Amm Cessna 152 D2064-1-13

Cessna
Afextron Company
SERVICE R(LANUAL
1978
thru
’1985
MODEL 152
SERIES
i3 M´•mb´•r o~ OAMA
FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA

IN THIS PUBLICATION THAT AFFECTS AIRPLANE DESIGN.
REVISION 1 INCORPORATES TEMPORARY REVISION i. DATED OCTOBER 1994.
COPYRICHT01995
CESSNA AIRCRAFT COMPANY
WICHITA.KANSAS,USA 7 FEBRUARY 1 985
D2064-I-L3
REVISION 1 2 OCTOBER 1995
(RGI-I 00-4/02)
MODEL 152 SERIES SERVICE MANUAL
TABLE OF CONTENTS
SECTION PAGE NO.

Aerofiche/Manual
1. GENERALDESCR~TION 1A9/1-1
2. GROUNDIIANDLING, SERVICING,CLEANING,
LUBRICATION,AND INSPECTION 1A15:2-I
3. FUSELAGE 1C18/3-1
4. WINGSAND EMPENNAGE 1D22’4-1
5. LANDING GEARAND BRAKES 1E16/5-1
6. AILERON CONTROL SYSTEM 1G14/6-1
7. WTNGFLAP CONTROLSYSTEM 1H4/7-1
8. ELEVATOR CONTROLSYSTEM 1H22/8-1
9. ELEVATORTRIMTAB CONTROLSYSTEM 1113,’9-1
10. RUDDERCONTROL SYSTEM 157/10-1
11. ENGINE .........____
12. FUELSYSTEM 2A2/12-1
13. PROPELLER 2A20/13-1
14. UTILITYSYSTEMS 2B5,’14-I
I
15. INSTRUMENTS ANDINSTRUMENT SYSTEMS 2815/15-1
16. ELECTRICAL SYSTEMS 2D9/16-1
17. STRUCTURALREPAIR 2Gll:17-1
18. PAINTING 2121,’18-1
19. WIRINGDIAGRAMS 2511/19-1
WARNING
When performing any inspection or maintenance that

requires turning on the master switch, installing a battery,
or pulling the propeller through by hand, treat the
propeller as if the ignition switch were ON. Do not stand,

nor allow anyone else to stand within the are of the
propeller, since a loose or broken wire, or a component
malfunction, could cause the propeller to rotate.
I~evision 1
MODEL 152 SERIES SERViCE MANUAL
INTRODUCTION
This manual contains procedures and instructions for ground handling, ser-
vicing, and maintaining Cessna 152 Series Models. Besides serving as a reference for the exper-
ienced mechanic, thismanual also covers step-by-step procedures for the less experienced.
This service manual is designed for aerofiche presentation. To facilitate the use of the aerofiche, re-
fer to the aerofiche header for basic information.
KEEPING CESSNA PUBLICATIONS CURRENT
The information in this publication is based on data available at the time of publication and is up-
dated, supplemented, and automatically amended by all information issuedin Service News Let-
ters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions, Reissues and
Temporary Revisions. All such amendments become part of and are specifically incorporated within
this publication. Users are urged to keep abreast of the latest amendments to this publication
through the Cessna Product Support subscription services. Cessna Service Stations have also been
supplied with a group of supplier publications which provide disassembly, overhaul, and parts
breakdowns for some of the various supplier equipment items. Suppliers publications are updated,
supplemented, and specifically amended by supplier issued revisions and service information which
may be reissued by Cessna; thereby automatically amending this publication and is communicated
to the field through Cessna’s Authorized Service Stations and/or through Cessna’s subscription ser-
vices.
WARNING
ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS,

OVERHAUL TIME LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS,
CYCLE LIMITS, ETC., RECOMMENDED BY CESSNA ARE SOLELY BASED
ON THE USE OF NEW, REMANUFACTURED, OR OVERHAULED CESSNA
APPROVED PARTS. IF PARTS ARE DESIGNED, MANUFACTURED,
REMANUFACTURED, OVERHAULED, PURCHASED, AND/OR
APPROVED BY ENTITIES OTHER THAN CESSNA, THEN THE DATA IN
CESSNA’S h~lAINTENANCE/SERVICE MANUALS AND PARTS CATALOGS
ARE NO LONGER APPLICABLE AND ’rHE PURCHASER IS WARNE D NOT
TO RELY ON SUCH DATA FOR NON-CESSNA PARTS. ALL INSPECTION
INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS,
THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC., FOR
SUCH NON-CESSNA PARTS MUST BE OBTAINED FROM THE
MANUFACTURER ANDIOR SELLER OF SUCH NON-CESSNA PARTS.
i. REVISIONSICHANGES. These are issued to the dealers by Cessna Aircraft Company

for this publications required, and include only pages that require updating.
2. REISSUE. Manual is reissued to dealers as required, and is a complete manual incorpo-

rating all the latest i~brmation and outstanding revisions/changes. It supersedej and re-
places previous ibsuels).
REVISIONS/CHANGES and REISSUES fan be: purchajed From a Cessna Service Station or di-
rectly from Cessna Parts Distribution (CPD’L), Dept. 701, Cessna Aircraft Company, P. O. Box 949, I
Wichitii, Kansas 672~1.
.411 ~upplemental service inf’ormation concertliny this manual is supplied to all appropriate Ceasna
Service Stations so that they have the latest authoritative recommendations for servicing these I
Cesuna aircrafi. Therefore, it is recommended that Cessna owners utilize the knowledge and exper-
ience of the factory-trained Service Station Organization.
1 iii
CU STOM ER CARE SUPPLIES AND PUBLICATIONS CATALOG
A´•Customer Care ~upplies and Publicationa Catalog is available from a Cesana Service Station or
directly from Cessna~Parts Distribution, Dept. 701, Cessna Aircraft Company, 5800 East Pawnee,
Wichita, Kansas 67201. This catalog lists all publications and Customer Care Supplies available
from Cessna for prior year models as well as new products. To maintain this catalog in a-current
status, it is revised quarterly and issued on Aerofiche with the quarterly Service Information Sum-
maries. A listing of all available publications is issued periodically by the Cessna Propeller Prod-
uct Support Department.
SUPPLEMENTAL fVPE CERTIFICATE INSTALLATIONS
Inspection, maintenance, and parts requirements for supplemental type certificate (STC) installa-
tions are not included in this manual. When an STC installation is incorporated on the airplane,
those portions of the airplane affected by the installation must be inspected in accordance with the
inspection program published by the owner of the STC. Since STC iSletalktiona may change sys-
tems interface, operating characteristics, and component loads or stresses on adjacent structures,
Cessna provided inspection criteria may not be valid for airplanes with STC installations.
CUSTOMER COMMENTS ON MANUAL
Cessna Aircraft Company has endeavored to furnish you with an accurate, useful, up-to~date man-
ual. This manual can be improved with your help. P~ease use the return card, provided with your
manual, to report any errors, discrepancies, and omissions in this manual as well as any general
comments you wish to make.
i\´• Ke\lJlonn I
SECTION
GENERAL DESCRIPTION
Page No.
TABLE OF CONTENTS Aerofiche/
Manual
GENERAL DESCRIPTION 1A9/1-1 AircraftSpecification 1A9/1-1

Model 152 and F152 1A9/1-1 Stations 1A9/1-1
Description 1A9/1-1 BoltTorques 1A12/1-4
Model A152 and FA152 1A9/1-1
Description 1A9/1-1
1-l. GENERAL DESCRIPTION.
MODES 152 AND Fi52 SERIES,
1-3. DESCRIPTION. Cessna Model 152 cud Fi52 Series aircraft, described in this manual, are
high-wing monoplanes of PIl-metPL construction. They rue equipped with

fired spring-steel main gsar struts and a
steerable nose gem, The nose gem has an
air/ hydraulic fluid shook 8trut Two-place seating is standard and a double-width fold-up
auriliam reu seat is optional, Also featured is 8 "wrap-around" mm window and a 8wept-
fin and rndder. powering these aircraft is 8 four-cylinder. horizontally-opposed air-
gcr~b.rellepmp
cooled Lycoming "8lue Streak" engine, driving an all-metpl, fixsdcpit~b
1-4. MODEL A152 AND FA152 SERIES,
3-5. DESCRIP210N. aerobat Model 8t52 and F~L152 Series aircraft an a modified ~eraioa of the
current pmdacbion Model 158, The stracfruc has been ~beefed-up" in some anas to meet re-
qairmnaPts mt forth in Acrobatic Category, CAR, Part 3. In addition, quick-nlease cabin

doon, shoulder harneens, and aerbatic paint design an standard. Removable seat
and hack cushions are provided to allow occupants to use either seat-pack or back-pack type
for aerobatic manenven. The F8t3e is powend by a Rolls It~yce built, fourcy-
linder, horizontally-opposed air-cooled Lycoming engine.
1-6. AIRCR~T SPECI~CATIONG. Leeding particulprs of these aircraft with dimensions

based on gross weight, are given in figure i-i. If these dimensions are used for constructing a
hangar or computing clearances, remember that such factors as nose gear strut inflation.
tire pressures, tire sizes and load distribution may result in some dimensions that are
considerably different from those listed.
1-7. STATIONS. Station diagrams are shown in figures 1-2 and 1-3 to assist in locating
equipment when a written description is inadequate or impractical.
Revision I 1-1
GROSS WEIGHT CTakeoff or Landing) 1670 Lbs.

