Tube Washer


Nut

n ~1
n
U

SpreaderBar
~mbuckle Control "T" Weld Assembly
Bolt screw

.MODELS 112D, P172D, 180C, AND 185C.

ii

8. 9. 10. 11. 12. 13.


14.

Clamp
Washer
Nut Rim shield Washer

Assembly

21. 22.
23.

spacer
Needle Bearing

30.
31.

Washer Nut

Bearing
Washer Nut
Nut

32. 33.

15. 18. 17. re. 19. 20.

OiliteBushillg
Washer

Sprocket
Elevator Push-Pull Tube
Bolt

Bolt

24. 25. 26. 27. 28. 29.

RollerCha~n ClevisPin

34.
35. 36.

CotterPin
Aileron Cable End Nut Washer

Washer
Bolt

37. 38.

NeedleBearin%

Cable Guard

FigureG-l.

Control"T"
8-5

NOTE

iB Yito
t

When dual controls are installed, spacer (9) is replaced with a universal joint to which the right control wheel tube is attached.

a"
t I

1~

:Q/"
tb

u It

It11

1~

1(!1

a
N

ii

II
4 IL

2)

Protective caperlag Is installed a9er Idat on Inter serlnln.

ff/"
a

f~ct

a a

APPLICABLE
TO MODEL 156

I.

Nut

14.

a. 9. 4. 5.
8.

Sprocket
Bolt Washer

15.
18.

Beating Bearing
Shaft Bolt
Arm

Bearing
Shaft Washer

8. 9. 10. 11. 12. 19.

Bolt

Spacer
Nut Turnbuckle

CbpfnAesembly
Bolt

Il. 18. 19. 20. 21. 22. 29. 24. 25

28, 22. 28. 29. 30.


31.

Waeher Nut

98.

Bearing
Washer
Nut

99.
40.

ChainAseembly
Control"F

Bushing
ControlLink Bolt Bellcrank Washer Nut
Bolt

41. Ia.
43. 44.

Bearing
Washer
Nut

CbainAssembfp
Bolt ControlWbeelTube Nut UniversalJolat
Turnbuckle

32.

Bolt

Turnbuckle

33. SI. 35. 38. 31.

45. 48. 41.


48.

Sprocget
Nut

Washer

Bushing
Nut

Bolt

49. 50.

Spmcket

FigureG-a.
8-6

Control"F

-I
i 1

MODEL 172

1967 AND ON

eJ

;a
Primary cable wrapped once around drum, with cable

aft groove in cable lock on botti~m.

IH

I
CQ

I~+--I
R
1 MODEL 180 AND 185
1967 AND ON

-eD,
N(YI~ES
Transition cable (9) installed in iorward groaPe in cable drum arith cable lock on top. Install cable drum aide gc~e an. When dual controls

(1)

with

are

in-

stalled, spacer(2) is replaced with a ~miversar joint to which the right control
wheel tube attaches.

~MODEL 172 APPLI%ABLE TO MODELS l?tE Q ON, 18611 4 ON, IANDl8sD ON.

1986 AND ON

(SKYRAWK ONLY)

1.

2. 3.
4.

Sprocket Spacer
Chain

5.
6. 7.

Turnbuckle

10. 11. 12. 13.

PrimaryCable
CableDrum Primarv Cable Lock Transition Cable

SecondaryCable

8.

9.

14.

Turnbuckle Elevator Push-Pull Tube Turnbuckle (Secondary Cable) Transition Cable Lock Cover

Figuree-J.

Control"~

6-7

NOTE
When dual controls
are installed, items (35, 36, 37, and 58) ate replaced with the right controlassembly, which is the same as the left except for the plates where the control passes through the instrument panel.

1(

1966 AND ON

A ms~mum d fom shims, Put No. 81356-1, may be Peed bere to eliminate excees~e free play.

!I

tz:

y5>
nORIGIMAL
As

Received BY
ATP

1.

2.
3. 4. 5. 6. 7. 8. 9. 10. 11.

Needle Bearing Roller ControlWheel Tube Sleeve Weld Assembly


H

a"

n 27.
Lower I~Rft Aileron Chain AtleronIdler Sprocloet Right Aileron Cbain Rlgtit Aileron Cable
Firewall

NeedleBearing
Thrust Bearl~g Race Needle ThrustBearing Grommet Control Lock Collar
16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26.

ControlWheel Adapter
Plate

12. 15. 14. 15.

Spacer RetainerRfng Screw and Tapered Plug


AileronControlTube Elevator Control Tube

Right Elevator Arm Assembly Sleeve Down Elevator Cable glevatorlorpue Tube Left Elevator Arm Assembly UpElwator Cable Left AileronSprocket BearingBlock Upper Left Aileron Chain
Turnbuckle Left Aileron Cable

28. 29. 30.


31.

52. 33. 34. 35.


36; 97. 38.

Turnbuckle

Right Aileron Sprocket


Shaft RoLlPin

BearingBlock
Support

Figure 6-4.
6-8

Control Column

Model 182 Prior To 1968

1. 2. 3.
i.

BearingBlocL
Firearall CableDrum ldlerSha9t Elevator Cable Guard

5. 8.
7.

support
Arm

8. 9. 10. 11. la. 13. 11. 15. 18. 17. 18. Is. 28. 21. 22. as. ~J. 25.

Strtcbue
Sleeve Elevator

Tonlue BearingRoller

Tube

Bearing Aseembb SleenreAssembly


ControlWheel

Retainer I~be and

Beating BearingRace SnnpWng


Collar

Sp~er

sapportPlate
Bearing

is

Nylon Control Guide


Puab-PullRod structure Elevator Cottrol Pin AileronControl Cable Ilwabuchle Adjuetable Terminal
\1

ae.27.
28. as. so.

lloRelbaC

B
~YL
\n

8,
i

Ir

I
(I
i

aa

NOTE
Dtems
are

UPPER INTER-

used

only

on

CONNECT CABLE

aircraft without dual control wheel tnstallation

Figure 6-lA.

Control Column

1968 Model 182

6-8A

Of
5

ALSO SEE FIGURE 6-8A

ii

8EE PI~TREIS C~ sad C9

D
F-l

ORIGIMAL
As Received By
ATP

~JrC
be located

NOTE

Carry-thrn cable Runbuchle may


at eitber the

right

ar

left aileron bellcranh.

CABLE TENSION: 40LBS ~1OLBS ON AILERON CARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FOR TIIE AREA

Mrect cable turnbPchles are located at the bellcranhs prior to the 18011 and 185D, and they are located at the control "U" on the 180A and 18511 and on.

i.

Weroe Bellcranh

5.
8.

a. 3. 4.

Spacer
TarnbacbleForlts
Turnbnckle Barrels

RtgbtP~rect
Curp-Thru
Co#erPin

Cable
Cable

IS.
11.

Bushing
Washer CableGuard Left Mrect Cable

7. 8. a.

la. 13.

Pulley Pulley

Figure 6-5. Afleron Control System-Models 180

6 185

(5heet

1 of

2)
6-9

NOTE

~f.

Beginning in L966, these odditionnl smurs ct pultye and spacers ate used. Re~ mainder of the cable rout-

ingisunchanged

CARRY-THRO GAHLR

LD RIGHT AILERON 1~I1) LFPf AILIEI~N

ORIG\NAL
As

Received By
ATP

s~

ij
V
i

Figure 6-5. Aileron Control Spstem-Modele r80 8 I85 (Sheet a of 2)

SHOP NOTES=

6-10

r i

~J
L/
d
ii

ALSO SEE FIGURE 6-8A

.-g~
i--9

4
t
H

SEE ZliURE 6-2

NOTE
1(

Carry-thru cable

turnbuckle ~p be located at either the right or left alleroo bellcang.

~-1_

II

Q1
LE TENSION: (OLBS tIOLBS ON AILERON -TnRU CABLE (AT AVERAGE TEMPERATURE T8E AREA)

ORIGINAL
As Received ATP

By

I.

Turnbuckle Barrel

7.

Bolt

2. 3.
i.

Carrp-Thru Cable
Right Atleron
Direct

5. 6.

Cable Turnbuckle Fork Nut Washer

8. 9. r0. 11.
12.

Spacer
Cotter Pin

13. 14.

Cable Guard

Left Aileron Direct Cable

Pulley Pulley
Pulley

15. 18. 17. 18.

Pulley Pulley Spacer Pulley

Figure 8-8.

Ailenm Control System-Model 150C (8heet 1 of

2)
6-11

gk
ALSO SEE FIGURE 6-6A

I Jt

*MODEL 150E AND OP SEE FIGURE 6-2

Spacer and arasher


replaces pllleys in Model 1509 6 on.

Q
a 10
I

Ir;
I
CABLE TENSfON: tlOLBS ON AILERON ARRV-THRU CABLE (AT

NOTe

Carry-thru

at either the

cable turnbuckle map be located ri~M or left aileron bellcrank.

AVERAGE TEMPERATURE
THE

AREA)

1. 2. 9. I.

RlgM Aileron Bellcrank


Direct Cable Turnbuckle

5. 6.
7.

Carry-Thru

Cable

Carry-Thru Cable Turnbuckle R1%M Direct Cable

9. g.

Plllcg Bracket Spacer Pulley


CableGuard

10. 11. 12. 19. 14.

Left Direct Cable Direct Cable Left Aileron Bellcrank

Spacer
Fairlead

Fieure 6-6.
8-12

Aileron Control

Syatem

Model 150D 8 ~n

dSheet

a of

2)

L
t

.rte
i

t (~92

ALSO SEEFIGURE 8-8A

T~
t

:L
~C-\ I
io

8EE PliaRES 6-1 and 6d

ORIGINAL
As Received By ATP

1VI
I

-,kJ i

NOTE

CABLE TENSION: IOLBS ~1OLBS ON AILERON ARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FOR THE AREA)

Carry-thru

cable turnbuckle may be located at either the right or left ailerom bellcrank. Mrect

prior

cable turnbuckles are located at the bellcranka to the 172E, and they are located at the control U" on the 172E and an.

1. 2.

Aflemn Bellcraalt

5. 6.
6.

Right Afleron
Cable CotterPin

Mrect

3.
I.

Spacer Carry-Thru Cable


Turnbuckle

9. 10. 11.
12.

Washer CableGuard Left Aileron Mrect

Pulley
Bushing

Cable
Mrect Cable Turnbuckles

Carry-Thru Cable

Figure 6-7.

Aileron Control System -Model 172

P172 Series
6-13

1_

d
SEE FIGURE 6-4

Q
t

1, 11 II
n

1---a;

NOTE

CABLE TENSION: (LOLBS ~1OLBS ON AILERON CARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FIR THE AREA)

Carrp-thru

cable turn-

buckle may be located at either the right or

ti

leTt aileron bellcrank.

I. 2.

CableGuard

Pulley
Nut Washer Bolt

9. 4. 5. 8. 7.

8. 9. IS.
11.

Bushing RubStrip Carry-ThruCable


Left Aileron Mrect Cable

Spacer Pulley

12. 1S. 14.

Spacer
Aileron Bellcrank Turnbuckle Fork

15. 16. 17. 18. Is. 20. 21.

Turnbuckle

Bellcranlt

StopBusbing

Pulley
Cotter Pin

Pulley Right ALleron Mrect Cable Pulley

Figure 6-8.
6-14

Aileron Control

System -Model 182 Series

AILEItON BELLCRANK--\

5)

SPACERS WITH ALL CABLES THAT DO NOT ATTACH WITH TURNBUCKLE FORKS.

I
CB

N)

Figure 6-8A.

Aileron Cable

Attachment

AILERON BELICRANg BIIP

AILEROR DIRECT CABLE w

II
II

AILERON BELL~RANK 8TOP BU88ING

I
AILERON CARRYTBRU CABLE

AILERON DIRECT CABLE

AILERON CARRYTHBU CABLE

paro~
MODEL 1g2
Q

kWD

Q/
AILERON PVZPI-POLL ROD

It

;rlLX

AILERON PUSH-PULL ROD

\O

N<Y~

Stop bushings should

be centered in slots oi aileron bellcranks in each wing when control wheels are neutral, with 4(k10 pounds tension
on

aileron

rods

are

then

ad~usted

carry-thru cable. Push-pull to rig the ailerons

neutral.

Figure 8-8.

Rigging Aileron

Bellcrang3

6-r5

2. a~

UPPER

CIIAINI_ _L _L I
(0,0) j(O,O) (O
AIRPLANE
With

To SPROCKET ON --1(0,0) LEFT CONTROL

COLUMN

(DIRECTLY ABOVE IDLER SPROCgETS)

pilots control wheel neutral, appro~dmately a.r assures that correctlak of chain is engaged with sprocket on left control columa

VIEW LOOKING FORWAgD

Figure 6-10.