FUEL CAPACITY
StandardWing CTotal) 26 Gal
StandardWing CUsable) ,.,,,,,245 Gal.
Long Range Wing CTotal) 39 Gal
Long Range Wing ~Usable) 376 Gel.
OIL CAPACITY
Without External Filter 6 Ot.
With External Filter 7 Ot.
ENGINE MODEL Lycoming 0-235 Series
PROPELLER (Fixed Pitch) 69" McCauley
MAIN WHEEL TIRES (Optional) 6.00 x 6, ePly Rating
Pressure ..............21Psi
MAIN WHEEL TIRES(Standard) 15 x 600 x 6, 4´•Ply Rating
Pressure 29 Psi
NOSE WHEEL Tire (Standard) 5.00 x 5, ePly Rating
Pressure 30 Psi
NOSE GEAR STRUT PRESSURE (Strut Extended) 20 Psi
WHEEL ALIGNMENT (Measured With Airplane Empty)
Camber 30 to +50
Toe-in O" to ,16"
AILERON TRAVEL OPrior Serials Thru 15279473, A152W36.
F15201428 and FA1520336)
Vp, 200
Down, 140 20 -00
AILERON TRAVEL (Beginning Serial 15279474, A15UJ737,
F15201429 and FA15~337)
Up, #)O
Down, 150 10
D´•roop 10 1/20 Down from
Streamli~wl
WING FLAP TRAVEL 300 20 Down
RUDDER TRAVEL (Parallel to Water Line)
Right ....#)O 30’ +00 -20
Left #)O 30’ +00
RUDDER TRAVEL (Perpendicular to Hinge Line)
Right .,,,,.,23", +00 -20’
Left .,,,,,,,239 +00 -20
ELEVATOR TRAVEL
Up.
Down. 18" 1"
ELEVATOR TRIM TAB TRAVEL
Up.......~. 100 10
Down. 200 10
PRINCIPAL DIMENSIONS
Wing Span 400,00"
Length ,.,,.284,84"
FinHeight (Marirnum With Nose Gear Depressed And
Flashing Beacon Installed.on Fin) 102.00"
Track Width 91~28"
Tail Span 120.00"
BATIERY LOCATION FIREWALL Right Side
Figure i-i. Aircraft Specifications
1-2
0.00 18.50 56.69 70.69
ii i I
133.31 173.41 200.37
95.00
8.37
38.00 76.44
71.44
49.69
Figure 1-2. Fuselage Stations
22.12
31.75
44.12
56.87
d
69.87
84.00
102.00
120.00
138.00
156.00
174.00
192.00
Figure 1-3. Wing Stations
1-3
i-a. BOLT TOROUEB. The importanoe oi oofisot apphmtion be

torqtuscon result in uunecmsary near oi nub and bolts as asll as parts tbsp am holding to-
gether. Whom insuIIlcient prmsurm am applied, uneven loads aid be trursmttbd throuSh-
out assmbly, arhich nlpy result in excessive amr Or premature Failure due to Iatiqus. OPer-
torque can be eqnally damaging b0anm Oi tailtle Oi a bolt Of nUt hem overstrssdng
th~sded arms. There am a iea bnt very imparf´•nt, that should be iol-
lovsd to usure that oorrsot torqus i´• ´•ppllsd:
a
Cahhrats torrlns vrsnoh to amurs and rmhmh i~yusntly.
b. Be sure that bolt and nnt threads pre al~n and dry n~l. Oth~ibb spsdiled.
a. Run nnt doom to nsu contact vlth a~o ar hssring and ah´•nt YirlCtiop
drag torque" required to turn nnt,
d. ddd h´•iotl~ drag torqns to deairsd brppe resommsndsd ar obtain Qsfred torque
8~ shoan in This is rsisrrsd to m a~pl torpns which should register
on 1~dtmLnr Or mtting ior a snapover-type vrenoh.

a. apply a smooth even pull ahen applying taaqus prmsure. 1l chattering or olsr~-
ing motion ooours during LLnal torqrs, baeh oft and re-torque.
I. When lnstalhng a mstls nnt, start aggnmnt aith aottsr pin hols at minlmam ra
oommsndsd torque, pins ~iotfon drag and do not lvnrd plus
hlotlon drag. 11 hole and nut omtellatlon do not align, Eh~a m nUt
and fry again Exceeding mn~mum rsoommsnded torqns is Pot rmommsndsd
unless spsdilcally allowed or lor that partienlar installation
1-4
BOLT TORQUE VALUES
80LTS
Steel Tenlion Steel fen,ion BOLTS Steel Sheer
AN3 thtu AN20 I mszoo~ tkn, MS20024 I NAS464

AN42 thru AN49 NAS144 trvu NAS148
AN73 thru AN81 I NASJS thru NAS3U)
AN173 thN AN18B I I NASSB5 thn, NASSeo
51820033 m~u MSMcwe I I NAS824 thn, NASGU
MS10073 I I NASIJ03 thru NAS1JZO
MSMa74 I I NASIn
ANSQ9NKO I NAS174
MS74804 I I NASS17
ANUSNKUS
MS17MB
NUTS NUTS
Steel Tension Steel Sheer Steel Tension Steel Sheer
AN310 AN320 AN310 I AN320

AN315 I AN364 I I AN31s I nN364
ANJ[LJ I NAS1022 I I AN36J h;AS1022
AN365 I lrhS17826 I I AN385 I MS17826
NAS1021 I MS20364 I I MS17825 I MSZ0364
MS17825 I I I MSZ0365
MS21045 I MSZ1M5
MS20365 1 I I NAS1021
MS~mO I I I NAS679
NAS579 I I I NAS1291
FINE THREAD SERIES FINE THREAD SERIES

Nut-bolt Torque Limits Torque Limits Nut-bolt Torque Limits Torque Llmlto
si2e in.-lbs. in.-lbs. sire in.-ibs. in.-lbs.
Uk LLI I Yr I I I Lk YI I U~
8JI I 11 15 1 7 9 1 1 10-32 25 30 I 15 20
1032 I 20 25 1 12´• 15 I I t/clZ~ I 83 l00 1 50 60
1/4-28 so 70 1 30 40 1 5/1674 120 145 70 90
Y162~ 100 140 1 60 85 1 3/8-14 1 200 250 110 150
ya24 160 190 1 95 110 1 1 7/16-20 1 520 630 300 400
7/ism 450 500 270 300 1 I t/Z-M 770 950 1 450 550
1/2-20 1 480 ate I 290 410 1 9/~6´•ls 1 1300 1 550 800
I 8a, taK, 48) 600 1 1 5/8-18 1250 1550 1 750 950
5/~la. lloo 1300 1 660 780 1 1 3/0´•16 2650 3200 1 1600 1900
3/4-16 1 ZJ00 2500 1 1300 1500 1 1 7/8-14 3550 4350 I 2100 2600
7/814 2500 3000 1 1500 1800 1 1 1-14 4500 5500 1 2700 3303
1´•14 3700 4500 1 2200 3360 I 1 11/8-12 6000 7300 1 3600 4400
1-118-12 1 5008 7000 3000 4200 I .I 1 11000 13400 6600 8000
I 9000 llooo 1 5400 6600
COARSE THREAD SERIES

Nut-bolt Torque Limits Torque Limits COARSE THREAD SERIES NOT USED
size In.-lbs. in.-lbs.
Yn I Un. Ulr
8-32 1 12 15 1 7 9
1024 1 20 25 1 12 15
114-10 1 40 50 1 25 30
5/1618 1 80 90 1 48 55
3/8-16 1 160 185 1 95 110
7/16-14 1 235 255 140 155
1/2-13 1 400 480 1 240 290
9/1612 1 500 700 300 420
S/B-1 t 700 900 1 426 500
3/4.10 Ilyo 1600 1 700 950
7/a-9 1 2200 3000 13M) 1800
I´•s 1 3700 5000 2200 3000
1´•1/8-8 1 5500 6500 1 3300 4000
1-114-8 1 6500 8000 1 4000 5000
Figure 1-4. Torque Values
1-5/(1-g blank)
SECIIOIN 2
GROUND EIBNDWNG
LUBRSCBTION ~ND INSPECIION
WARNING
that ~b
When pslrlorming an9 inspeatian or
gniree tPrning an tbs ~Yt,saritch, instsIiing BbPttd]rg.

band, treat the prPp-
ar pPlling tbs propeILsr through b9
Do not st~nd nor
allar ae ii the ignition ~atoh wore ON.
e;Uoar slee to within tbs are oi the propsl-
anyone
broPtaP ~aire, ar a rmF~Ymcmt
Isr, sinoe a looee or
coPld cause the propeller to rotate.
Page No.
Manual
GROUND ILANDLING 1A16/2-2 Engine Induction Air Filter 1E37:2-14

Towing 1A16/2-2 Vacuum SystemFilter 1B9/2-16
Hoisting 1Al 8/2-4 Battery 1B94’2-16
Jacking 1Al 9/2-5 Tires 1239/2-16
Leveling 1A19:2-5 Nose Gear Shock Strut 1Bs/z-ls
Parking 1Al 9:2-5 Nose Gear Shimmy Dampener 113 i 0/2-1 7
Tie-Down 1A19/2-5 IlydraulicI3rake System 1 I310:2-17
Weighing Aircraft 1A19/2-5 CLEANING 1D101’2-17
Flyable Storage 1A19/2-5 Windshield and Windows 11311/2-18
ReturningAircraftto Service 1A20/2-6 Plastic Trim 1B13/2-18
Temporary Storage 1A20/2-6 Painted Surfaces 1B13/2-18
Inspection DuringStorage 1A22/2-7 Aluminum Surfaces 1B13/2-18
Returning Aircraft to Engine and Engine
Service lA23:2-8 Compartment 1314/2-19
Indefinite Storage 1A23:2-8 Valves and Valve Guides 1B15/2-20
Inspection DuringStorage 1A24~2-9 Upholstery andInterior 1B18/2-21
Returning Aircraft to Propeller 1B1812-21
Service 181/2-10 Wheels 1B18/2-21
SERVICING 1B1/2-10 LUBRICATION 1B18/2-21
Fuel 1B1/2-10 TachometerDrive Shaft 12319/2-22
Use of Fuel Additives for Wheel Bearings 1B19/2-22
ColdWeather Operations 1BI:2-10 Nose Gear Torque Links 1B19/2-22
Use of Fuel Additives to Wing Flap Actuator 1I319/2-22
InbibitLeadFouling 1B3/2-12 Rod End Bearings 1B19/2-22
FuelDrains 1B4r2-12A INSPECTION 1C6/2-33
Carburetor Drian Plug 100 Hour/Annual 1(36/2-33
Inspection 11)5/2-121 Special 1C6/2-33
Carburetor Ifeat Butterfly Progressive 1(76/2-33
ScrewInspection LB6:2-13 Guide-lines 1C61’2-33
Engine Oil 1136/2-13 Charts 1(39,’2-36
Engine Induction Air Filter 1B7:2-14
Revision 1 2-1
MODEL 152 SERIES
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
certification 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
modified accordingly.
NOTE: The inspection guidelines contained in this section are not intended to be all-inclusive,
for no such charts can replace the good judgment of certified 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 qualified personnel
to maintain the airplane.
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
1 If the average flight length is less than 30 minutes, then you must use the SEVERE
inspection time limits.
2 If the airplane has been engaged in operations at low altitudes such as pipeline
patrol, fish 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
1 If neither 2(A)(1)(a)(1) or 2(A)(1)(a)(2) above applies, the TYPICAL usage
environment applies.
(2) Operating Environment
(a) Severe Corrosion Environment
1 If the airplane is operating more than 30% of the time in a zone shown as severe on
the corrosion severity maps in Section 2A-30-01, then the SEVERE CORROSION
environment time limits apply.
(b) Mild or Moderate Corrosion Environment
1 If 2(A)(2)(a)(1) does not apply, then the MILD/MODERATE CORROSION
environment time limits apply.
B. 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.
3. Description
NOTE: Listed below is a detailed description and intended purpose of the following sections.
A. Section 2A-10-00, Time Limits/Maintenance Checks - General. This section provides a description
and purpose of the inspection time intervals.
D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 1

© Cessna Aircraft Company Oct 2/1995
MODEL 152 SERIES
SERVICE MANUAL
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 five 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 operator’s 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:
1 In the event of late compliance of any operation scheduled, the next operation
in sequence retains a due point from the time the late operation was originally
scheduled.
2 In the event of early compliance of any operation scheduled, that occurs 10 hours or
less ahead of schedule, the next operation due point may remain where originally set.
3 In the event of early compliance of any operation scheduled, that occurs more than
10 hours ahead of schedule, the next operation due point must be rescheduled to
establish a new due point from the time of early accomplishment.
C. 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 152 Service Manual. Refer to the
appropriate section for complete detailed information.
D. 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.
4. Inspection Time Limits

A. A complete airplane inspection includes all inspection items as required by 14 CFR 43, Appendix
D, Scope and Detail of annual/100-hour inspections. Refer to Section 2 of the Model 152 Service
Manual.
B. 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.

MODEL 152 SERIES
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
five 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 152 Service Manual or a specific 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 2A-
12-XX documents (XX equals the operation number).
(5) ZONE - This column locates the components within a specific zone. For a breakdown of how
the airplane is zoned, refer to 2A-30-00, Figure 1, Airplane Zones.
6. Inspection Interval Requirements
Operation Details
1 - Every 100 hours of operation or 12 months, whichever occurs first.
2 - 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 for additional information
7 - Supplemental Inspection Document items that are to be examined after the first
10,000 hours of operation or 20 years, whichever occurs first. The inspection
is to be repeated every 3,000 hours of operation or 5 years, whichever occurs
first, after the initial inspection has been accomplished.
8 - Supplemental Inspection Document items that are to be examined after the
first 3,000 hours of operation or 5 years, whichever occurs first. The inspection

MODEL 152 SERIES
SERVICE MANUAL
Operation Details
3,000 hours of operation or 10 years, whichever occurs first. The inspection is
to be repeated every 500 hours of operation or 5 years, whichever occurs first,
after the initial inspection has been accomplished.
10 - Supplemental Inspection Document items that are to be examined after

the first 5,000 hours of operation or 20 years, whichever occurs first. The
inspection is to be repeated at engine overhaul, after the initial inspection
has been accomplished.
first 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.
the first 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.
first 1,000 hours. The inspection is to be repeated every 1,000 hours after the
initial inspection has been accomplished.
15 - Supplemental Inspection Document items that are to be examined after 3,000
hours or 5 years, whichever occurs first. The inspection is to be repeated
every 1,000 hours or 5 years, whichever occurs first, after the initial inspection
first 10 years. The inspection is to be repeated every 10 years after the
18 - Supplemental Inspection Document items that are to be examined after 12,000
hours or 20 years, whichever occurs first. The inspection is to be repeated
every 2,000 hours or 10 years, whichever occurs first, after the initial inspection
has been accomplished, for airplanes operating in a typical usage environment.
6,000 hours of operation or 10 years, whichever occurs first. The inspection is
to be repeated every 1,000 hours of operation or 5 years, whichever occurs
first, after the initial inspection has been accomplished, for airplanes operating
in a severe usage environment.

MODEL 152 SERIES
SERVICE MANUAL
Operation Details
10,000 hours of operation or 20 years, whichever occurs first. The inspection
first 100 hours of operation or 1 year, whichever occurs first. The inspection is
to be repeated every 100 hours or 1 year whichever occurs first, after the initial
inspection has been accomplished.
first 2,000 hours of operation or 4 years, whichever occurs first. The inspection
is to be repeated every 2,000 hours or 4 years, whichever occurs first, after the
initial inspection has been accomplished.
24 - Expanded Maintenance Inspection items that are to be examined after the first
100 hours of operation. The inspection is to be repeated every 600 hours
of operation or 12 months, whichever occurs first, after the initial inspection

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
INSPECTION TIME LIMITS
1. Inspection Items
REVI- TASK INTERVAL OPERATION ZONE

SION
STATUS
Inspect aircraft records to verify that all applicable Every 100 hours or 1 -
Cessna Service information Letters, Cessna Service 12 months
Bulletins and Supplier Service Bulletins are complied
with.
Inspect aircraft records to verify that all applicable Every 100 hours or 1 -
Airworthiness Directives and Federal Aviation 12 months
regulations are complied with.
Inspect aircraft records to verify that all logbook Every 100 hours or 1 -
entries required by the Federal Aviation Regulations 12 months
are complied with.
Inspect aircraft records to verify that all SID Every 100 hours or 1 -
Inspections have been complied with as scheduled. 12 months
Inspect rudder pedal torque tube, shafts, support Initial: 10,000 hours 7 211
brackets and cable attachment arms. Refer to or 20 years; repeat:
2A-14-01, Supplemental Inspection Document 3,000 hours or 5
27-20-01, for inspection procedure. years
Elevator trim system. 1. Inspect elevator trim brackets Initial: 1,000 hours; 14 330,
and actuator support brackets. 2. Inspect pulleys, repeat: 1,000 hours 340
attaching structure and fasteners. Refer to Section
2A-14-02, Supplemental Inspection Document
27-30-01, for inspection procedures.
This inspection is for mild/moderate corrosion Initial: 20 years; 11 730,
environment. Inspect main landing gear tubular repeat: 10 years 740
spring for rust or damage to finish. Inspect entry step
attachment. Refer to Section 2A-14-03, Supplemental
Inspection Document 32-13-01, for inspection
procedure.
This interval is for severe corrosion environment. Initial: 10 years; 13 730,
Inspect main landing gear tubular spring for rust or repeat: 5 years 740
damage to finish. Inspect entry step attachment.
Refer to Section 2A-14-03, Supplemental Inspection
Document 32-13-01, for inspection procedure.
Inspect main landing gear fittings and attachment Initial: 3,000 hours 15 210
of the fittings to the bulkheads. Refer to Section or 5 years; repeat:
Inspect nose landing gear torque links, bolts, bushings Initial: 3,000 hours 8 720
and fork. Refer to Section 2A-14-05, Supplemental or 5 years; repeat:
Inspection Document 32-20-01, for inspection 3,000 hours or 5
procedure. years
D2064-1-13 Temporary Revision Number 9 - Aug 1/2019 2A-10-01 Page 1

© TEXTRON AVIATION INC. Oct 2/1995
CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
This inspection is for mild/moderate corrosion Initial: 20 years; 11 210
environment. Inspect carry-thru spar area, wing repeat: 10 years
attach fittings, spar channel and lugs. Refer to Section
53-11-01, for inspection procedure.
This interval is for severe corrosion environment. Initial: 10 years; 13 210
Inspect carry-thru spar area, wing attach fittings, repeat: 5 years
spar channel and lugs. Refer to Section 2A-14-06,
Supplemental Inspection Document 53-11-01, for
inspection procedure.
This interval is for mild/moderate corrosion Initial: 20 years; 11 210
environment. Inspect the cabin interior skin panels, repeat: 10 years
frames and stringers. Refer to Section 2A-14-07,
Inspect the cabin interior skin panels, frames and repeat: 5 years
stringers. Refer to Section 2A-14-07, Supplemental
procedure.
This interval is for mild/moderate corrosion Initial: 10 years; 16 210
environment. Inspect seat rails for corrosion. Refer repeat: 10 years
to Section 2A-14-08, Supplemental Inspection
Inspect seat rails for corrosion. Refer to Section repeat: 5 years
Inspect horizontal stabilizer and elevator, including Initial: 10,000 hours 20 330,
torque tube, spars, ribs, hinge bolts, hinge bearings, or 20 years; repeat: 340
brackets and attach fittings. Refer to Section 2,000 hours or 4
2A-14-09, Supplemental Inspection Document years
55-10-01, for inspection procedures.
Inspect vertical stabilizer attach bracket and horizontal Initial: 2,000 hours 23 310,
stabilizer rear spar attachments. Refer to Section or 4 years; repeat: 320
Inspect vertical stabilizer and rudder, including spars, Initial: 10,000 hours 7 320
ribs, hinge bolts, hinge bearings and attach fittings. or 20 years; repeat:
Refer to Section 2A-14-12, Supplemental Inspection 3,000 hours or 5
Document 55-30-01, for inspection procedure. years
Inspect rudder spar. Refer to Section 2A-14-13, Initial: 100 hours or 22 320
Supplemental Inspection Document 55-41-01, for 1 year; repeat: 100
inspection procedure. hours or 1 year

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
This interval is for typical usage environment. 1. Initial: 12,000 hours 18 510,
Inspect inboard wing structure and wing attachment or 20 years; repeat: 610
to fuselage including working rivets. 2. Inspect flap 2,000 hours or 10
actuator support structure. Refer to Section 2A-14-14, years
This interval is for severe usage environment. 1. Initial: 6,000 hours 19 510,
Inspect inboard wing structure and wing attachment or 10 years; repeat: 610
to fuselage including working rivets. 2. Inspect flap 1,000 hours or 5
actuator support structure. Refer to Section 2A-14-14, years
This interval is for mild/moderate corrosion Initial: 20 years; 11 510,
environment. Inspect wing for corrosion and missing repeat: 10 years 520,
or loose fasteners. Refer to Section 2A-14-15, 610,
Supplemental Inspection Document 57-11-02, for 620
Inspect wing for corrosion and missing or loose repeat: 5 years 520,
fasteners. Refer to Section 2A-14-15, Supplemental 610,
Inspection Document 57-11-02, for inspection 620
procedure.
This interval is for mild/moderate usage environment. Initial: 20 years; 11 510,
Inspect wing splice joint at strut attach. Refer to repeat: 10 years 610
Section 2A-14-16, Supplemental Inspection Document
This interval is for severe usage environment. Inspect Initial: 10 years; 13 510,
wing splice joint at strut attach. Refer to Section repeat: 5 years 610
environment. Inspect wing root rib. Refer to Section repeat: 5 years 610
Inspect wing root rib. Refer to Section 2A-14-17, repeat: 3 years 610
This interval is for typical usage environment. Inspect Initial: 12,000 hours 18 510,
wing strut and strut tube. Refer to Section 2A-14-18, or 20 years; repeat: 610
Supplemental Inspection Document 57-40-01, for 2,000 hours or 10
inspection procedure. years
This interval is for severe usage environment. Inspect Initial: 6,000 hours 19 510,
wing strut and strut tube. Refer to Section 2A-14-18, or 10 years; repeat: 610
Supplemental Inspection Document 57-40-01, for 1,000 hours or 5
inspection procedure. years