Neutral Position for

Rigging Control Column

11

~j

lr

It ii
II

15

1
1) 11 15 1)

21

-sf~r
ii
8. 9.
1. Nut

LowerSkin

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

Upperlnboard Skin UpperOutboard Skin

Il. 18. is.

Nut

Bracket

RodEnd

2.
3. 4. 5. 6. I.

Screw

SpacerStrip
Bolt

20.
21. 22. 23. 24. 25.

Push-PuLlRod
Washer

Spar

Binge
Balance Bracket Rib

Bushing Bearing
Bolt CheckNut

Bushing
Bellcranlt Bellcrank Bolt

Assembly StopBushtng

Figure 6-11.
6-18

TypicP1Allero~InstPllotion

6-20. RlOODJO EXCEPT MODELS 112E AND ON AND 182L.


a.

1BOH, 18511,

c.

Keeping control wheels neutral, tighten


so

buckles

that control wheels

are

turnlevel in the neu-

total
so

(See figure 6-1. On the control "T, adjust the length of the spreader bar (5) and turnbuckle (6)
are

tral position on cables to

(synchronized),
remove

with

slack from

enough tension chains, without

that both controlwheels

level in the neutral

position (synchronized). b. (See figure 6-2. On the control "Y, adjust the turnbuckles (11, 24, and 25) so that both control wheels are level In the neutral position (synchronized) when arm (18) is horizontal. Chain (12) should be engaged so that there is an equal number of links e~xtending
from
c.

On the controlcolumn, check that upper left chain (24) is engaged with left aileron sprocket (22) in accordance with figure 6-10. With

sprocket (50). (See figure 6-4.

pilots control wheel in ne\ltrdi position, adjust turnbuckles (25 and 32) so that both codrol wheels level in ne~tral position (eynchronized).
NOTE
On aileron
ate

eysteme using

the control

"T,"

chain tension must be greaterthan aflron system tension to hold the adjustable end fitting on the spreader bar (5, figure gl) against its adjusting nut. Hoarever, too much On the co~rol cause binding. colltml column chains should have the minimum oma~t of tension that will remove slack from the chnina, tension will

Results of adjusting the turnbuckles are follows: i. Loosening primary cable turnbuckles and ti~tening secondary cable turnbuckle at center of control "ZP will move the inboard sides of both control wheels down 2. Tightening either primary control cable turnbuckle and loosening secondary cable turnbuckle at center of control "I~ will move outboard side of applicable control wheel down. d. Tape a bar across both control wheels to hold them in neutral position. e. Adjust the two aileron direct (See figure 6-9. cable turnbuckles below the control "2~ and the single carry-thru turnbuckle at the aileron bellcrank so that the bellcrank stop bushings are centered in both bellcrank slots with 40t10 pounds tension on the aileron carry-thru cable. Disregard tension on direct cables, which willbe dif-

binding.
as

ferent than tension on carry-thru cable. f. Adjust push-pull rods at each aileron until the ailerons are neutral with reference to the trailing

Y,

or

edge of the wing flaps. Be sure wing flaps are fully up when making this adjustment. g. Safety all turnbuckles by the single-wrap method
usi~g 0.040-inch monel safety
h.
wire.
Remove bar from co~trolwheels and install all

d. Tape a bar across both control wheels to hold them In the neutral position. CSee figure &8~) Adjust the turnruckles at the alleron bellcranhs so that the bellcrank stop ings pre centered in both bellcrank slots, aith 4(1tlOpounds tension on the alleron carry-thru cable. Disregard tension on direct cables, which will be different than tension on carry-thru cable. i. Adjust push-pill rod at each aileron until the ailerons are neutral with reference to the traillllg edge of the wing flaps. Be sure that the wing flaps are fully up when making this adjustment. T%htea push-pull rod lamb ~its. g. Safety all turnbuclrles by the single-arrap method using 0.040-inch monel safety wire. h. Remove)mu.from control wheels and install all parts removed for access. i. Check ailerons for correct travel, using inclinometer shown In figure 6-12.

parts
i.

.e-hsub

removed for access. Check dlerons for correct travel, clinometer shown in figure 6-12,

using

in-

IWARNINOI
Be sure that ailerons move in the correct direction when operated by the control wheel.

6-22.
a.

RIGG~NG

MODEL 182L

(See figure 6-4A.)

Relieve tension on system at tunbuckles. Disconnect push-pull rods at bellcranks. c. Adjust interconnect cables on cable drums to position control wheels level (synchronized). While maintaining neutral position of wheels, tighten interconnect cables until snug. d. Block control wheels to hold neutral position. e. Adjust the turnbuckles at the aileron bellcranks
b.
as

shown in

figure

6-9

so

the bellcrank stop

IW*RNINCI
Be sure that ailerons move in the correct direction when operated by the control wheel. 6-21.

are

centered in both bellcranks and to obtain aileron carry-thru cable tension.

bushings specified

RlOODlO

~ODEIS 18011, 185D AND

f. Adjust push-pull rod at each aileron to streamline ailerons with reference to flap trailing edge (fiaps full up), then secure push-pull rod jam nuts and safety turnbuckles.
IT Remove bar from control

172E AND ON.


a. (See figure 6-3. On the control "U, check that primary control cable is in aft groove of cable drum and wrapped once around the drum and the co~trol

wheels,

then install

all parts removed for access. h. Check ailerons for correct travel using inclinometer shown in figure 6-12 of the Service Manual.

cable lock is installed at the bottom of the drum. Note that transition cable lock is installed at the top. control wheels neutral, check that chain ends
are

h tiW.etekcorpe equidistant
~om

IWARRINGI
Be
sure

ailerons

move

when

operated by

In correct direction control wheel.

6-17

6~15

pC_

AVAILABLE FROM CESSNA SERVICE PARTS CE~JTER

(L~OOL NO. SE 1~6)

F~gure 6~ra.

Inclinometer tot

Me;asuring Control Surtace Tnoele

6-18

SECTION

VVING FLAP

CONTROL SYSTENIS

SECTION 7

WING FLAP CONTROL SYSTEMS

TABLE OF CONTENTS

Page
?-1 7-1

WING FLAPCONTROLSYSTEMS
Manual

Wing Flap Operational Check Trouble Shooting Wine Flap System Except Model 182, 172F on,
andl50FOon

7-2 7-5

Flap

Lever

Assembly Removal, Repair,

andInstallation..

Shooting Wing Flap System 7-8 on 182, 172F on, and 150F Flap Position Transmitter Removal, 7-9 Installation, andl\dfustment. Transmission and Mater Assembly Removal, 1-9 Repair, andInstallation. Drive Pulley Removal, Repair, and
Trouble
Models

Wing Flap Bellcrank Removal, Repair,


andInstallaticm. Removal and Replacement of Cables

Installation

7-9 7-9

1-5
7-5

Wing Flap Removal, Repair, and


Installation Wing Flap Cables and

andPulleys Wing Flap Remcnral, Repair,


Iastallation,

Pulleys
7-9

and

RiggingMantlalWing FlapSystem
ELECTRIC WING FLAP CONTROL SYSTEM MODELS 182, 172F on, and

7-5 7-5

Replacement. Rigging Electric Wing Flap System Model 182 Series (Prior to 1968) and
ModellltFandon

7-9
7-9 7-14

Rigging
7-8 7-8

Electric

Wing Flap System


7-16 ?-ls 1-16

150F O

on

Model 150
Model 150. Flap Indicating System Rigging...... Rigging "Pre-Select" Wing Flap System

ElectricWing FlapOperati01ral Check.

ModellBaL

7-1.
7-2.
used

WING FLAP CONTROL SYSTEMS.


The
on

completely up. and set to 00.


systems

Molmt

an

inclinometer

on one

flap

~anually operated wing flap

control

Models 180, 185, P172, and prior to Models 150F and 172F are illustrated in figures 7-2 through 7-4. The electrically operated wing flap control systems used on Models 182, 172F and on, and 150F and on are shown in figure 7-5. 7-3.
a. c.

NOTE
An inclinometer for measuring control
Service Parts Center.
sur-

face travel is available from the Cessna

Refer to figure 6-12.

MANUALWLNG FLAP OPERATIONAL CHECK. full range of travel, observing for uneven or jumpy motion, binding and

Extendwing flaps

to full down

position and check

Operate wing flaps through

for correct

lost motion in

system. Make sure flaps are moving together through full range of travel. Retract wing flaps and check to see that they are b.

flap extended angle with inclinometer. d. Remove wing flaps bellcrank access cover and attempt to rock bellcrank to check for bearing play. e. Inspect wing flap rollers and tracks for evidence
of defective

parts.
7-1

7-4.

TROUBLE SBOOT~NG WING

nA$

SY8TeM

MCePT MODEL8

182,

17aF IL

ON,

AND 150C a ON.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

BOTH FLAPS FAIL TO LXIWER WHEN LEVER IS RAISED.

Brca~en

or

detached forward

Open tunnel

direct cable.

access cover aft ad lever and check direct cable.

Attach

or

replace cable.

ONE FLAP FAILS TO II3WER.

Broken or detached direct cable to malfunctioning flap,

Open bellcrank

access cover

and

Attach

or

repli~e cable.

feel for cable tension.

BOTH FLAPS FAIL Dl RETRACT WHEN FLAP LEVER IS LOWERED. Broken or detached forward return cable.

Open tunnel
cable.

access

forward of

Attach

or

replace cable.

lever and check forward return

BINDING IN SYSTEM AS FLAPS ARE RAISED OR IIOWERED.

Cables not riding

on

pulleys.

Open access pulleys.


Check lever

covers

and observe

Route cables

correctly

over

pulleps.

Flap

Lever in

binding.

bearings

and ratchet.

Replace defective parts. Replace defective bellcnnt


Replace
or

Binding

flap bellcrank.

Check bellcrank in motion.


Remove bellcrank and checl needle bearings.

lubricate

bearinge.

Broken

or

binding pulleps.

Check pulleys for free rotation at breaks.


Check condition of cables.

Replace

defective

pulleya.

Frayed cable. Flaps binding


on

Replace

defective cables.

tracks.

Observe

flap

tracks and rollers.

Replace detective

parts:

INCORRECT FLAP TRAVEL.


Incorrect

rigging.

Rig flaps correctly.

RELEASE BUTLYIN STICKS.

Release mechanism needs

lubricating.

Lubricate in accordance with figure a-4.

7-t

uc

8 O

65

tz
B
TNBOARD
ra

NOTE

Bushings (9), rollers (10), and spacers (8) are first poeitioned through slots in flap tracbs, then are secured to the flap roller supports with attaching bolts, washers, and nuts. Nylon plug buttons (5)preventwing flap from chafing
wing trailing edge.
On the 1088 Model 182 and on, four metal spacers (8) are replaced with two nylon spacers on outboard hinges only.

10

~lt
OUTBOARD

Position spacers

(8)

as

required

to

provide

1.

Push-Pull Rod
Washer Bracket

adequate flap clearance at wing root and


aileron. Some lateral movement of the flap is inherent due to the width of the roller. This movement should be considered when

positioning the

spacers.

2. 3. 4. 5. 6.

7. 8.
9.

AccessCover

Spacer Bushing
Roller

Nutplate Nylon Plug Button PlugButton

10. 11.
12.

Assembly

RibAssembly FlapSupport

Figure 7-1.

Wing Flap Installation


7-3

rt
r
b

R\

tI
9

ii

u
~.ni

i-.: ~C-Ci

I~

1(

LE TENSION:

i
30 LBS FOR THE
IS LBS

~s

it

(AT

THE

VERAGE TEMPERATURE

AREA).
I 8. a. 10.
11.

1.
2.

2. 4. 5. 8. 7.

Spacer Bushing Pulley


CableOIlard RetractCable Bellcrank Mrect Cable

Turabuchle

SnapRLng

Rushing
Spacer

15. 16. 1?.

la. 19. 14.

Bushillg
Flap Lever Ratchet
Latch

Spacer ReleaeeRutton LatchRod IS. FlapLever 19. Spacer


Puab-Pull Rod

20.

Figure 7-2.
7J

Wing Flap Control System

Except Models IbO, 182,

and 1729 4 on

NOPE

g. To installbellcranl4 position bellcrank in wing and install bolt through top of wing through beLlcrank
are

Paragraphs

7-5

through

1-8

applicable

to

pivot bushillg.

wing flap cc~ntrol systems used in the Models 173, P17a, 180, and 185, in f&ure7-2. In the Model 150 manual flap control system, routing and access to components are diflerent, but similar maintenance map be accomplished while using figures 1-3 and 7-4 as guides.

launamdetarteullt

pfns.h.
i.

Secure bolt with washer sad md. Attach cables with clevis bolts, rPJts and cotter

flap push-pull rod to bellcrank. Wg wing flap system in accordance with paragraph I-9.
j.
7-7. REMOVAL AND REPLACEMENT OF CABLES AND PULLEYS in the wing flap system map be accompllshed using figures 7-2, 7-3 and 7-4 as a

Attach wing

7-5. FLAP LEVER ASSEMBLY REMOVAL, REPAIR AND INSTALLATION. dSee figures 1-2 thru 7-4. Remove front seats, bmnelcarpeting, rear door a. post faci~, and Meese covers to gain access to flap handle attachment. b. Release cable tension on direct ard retract cables by loosening cable turnbucldes at rear door

guide.
7-8. WING FLAP REMOVAL, REPAIR AND INSTALLATION. dSeefigure ?-1.) ~Extend wing flaps and remove access covers a. from top leadillg edge of wing flap. b. Disconnect push-pull rod at wing flap.

poet,
Disconnect forward direct and retract cables c. from lever assembly by removing attaching bolt and mt. d. Remove flap lever pivot bolt Id bushing, and remove n~ap lePer from tunnel structure.

pull flap

flap track, then aft and remove remaining nut and bolt. As wing flap is removed from wing, allwashers, rollera, and bushings will fallfree, and they should be retained for fnstallatioh
c.

Remove bolt and nut at each aft

NOfE
Tbe spacer used to secure the flap lever laterally has been replaced with 8 snap ring which fits into

d. Wing flap repair may be accomplished in accordance with instructions contained in Section 19. To i~atall wing flap, position flap at trailing e. edge of wing and install rollers and attaching parts
as

illustrated in

figure 1-1.

groove in pivot bolt bashing. This coPbiguratlon is also used for all spares.
a

e. Repair of wing flap lePer assembly consists of defective beari~gs, spacers, replacement of

Set wing flap push-pull rods to 8-11/16"~ 1/8" between centers of rod end beari~gs ard tighten rod end jam nuts. g. Attach wing flap push-pull rod to bracket on

f.

flap.
h.

ratchet mechanism md other parts comprising the assembly. Placards on the wing flap lePer should be replaced ii they have become illegible. f. Install p~e flap lever assembly by reversing the preceding steps and rigging the system as out-

Rig flap system

in accordance with

paragraph

7-9.
7-9.
RICQNC MANUAL WING FLAP SYSTEM. NOTE

lined in paragraph 7-9.


7-6. WING FLAP BELLCRANIC REMOVAL, REPAIR AND INSTALLATION. 6lee figures 7-a thru 7-4. Remove access covers from wing lower sldn st a. the bellcrana b. Remove doorpost covering and release cable tension by loosening cable turnbucklee. Disconnect cables at bellcrank by removing c. clevis bolts. d. Disconnect wing flap push-pull rod at bencrank. Remove bellcrank pivot bolt from top of wi% e.
and work bellcrank out
care

Before

perfonningthis procedure,
to

release

wing flap cable tension


a.

at the turnbuckles.

Set

wing flap push-pull rods

8-11/16" ~1/8"

between centers of rod end bearings, tightenjam Mts, and install. b. Set wing flap control handle in the flap retracted position, then tighten retract cables to correct
tension.
c.

that the

through access opening, psing lalshing is not dropped. One or more


as

position,
tension.
d.

Move wing flap control handle to the full down then tighten direct cables to correct
Perform
an

brass washers may be used structure and bellcrank.

shims between wing

operational

checkout of the

flap

NOTE
Seal needle bearings with tape after bellcrank is removed to preved dirt from entering the

control system, check all jam nuts for tightness; check that all turnbuckles are safetied, and install all parts removed for access. NOTE
An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. (See figure 6-12.

bearings.
f.

Wi~g flap bellcrank repair

placement
Cracked,
should be

is limited to reof irdernal bushings and bearings. bent or excessively worn bellcranks

replaced.

7-5

t!f
g
O

o,

1~

k
a
t CABLE TENSION:
SO LBS t 10 LBS (AT THE VERACE TEMPERATURE

~I

11

FOR THE

i. 2.

Pulley PuHeyBracket

7.

9. 4.
5. 6.

RightDirectCable
Right Retract Cable
I~Rft Retract Cable Lett Mrect Cable

8. 9.
10. 11. IS. 19.

Link Bellcrank

1a.

Push-PuLlRod Turnbuckle Barrel Turnbuckle Eye Forward Retract Cable Forward Mrect Cable

15. Is. 17.


18.

Latch Collar

ReleaeeBu#an
LatchRod

19.

FlapLever Bushing

Figure 7-3. Wing Flap Control System-Model 150C


76

f
i

.8
1

Li,
4eV~
i~--..
I
I

5~

P\

\..L".-.
h.,

~b. I~O
~.L

a~
PLAN VIEW LOOKING FORWARD
o

L
B

~s

s,

j
CABLE TENSION:

"TT
17
1.

i
1

1~

30 LBS t 10 LBS (AT THE AVERAGE TEMPERATURE FOR THE AREA).

2.
3.

PulleyBracket Right Direct Cable Right Retract Cable


CableGuard

7.

Link

13.

Latch

8. 9. 10. 11. 12.

Bellcrank LeftDlrect Cable Turnbuckle Bulkhead

14.
15. 16. 17. 18.

Decal

FlapLever
LatchRod Release Button

4. 5. 6.

FlapPulley
Left Retract Cable

Bushing

Spacer

Figure 7-4.

Wing Flap Control System

MODELS 1501)

150E

7-7

7-10.

ELECTRIC WING FLAP CONTROL SYSTEM ON. MODELS 182, 1729 ON, and 1509 I-if. ELECTRICWING FLAPOPERATIONAL CHECIL. a Operate wing flaps thro~ full range of travel observing for uneven or Jumpy motion, bindi~g and lost motion in system. Make sure flaps are moving together through full range of travel b. Deliberately overrun flap motor at each end of stroke to make sure transmission is free wheeling. Check to see that wing flaps are not sluggish in c. operation. In N~t at l0dmph, indicated airspeed, the wing Ram e~ould fully extend in approrimately 9 seconds and retract in approximately 5 seconds,
On the ground with the engine running, the wing flaps should ertend or retract in oppro~dmately 6 seconds.

d.
are
see

Retract

completely

wing flaps and check to see that they up. Check flap position indicator to
Mount
an

flap

that it reads O. and set to 00.

incllnometer

on one

NOTE

An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. Refer to figure 8-12. E~rtend wing flaps to full down position 918 check e. for correct flap ertended angle with incllnometer.
Remove wing flap drive pllley access cover and i. attempt to rock drive pulley to cbeck for bearing play. g. Inspect wing flap tollers and tracks for evidence oi defective parts.

7-12.

TROUBLE SROOTING ELECTRIC WING FLAP SYSI~EM

MODELS

18a, 1729 Q ON, AND 150Ir a ON.


REMEDY

PROBABLE CAUSE W)TB FLAPS FAIL TO MOVE.

ISOLATION PROCEDURE

Popped

circuit breaker

or

fuse.

Check circuit breaker

or

fLse.

Reset circuit breaker

or

replace fuse.

Defective switch. Defective motor. Broken


or

Place Jumper

across

saitch.

Replace ~ftch. Replace


Camect
mator.
or

Remove and bench test motor. Run

disconnected wires.
or

cantirmity check oi wiring.


see

repair +Ir~og. replace

Defective

disconnected

Check to

tnnemi8don is

CannPct or

transmission.

connectedtoflap system. 1l connected, remove for bench test.


Check continuity.

transmissic.

Defective limit switch

Replace switch.

(919091 182L).

Follow-up
or

control disconnected

Check visually.

slipping(Model 182L).

8ecure control or replace ii defective.

BINDING IN SYSTEM AS FLAPS ARE RAISED AND IXIWERED.


Cables not

riding

on

pulleys.

Open access pulleys.

covers

and observe

Route cables

correctly

over

pulleys. Replace
drive

Bind in drive
Broken
or

pulleys.

Check drive pulleys in motion.


Check pulleys for free rotntion or breaks. Check condition of cables.

pllley.

binding pulleys.

Replace defective pulleys.

Frayed cable.

Replace Replace

defective cable. defective

flaps binding

aa

tracks.

Observe

flap

tracks and rollers.

parts.

7-8

PROBABLE CAUSE

lSOLATION PROCEDURE

REMEIIY

Disconnected

or

broken cable.

Check cable tensions.

Connect

or

replace

cable.

Disconnected

gush-pull

rod.

Check push-pull rod attachmed.

Attach

push-pull rod.

I~JCORRECT FLAP TRAVEL.


incorrect

rigging.
Check

Rig flaps correctly.


continuity. Replace switch.

Defective Ilmit switch

(Model l82L). Follow-up control disconnected slipping (Model 18~L).


Check

visually.

or

Secure control or replace If defective.

SHOP NOT.IES=

7-8A

7-13.

INSTALLATION,
7-5A.)
a.

FLAP POSITION TRANSMITTER REMOVAL, ANDAIUUSTMENT. (See figure


access covers

g.

Remove drive
care

pulley through
bushing
is not

access

apening,
One
or

using
more

that the

dropped.
as

Remclve

from bottom of

right
wire

brass washers may be used wing structure and drive pulley.

shims between

wing below right drive pulley. b. Remove cotter pin and pin which attach rod (9) to arm (10) on right drive pulley.
c.

NOTE
Protect drive
or

Disconnect the transmitter electrical wires at

the d.

quick-disccmulects.
Remclve two bolts which
secure

dirt

pulley needle bearings from by covering open ends with tape.

dust

wing flap posiremove

tion transmitter to mitter from wing.

wing

structure and

trans-

Installation of wing flap position transmitter e. may be accomplished by reversing the preceding

steps,
f.

mitter, adjust graph 7-18.


7-14.

After installation of wing flap position transin accordance with step "o" of para-

TRANSMISSION ANDMOTORASSEMBLY
INSTALLATION.

REMOVAL, REPAIR, AND figure 7-5A.)


a.

(See
and

remove the left wing drive pulley, use this procedure, omitting steps "c" and "d. i. Repair of drive pulleys is limited to replacement of needle bearings. Cracked, bent, or excessively worn drive pulleys should be replaced with a new assembly. 1. Installation may be accomplished by reversing the preceding steps and rigging as outlined in paragraph 7-18. Lubricate drive pulley bearings in accordance with Section 2 when installing drive pulley. Control cables may be attached to drive pulleys before installing them in the wing.

h.

To

same

Transmission(S), mdor(l), tube(l),


are

binge (2)

removed

tanks infuel tanks are stalled, it is necessary to detach the assembly from hinge (2) before removing motor and transmission from wing and to attach them to the hinge after podtioning them In the wing. b.
c.

assembly if installed. With long range


as one

standard Transmitter
arm

NOTE

(10)

must be attached to the drive

right drive pulley before installing pulley in the wing.

RemcRe access

c~pers

from bottom of
motor

wing under drive pulley and

Rem~Re bolt securing tube

right assembly. (4) to right drive

pulley.
d. Remove bolt securing hinge (2) to the wing, or i long range fuel tanks are installed, remove bolt securing transmission to the hinge. Disconnect electrical wires at quick-disconnects a. and remove screw securing gr(nmd wire. Remove assembly from the wing. f. Repair of the tranemission and motor assembly consists of replacement of the motor (1), transmission (3), tube (4), or brake components. Bearinge in hinge (2) may be replaced. g. Installation may be accomplished by reversing the preceding steps and rigging the flap control system in accordance with

7-16. WING FLAP REMOVAL, REPAIR, AND INSTALLATION. The wing flap may be removed in accordance with paragraph 7-8 and figure 7-1. If flap push-pull rod adjustment is not disturbed, it should not be necessary to rerig the wing flap system. Check wing flap travel and rig if necessary in accordance with paragraph 7-18. Repair of a

damaged wing flap may be~accomplished


ance

in accord-

with instructions contained in Section 19.