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
Inspect aileron hinges, hinge bolts, hinge bearings, Initial: 3,000 hours 9 520,
hinge and pushrod attach fittings. Refer to Section or 10 years; repeat: 620
2A-14-19, Supplemental Inspection Document 500 hours or 5 years
environment. Inspect flap tracks for corrosion. repeat: 10 years 610
This interval is for severe corrosion environment. Initial: 10 years; re- 13 510,
Inspect flap tracks for corrosion. Refer to Section peat: 5 years 610
Inspect tubular engine mount. Refer to Section Initial: 5,000 hours 10 120
2A-14-21, Supplemental Inspection Document or 20 years; repeat:
71-20-01, for inspection procedure. At Engine Overhaul
Fuselage lower internal structure beneath the floor Every 60 months 6 210
panels. Make sure you inspect these areas: 1.
Cabin structure under floorboards. 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. Make Every 60 months 6 210
sure you inspect these areas: 1. Cabin bulkhead
corners. 2. Fuselage skin. NOTE: Corrosion
Areas of the cabin structure. Make sure you inspect Every 60 months 6 210
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).
Passenger/Crew door retention system. Make sure Every 48 months 5 210
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.
2A-30-00 for additional inspection information). Note:
Remove interior panels for access.
Areas of the cabin structure for the passenger/crew Every 48 months 5 210
door. 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).

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
Areas of the cabin structure. Make sure you inspect Every 60 months 6 210
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. 1. Check flap travel cable tension, and travel Initial: 100 hours; 24 210,
time. 2. Check flap cable system, control cables, repeat: every 600 510,
and pulleys, in accordance with the flight cable hours or 12 months 610
inspection procedures in Section 2A-20-01, Expanded
Maintenance, Control Cables.
Aileron. 1. Check aileron travel and cable tension. Initial: 100 hours; 24 210,
2. Check aileron cable system, control cables, repeat: every 600 510,
and pulleys, in accordance with the flight cable hours or 12 months 520,
inspection procedures in Section 2A-20-01, Expanded 610,
Maintenance, Control Cables. 620
Elevator. 1. Check elevator travel and cable tension. Initial: 100 hours; 24 210,
2. Check elevator cable system, control cables, repeat: every 600 310,
and pulleys, in accordance with the flight cable hours or 12 months 330,
inspection procedures in Section 2A-20-01, Expanded 340
Elevator Trim. 1. Check elevator trim travel and cable Initial: 100 hours; 24 210,
tension. 2. Check elevator trim cable system, control repeat: every 600 310,
cables, and pulleys, in accordance with the flight cable hours or 12 months 330,
inspection procedures in Section 2A-20-01, Expanded 340
Rudder. 1. Check rudder travel and cable tension. Initial: 100 hours; 24 210,
2. Check rudder cable system, control cables, repeat: every 600 310,
and pulleys, in accordance with the flight cable hours or 12 months 320
inspection procedures in Section 2A-20-01, Expanded
Wing structure internal. Make sure you inspect these Every 12 months 2 510,
areas: 1. Main spar upper and lower carry-thru fittings, 520,
2. Main spar upper and lower caps, 3. Main spar web. 610,
NOTE: Corrosion Prevention and Control Program 620
Wing structure internal. Make sure you inspect these Every 60 months 6 510,
areas: 1. Wing front spar and lower spar caps. 520,
2. Upper and lower wing attach spar fittings. 3. 610,
Wing lower skins. NOTE: Corrosion Prevention and 620
information).

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
Wing structure external. Make sure you inspect these Every 60 months 6 510,
areas: 1. Skin with emphasis at skin overlaps and 520,
under access panels. 2. Rear spar upper and lower 610,
caps. 3. Rear spar web. NOTE: Corrosion Prevention 620
Aileron attachments. Make sure you inspect these Every 24 months 3 520,
areas: 1. Aileron hinges, 2. Hinge bolts, 3. Hinge 620
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.
Vertical stabilizer structure. Make sure you inspect Every 60 months 6 310,
these areas: 1. Forward spar attachment to tailcone 320
bulkhead. 2. Aft spar attachment to lower stabilizer
spar. 3. Front and rear spars. 4. Rear spar
rudder hinges. NOTE: Corrosion Prevention and
information).
Main landing gear axle assembly. Make sure you Every 36 months 4 730,
inspect these areas: 1. Main gear axle and attach 740
bolts. 2. Wheel halves. NOTE: Corrosion Prevention
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 Every 36 months 4 720
assembly, nose gear fork and axle. 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
Nose gear trunnion, torque link assembly, and nose Every 36 months 4 720
gear fork. 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

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
Nose landing gear outer barrel assembly. Make sure Every 36 months 4 720
you inspect these areas: 1. Outer barrel assembly. 2.
Upper strut end and lower collar assembly. NOTE:
Corrosion Prevention and Control Inspection Item
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. Make sure you inspect Every 60 months 6 720
these areas: 1. Nose gear axle and attach bolt. 2.
Wheel halves. NOTE: Corrosion Prevention and
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. Make sure you inspect Every 60 months 6 330,
these areas: 1. Stabilizer attachment to the tailcone 340
bulkhead, 2. Front and rear spars. NOTE: Corrosion
Elevator trim system. Make sure you inspect these Every 24 months 3 330,
areas: 1. Elevator trim brackets, 2. Actuator support 340
brackets and bearings. 3. Pulleys and attaching
structure. NOTE: Corrosion Prevention and Control
NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor
on hinge bearing.
Revised Rudder attachments. Make sure you inspect these Every 24 months 3 320
Aug 1/19 areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge
bearings. 4. Rudder horn at bumper attachment.
bearing.
Rudder structure. Make sure you inspect these areas: Every 24 months 3 320
1. Skin. 2. Forward and aft spars at hinge locations.
Item (baseline interval, refer to Section 2A-30-00 for

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

SION
STATUS
Engine support structure. Make sure you inspect Every 12 months 2 120
these areas: 1. Engine truss. Pay particular attention
to vicinity of welds. NOTE: Corrosion Prevention and
Control Program Inspection item (refer to Section
Vertical Fin. Inspect the vertical fin attachment. Every 100 hours or 1 22 320
Refer to Section 2A-14-22, Supplemental Inspection year
Document, 55-11-03 for inspection procedure.
Added Inspect the rudder horn. Refer to Section 2A-14-23, Every 100 hours or 22 320
Aug 1/19 Supplemental Inspection Document 27-20-02 for 1 year, whichever
inspection procedure. occurs first; Repeat:
100 hours or 1 year,
whichever occurs
first.

MODEL 152 SERIES
SERVICE MANUAL
INSPECTION OPERATION 1
Date: _______________
Registration Number: _______________
Serial Number: _______________
Total Time: _______________
1. Description
A. Operation 1 gives Records Inspections items that are to be examined every 100 hours of operation
or 12 months, whichever occurs first.
B. 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.
C. 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.
2. General Inspection Criteria

A. While each of the specified 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 find
apparent conditions which can need more maintenance.
B. If a component or system is changed after a required task has been completed, then that specified
task must be done again to make sure it is correct before the system or component is returned to
service.
C. Do a preflight inspection after these inspections are completed to make sure all the required items
are correctly serviced. Refer to the Approved Airplane Flight Manual.
TASK ZONE MECH INSP REMARKS

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

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
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.

service.

Engine support structure. Make sure you inspect 120
these areas: 1. Engine truss. Pay particular
attention to vicinity of welds. NOTE: Corrosion
(refer to Section 2A-30-00 for additional inspection
information).
Wing structure internal. Make sure you inspect 510, 520,
these areas: 1. Main spar upper and lower 610, 620
carry-thru fittings. 2. Main spar upper and lower
caps. 3. Main spar web. NOTE: Corrosion

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description

service.

Aileron attachments. Make sure you inspect these 520, 620
areas: 1. Aileron hinges. 2. Hinge bolts. 3. Hinge
bearings. 4. Hinge and pushrod support structure.
bearing.
Elevator trim system. Make sure you inspect these 330, 340
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,
information). NOTE: Do not apply LPS-3 Heavy
Duty Rust Inhibitor on hinge bearing.

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

Rudder attachments. Make sure you inspect these 320
areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge
bearings. 4. Rudder horn at bumper attachment.
bearing.
Rudder structure. Make sure you inspect these 3200
areas: 1. Skin. 2. Forward and aft spars at hinge
locations. NOTE: Corrosion Prevention and Control

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description

service.

MODEL 152 SERIES
SERVICE MANUAL

Main landing gear axle assembly. Make sure 730, 740
you inspect these areas: 1. Main gear axle and
attach bolts. 2. Wheel halves. NOTE: Corrosion
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 720
assembly, nose gear fork and axle. 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
Nose gear trunnion, torque link assembly and nose 720
gear fork. 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,
information).
Nose landing gear outer barrel assembly. Make sure 720
you inspect these areas: 1. Outer barrel assembly.
2. Upper strut end and lower collar assembly.
for additional inspection information). NOTE: do not
apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding
surfaces of the oleo strut.

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description

service.

Passenger/Crew door retention system. Make 210
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
information). Note: Remove interior panels for
access.
Areas of the cabin structure for the passenger/crew 210
door. Make sure you inspect these areas: 1.
Door frames. 2. Door hinges. NOTE: Corrosion

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description

service.

Fuselage lower internal structure beneath the 210
floor panels. Make sure you inspect these
areas: 1. Cabin structure under floorboards.
Fuselage internal structure in upper fuselage. Make 210
sure you inspect these areas: 1. Cabin bulkhead
corners. 2. Fuselage skin. NOTE: Corrosion
Areas of the cabin structure. Make sure you inspect 210
these areas: 1. Firewall. 2. Firewall attachments.