WING FLAP CABLES AND PULLEYS REPLACEMENT. Replacement of wing flap cables and pulleys may be accomplished using figure 7-5 as a guide. Refer to paragraph 7-18 or 7-19 for
7-17.
correct cable attachment.

paragraph

7-18

or

7-19.
To ease

NOTE

7-15. DRIVE PULLEY REMOVAL, REPAIR, AND INSTALLATION. (See figure 7-5 or 7-5A.)
NOTE

reroutingof cables,

length

of wire

may be attached to the end of the cable before it is withdrawn from the aircraft. Leave the wire in place, routed through the structure;
then attach it to the
new

cable and use it to

right drive pulley must be removed to detach wing flap position transmitter arm (10) from the drive pulley assembly.
The
a.

pull
7-18.

cable into

place.

MODEL 182 SERIES Remove


access covers

Remove bolt securing pulley and lower the nap.


c.

b.

under right drive pulley. push-pull rod to drive


tube

RIGGING ELECTRIC WING FLAP SYSTEM (Prior to 1968) AND MODEL 172F AND ON (See figure 7-5.) NOTE

Remove bolt

securing

(4)

to

right

drive

pulley.
d. Remove

pin

to disconnect

wing flap position

Before using this procedure, disconnect flap cables at turnbuckles above cabin headliner,
disconnect
in both

transmitter rod
e.

(9)

from

arm

(10).

tag and detach control cables from drive pulley by removing bolts and pins.
Loosen hunbuckles and

flap push-pull rods at drive pulleys wings, and disconnect tube (4) from

right
a.

drive

pulley.
not connected to left and

f.

Remove
to

pPlley

bolt, washer, wing.

and nut

securing drive
If cables
are

right

drive

7-9

SEE FIGURE 7-5X FOR DETAIIS

MODEL 188

.UVI

8EE FIGURE 1-6 POI1 SCHEMAnC

MODEL 1721 AND ON

1. 2. 3. 4. 5. g. 7. 5. g.
In.

Pullep
MrectCable
Retract Cable.

Fairlead
Turnbucble

Spacer
Bushing
Washer Flap Positionfndicator

I CABLE

TENSION:

90 LBS 10 LBS (AT THE AVERAGE TEMPERATURE


FOR THE

FLapsaritch

AREA).

Figure 7-5.
7-~0

Wing Flap Control System

Electric

(8heet

I od

a)

MODEL 150F AND ON

SEE F1GURE

7-5A2

FOR DETAIIS

tt

Sait
i"

(I

t!

1. a. 9. i.

DrlPePulley
DirectCahle RetradCPble TurnbucBle Flap ~aftch Ind~cotarCaver

5.8.
7. 8. 9. 10. 11. 12. is. ii.

Spacer Support
FlexibleWire

ntbiag Clamp
Pointer

11

Spring SpriagBupport
NOTE
11

ABLE TENSION: LBS t 10 LBS (AT TRE VERAGE TEMPERATURE FOR THE AREA).

The mechanical

nap position

indicator is relocated to the left door post for a vertical

presentation of indicated flap


movement
on

the Model 15011.

to

The sequence of components remains the same.

Figure 7-5. Wing Flap Colltrol System--Electric (99991

2 of

2)

NOTE BRACKET
Use Loctite

after final

Sealant, Grade adjustment.

on

threads of setscrear

(11)

UP-LlhdlT S~TCH
Items (8 thru 10) do not apply to the Model flap system. See Figure 1-5, Sheet 2, for indicating system details. A

150 electric mechanical

\V

relay, mounted in die right aring near the flap motor, incorporated in the electrical flap circuits of the Model 150, SerialNo. 15062291 thru 15065195 and Model F150,
is

Serial No. F150-0001 thru F150-0034. A 8ervice Kit (SK150-16) is available from the Cessna Service Parts Center to Lnstall~the relay on earlier serials if desired. MODEL 15011

Beginnillg ~aith the Model 150, SerialNo. 15063156; the Model F150, serialNo. Fr50-00SS; the Model 172, serial No. 17254215; and the Model F121-0520 an Improped flap motor is used, and the relay is deleted.
Model 150G "elou-blour" fuse e hT.s a u i only this type
and
on uses a
use

in the

flap circuit. When replacing,

I\i

wRecr CABLE

It

r. 2. 9. 4.

FlapMotor HingeAeeembly
Transmission
Tube

~h

p~Y
CABLE

Assembly

5. 6. 7.
8. g. 10. 11.

CableLock

Drive-Pulley Assembly
Push-Pull Rod Flap Position Transmitter WireRod
Arm Setscrew Nut and Ball

12.

Assembly

Figure 7-5k Wing Flap Motor, Tranemiesion, and Linhage Details


7-12

~t;z

L~
t

R;

iii iid

dl

rI
Rj

I1
?:i
f:
ti:

NO~E
Remalnd~ offlap s9stem is identical to Model 182 system shown on sheet a of figure 7-5.

~5

z-

i.

A!
j

:1

APPLY GRADE C LOCTITE UPON INSTALLATION

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

Follow-up Control Travel Limit Switch Drive Pulley Push-Pull Rod


WingStructure
Bellcrank
Cam

Control Lever

Flaps

Switch

Operating Switch Mounting Arm Flaps Up Operating Switch Flap Position Pointer
Down

Bracket

Figure 7-5B.

"he-Select" Flap Control System

Model 182L

7-12A

MOTOR AND FWD

DRIVE PULLIY7

DRIVE PULLEY

SET SCREW

FLAP MOTOR ACTUATING TUBE

TURNBUCKLES
LEfi PUSHPULL ROD
TO
RIGH1
FLAP

~RIGHT PUSHPULL ROD

70

LEFl FLAP

WING

WING

VIEWED

FROM

ABOVE

Figure 7-6. Wing Flap System Schematic

Models in

182, 172F
as

on

and 150F

on

pulleys, tube (4), left and right push-pull rods, and the flap transmitter arm must be disconnected before installing cables. Lf chive pulleys are not installed, attach cables before installing drive pulleys in wings.
b. left
c.

or

out

hole in drive
to drive

required to align tube (4) with attaching pulley, tighten setscrew and attach tube pulley.
NOTE

of the

Connect the retract cable to the forward side right flap drive pulley and to the aft side of the

drive pulley. Connect the direct cable to the aft side of the right flap drive pulley and to the forward side of the left flap drive pulley.

flap

Apply Loctite Sealant Grade C (American Sealant Co., Hartford If, Conn.) to threads
of setscrew

(11)

after final

adjustments

have

been made.
If tube (4) does not retract enough to connect to right drive pulley with flap full up, disconnect push-pull rod at flap drive pulley and connect tube (4) to flap drive pulley. i. With flap motor full up, manually hold right flap up and readjust push-pull rod to align with attaching hole in drive pulley. Connect push-pull rod and tighten lock nuts. h.
the

d. Connect flap position transmitter rod (9) to right flap drive pulley arm (10). e. Adjust both push-pull rods to 8-1I/16 l/8 inches between center of rod end bearings and tighten lock nuts on both ends. Connect push-pull rods to right and left flaps and drive pulleys,

NOTE

Temporarily

connect the flap cables at turnbuckles above cabin headliner, and test flaps by hand to see that flaps extend together. If they will not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from below, as flaps are extended. Disconnect turnbuckles above cabin headliner again.
f.

NOTE
The

right flap and motor must be correctly rigged before the flap cables and left flap can be rigged.
up, cables

j. Operate flap motor to place right flap full manually hold left flap full up and connect flap
at turnbuckles above headliner. k.

Using

care

not to

cause

fully retract actuating tion).


g.

tube

damage, run flap motor to (4) on motor (full up posi-

With

flaps

full up

tighten flap

cable turnbuckles
on

to obtain 3(k10

pounds

cable tension

each cable.

Loosen setscrew (11) and while right flap fullup, rotate nut and ball

manually holding assembly (12)

Adjust

retract cable first.

1-13

NOTE

locknuts on both ends. Connect and drive pulleys.


sure

push-pulf

rode to

When
are

tightening
are

cable turnbucklee be

the

cables

in the

correctly

pulley grooves and cable ends positioned at the drive pulleys.


to the average

NOTE

Rig cable tension


for the area.

temperah~e

i.

Disconnect

push-pull

Run motor, to extend

check tension on tension


on

rod at left drive pulley, flaps approximately 200 and each flap cable. If necessary re-

Temporarily connect the flap cables at turnbuckles above cabin headliner, and test flaps by hand to see that flaps extend together. H they will not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from
below,
as

to maintain 3(k10 pounds cable each cable and safety turnbnckles. m. Fully retract right flap. Manually holding left flap up, readjust left push-pull rod to align with attaching hole in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts. With flaps up, mount an inclinometer on right n. flap and set to 00. Fully extend flaps and check flap dawn angle. See Section 1 for wing flap travel for

adjust turnbuckles

flaps

are

extended.

Disconnect turn-

buckles above cabin headliner again.

i to

appropriate airplane flap.

model.

Repeat check

on

left

Using care not to cause damage, Nn flap motor fully retract actuating tube (4) on motor (full up position).. Loosen set screw (11) and while Illan~ally holde. ing right flap full up, rotate mt and ball assembly (12) in or out as recluireb to ali~ tube (4) with attaching hole in drive pulley, tighten setscrew, and attach tube to drive pulley.
d.

NOTE

NOTE
Inctite Sealant Grade C (American Sealant Co., Hartford, 11, Conn.) to threads of setscrew (1~ after final adjustmenta have been made.

Since

flap

tracks with

play
a.

may

flap flaps fully extended, some free be noticed in this position,


to full up position and adjust flap to make indicator read 00.

rollers may not bottom in

Apply

Raise

flaps

position transmitter

Slotted holes in the transmitter bracket are provided for adjustment. It necessaty, transmitter rod may be formed slightly for additional adjustment.
p. Perform an operational checkout of the flap control system, check all locknuts for tightness, check that all turnbuckles ate safetied, and install all parts removed for access,

U tube (4) does not retract enough to connect to right drive pulley with flap full up, disconnect push-pull rod at flap drive pulley and connect tube (4) to nap drive pulley. g. With flap motor full up, marmallp hold right flap full up and readjust push-pull rod to align with ;IttPching hole in drive pulley. Connect gush-pull rod and tighten locknnts.
f. the

NOTE An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. Refer to figure 6-12. The

NOTE

right flap and motor must be correctly riggedbefore the flap cables and left Gap con be rigged. place right flap full up, full up, and connect flap cables Be sure direct cables at turnbuckles above headliner. are connected to each other and return cables are connected to each other. With flaps full up, tighten flap cable turnbuckles i. to obtain 30~ 10 pounds cable tension on each cable. Adjust retract cable first.
h.

7-19.

MODEL 150.

RIGGING ELECTRIC WING FLAP SYSTEM (See figures 7-5 and I-SA.
NOTE

Operate flap

motor to

man~ally hold

left

flap

using this procedure, disconnect flap indicating system flexible wire from turnbuckle above cabin headliner, disconnect flap cables at turnbuckles above cabin headliner,
Before

disconnect
in both

flap push-pull

rods at drive

pulleys

NOTE
When tightening cable turnbuckles, be surethe cables are in the pulley grooves and cable ends
are

wings,

and disconnect tube

(4)

from

right flap drive pulley.


If cables are not connected to left and right drive tube (4) and the push-pull rods must be disconnected before installing cables. If drive pulleys are not installed, attach cabree before installing drive pulleys in wings. b. Connect cables as shown on Sheet 2 of figure
a.

pulleys,

Rig

correctly positioned at the drive pulleys. tension to the average temperature for tbe push-pull
rad at left drive

area.

I.

Disconnect

pulley.

Run motor to

20" -and

7-5.
rods to 8-r1/16t 1/8 inches between center of rod end bearings and tighten
c.

Adjust both push-pull

adjust

check tension on each flap cable. Ifnecessary, retunbuckles to maintain 30~ lO pounds cable tension on each cable and safety the turnbuckles.

7-11

i,

.o

QRIGINAL
As

Received By
ATP

NOTE
The brake assembly is used on the Model 182 only beginning with serial number 18255845. During the less model-year aa improved flap motor replaced the eldstfng motor, elimi~attnn the need for the external brake. Alignment procedure still applies to
those aircraft

equipped

with the external brake. with solenoid

Acyust brake assembly,

actuated,

so

minimum clearance between brake lining and any part d the coupling is .00r" and maximum is .010". Do not bend

spring (9).

SAlignment of nap motes shaft and transmission shaft is important. After reassembly, coupling assembly must turn freely. It is permissible to enlarge the holes illustrated to a maximum of .250" to obtain proper alignment.
e. 10. ii. 12.

1. a. 3. I.

Motor

MotdrShaft
BrakeDrum

Setscrew

5. 8. 1. 8.

Coupling Binge
Transmission Transmission Shaft

Spring Assembly
Brake

Lining

Solenoid
Bracket

Figure 7-7.

Flap

Motor Brake

7-15

k. Fully retract right flap. Manually holding left flap up, readjust left push-pull rod to align with attaching hole in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts, With flaps up, mount on inclinometer on right i. flap and set to 00. Fully extend flaps and check flap down angle. Repeat check on left flap. On Model 15011, with flaps full up, adjust up-limit switch to operate and shut-oft motor at this position, then mount an inclinometer on one flap, extend flaps and check down angle;. Repeat down angle check on opposite flap. Check operation of up-limit switch for positive shut-off through several cycles.

NOTE Before using this procedure, disconnect flap cables at turnbuckles above cabin headliner, and disconnect nap push-pull rods at drive pulleys and bellcranks in both wings. If cables are not connected to drive pulleys, h a. is necessary to disconnect parts attached to each drive pulley so it may be rotated beyond its normal range of travel-to permit cable attachment. It drive pulleys are not Installed, attach cables before in-

stalling the
b.

drive

pulleys

in the wings.

NOTE
Since

flap

tracks with

play

may

flap flaps fully extended, some free be noticed in this position.


rollers may not bottom in

Connect and rig flap indicating system (refer to m. paragraph 7-20), then perform an operational checkout of the flap control system. Check all locknuts for tightness, check that all turnbuckles are safetied, and install all parts removed for
access.

The 3/32" retract cable connects to the forward side d right drive pulley and to the aft side of the left wing drive pulley. The 1/8" direct cable coanects to the forward side of the left wing drtvepulley and the aft side of the rigM wing drive pulley. c. Adjust bath push-pull rods to 8-11/18 1/8 inches between center of rod end bearillgs and tighten lock nuts on both ends. Connect push-pull rods to right and left flaps and drive pulleys. NOTE

7-20. FLAP INDICATING SYSTEM (MODEL 150). The mechanical indicating system consists of a tubing-enclosed flexible wire attached to the flap direct
one end and to a pointer at the other end. The pointer is attached to a return spring. Movement of the flap direct cable pulls the pointer along a scale to indicate flap position as flaps are lowered. Opposite movement of the flap direct cable permits

cable at

Temporarily connect the flap cables at turnbuckles above cabin headliner, and test naps by hand to see that naps extend together. If they win not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from below, as flaps are extended. Disconnect turnbuckles above cabin headliner again.
Using care not to cause damage, run flap motor fully retract actuating tube on motor (full up position). Loosen actuating tube setscrew and while male. ually holding right flap full up, rot~te nut and ban assembly In or out as required toalign tube with attaching hole is drive pulley, tighten setscrew and attach tube to drive pulley.
d.
to

spring to pull the pointer in the opposite direction as the flaps are raised. The system is shown in figure 7-5, which may be used as a guide for replacement of parts.
the return

7-21.
a.

RIGGING OF FLAP INDICATING SYSTEM.

Operate flaps to full up position. b. Open zipper in cabin headliner. Loosen clamp securing flexible wire to flap c. direct cable and adjust the wire as required to place poirber at O" (flaps up) position on indicatar. Wrap flexible wire around clamp bolt as shown in figure 7-5, then tighten clamp bolt. d. Operate naps to check that indicating system functions properly. Close zipper in cabin headliner, e.
7-22.

NOTE

Apply Loctite Sealant Grade C (Amerfcan Sealant Co., Hartford 11, Cam. )to threads of setscrew after final adjustments have been made.
f. If tube does not retract enough to connect to the right drive pulley with flap full up, disconnect pushrod at nap drive pulley and connect tube to flap drive pulley. g. With flap motor full up, manually hold right nap up and readjust push-pull rod to align with attaching hole in drive pulley. Connect push-pull rod and

RIGGING "PRE-SELECI" WING FLAP SYSTEM- MODEL ~82L.


7-23.
for The

pull

three-position

switch used
with
a

prior

to 1968
a

flap

actuation is

replaced

combination of

two microswitches mounted

on a

floating

arm, and

These switches camming level. (See figure 7-5B. actuate the system and-control all mid-range settings. Limit switches at the transmission deactuate the system at either h?rvelextreme. The transmission has provisions for freewheeling at each end of travel. As the flap control lever is moved to a desired setting,

tighten lock

nuts.

NOTE
The

contacts a microswitch that actuates the moAs the transmission moves, the follow-up control pulls control lever arm until it clears the microswitch, opening the circuit.
cam

its

right flap and motor must be correctly rigged before the flap cables and left flap can be rigged.

tar.

7-18

h. Operate flu motor to place right nap full up, mutually hold left flap full up and connect flap cables
at turnbucklee above headliner. i. With flaps full up tighten flu cable turnbuckles to obtain 3(k10 pounds cable tension on each cable.

n. arm o.

Loosen

follow-up

control at switch

mounting

(10).
Move control lever

(8)

to full UP

position, then

Adjust

retract cable first.

without moving control lever, move arm (8) until control lever cam (7) is centered between switches (9) and (11). Secure follow-up control at this position.

NOTE When

tightening cable turnbuckles be sure the are in the pulley grooves and cable ends ate correctly positioned at the drive pulleys, Rig cable tension to the average temperature
cables for the
area,

p. Adjust switches (9) and (11) in sloted holes until rollers just clear Cam, then secure switches. a. Turn on master switch and run flaps through

j.

Msconnect

Run motor to extend

check tension
tension
on

push-pull rod at left drive pulley. naps appra~ximately 200 and If necessary reon each nap cable.

severalcycles, stopping at various mid-range settings and checking that cable tension is within limits. Retract cable tension may increase to 90 pounds when flaps are fully retracted. Run flaps to full UP position and mount an inr. clinometer on trailing edge of one flap, then set to 00 Run flaps to full down position and set downa.
limit switch to deactuate the

system

at this

position.

adjust turnbucldes to

maintain 3(k10 pounds cable each cable and safety turnbuckles.


Since

NOTE

hi Nlyretractrightfiap. Manuallyholdfngleft flap up, readjust left push-pull rod to align with attaching hale in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts. i. With flaps up, mo~mt an inclinometet on right flap and set to 00.
NOTE An tncllnometer for measuring control surface travel is available from the Ceesna Service Parts Center. Refer to figure 6-12.
m.

flap rollers may not bottom in flap flaps fully extended, some free play may be noticed in this position.
trades with t. Flight test aircraft and check that follow-up control does not cause automatic cycling, which indicates the operating switches do not have sufficient clear-

anceatthecun. If cycling occurs, readjust operating switches as necessary per step "p", then com-

plete rigging.
Check that all rod ends and clevis ends have u. sufficient thread engagement, all jam nuts are tight, then replace all parts removed for access.

Fully

e~tend

nape

Section r,

then repeatcheck

and check nap down on left nap.

angle per

NOTE

Since flap rollers may not bottom in flap tracks with flaps fully extended, some free play may be noticed in this position.

7-17

SECTION

ELEVATOR CONTROL

SYSTEIVIS

SECTION 8
CONTRDL SYSTEMS

TABLE OF CONTENTS SYSTEM Trouble

Page
8-1 8-1 8-8 8-8 8-8
Rear Bellcrank
Rear Bellcrank

Models Models

Shooting

REPLACEMENTOF COMPONENTS Elevators. ControlColumn

Forward Bellcrank

182and 185. 172 and P172 Except Model 182

180, 150,

8-8
8-8

Cables

8-8 8-8

RICGRJG

8-8

8-1.

SYSTEM.

&2. The elevator control systems for the various models are illustrated in figures 8-1 through 8-4.
The forward parts of the systems are operated four differeIlt control installations which are

On the Models 150, 172, and P172 the elevator control cables are attached directly to a bellcrank installed between the elevators, while on the Models 180, 182, and 85 an additional bellin Section 6.

by

crank, push-pulltube,
are

and an elevator installed in the system.

down-spring

8-8.

TROUBLE 8HOOTING.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

NO RESPONSE TO CONlTtOL WHEEL FORE-AND-APT MOVEMENT. Forward or aft disconnected.

gush-pull tube

Check

visually.

Attach

push-pull

tube

correctly.

Cables dfeconnected

Check

visually.

Attach cables correctly.

BINDING OR JUMPY MOTION FELT IN MOVEMENT OF ELEVATOR SYSTEM.


Defective forward bellcrank Check bellcrank; move to check for play or binding. Check for

Replace bellcank.

pivot bearing.
Defective
rear

bellcrank

bellcrank;
or

move

to check

Replace bellcrank.

pivot bearing.
Cables ekc&
Cables not

play

blHal~.

Check for.correct tensioh


on

Adjust

to correct tensions.

riding correctly

Check cable routing.

Route cables

correctly

over

pulleys.

pulleys.
Defective elevator

bingee.

Move elevator

by hand, checking

Replace

defective

hinges.

hinges.
Ball socket on instrument too tight.
Disconnect universal joint and check Mndi~g at panel, Add washers
as necessary between folarard socket halt

panel

and instrumerd

panel.

Clevis bolts too tight.

Check bolt

Mndillg.

Readjust to eliminate bolt binding. Replace defective bearings.

Defective control "T,


or

"Y,

Disconnect

parts and check that

"ZP

pivot bearings.

control

pivots freely.

8-1

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

B~NDING OR JUMPY MOTION FELT DN MOVEMENT OF ELEVATOR SYSTEM

(Cont).
defective rollers.

Defective control column needle bearing rollers.


Defective control column

Check

visually.

Replace

Disconnect

parts

and check that

Replace

defective

bearings.

torque tube bearings.


Glide on aft end of control square tube adjusted too tightly.

torque tube

rotates

freely.
Inosen inate and tapered plug glide enough to elimbinding.
screw

Remove control wheel and check

glide

for

binding.

in end of

Lubrication needed.

Lubricate in accordance with

figure ~4.
Defective

pulleys

or

cable

Check

manually.

guards.

install

Replace defective parts and guards properly.

ELEVA~OR FAIIS TO ATTAIN PRESCRIBED TRAVEL

Stops incorrectly set.


Cables

Rig Rig
Check visually.

per per

paragraph 8-11, paragraph 811.

unevenly tightened.
or

Interference at lirearall instruments.

Rig per paragraph 8-11.

Forward bellcrank stop bob ~odels 180 and 185)

With

adjusted incorrectly.

rear bellcrank agai~et elevator up stop, check for 1/8 inch clearance at forward bell-

Adjust per paragraph 8-~1.

crank up stop.

SHOP N~TES=

a-i

10

J
I,

SEE FIGURE 6-

\I\

tt~
CABLE TENSION: 30 LBS 10 LBS

(AT

THE

AVERAGE TEMPERATURE FOR THE AREA).

11

"B
tr

I-

b j~aiL
15
1(

i:
1

g
t

11 n

ii

17

1.
2.

Pulley
Nut

3. 4. 5. 6. 7. 8.

Guard
Bolt

Up Cable Bolt
Elevator Bellcrank
Do~an Cable

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

Elevator Travel Stop


Jam Nut

17.
18.

Link -Forarard Bellcrank Nut Washer Nut Push-Pull Tube

Turnbuckle Cable Fork Bolt

16.

Clevis Bolt Nut Cotter Pin

re. 20. 21. 22. 23. 24.

Bolt Bolt

Figure 8-1.

Elevator Control

System -Model 150


8-3

OI1

-i

d,.
ORIGINAL
As

APPLICABLE TO MODEIS Pl72 PRIOR lO 1729

Received BY
ATP

Il I

al

SEE FIGURE 6-1 AND 6

II

6u
CABLE TENSfON:

a/

I
1

~I

4
1. 2. Nut

III~
8. 9. 10.
lS.

10 LBS (AT TRE 90 LBS AVERAGE: TEMPERATURE FOR THE AREA).

Elevator Bellcrank
Rear Do~an Cable

Pulleys
Bolt Washer Bolt CotterPln ClevieBott

3. 4. 5. 8. 7.

Elevator Travel Mop


Jam Nut Rear Up Cable Forward Up Cable

15. 18. 17. 18.


28.

14.

Forward Doarn Cable

21.

Turnbuclrle Cable C~ard Nut Forward Bellorant Bolt Elevator Push-Pull Rod Bolt

Figure 8-2.

Elevator Control System -Models 172 md P172

(Sheet

1 oi

2)

81
d
A

APPLICABLE TO MODEL 1128 (b ON

ORIGINAL
As Received ATP

By

--.~2.

SEE FIGURE

8-9

/i~;:=:-
CABLE TENSION:
10 LBS (AT THE LBS VERAGE TEMPERATURE FOR THE AREA).