MODEL 152 SERIES
SERVICE MANUAL

Areas of the cabin structure. Make sure you inspect 210
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
information).
Wing structure internal. Make sure you inspect 510, 520,

these areas: 1. Wing front spar and lower spar 610, 620
caps. 2. Upper and lower wing attach spar fittings.
3. Wing lower skins. NOTE: Corrosion Prevention
Wing structure external. Make sure you inspect 510, 520,
these areas: 1. Skin with emphasis at skin overlaps 610, 620
and under access panels. 2. Rear spar upper and
lower caps. 3. Rear spar web. NOTE: Corrosion
Vertical stabilizer structure. Make sure you inspect 310, 320
these areas: 1. Forward spar attachment to tailcone
bulkhead. 2. Aft spar attachment to lower stabilizer
spar. 3. Front and rear spars. 4. Rear spar
rudder hinges. NOTE: Corrosion Prevention and
information).
Nose gear axle assembly. Make sure you inspect 720
these areas: 1. Nose gear axle and attach bolt.
2. Wheel halves. NOTE: Corrosion Prevention and
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. Make sure you 330, 340
inspect these areas: 1. Stabilizer attachment to
the tailcone bulkhead. 2. Front and rear spars.

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description
A. Operation 7 gives Supplemental Inspection Document items that are to be examined after the first
10,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated
every 3,000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been
accomplished.

service.

Inspect rudder pedal torque tube, shafts, support 211
brackets and cable attachment arms. Refer to 2A-
14-01, Supplemental Inspection Document 27-20-
01, for inspection procedure.
Inspect vertical stabilizer and rudder, including 320
spars, ribs, hinge bolts, hinge bearings and attach
fittings. Refer to Section 2A-14-12, Supplemental
procedure.

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description
3,000 hours of operation or 5 years, whichever occurs first. The inspection is to be repeated every
3,000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been
accomplished.

service.

Inspect nose landing gear torque links, bolts, 720
bushings and fork. Refer to Section 2A-14-05,

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description
every 500 hours of operation or 5 years, whichever occurs first, after the initial inspection has been
accomplished.

service.

Inspect aileron hinges, hinge bolts, hinge bearings, 520, 620
hinge and pushrod attach fittings. Refer to Section
2A-14-19, Supplemental Inspection Document 57-
51-01, for inspection procedure.

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description
5,000 hours of operation or 20 years, whichever occurs first. The inspection is to be repeated at
engine overhaul, after the initial inspection has been accomplished.

service.

Inspect tubular engine mount. Refer to Section 2A- 120
14-21, Supplemental Inspection Document 71-20-
01, for inspection procedure.

MODEL 152 SERIES
SERVICE MANUAL
Date: _______________
Total Time: _______________
1. Description
A. Operation 11 gives Supplemental Inspection Document items that are to be examined after the
first 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.

service.

This inspection is for mild/moderate corrosion 730,
environment. Inspect main landing gear tubular 740
spring for rust or damage to finish. Inspect entry
step attachment. Refer to Section 2A-14-03,
This inspection is for mild/moderate corrosion 210
environment. Inspect carry-thru spar area, wing
attach fittings, spar channel and lugs. Refer
This interval is for mild/moderate corrosion 210
environment. Inspect the cabin interior skin panels,
frames and stringers. Refer to Section 2A-14-07,
This interval is for mild/moderate corrosion 510,
environment. Inspect wing for corrosion and missing 520,
or loose fasteners. Refer to Section 2A-14-15, 610,
Supplemental Inspection Document 57-11-02, for 620

MODEL 152 SERIES
SERVICE MANUAL

This interval is for mild/moderate usage 510,
environment. Inspect wing splice joint at strut 610
attach. Refer to Section 2A-14-16, Supplemental
procedure.
This interval is for mild/moderate corrosion 510,
environment. Inspect flap tracks for corrosion. 610

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Date: _______________
Total Time: _______________
1. Description

service.

This interval is for mild/moderate corrosion 510, 610
environment. Inspect wing root rib. Refer to Section

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Date: _______________
Total Time: _______________
1. Description
accomplished, for airplanes operating in a severe corrosion environment.

service.

This interval is for severe corrosion environment. 730, 740
Inspect main landing gear tubular spring for rust or
damage to finish. Inspect entry step attachment.
This interval is for severe corrosion environment. 210
Inspect carry-thru spar area, wing attach fittings,
spar channel and lugs. Refer to Section 2A-14-06,
Inspect the cabin interior skin panels, frames and
stringers. Refer to Section 2A-14-07, Supplemental
procedure.
This interval is for severe corrosion environment. 510, 520,
Inspect wing for corrosion and missing or loose 610, 620
fasteners. Refer to Section 2A-14-15, Supplemental
procedure.

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This interval is for severe usage environment. Inspect 510, 610
wing splice joint at strut attach. Refer to Section
Inspect flap tracks for corrosion. Refer to Section

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Date: _______________
Total Time: _______________
1. Description
1,000 hours. The inspection is to be repeated every 1,000 hours after the initial inspection has been
accomplished.

service.

Elevator trim system. 1. Inspect elevator trim 330, 340
brackets and actuator support brackets. 2. Inspect
pulleys, attaching structure and fasteners. Refer
Document 27-30-01, for inspection procedures.

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Date: _______________
Total Time: _______________
1. Description
A. Operation 15 gives Supplemental Inspection Document items that are to be examined after 3,000
hours or 5 years, whichever occurs first. The inspection is to be repeated every 1,000 hours or 5
years, whichever occurs first, after the initial inspection has been accomplished.

service.

Inspect main landing gear fittings and attachment of 210
the fittings to the bulkheads. Refer to Section 2A-14-
04, Supplemental Inspection Document 32-13-02,
for inspection procedure.

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Date: _______________
Total Time: _______________
1. Description

service.

This interval is for mild/moderate corrosion 210
environment. Inspect seat rails for corrosion. Refer

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Date: _______________
Total Time: _______________
1. Description

service.

This interval is for severe corrosion environment. 210
Inspect seat rails for corrosion. Refer to Section
2A-14-08, Supplemental Inspection Document 53-
47-01, for inspection procedure.

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Date: ___________
____
Registration Number: ___________
____
Serial Number: ___________
____
Total Time: ___________
____
1. Description
A. Operation 18 gives Supplemental Inspection Document items that are to be examined after 12,000
hours or 20 years, whichever occurs first. The inspection is to be repeated every 2,000 hours or
10 years, whichever occurs first, after the initial inspection has been accomplished, for airplanes
operating in a typical usage environment.

service.
This interval is for typical usage environment. 1. 510, 610

Inspect inboard wing structure and wing attachment
to fuselage including working rivets. 2. Inspect flap
actuator support structure. Refer to Section 2A-14-14,
This interval is for typical usage environment. Inspect 510, 610
wing strut and strut tube. Refer to Section 2A-14-18,

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Date: _______________
Total Time: _______________
1. Description
6,000 hours of operation or 10 years, whichever occurs first. The inspection is to be repeated every
1,000 hours of operation or 5 years, whichever occurs first, after the initial inspection has been
accomplished, for airplanes operating in a severe usage environment.

service.

This interval is for severe usage environment. 1. 510, 610
Inspect inboard wing structure and wing attachment
to fuselage including working rivets. 2. Inspect flap
actuator support structure. Refer to Section 2A-14-
for inspection procedure.
This interval is for severe usage environment. 510, 610
Inspect wing strut and strut tube. Refer to Section

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Date: _______________
Total Time: _______________
1. Description
every 2,000 hours of operation or 4 years, whichever occurs first, after the initial inspection has been
accomplished.

service.

Inspect horizontal stabilizer and elevator, including 330, 340
torque tube, spars, ribs, hinge bolts, hinge bearings,
brackets and attach fittings. Refer to Section 2A-14-
for inspection procedures.

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Date: _______________
Total Time: _______________
1. Description

service.

Inspect wing root rib. Refer to Section 2A-14-17,

CESSNA®
MODEL 152 SERIES
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Date: _______________
Total Time: _______________
1. Description
100 hours of operation or 1 year, whichever occurs first. The inspection is to be repeated every 100
hours or 1 year whichever occurs first, after the initial inspection has been accomplished.

service.

Inspect rudder spar. Refer to Section 2A-14-13, 320
Inspect the vertical fin attachment. Refer to Section 320
55-11-03, for inspection procedure
Inspect the rudder horn. Refer to Section 2A-14-23, 320
Supplemental Inspection Document 27-20-02 for

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Date: _______________
Total Time: _______________
1. Description
2,000 hours or 4 years, whichever occurs first. The inspection is to be repeated every 2,000 hours or
4 years, whichever occurs first, after the initial inspection has been accomplished.

service.

Inspect vertical stabilizer attach bracket and 310, 320
horizontal stabilizer rear spar attachments. Refer

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Date: _______________
Total Time: _______________
1. Description
A. Operation 24 gives Expanded Maintenance Inspection items that are to be examined after the first
100 hours of operation. The inspection is to be repeated every 600 hours of operation or 12 months,
whichever occurs first, after the initial inspection has been accomplished.

service.

Flaps. 1. Check flap travel cable tension, and 210,
travel time. 2. Check flap cable system, control 510,
cables, and pulleys, in accordance with the flight 610
cable inspection procedures in Section 2A-20-01,
Expanded Maintenance, Control Cables.
Aileron. 1. Check aileron travel and cable 210,
tension. 2. Check aileron cable system, control 510,
cables, and pulleys, in accordance with the flight 520,
cable inspection procedures in Section 2A-20-01, 610,
Expanded Maintenance, Control Cables. 620
Elevator. 1. Check elevator travel and cable 210,
tension. 2. Check elevator cable system, control 310,
cables, and pulleys, in accordance with the flight 330,
cable inspection procedures in Section 2A-20-01, 340

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Elevator Trim. 1. Check elevator trim travel and 210,
cable tension. 2. Check elevator trim cable system, 310,
control cables, and pulleys, in accordance with the 330,
flight cable inspection procedures in Section 2A-20- 340
01, Expanded Maintenance, Control Cables.
Rudder. 1. Check rudder travel and cable 210,
tension. 2. Check rudder cable system, control 310,
cables, and pulleys, in accordance with the flight 320
cable inspection procedures in Section 2A-20-01,

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SUPPLEMENTAL INSPECTION DOCUMENT
1. Supplemental Inspection Document

A. Introduction
(1) The Supplemental Structural Inspection Program for the Cessna Model 152 airplane is based on
the affected Model 152 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 influenced 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 152 model 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 152 airplanes with
less than 30,000 flight hours. Beyond this, continued airworthiness of the airplane can
no longer be assured. Retirement of this airframe is recommended when 30,000 flight
hours has been accumulated.
B. Function
(1) The function of the Supplemental Structural Inspection Program is to find 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 specific 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 152 airplanes. The inspection
intervals presented are for unmodified airplanes. Airplanes that have been modified to
alter the airplane's design, gross weight or performance may need to be inspected more
frequently. Examples of common STCs, which will require modified 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 modification 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.
2. Principal Structural Elements

A. Principal Structural Elements Description
(1) An airplane component is classified as a Principal Structural Element (PSE) if:
(a) The component contributes significantly to carrying flight 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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Table 1. Typical Examples of Principal Structural Elements
Wing and Empennage:

Control surfaces, flaps and their mechanical systems and attachments (hinges, tracks and fittings)
Primary fittings
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 find the PSE's in this document include:
(a) Service Experience
1 Multiple sources of information were used to find the service discrepancies.
a Cessna Service Bulletins and Service Information Letters issued to repair
common service discrepancies were examined.
b FAA Service Difficulty Records and Foreign certification agency Service
Difficulty Records were examined.
2 Existing analyses were reviewed to identify components in areas that may have
exhibited the potential for additional inspection requirements.
3 A review of test results applicable to the design was made to identify the critical areas
of the PSE's.
4 The data collected was also used to find a component's susceptibility to corrosion or
accidental damage as well as its inspectability.