:i..---

id

O
t

-aI~

11 13

11

i. 2.

Pulley
ClevisBolt Elevator Bellcrank RearDownCable

5. 6.

Elevator Travel Stop JamNut

10.
11.

3.
4.

7.
8. 9.

RearUpCable
Turnbuckle Forward Down Cable

12. 13.

Bracket Forward Up Cable Forward Bellcrank Elevator Push-PullRod

Fl8ure

8-2.

Elevator Control

System -Modele 172

and P172

(Sheet

2 of

2)
8-5

SEE FIGURE 8-5 t

9"1D

ELEVATOR DOWN-SPRING

i!!
j

i;"
~I
II

iD

SEE FIGURES 8-1 AND 8-

NOTE
Refer to Section 5 for the ele~ator-

operated tail~aheel lock Installed


the Model 1558.

on

10

ABLE TENSION: 90 LBS I 10 LB8 (AT TEE VERAGE TEMPERATURE FOR THE AREA).

1. 2.
5. 4. 5. 8. 7. 8.

Nut

10.

CotterPLn

19.

Turnbuckle

Spacer Pulley
Bolt

Il.
12. 19. 14. 15. is.

Nut

20.
21. 22. as. 24. 25. ad.

Do~anCable
Fairlead ClevisBolt Nut Forarard Bellcank Push-PullTube-

Plysh-Pull Tube
Bolt
Bolt

CotterPin Washer

Rear Bellcrantt

UpCable
Links

9.

Bolt

17. is.

ClevisBolt Nut

BellcrankStop
Cable<3uard

TurnbuckleEye

27.

Figure 8-9.
8-8

ErePator Control Spstem

Models 180 and 185

182E THRU 182G


FIGURE 8-5

LATER SERIALS

11
i

AND SER\nCE PARTS

12

\j
8\1
18211 AND ON

~;"Ag

~i
-3

slee FIGURE

8-8II

?t

SEE FIGURE 6~

d/L3~
a- II
r

CABLE TENSION: 30 LBS t 10 LBS CAT THE AVERAGE TEMPERATURE FOR TIIE AREA.)

ORIGINAL
As

By

:I

I.

Bolt

2. 9. 4. 5.

Pulley
Washer Nut

6. 7.
8. 9.

Turnbuckle Elevator Doarn-SpringCable


Link

Pueh-PullTube

12. 18. 1d. 15.


16.

Down-Spring

Spacer
D(nan-Spring

CotterPin

10. 11.

Bellcranlr

Left(Up)Elevator Cable Right(Down) Elevator Cable

TurnbuckleEye

Figure &I.

Elevator Control System

Model 182
8-7

8-4.
8-5.
a.

REPLACE116ENTOF COMPONENTS. ELEVATORS.


Remove

L~odsen elevator cable turnbuckles, then dlac. connect elevator cables from rear bellcrank.

stinger on Models 180, 182, and 185. b. When removing an elevator with an i~ttached trim tab, disconnect the: trim tab push-pull tube at
or

the trim tab. Do not move the trim control wheel rotate the actuator screw while the trim tab is disconnected, or the trim system anil have to be

d. Remove bellcrank pivot bolt and remove bellcrank. On the Model 150, it may be necessary to remove one of the stabiliier attaching bolts for clearance when removing the bellcrank pivot bolt. install the rear bellcrank by reversing tbepree. ceding steps. Refer to paragraph 8-11 for rigging

procedure.
8-8. FORWARD BEUCRANE (AU Models except Model 182). Refer to Section 8 for removal d forward componelta in the Model 182. NOTE Access to the forward beRcrnnk on the Model l50 is gained by ramming large access from the front selt pam. Access to the for~ ward bellcrpnlr an the Model 1726 ~d aa is

rerigged.
c.

Remove bolts
or arm

attaching elevators

to elevator

pylon
d.

assembly. airplanes,
a

Oh some Model 1BS

taihwheel anti-

spriveling lock clb~e mast be disconnected from the


elevator
a.

pylon

or arm

Pssembb.

Remove bolts M ePcb elevator

hinge point

sad

re1600e elevator.
i. Reverse the preceding steps to instPll the ele~vators. Check elevltor Pad elevator trim tab tmo~ els, and rerlg ii aecessPrp.

plates

8-6.

COFYTROLCOLUIUeJ replacement is described

in Section 6.

8-7.

REAR

185).

RELLCRANE

(Models 180, 162,

~ud
a.

gained by removing access plates from the naor jest Mt ad the pedestal console. On other models, remove front seats, hmnel cover plate, and access plate on the anderside oS the fuselage adjacent to the bellcranl.
Iposen elevltor cables M

a. Ol all tricycle gear oirplonee, positioaa aug polt stand tllrler the tail tie-down ring to prevent

turnbuchles, then dts~

connect cables from bellcrPn~

the tailcone from dropping while arorkip inside the tailcone. b. ~aosen elevator cables Pt turnlmckles ia Mt hllcone, tben disconaect elevator cables from mar

b.

Disconnect forward push-pplf tube from bell-

bellcrank,
Mseonoed elevntor dswa-spring system d a. the rear bellcrpnlt on the 1IQdef rBZ Oo the 180 and 185, the down-spring system need mt be disconnected LI care b used when diammaecBag the
rear

crPnh. Remnve bellcraak p8vaCboltaad remove bsllc. cnnt 6 fadPIl the iorwPrd bellcrPnL by Irpersi~g tm preeedlag ~54pl Refer to pamgraph 8~U for rig-

Mm procedure.
E10. CABLES lathe elevator coatrDl aystem caa be removed and lmtaBed more easily Li a guide wire L Mtached to me ead Pad the cable pulled out from the ogpodta end Leave the ~tda wire in place to aid imtaRPtioa ~laps pad cable g1Prds must be canberemoveb When cables are installed, be sure that cPbles are in pulley grooves, cable guards are fnstalled, alld

push-pull tube.

d. Mscoaacd mt p~k-pull tube ct rear b~ crank. Remove bellcrant by removing bob Pttpebiag a. it to support bracket. Reverse the preceding steps to install the rear i. bellcrank. Refer to paragraph 8-11 for rigging

procedure.
for
NOPE
8-11. The elevator Wlon or arm assembly, to which each elevator is attached, can be removed without removing the elevators. Rerear push-pull attaching elevatdrs to the pylon or arm assembly, and remove pivot bolt. On some Model 185 airplanes, the tailwheel anti-sarivellng lock cable must be disconnected from the pylon or arm asmove

Refertopaagtaph&ll

iig%ng procedure.
R1CCINC.
NOTE An inclinometer foi measuring control surface travel is available from Ule Cessna Service Parts Center. Refer to tigure 6-12.

stinger,
remove

disconnect

tube,

bolts

8-12. Models 150, 172, and P172 are equipped with adjustable eleva;tor atop bolts, the heads of which conrear elevator bellcranlt to limit travel. The Model 182 is equipped with elevator stops which are four-sided bushings, drilled off-center so they map be rotated to any one of four positions to attain cor-

sembly.
8-8.

bet the

REAR BELLCRANK (Adodels 150, lla, ;uld

P172).
Remove rudder. a. b. Remove bolts attaching elevators to rear bellcrank, and either support elevators at inboard ends or remove elevators,

rect travel. Each 80-degree rotation changes ele~atot travel approximately one degree. Travels are relative to horizontal stabilizer. Neutral position of

elevators is the position where elevators are streamlined with the stabilizer. Disregard counterweight areas of elevators when streamlining, since some

8-8

models have these areas contoured to streamline? elevator tips in cruise flight.

NOTE

Set elevator stops to attain travel specified for a. particular model in dm applicable chart in Section 1. b. Tighten elevator cables to tension shown on applicable illustration in this section. Turnbnckles should be adjusted so the control column does not contact the instrument panel in the full-up position
and the forward bellcrank does not contact the flrewall in the full-dawn
c. an

An additional bellcrank
ward
on

stop bolt is located at the forward Models 180 and 185. Adjust this

stop bolt for 1/8 inch clearance from the forbellcrank, while the rear bellcrank is against the rear up-stop. The purpose of this additional stop bolt is to furnish a positive stop,

position.

so that excessive back pressure on the control wheel will not stretch control cables and allow

elevator

the d.
are

150, 172, and P172 are not equipped with doam-epri~g system. On Ule Model 1Ba, down-spring isnot adjustable. Check that all safeties are installed, all parts
Models
secure, then reinstall all

instrument
column.

panel

to be contacted with control

b.
ure

parts removed for

ac-

cess.

(WARNINCI
Be

not In full-up position, and forward bellcrank does not contact firewall in fulldown position.

Tighten elevator cables Adjust turnbuckles contact instrument panel


8-3.

to tension shown in
so

fig-

control column does

elevators move in the correct direction when operated by the control wheel.
sure
are

8-13. The Models 180 and 185 elevator stops, attached to the

rear

crank bracket(see figure 8-5). sided bushings, drilled off-center so they may be rotated to any one of four positions to attain control Each Sil-degree rotation changes elevator travel approximately one degree. With horizontal stabilizer leading edge full dawn, a. set elevator stop bushings to attain travel specified in applicable chart in Section r.

with fwo elevatorbellThese stops are four-

equipped

With horizontal stabilizer leading edge full-down, elevator d~nvn-spring tension by moving downspring clamp along the rear push-pull tube. Position clamp in approximately position indicated in figure 8-5.
c.

adjust

d.
are

Check that all safeties are installed, all parts secure, then reinstall all parts removed for ac-

cess.

IWARNINC)
Be
sure

elevators

move

tion when

operated by

in the correct directhe control wheel.

NOTE

II\Y~

The holes are drilled off-center in the bellcank stops to provide elevator traveladjustments. Every 900 of rotation of the bellcrank stop

provides approamately 10
trol surface iravel
CONIIOI WHEEL STA)ILIIEg

of

con-

PUSH-PULL
~Ult

IELICgANg 110)
.11I"
IltLLCIIANK

ELEVA~OR

.I

0\ II
POPWAID

DOWN-SPEINO

\\I II

Co
C~AMP

~fOP EOL1

6.30"

AFT

sELLCPANg

PUSH-PULL TUIE

Figure 8-5.

Rigging

Elevator

System (Models 180

185)
8-9

CAUTION

installing Bellcrank (6), be sure to observe positioning mark "UP" on bellcrank leg. Improper installation of bellcrank will result in interfetWhen
ence

with the rudder.

NOTE
I.

Clevis

a. 3. i. 5. 6.

RodAssemblp HbmAssembly
TrimTab

Beginning with the Model 150b, no aerodgnomte halaoce welgM


Is included in each elevator

tip.

TubeAssemblp
Bellcrank

Figure 8-8.
8-r0

Elevator Installltion~Model 150

~p,

MODEL 172F t ON

r
PRIOR TO MODEL 172F

1.

ElevatorT$
TrimTab Push-Pull Channel

2. 3. 4.

5. g. 7.
8.

BalaneeWeight
TubeAssembly Bellcrank Assembly

HornAssembly

HingeBracket

Figure 8-7.

Elevatcrr Installation -Model 172 and P172

8-11

NOTE Trim tab ib~nnea on Model 182 only.

8,

1. a. 3.
h

TrlmTPb PPeh-PullRod ClePie

5. 8. 7.

HorPAeeembly IkrlnnceWei~d
Bellcranh

idODEL

18811 s ON

Ringe

Ftgure 8-8.
8-18

Elevator Inetallatian-Modete

180, 188, and 185

SECTION

ELEVATOR TRINI TAB

CONTROL SYSTENIS

SECTION 9 ELEVATOR TRIM TAB CONTROL SYSTEM

TABLE OF CONTENTS ELEVATOR TRIM TAB CONTROL SYSTEMS.....

Page
9-1 9-2 Overhaul of Trim Tab Actuator. Removal and Installation of Elevator Trim Tab Control Wheel

Page
9-7

Troubleshooting
Removal and Installation of Elevator Trim Tab Removal and Installation of Elevator Trim Tab Actuator...................................................

9-7A 9-78
9-78

9-7 9-7

ReplacementofCables and Chains........... Rigging Elevator Trim Control System........

9-1. 9-2.

ELEVATOR TRIM TAB CONTROL SYSTEMS The Models 150, 172, P172, and 182 are equipped with a trim tab located on the trailing edge of the right elevator. Prior to the Model 150F, the trim tab is operated by a control wheel mounted to the right of the pilots seat. In the Models 172 and P172, prior to the Model 172F, the trim tab control wheel is in the tunnel. In the Models 182, 172F, and On, the trim tab control wheel is mounted in the console. A

portion

of thewheel extends

through

the control wheel


a

cover

and when

push-pull rod. A position indicator at the trim tab control wheel indicates nose attitude of the airplane. In the Models 180 and 185, stabilizer attitude is adjustable, providing longitudinal trim afforded by the elevator trim tab on the other models. (See Section 11 for the stabilizer control system on the 180 and 185.)
rotated, operates the tab through rollerchains, cables,
an

actuator, and

Revision 1
0 Cessna Aircraff

9-1
Company

Aug 4/2003

9-3. TROUBLE SHOOTING

ELEVATOR CONTROLS ISOLATION PROCEDURE REMEDY

PROBABLE CAUSE

TRIM CONTROL WHEEL MOVES WITH EXCESSIVE RESISTANCE.

Cable tension too

high. rubbing.
on

Check cable tension.

Adjust tension.
Install cables Install cables
move

Pulleys binding
Cables not in
Trim tab

or

Visually Visually

check

pulleys.

correctly.

place

pulleys

check

pulleys. hinge

correctly
as

hinge binding.

Disconnect the actuator and

Lubricate

or

replace hinge

the tab up and down to check resistance.

necessary.

Defective trim tab actuator.

Remove the chain from actuator sprocket and operate the actuator
with

Replace the

actuator.

fingers.
check the chain. Remove and chain. Remove and

Rusty chain.

Visually Visually

replace

the

rusty

Damaged sprocket.
Bent

check the

sprockets.
sprockets.

replace damaged sprockets.


Remove and

the

sprocket shaft.

Observe motion of the

replace

the bent

sprocket
LOST MOTION BETWEEN CONTROL WHEEL AND TRIM TAB.
Cable tension too low. Check cable tension.

shafts.

Adjust

cable tension.

Broken

pulley
on

Visually
pulley.

check the

pulley.

Replace

defective

pulley.
the

Cables not in place

Visually

check cables.

Install the cables


Remove and
actuator.

correctly.
worn

Worn trim tab actuator.

Visually check actuator for excessive play.


Attempt
to shake actuator

replace

Actuator attachment loose.

Tighten.

TRIM INDICATOR FAILS TO INDICATE CORRECT TRIM POSITION. Indicator


on

incorrectly engaged

Reset the indicator.

the wheel track.

INCORRECT TRIM TAB TRAVEL.

Stop blocks loose or incorrectly adjusted.


SHOP NOTES:

Adjust the stop blocks


cables.

on

the

Revision 1
0 Cessna Aircraft

Company

Aug 4/2003

NOTC
ln
in

tb~

Yoda

150, enbIn

O)

in

t~ IMi trim uble sMM tbe ePMn eled in in tbs riSbt trim cnMn.

VICURE 9-I

Z
SEE FIGURE

ia

TENSION:
to TO Ri CBS

UT

THE

FOR THE AREA).

MODEL 150

_4el

I~

aic:

fi8
b
I
-~1_
o

11

,24,
B. B. lo. 11. It. IS. LdtMtCPble LenForarPrdCPble

TENSION: 15 TO ao LBS UT TRE VERACE TEMPERATURE FOR THE AREA).

II

Il

II

MODELS 172 AND P172

1.
1.

Ri~t FaranrdCable
~mbuclrle

II.
18 is. 11. 18 15.

ForaPrdChnin

SproeLet
ShPtt Eleontor Trim Whe~l RollPln CoPcrBJI Ponition Pointer

S. 1. 5. 5. 1.

RghtAAtCnble
ChainOuord Ele~Ptor Trim Aetuztor

SaopBloe~ Ehehi~
8crns

AftChPin

Beui~

Pullq

tO,

Figure

9-1. Elevator Trim Tab

System

Models P?72 and Prior to 150F and 172F

Revision 1
0 Cessna Aircraft

9-3 Company

Aug 4/2003

SEE E1GURE 9-~

f
i
BF~ :i

TENSBON:
is n, Is LB9

O~P"

(31 THE AVERAGE TEMPERATURE I MR TEE AREA).

r~"

d,
f

1..

VI

tYr.

;a
u

od~K
MODEL isaa Alar o#

FIGURE 9-6

T;^~

Pi

I
I

J~i
f
~Z

2. S.
I.

MmW~I SprocLa

BaPuiae
IPoLlPLn Co~r C?ble

L B. i. I. O. 10. 11.

WghbMtCable &1SOPt4r Trim Actuator


AitChain

ill. 13.
ii. 15. re. ii.

IcftA1LC~bLe
~rPlmeLla CabLa

FaRoF

Sbp BlocL W~hing

Figure

9-1A. Elevator Trim Tab

System

Model 150F and On

Revision 1
OCessna Aircraff Company

Aug 4/2003

SEE FIGURE 9-4

lI!
i
SEE FIGURE 9-(1
t

C/I

SEE FIGURE 9-5

-U

i~
i
ii
o

~-i..

P,~....

1)

CABLE TENSION:
is TO 15 LBS (AT THE AVERAGE FOR THE AREA).

i. 2. 3. 4.

WgMForarardCable WghtAftCable
Elevator Trim Actuator AftChain

5.

LeitAttCable

6. I.
3. 9.

Wishing StopBlak
Iaft FoMzrd Cable

19. Ii. la. 13.

Pulley
Cable~ard

Fo~ordChain
Elevator Trim Wheel

Turnbuckle

Figure

0-2. Elevator Trim Tab

System

Model 182

Revision 1
0 Cessna Aircraft

9-5

Company

Aug 4/2003

888 FKiURIS 8-~ CABLE TENSION: Is TO Is LBS (61 TRE AVERAGE TEMPERATURE MR TEE AREAI.
w

t
I

ir

pEePravIlso-e-7

-3i

r
It

11 I. i 3. I. I. 8. 1. 8. I. Is. 11. 1); 13. II.

Pullep
CbPinOuPrd

Blesltor Trim Achutor AnC~n kffAnCoMe LeR Po~rord CPble

RiehtMCsb~
TutabucLb4 RtgM Potaprd Cpble 8tc~Blocb

liY

EpaMa8
CQolsCoPor
8f~

15.
tt
la.

17.
~e. Is.

E~oPtotMm Wbssl ElaoPtor TrLm 8procLet gleontor TtimIndlePtor RoUPia

Figure 43.

Elevator Trim Tab System

Model 172F and On

9-6
0 Cessna Aircraft

Revision 1

Company

Aug 4/2003

9-4.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB.


Disconnect the 2.

push-pull

rod from the

arm on

the trim tab.

Drill out rivets attaching the trim tab hinge to the elevator.

NOTE:

After the trim tab has been removed and if the

hinge pin is

to be

removed, it is

necessary to spread the crimped ends of the hinge before driving the hinge pin out; When a hinge pin has been installed, crimp the ends of the hinge to prevent the

hinge pin from working


3.

out of the

hinge.

To install the elevator trim tab, install hinge pin through hinge halves and rivet the hinge and
tab assembly to the elevator.

4.

Connect the push -pull rod to the

amn on

the trim tab and

rig the system

in accordance with

paragraph
9-5.

9-10.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB ACTUATOR


1.

(See Figure 9-4)

Release the trim tab cable tension at the turnbuckle.


Disconnect the Remove the

2. 3.
4.

push-pull

rod from the actuator.


the lower skin of the stabilizer beneath the trim tab actuator.

access cover on

Loosen the chain


actuator

guard

at the forward end of the actuator and

disengage

the chain from the

sprocket.
remove

5.

On Models 172, P172, and 182,


bracket.

the

screws

and

clamps that attach

the actuator to the

NOTE:

After the trim tab has been removed and if the

hinge pin is to be removed, it is necessary tospread the crimped ends of the hinge before driving the hinge pin out. When a hinge pin has been installed, crimp the ends of the hinge to prevent the hinge pin from working out of the hinge.
remove

6.

On the Model 150, stabilizer rib.

the

screws

and spacers

attaching the

actuator

clamps

to the

7.

To install the elevator trim tab actuator, reverse the system in accordance with paragraph 9-10.

preceding steps. Rig

the elevator trim

9-6.

OVERHAUL OF TRIM TAB ACTUATOR


1. 2.

Do not

remove

bearing from threaded rod end unless replacement of bearing is necessary.

Clean all component parts, except bearing, by


not clean sealed

washing

in Stoddard solvent

or

equivalent. Do

bearing.
indications of

3.

Inspect

all

component parts for obvious

damage such

as

stripped threads,

cracks, deep nicks and dents.


4.

Check bearings, screw and threaded rod end for excessive 201 for dimensions.

wear

and

scoring.

Refer to Table

Revision?
0 Cessna Aircraft

9-7 Company

Aug 4/2003

TABLE 201

Actuator Wear Limits MAXIMUM DIMENSION MINIMUM DIMENSION

COMPONENT
Forward End Bearing Bearing Inaide

0.374 hi
0.249 Inch

Aft End Aft End

Bearing Bearing

Inside Diameter Inside Diameter

(Small Hole) (Large Hole) (Shank)

0.248 Inch 0.373 Inch 0.245 Inch

(Small Hole) (Large Hole)


(Shank)

0.374 Inch
0.246 Inch

Threaded Rod End Outside Diameter

Threaded Rod End Outside Diameter

0.370 Inch

(Threads)

0.369 Inch

(Threads)
bearing should
be

NOTE: Relative linear movement between intemal threaded 0.004 to 0.010 inch at 5.
room

screw

and

temperature.
for

Examine threaded rod end and


smooth

screw

damaged

threads

or

dirt

particles

that may

impair

operation.

6.

Check Check

sprocket for broken, chipped andlor worn teeth.

7. 8.

bearing

for smoothness of

operation.
or worn parts of the reassembly.

Do not attempt to repair damaged items and install new parts during

actuator

assembly. Discard

all defective

9.

Lubricate the actuator with Dow 33 grease.

9-7.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB CONTROL WHEEL MODELS 182, 172F AND ON, AND 150F AND ON. (See Figure 9-1)
1.
2. 3.

EXCEPT

Release the trim tab cable tension at the turnbuckle. Remove the
screws

that attach the control wheel

cover

to the floor

or

tunnel.

Remove the screw, and separate the control wheel chain from the control wheel
NOTE:

cover

halves and

disengage

the roller

sprocket.
the control wheel shaft is not recommended

Removal of the

sprocket from replacement of parts.

except for

4.

To install the trim tab control wheel, in accordance with paragraph 9-10.

reverse

the

preceding steps. Rig the

elevator trim

system

9-8.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB CONTROL WHEEL -MODELS 182, AND 172F AND ON. (See Figures 9-3 and 9-5.)
1.

Release the trim tab cable tension at the turnbuckle. Remove the fuel selector valve handle and Remove the cowl Removethe
Remove the

2. 3.
4.

placard.
and
screws

nap

control knob

(Model182)

that attach the console

cover.

cover.

5.

screws

that attach the trim tab control wheel retainer to the left side of the

console structure.

6.

Remove the retainer and pointer,

using

care

that the trim control wheel is not

dropped.
Revision 1

9-7A
0 Cessna Aircraft

Company

Aug 4/2003

7.

Disengage

the roller chain from the

sprocket

on

the trim control wheel and

remove

the wheel.

NOTE: Removal of the sprocket from the control wheel shaft is not recommended except for replacement of parts.
8. To install the trim control wheel, reverse the in accordance with paragraph 9-10.

preceding steps. Rig

the elevator control

system

9-8A.

REMOVAL AND ISTALLATION OF THE ELEVATOR TRIM TAB CONTROL WHEEL 150F AND ON. (See Figure 9-1A.)
1. 2. 3.

MODEL

Release the trim tab cable tension at the turnbuckle. Remove the
screws

securing the

cover

(7)

to

structure, then

remove

the

cover.

Drill the rivets from

one

side of the support structure at the brace, and at the point where

support
4. 5.

structure

joins

the instrument

panel.
to slide the shaft

Carefully spread

the structure

enough

assembly free of the bearings (4). Rig

Replace parts as necessary, then reverse elevator trim system per paragraph 9-10.

procedure

to install the trim control wheel.

9-9.

REPLACEMENT OF CABLES AND CHAINS

Replacement
a

of cables and chains in the elevator trim


as

system may be accomplished using Figures


be removed and installed
more

9-1,9-1A, 9-2, and 9-3

guides.