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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 defined in terms of a single flight representing typical average
in-service utilization of the aircraft. This usage reflects the typical in-service flight variation of
flight length, takeoff gross weight, payload and fuel.
(3) The flight is defined in detail in terms of a flight profile. The profile identifies the gross weight,
payload, fuel, altitude, speed, distance etc., required to define the pertinent flight and ground
parameters needed to develop the fatigue loads. The flight 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.
B. 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-flight profiles. The spectrum represents the following
loading environments: flight loads (gust and maneuver), landing impact, taxi loads and
ground-air-ground cycles. The resulting spectrum is a representative flight-by-flight,
cycle-by-cycle loading sequence that reflects the appropriate and significant airplane response
characteristics.
(2) After reviewing the aircraft usage data and the way in which the surveyed aircraft were flown,
two sets of stress spectra were developed. The first flight profile represents typical usage, while
the second profile represents severe usage, as described in Paragraph 3.D. below.
C. 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 flight hours.
D. Classifications for Types of Operation
(1) The severity of the operation environment needs to be identified to determine the correct
inspection program.
(a) You must first find the category of your airplane’s operation based on average flight length.
(b) You must also find the number of hours and number of landings on the airplane, then find
the average flight length based on the formula found below.
Average Flight Length = Number of Flight Hours / Number of Flights
(2) If the average flight length is less than 30 minutes, then you must use the SEVERE inspection
time limits. For airplanes with an average flight length greater than thirty minutes, you must find
the severity of the operating environment.
(3) Airplanes which have engaged in operations at low altitudes such as pipeline patrol, fish or game
spotting, aerial applications, police patrol, sightseeing, livestock management etc. more than
30% of its life must use the SEVERE inspection time limits.

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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 flow of information
between the operator, the FAA and Cessna Aircraft Company. The important information about
the inspection results, repairs and modifications 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 find 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.
B. 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 modifications 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.
C. 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: This system does not replace the normal channels to send information for items not
included in the SID.
D. Cessna Aircraft Company Follow-Up Action
(1) All SID reports will be examined to find 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 find 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
qualifications of the inspector), equipment reliability and physical access. Visual, fluorescent, 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."
6. Related Documents
A. Existing Inspections, Modifications, and Repair Documents
(1) Cessna has a number of documents that are useful to maintaining continued airworthiness of
airplanes.
(a) Cessna Model 152 Service Manual (P/N D2064-1-13).
(b) Cessna Model 152 Illustrated Parts Catalog (P/N P692-12)
(c) Cessna Single Engine Service Information Letters and Service Bulletin Summaries.
(d) Cessna Service Newsletters and Newsletter Summaries.
B. 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
7. Applicability/Limitations
A. This SID is applicable to the Cessna Model 152, Serial Numbers 15279406 thru 15286033,
F15201449 thru F15201980, A15200735 thru A15201049, FA15200337 thru FA1520425.
B. STC Modifications
(1) The Cessna Model 152 airplanes can have modifications 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 modified 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 modification
originator for obtaining new FAA approved inspection criteria.
C. The SID inspection times are based on total airframe hours OR calendar times in service. If a
specific 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 specified flight hours or calendar
time. The inspections must be completed by June 30, 2014.
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 152.

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B. 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/Modification
(13) Comments
NOTE: Accomplishment of SID inspections does not in any way replace preflight inspections, good
maintenance practices or maintenance and inspections specified in the Model 152 Service
Manual.
NOTE: 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.
C. Repairs, Alterations and Modifications (RAM)
(1) Repairs, alterations and modifications (RAM) made to PSE's may affect the inspection times
and methods presented in the SID. The flowchart 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 17 of the Model 152 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)

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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 Certificate with the appropriate rating in the applicable method of nondestructive
testing.
(2) Personnel performing NDT must be qualified and certified to a recognized standard in AC65-
31A and comply with all recommendations. The minimum certification 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.
B. 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 applicable Model
152 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 applicable Model 152 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.
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 field around the probe. Changes to the magnetic field 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 find cracks caused by corrosion and stress. A second important use is measurement of
electrical conductivity.
B. Surface Inspection
(1) General
(a) This is a general procedure for the eddy current method used to find surface discontinuities.
This should be used along with specific 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.

MODEL 152 SERIES
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NAME NUMBER MANUFACTURER

Eddy Current Instrument Nortec 2000 Olympus NDT
Phone: 781-419-3900
Web: http://www.olympusndt.comVM Products
Surface Eddy Current Probe VM202RAF-6 VM Products, Inc.
with 1/8 inch coil (NOTE 1) Phone: (253) 841-2939
Web: http://www.vmproducts.net
Combined Aluminum Surface VM89A VM Products, Inc.

and Bolthole Eddy Current
Reference Standard (NOTE 2)
Combined Steel Surface VM89S VM Products, Inc.

Combined Stainless Steel VM89SS VM Products, Inc.

Surface and Bolthole Eddy
Current Reference Standard
(NOTE 2)
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

1 Some inspection procedures need instruments that give both phase and amplitude
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.
2 Eddy current instruments with a meter display can be used for surface eddy current
inspection.
3 The instrument must have a repeatable signal response which has a signal to noise
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
4 The functional performance of the eddy current instrument must be verified at an

interval of not more than a year.
(c) Probe Sensitivity
1 The probe may have an absolute or differential coil arrangement.
2 The probe may be shielded or unshielded. A shielded probe is normally
recommended.

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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: Instrument frequency may need adjustment for the instrument and probe
combination used.
4 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.
6 The probe must not give responses from handling pressures, scanning or normal
operating pressure variations on the sensing coil which cause the signal to noise
ratio to be less than 3 to 1.
7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If
Teflon tape is used, make sure the instrument calibration is correct.
(3) 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 finish 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, configuration, and the specific discontinuity location. Artificial discontinuities
may be used in the reference standard. If a procedure specifies a reference standard
made by Cessna Aircraft Company, replacement with a different standard is not allowed.
(4) Surface Condition
(a) The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer. If
the surface finish interferes with the ability to do the inspection, it should be smoothed or
removed. Refer to the applicable Model 152 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
specific 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.
(5) Instrument Standardization
(a) The instrument must be set up and operated in accordance with this procedure and the
manufacturer’s 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 specified. 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.

MODEL 152 SERIES
SERVICE MANUAL
(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: This adjustment is used to set the sensitivity of the inspection. It is not intended
as accept or reject criteria.
NOTE: Filters may be used to improve the signal to noise ratio.
(6) 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 fillet or radius should be examined both transverse and parallel to
the axis of the radius. Examine the edge of the fillet 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.
(7) 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 specified, 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 find discontinuities
within holes. This should be used along with specific instructions for inspection in the
procedure that referred to this section.

MODEL 152 SERIES
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Eddy Current Instrument Nortec 2000 Olympus NDT
Phone: 781-419-3900
Web: http://www.olympusndt.com
Bolthole Eddy Current Probe VM101BS-X/XX VM Products, Inc.
with 1/8 inch coil (NOTE 1) Phone: 253-841-2939
Web: http://www.vmproducts.net
Combined Aluminum Surface VM 89A VM Products, Inc.

Combined Steel Surface VM89S VM Products, Inc.

Combined Stainless Steel VM89SS VM Products, Inc.

Surface and Bolthole Eddy
Current Reference Standard
(NOTE 2)
NOTE 1: 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

1 Some inspection procedures need instruments that give both phase and amplitude
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.
2 Eddy current instruments with a meter display are allowed for bolthole eddy current
inspection.
3 The instrument must have a repeatable signal response which has a signal to noise
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.
4 The functional performance of the eddy current instrument must be verified at an
interval of not more than a year.
(c) Probe Sensitivity
1 The probe may have an absolute or differential coil arrangement.
2 The probe may be shielded or unshielded. A shielded probe is normally
recommended.
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: Instrument frequency may need adjustment for the instrument and probe
combination used.

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4 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.
6 The probe must not give responses from handling pressures, scanning or normal
operating pressure variations on the sensing coil which cause the signal to noise
ratio to be less than 3 to 1.
7 Teflon tape may be used to decrease the wear on the eddy current probe coil. If
Teflon tape is used, make sure the instrument calibration is correct.
(3) 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 finish 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, configuration, and/or the specific discontinuity location. Artificial discontinuities
may be used in the reference standard. If a procedure specifies a reference standard made
by Cessna Aircraft Company, replacement with a different standard is not allowed.
Typical Bolthole Reference Standard

Figure 3
(4) Inspection Considerations

(a) Surface Condition
1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer.
2 The areas for inspection must be free of dirt, grease, oil, or other contamination.
3 You must have good contact between the probe and the part unless otherwise stated
in the specific 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.
(5) Instrument Standardization
(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.