Cables and chains

can

easily

if

guide wire is attached to cable ends and the cable pulled from the system. Leave the guide wires in place to aid installation. Remove pulleys and cable guards as necessary to allow cable ends to through the system. When installing cables, attach the cable ends to the guide wires and pull cables through the system. When cables are installed, make sure that the cables are in the grooves, and the chains are properly installed over the sprockets. Rig the elevator control system

ssapyellup
paragraph
9-10.

in accordance with

9-10.

RIGGING ELEVATOR TRIM CONTROL SYSTEM. (See Figures 9-1, 9-1A, 9-2, 9-3, and
1. Loosen travel

9-8.)

stop blocks

on

the trim tab cables and discdnnect the actuator

screw

from the

link to the trim tab.


2.

Check the cable tension and readjust turnbuckle if necessary. Re-safety the turnbuckle. If chains and/or cables are being installed, permit actuator screw to rotate freely as chains and cables are connected, set the cable tension with the turnbuckle, and safety the turnbuckle.
Rotate the trim control wheel full forward (nose down), making sure the pointer does not restrict trim wheel movement. If it is necessary to reposition the pointer to where it will not restrict trim wheel movement, use a thin screwdriver to pry the trailing leg of the pointer out of
the groove.
NOTE: Full forward

3.

(nose down) position


or

prevented by the chain


4.

of the trim wheel is the position where further movement is cable ends contacting sprockets or pulleys.

With the elevator and trim tab both in neutral

and set to
areas are

zero.

Disregard
so

contoured

(streamlined), place the inclinometer on the tab counterweight areas of the elevators when streamlining. These that they will be approximately 3" down at cruising speed.
the
control surface travel is available from the Cessna Service Parts

NOTE:

An inclinometer for

Center. Refer to
Rotate the actuator when the actuator

measuring Figure 6-12.


in
or

screw

out

as

required

to

place the

trim tab up with

maximum of 2" over-travel

screw

is connected to the link from the trim tab.

Revision 1
0 Cessna Aircraft

9-78 Company

Aug 4/2003

6.

Rotate the trim control wheel to

place the trim tab up

and down,

re-adjusting

the actuator

screw as

required

to obtain over-travel in both directions.

7.8.
9.

Position the stop blocks and


Check that the trim wheel

adjust as shown in Figure 9-6 to limit travel as noted in Section i. pointer travels the same distance from the ends of the slot in the cover. Reposition trailing leg of the pointer if necessary (Refer to step 3).
are

Check that all safeties

installed and all parts

are

secure, then reinstall all

parts removed for

access.

WARNING:

BE SURE THE TRIM TAB MOVES IN THE CORRECT DIRECTION WHEN OPERATED BY THE TRIM CONTROL WHEEL. NOSE DOWN TRIM CORRESPONDS TO TAB UP POSITION.

SHOP NOTES:

9-7C
0 Cessna Aircraff

Revision 1 Company

Aug 4/2003

MODELS 172. P172. B 1111

r4~C
\1

111129
Baes

CI1)L

~a

16 Yo61 133

9311.

u~ I

T~

MODEL lM

i. r.
3. C

~pportBRcM

11313136
RctPlnaS~

Qplaaurd

i. 6. 7. 3. 2.

SproeLF~t
DMMnarMrE
Aetuotor

C1mp
&ra7

la. 11. 13. 13.

stnbaLlzcr Repr Spru

SpPear
Bbblli~erRib

Figure

9-4. Elevator Trim Tab Actuator Installation

Revision 1
0 Cessna Aircraft

9-7D

Company

Aug 4/2003

MODELS 178. P17a. Olea

,-M
~2 ~t

to

Brace

(11)18

tlaed

on

tbs

1M ont.

lr

MODEL 150

1. O. 9. a.

scpportBracbet Mrtplnte
RetoinersloS

5. 6. 7. 8. 8.

sprochet RetainerEliIls
Acfttnor

Clsmp
Scre~a

10. 11. la. 13.

8tabillzer Bear 8p~u


Brace

spacer
StablllzerRib

~Ygure 8-4.
g-g

Ele~ator RLm Tab

A~tuatar fne~Pllatian

TO ELEVATOR TRQ6 CABLEa

i.

.I

I/

i.

CoMole StNcRue CaneolaCaver

i.
s. 1.

2.
3.

Elwlrtm TrlmWhcel E~br Trim SprocL(ct PLn ElcoPCor Trim Indlcttor

8. g, 10.

8crer

Buri~
Rctlinr

Figure

9-5 Model 182 Elevator Trim

Console

Components

Revision 1
0 Cessna Aircraft

9-9
Company

Aug 4/2003

1)

(1

rwD

WWSL 1W
1. x 3. EDoitloo

otno bbcr C3)


O

nod

sclur,

to able a
in 8sotioo 1.

51555

tr~ bb nod lo~r tpb to chlpas opadBed

C
L

tpp blo~
Bnis bi~n tbto a~cled abl B.

t~p hbct (3) Pod

Mclue

to cPhlo h

dq~. Otto otog bSo~ (1)

otop bloct EI),

pnd ooonro to

1)

333,

Nnnnt 1,
r

113,

AND 1Bt

btronmllnod).
Rpdttoa blorLo ooooro bclnbb 1L
Pkeo lacNrrmLt~

C)

nod

5) IIPiDt toroboelrb Dtodnb In


nod brrr tpb to

nod

Pin) or cleois Dtodot 181,

nod

00

bc~aa opcdfieb
secoab

in Bsctlon 1.

c 5.

Po~Ltha

M#t

(I)

lon~na

stclp bl#L (3) nod


~oee

to cPbh a
n~nd

1E~k trl~n Mto cobb B.

bbeL (1)

&op bbet g), nod

ooooro to

Figure

9-6 Elevator Trim Tab Travel

Adjustment

9-10

Revision 1
0 Cessna Aircraft

Company

Aug 4/2003

SECTION

RU DDER AN D
RUDDER TRINI

CONTROL SYSTEMS

SECTION 10
RUDDER AM) RUDDER TLUM CONTROL SYSTEMS

TABLE OF CONTENTS RUDDER AND RUDDER TRIM CONTROL SYSTEMS

Page
10-4 RemwalandInstallatian of Rudder 10-4 Repair ofRudder 10-4 CABLE TENSIONS 10-1 Models 150, 112, P112, and 180 RIGGING RICGIWG -Mode1182.. ,,.,.......10-11 Model 185 RIGCI~JG .10-11

10-1

TroubleShooting

10-i

Removal and Installation of Rudder PedalAssembly. ...........10-4 Removal and Installation of Rudder Cables. 10-1

10-i.

RUDDER AND RUDDER TRIM CONTROL SYSTEMS.

10-2.

TROUBLE SHOOTING.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

RUDDER DOES NOT RESPOND TO PEDAL MOVEMENT,

Broken

or

disconnected

Visually

check cables,

Connect

or

replace cables,

cables.

BINDING OR JUMPY MOVEMENT OF RUDDER PEDAf8, Cables too

tight,

Check cable tension with tensiometer.

Adjust cable te~aioo.

Cables not

riding properly

on

Check

visually,

Route cables

correctly

over

pulleys.
Binding, broken, or defective pulleys or cable guards,
Pedal bars need lubrication.

plllejrs.
Check visually, rotate pulleys hand to feel for binding,

by

Replace defective pulleys and install guards properly.


Lubricate with oil.

general

purpose

Defective rudder bar

bearings.

Lubrication fails to eliminate

Replace bearing blocks.

binding,
Defective rudder

hinge bushings

bearings, bearings,
or

or

bellcrank

Replace defective bushings bearings.

or

Clevis bolts too tight.

Check for

bllldillg.

Readjust

to elimi~ate

binding.

Steering rode properly.

not

adjusted

See

paragraph ~0-8.

See

paragraph 108.

10-1

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

LOST MOTION SETWEEN RUDDER PEDALS AND RUDDER. Insulficient cable tension.

Check cable tension.

Adlust

cable tension.

RUDDER TRAVEL MCORRECrl~.


Bent

push-pull

rods

(Model I82).

Check

visually. rigging.

Replace push-pull rode. Rig per applicable paragraph.

Incorrect

rigging.

Check

FALSE REAIILNG ON TRIM POSITION INDICATOR.

Improper rigging.

Rig

in accordance ~aith

paragraph

10-9.

Worn, bent, linkage.

ar

disconnected

Obse~e

vie~allg.

ReIiair

or

replace

as

necessary.

HARD OR ILUGGISR OPERATION OP TRIM WHEEL.

Worn, bent,

or

binding Ilnlrpge.

ObserPe Check rudder cabIe tension.

Repair

or

replace

os

necessary.

Incorrect r~dder cable tension.

Adfust rudder

cable tension.

PULL TRIM TRAVEL NOT ORTAINED. Rudder trim system properly rigged.
im~

Rig

in accordance ~rith

paragraph

I0-9.

SHOP NOTES:

LO-2

NOTE

Brake links (8), bellcranks (9), and attaching parts for the RIGHT-BAND rudder pedals are replaced with hubs [14) when dual controls are not installed.
When dual controls ARE installed, washers(l9) are used as required to eliminate excessive clearances.

MODEL 150C

CLEARANCE HOLE AFT

1~

I
~9J

CLEARANCE

HOLE

FWD-J

NOTE Rudder return springs (15) are not used on the Models 182 or 185, which have "closed" rudder control systems.

i.

Spacer
Shaft Anti-Rattle PfvotShaft

2.
3.

Spring

4. 5.

RudderPedal

6. 7. 8. 9. id.

Master

Cylinder

Brake Torque Tube BrakeLMr Bellcrank Forward Rudder Bar

11. 12. 13. 14. 15.

BearlngBlock
AftRudderBar

NylonWasher Single Controls

Hub

Rudder Return Spring

Figure 10-1.

Typical

Rudder Pedals Installation

10-3

REMOVAL AND INSTALLATION OF RUDDER


~::l,i:
1
1

ASSEMBLY.

and remove rudder tips Model 150F and on).

on

the Model 150

(except

;ieInove
i?n.
1

carpeting, shields,
pedal and tunnel

and

soundproofi~
necessary and the

rile rudder

areas as

access.

Li.
i~

Disconnect the brake master

cylinders

ki!lg brake cables at the pilots rudder pedals, then remove the pilots rudder pedals and copilots r=tdder pedals and brake links if installed. Slack off rudder cable tension by loosening rudder cable turnbuckles. Disconnect rudder cables from rudder bars. On the Models 150, 17~, Plla, and 180, disconnect rudcfsr return

Relieve cable tension on rudder system, then c. disconnect cables from rudder bellcrank. d. With rudder supported, remove all rudder hinge bolts and lift the rudder free of the vertical fin. Install the rudder by reversing the preceding e. steps, then rig the rudder system.

10-6. REPAIR OF RUDDER may be accomplished in accordance with instructions contained in Section 18.
CABLE TENSIONS. Onthe Models 150, l?a, leg rudder cable tension is automatically determinedwhenthe rudder pedals are rigged against rudder return springs, a specified distance from the firewall Boarever, on the Models 182 and 185, the rudder control system is "closed" by a bellcrank or a cable, and the 20 to 40 pounds cable tension shown infigures 10-5 and 10-6 is applicable. lO-?.

springs from rudder bars. Disconnect carry-thru cable and rudder trim Sungee from rudbars
on

P112,

and

the Model 185.

connect rudder trim bellcrank the rudder bars.


LL.

On the Model 182, dispush-pull rode from

On the Models

150,

~72 and

Pill,

disconnect

steering tubes from rudder bare.


tzemove the bobs through the rudder bor bearblocks ilrd work the rudder bar assemblies md of the airplane. t Install rudder pedal sssemblies by reversing !.:?i! preceding steps and rig Ule rudder system.

10-8.

RIGGING

Models

150, 172, Pl?a,

and 180.

NOTE When rigging the Model "e, and (f.

NOTE
Hc;fder bar assemblies ehonLd be checked for lubrication before lnetallatioP Bdernal bearings are oillte bearings which should be

180,

omit

steps "b,

saturated with general purpose oil The beare ir~ Mocks me magneeium alloy bearing against the steel shafts Pad reedre Ir, lubrication unless birding is evidenced A few drape d ke3eral purpose oil shonM eliminate such

a Adjust rudder travel stop bolts to attain correct rudder travel. Correct travels for specific models are listed in the charts in Section i. Figure 10-14 shoes one method of checking rudder travel

N(YIT.

bb~ting,
REMOVALAND I~SITALLATIONOBRUDDER i:ABI~ES, ;:~BCOM8Cf cable to be removed at each end. 4 Jlomove cable guards aad pplleye Pi necessary. j, .rinnect glide ariree to cables and pull cables md of ;iir~ott. NOTE