MODEL 152 SERIES
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(c) 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 specified. A typical eddy current bolthole reference
standard is shown in Figure 3.
(d) Put the bolthole probe into the applicable hole with the coil turned away from the notch in
the hole.
(e) Set the null point.
(f) Remove the bolthole probe from the hole 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 bolthole probe into the applicable hole and rotate it so the coil moves across the
notch in the hole.
(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: This adjustment is used to set the sensitivity of the inspection. It is not intended
as accept or reject criteria.
NOTE: Filters may be used to improve the signal to noise ratio.
(6) 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.
1 Put the probe into the hole for inspection and find the near edge of the hole. This is
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.
2 Move the probe through the hole until the signal indicates that the probe is beyond the
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.
3 To find the edge of a layer, slowly push the probe through the hole. The response to
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.
4 Use the measurements to find the thickness of the hole and each layer.
5 Examine the hole at a depth of 0.070 inch (1.778 mm) from either edge of the hole,
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.
(7) 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 specified, 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 find the material properties of aluminum structures. This
is done through induction of eddy currents into the part. The eddy currents will alter the
magnetic field 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 influence the conductivity output
of the instrument. Therefore, you must have the applicable material specification and
engineering drawing.
(c) A typical use is to define material properties following heat application. Examples of such
situations include: structure heated by an engine or APU, fire damage, and lightning strike.
(d) This is a general procedure to find the conductivity of aluminum structures. This procedure
is used along with the applicable material specification and structural engineering drawings
to decide whether the conductivity values are in an approved range.

Portable Conductivity Tester Autosigma 3000 GE Sensing & Inspection Technologies
1 Neumann Way, MD J4
Cincinnati, Ohio 45215
Web: http:\\www.geinspectiontechnologies.com
(b) 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) 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 films 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 flat 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:
1 Put the probe on a bare standard.
2 Put a nonconducting flat shim of 0.003 inch (0.076 mm) thick between the probe and
the standard.
3 The difference in the two values must not exceed 0.5% IACS.
(g) The functional performance of the conductivity instrument must be verified at the intervals
defined by the controlling specification or the manufacturer’s recommendation, whichever
is less.
(3) Calibration Reference Standards
(a) Each instrument must have a minimum of two aluminum alloy instrument conductivity
standards. Their values must be:
1 One in the range of 25 to 32% IACS.
2 One in the range of 38 to 62% IACS.
(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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(c) The instrument conductivity standards must be certified 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.
(4) 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 ºF (3 ºC) of each other.
(b) Material Surface Condition
1 The surface finish of the area for inspection must be 150 RHR or RMS 165 or finer.
2 The areas for inspection must be free of dirt, grease, oil, or other contamination.
3 Conductivity measurements may be made through anodize, chemical film, primer,
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.
4 On concave surfaces, a curvature radius of no less than 10 inches is needed. On
convex surfaces, a curvature radius of no less than 3 inches can be tested without
use of correction factors.
5 The surface of the part must be no smaller than the outside diameter of the probe. The
coil must be put in the center on all parts whose dimensions approach this limitation.
(5) Instrument Calibration
(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.
(6) Inspection
(a) The purpose of the inspection is to collect information to permit the responsible engineering
activity to find 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
specifications and engineering drawings.
(b) Visual Inspection

1 Visually examine the area for indications of possible heat damage. Some signs
include paint or metal discoloration and bubbled or peeled paint.
2 Note the location and describe the affected area. This description will be used along
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.
(c) Eddy Current Conductivity Inspection
1 Clean the area for inspection with methods specified in the applicable Model 152
Service Manual. Remove all dirt, grit, soot, and other debris that will not allow the
probe to have good contact with the structure.
2 Set up the instrument within the general conductivity range of aluminum structures
with the reference standards.
3 After the visual inspection, make a reference point. If there is visual evidence of
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 find 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).
b If the visual evidence or the conductivity values suggest rapid changes in
severity, the distance between data points should be decreased.
c It is recommended that the total area for inspection should be larger than the
area of visual evidence by a minimum of 2.0 inches (50.800 mm).
d If the conductivity values continue to change, the area of inspection should be
expanded until values remain fairly constant to ensure complete coverage of
the area.
5 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 find 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:
1 Location of the affected area.
2 A visual description of the affected area.
3 Location of the reference point and the relative location and interval between
conductivity data points.
4 A map of the area with the conductivity values on it.

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3. PENETRANT INSPECTION
A. General
(1) Penetrant inspection is used to find 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.
B. Materials and Equipment
(1) The following equipment was used to develop the inspection procedures referred to in this

Fluorescent Penetrant ZL-27A Magnaflux Corp.
3624 W. Lake Ave.
Glenview, IL 60026
Phone: 847 657-5300
Web: http://www.magnaflux.com
Penetrant Cleaner/Remover SKC-S Magnaflux Corp.
Developer ZP-9F Magnaflux Corp.
Portable Ultraviolet Light ZB-23A Magnaflux Corp.
Light Meter DSE-2000A Spectronics Corp.

956 Brush Hollow Road
Westbury, New York 11590
Phone: 800 274-8888
Web: http://www.spectroline.com/
(2) Penetrant materials are defined by specific classification per SAE AMS 2644. Materials must
meet at minimum the classification 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 specification for other
information on materials and inspection quality instructions.
(a) Type 1 (Fluorescent Penetrant)
(b) Level 3 (Penetrant sensitivity)

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SERVICE MANUAL
(c) Method C (Solvent Removable Penetrant)

(d) Form d (Nonaqueous Type 1 Fluorescent, Solvent Based Developer)
(e) Class 2 (Non-halogenated Solvent Removers)
NOTE: 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.
(3) Only materials approved in the most recent revision of QPL-AMS2644 (Qualified Products List of
Products Qualified under SAE Aerospace Material Specification AMS 2644 Inspection Materials,
Penetrant) or an equivalent specification 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 fire.
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
fluorescence. 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.
D. 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.
NOTE: Mechanical methods to clean and remove paint should be avoided when
practical. Take care to avoid filing 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.
(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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SERVICE MANUAL
(b) 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.
(3) 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.
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 first time to be put back on the surface with the second
use of the cloth. This could cause non-relevant indications.
(d) 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 sufficiently removed from the surface, repeat these steps until the
surface penetrant is removed.
(4) 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,
1 Thoroughly dust the part or assembly with the developer.
2 Gently blow off the extra powder.
(d) If you use a nonaqueous wet developer,
1 Thoroughly shake the can to be sure that the solid particles in the developer do not
settle to the bottom of the liquid.
2 Spray a thin coat of developer on the surface.
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.
(e) 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.
(5) 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 fluorescence 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.
1 Examine the surface with an 8x magnifier or more to show indications not visible with
normal vision.
2 A surface opening will be shown by a fluorescent indication.

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SERVICE MANUAL
3 A crack will show as a fluorescent line. It will be sharp when it first becomes visible.
4 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.
5 An indication from a deep discontinuity will become visible again if the area is blotted
clean and developer put on again.
(6) 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.
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 sufficient magnet properties to do a successful inspection.
NOTE: Magnetic particle inspection cannot be used to examine nonmagnetic parts or parts
with weak magnet properties.
(2) The magnetic particle inspection uses three basic steps.

(a) Create a suitable magnetic field in the part.
(b) Put the magnetic particles on the part.
(c) Examine the area for inspection for magnetic particle patterns on the surface and decide
on the cause of the patterns.
B. Materials and Equipment

MODEL 152 SERIES
SERVICE MANUAL

Electromagnetic Yoke DA-200 Parker Research Corp.
2642 Enterprise Rd. W
Clearwater, FL 33528
Phone: 800 525-3935
Web: http://www.parkreshcorp.com/
Fluorescent Magnetic Particle 14AM (Aerosol Can) Magnaflux Corp.
Bath 3624 W. Lake Ave.
Glenview, IL 60026
Phone: 847 657-5300
Web: http://www.magnaflux.com
Magnetic Field Strength Magnaglo 2480 Magnaflux Corp.
Indicator
Portable Ultraviolet Light ZB-23A Magnaflux Corp.
Light Meter DSE-2000A Spectronics Corp.

956 Brush Hollow Road
Westbury, New York 11590
Phone: 800 274-8888
Web: http://www.spectroline.com/
(2) 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 specifications ASTM E1444, Standard Practice for Magnetic Particle
Examination, and ASTM E 709, Standard Guide for Magnetic Particle Examination, or an
equivalent specification for requirements for magnetic particle inspection materials and
equipment.
(4) Permanent magnets must not be used. The intensity of the magnetic field cannot be adjusted
for inspection conditions.
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 specifications 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
fluorescence. 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.
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.
E. Inspection
(1) This section assumes the use of a portable magnetic particle system.
(2) Unless otherwise specified, 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 fields in the area of the inspection.
(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.
NOTE: Mechanical methods to clean and remove paint should be avoided when
practical. Take care to avoid filing 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.
(4) Create the magnetic field.

(a) Electric current passes through the yoke to create a magnetic field between the legs of the
yoke.
1 A discontinuity that is perpendicular to a line directly between the legs of the yoke
has the highest probability for detection.
2 There are two types of electrical current. Direct current (DC) is better able to find
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: It may take several inspections in several directions to find discontinuities that
are oriented in different directions.
NOTE: Experience with magnetic particle inspection is necessary to find the amount of
magnetic flux necessary to show discontinuities.
(c) Spray the magnetic particles on the part.

(d) Energize the electromagnetic yoke for a minimum of 1 second.
(e) Test the magnetic field with the field 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 field. Most quality indicators will need the magnetic particles to be put on the part
surface to show magnetic field strength.
1 If the field strength is not sufficient, small discontinuities might be missed. Repeat
these steps with more magnetization.
2 If the field strength is too large, discontinuities might be hidden behind non-relevant
fluorescent 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 field. Put the legs closer together to increase the
magnetic field. Put the legs farther apart to decrease the magnetic field.
(f) 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 flow across the expected
direction of the discontinuity.
(5) 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 fluorescence 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.
1 A leakage field will be shown by a fluorescent pattern of the magnetic particles. This
is called an indication.
2 An indication caused by a discontinuity on the part surface will be a sharp, distinct
pattern.
3 An indication caused by a subsurface discontinuity will usually be broader and fuzzier
compared to an indication of a surface discontinuity.
4 Be aware that indications which are not relevant to the inspection may be caused by
surface conditions or geometry.
(6) Demagnetize Part
(a) Unless otherwise specified, demagnetize the part after the inspection.
1 Put the electromagnetic yoke on AC current setting and the magnetic field strength
to maximum.
NOTE: AC current is preferred, but DC current may be needed for increased

penetration into the part.
2 Space the legs of the electromagnetic yoke to allow the part to pass between them.
3 Put the part between the legs of the electromagnetic yoke.
4 Energize the yoke with a magnetic field higher than that used for the inspection. Do
not allow the part to touch the legs of the electromagnetic yoke.
5 Pull the electromagnetic yoke away from the part.

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6 De-energize the electromagnetic yoke when about 2 feet from the part.
7 Test the remaining magnetic field in the part with the field indicator, Hall effect meter
or equivalent equipment.
8 If the remaining magnetic field in the part is no more than 3 Gauss, the part is
considered demagnetized. If more than 3 Gauss, repeat the demagnetization
procedure.
(7) 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.
5. ULTRASONIC THICKNESS TESTING

A. General
(1) A common application for ultrasonic inspection is to find material thickness. The instrument will
measure the time-of-flight of the ultrasonic wave through the part. This procedure will show you
how to find the thickness of metal after removal of corrosion or a blending procedure.
B. Equipment

Ultrasonic Thickness Gage (with 25 Multiplus Olympus NDT
A-scan ability) Phone: 781-419-3900
Web: http://www.olympusndt.com
20 MHz Ultrasonic Transducer, M208 Olympus NDT
0.125 inch diameter
Sonopen, 15 MHz, 0.125 inch V260-SM Olympus NDT
diameter
Couplant (Water Based) Ultragel II Sonotech, Inc.
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.
(3) 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.
(4) 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.

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(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.
C. Calibration
(1) Set up the instrument with the manufacturer’s instructions.
(2) Choose steps on the reference standard for the calibration. It is recommended that there is a
step between the chosen steps.
NOTE: It is important that the expected material thickness be between the range of the steps
chosen on the reference standard.
(3) 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.
E. After Inspection
(1) Refer to the General Requirements section for information on how to report inspection results.
(2) Clean any couplant off the area.
6. VISUAL INSPECTION
A. General
(1) Visual inspection is the most common form of airplane inspection. Visual inspection can find
a wide variety of component and material surface discontinuities, such as cracks, corrosion,
contamination, surface finish, 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 certification in nondestructive
inspection.
B. Visual Aids
(1) Structure and components that must be routinely examined are sometimes difficult to access.
Visual inspection aids such as a powerful flashlight, 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 flashlight: foot-candle rating; explosive
atmosphere rating; beam spread (adjustable, spot, or flood); efficiency (battery usage rate);
brightness after extended use; and rechargeable or standard batteries. Inspection flashlights
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 magnifier. Magnification of a single
lens can be found by the equation M = 10/f. In this equation, “M” is the magnification, “f” is the
focal length of the lens in inches, and “10” is a constant that represents the average minimum

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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 magnification of 2, or is said to be a two-power lens. A 10-power
magnifier is needed for inspection.
(5) 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 flexible 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:
1 A rigid tube with a series of relay lenses;
2 A flexible or rigid tube with a bundle of optical fibers; and
3 A flexible or rigid tube with wiring that carries the image signal from a Charge Couple
Device (CCD) imaging sensor at the distal tip.
NOTE: Instruments used as an aid for visual inspection must be capable of resolving
four line pairs per mm (4lp/mm).
(c) These designs can have either fixed or adjustable focus of the objective lens at the distal
tip. The distal tip may also have prisms and mirrors that define the direction and field of
view. A fiber 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 sufficient 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: If you leave corrosion in place or do a treatment of the corrosion before inspection, it
may hide other discontinuities.
(4) Clean. After the preliminary inspection, clean the areas or surface of the parts for inspection.
Do not remove the protective finish from the part.
(5) Inspection. Carefully examine the area for discontinuities, with optical aids as needed. An
inspector normally should have available applicable measuring devices, a flashlight, and a
mirror.
(a) Surface cracks. Refer to Figure 5. To look for surface cracks with a flashlight:
1 Point the light beam toward the face with between a 5° and 45° angle to the surface.
Refer to Figure 5.
2 Do not point the light beam at an angle such that the reflected light beam shines
directly into the eyes.
3 Keep the eyes above the reflected light beam. Measure the size of any cracks found
with the light beam at right angles to the crack and trace the length.

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Visual Inspection for Cracks

Figure 5
4 Use a 10-power magnifier to make sure of a suspected crack.

(b) Hardware and Fasteners. Examine rivets, bolts, and other hardware for looseness,
integrity, proper size and fit, and corrosion. Dished, cracked, or missing rivet heads and
loose rivets should be identified and recorded.
(c) Control Systems. Examine cables, control rods, rod ends, fairleads, pulleys, and all other
items for integrity, structural soundness, and corrosion.
(d) Visual Inspection for Corrosion. Inspection of an airplane for corrosion follows a systematic
pattern.
1 Clues. The airplane is initially observed for clues about the care with which it has
been maintained.
2 Locations. Examine likely corrosion sites. These include galleys and food service
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 difficult to inspect since access is difficult. Extensive use of aids is
recommended for such locations.
NOTE: 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.
3 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.
(e) 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.
(f) Painted Surfaces. Examine painted surfaces for chipped, missing, loose or blistered paint
and for signs of corrosion.
(g) 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 finishes.

CESSNA®
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LISTING OF SUPPLEMENTAL INSPECTIONS
1. Supplemental Inspection Procedures

A. Each of the supplemental inspections listed in this section has the instructions to do each
Nondestructive Testing procedure needed.
B. 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.
C. 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.
D. Service Information Letters/Service Bulletins
(1) In addition to this maintenance manual, the following service information will be required to
complete the SID inspections (2A-14-XX document sections).
Associated
Bulletin Title
Service Kit
SE79-49 Nut Plate Inspection - Vertical Fin Attach Bracket (for units
15279406 thru 15284541, F15201429 thru F15201808,
681, A1500433, A1520735 thru 1520943, FA1520337 thru
FA1520372)
SEB01-01 Rudder Stop Modification SK152-24,
SK152-25
SEB03-6 Vertical Tail Attach Bracket and Aft Horizontal Stabilizer Spar
Inspection (for units 15279406 thru 15284541, F15201429
thru F15201808, A1500433, A1520735 thru 1520943, 681,
FA1520337 thru FA1520372)
SEB07-4 Floorboard/Seat Pan Crack Inspection
SEB87-04 Aileron Hinge Inspection
SEB94-03 Rudder Spar Inspection/Replacement
SEB95-03 Flap Support Inspection and Roller Washer Installation SK180–44
SEB96-07 AN3-5A Bolt Inspection/Replacement

CESSNA®
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2. Supplemental Inspections
INSPECTION
DETAILS FOUND SUPPLEMEN- COMPLIANCE INSPECTION
IN SECTION TAL INSPEC- TITLE (Refer to Note 1) OPERATION
2-14-XX TION NUMBER
INITIAL REPEAT
2A-14-01 27-20-01 Rudder Pedal Torque 10,000 Hours 3,000 Hours 7
Tube Inspection or 20 Years or 5 Years
2A-14-02 27-30-01 Elevator Trim Pulley 1,000 Hours 1,000 Hours 14
Bracket and Actuator
Bracket Structure
Inspection
2A-14-03 32-13-01 Landing Gear Spring MILD/ MILD/ 11
Corrosion Inspection MODERATE MODERATE
20 Years 10 Years
SEVERE 10 SEVERE 5 13
Years Years
2A-14-04 32-13-02 Main Landing Gear 3,000 Hours 1,000 Hours 15

Fittings Inspection or 5 Years or 5 Years
2A-14-05 32-20-01 Nose Gear Torque Link 3,000 Hours 3,000 Hours 8
and Fork Inspection or 5 Years or 5 Years
2A-14-06 53-11-01 Carry-Thru Structure MILD/ MILD/ 11

Corrosion Inspection MODERATE MODERATE
20 Years 10 Years
Years Years
2A-14-07 53-30-01 Fuselage Interior Skin MILD/ MILD/ 11

Panels Corrosion MODERATE MODERATE
Inspection 20 Years 10 Years
Years Years
2A-14-08 53-47-01 Seat Rails and Seat MILD/ MILD/ 16
Rail Structure Corrosion MODERATE MODERATE
Inspection 10 Years 10 Years
Years Years
2A-14-09 55-10-01 Horizontal Stabilizer, 10,000 Hours 2,000 Hours 20
Elevators and or 20 Years or 4 Years
Attachments Inspection

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MODEL 152 SERIES
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INSPECTION
2-14-XX TION NUMBER
INITIAL REPEAT
2A-14-11 55-11-02 Vertical Stabilizer Attach 2,000 Hours 2,000 Hours 23
Bracket and Horizontal or 4 Years or 4 Years
Stabilizer Rear Spar
Attachment Inspection
2A-14-12 55-30-01 Vertical Stabilizer, 10,000 Hours 3,000 Hours 7
Rudder and Attachments or 20 Years or 5 Years
Inspection
2A-14-13 55-41-01 Rudder Spar Inspection 100 Hours or 100 Hours or 22
1 Year 1 Year
2A-14-14 57-11-01 Wing Structure Inspection TYPICAL TYPICAL 18
12,000 Hours 2,000 Hours
or 20 Years or 10 Years
SEVERE SEVERE 19
2A-14-15 57-11-02 Wing Structure Corrosion MILD/ MILD/ 11
Inspection MODERATE MODERATE
20 Years 10 Years
Years Years
2A-14-16 57-11-03 Wing Splice Joint at Strut MILD/ MILD/ 11

Attach Inspection MODERATE MODERATE
20 Years 10 Years
Years Years
2A-14-17 57-12-01 Wing Root Rib Corrosion MILD/ MILD/ 12
5 Years 5 Years
Years Years
2A-14-18 57-40-01 Strut and Strut Wing TYPICAL TYPICAL 18
Attachment Inspection 12,000 Hours 2,000 Hours
SEVERE SEVERE 19
2A-14-19 57-51-01 Aileron Support Structure 3,000 Hours 500 Hours or 9

Inspection or 10 Years 5 Years

CESSNA®
MODEL 152 SERIES
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INSPECTION
2-14-XX TION NUMBER
INITIAL REPEAT
2A-14-20 57-53-01 Flap Tracks Corrosion MILD/ MILD/ 11
20 Years 10 Years
Years Years
2A-14-21 71-20-01 Engine Mount Inspection 5,000 Hours At Engine 10
or 20 Years Overhaul
2A-14-22 55-11-03 Vertical Fin Attach Bracket 100 Hours or 100 Hours or 22
1 Year 1 Year
2A-14-23 27-20-02 Rudder Horn Inspection 100 Hours or 100 Hours or 22
1 Year 1 Year
NOTE 1: Time limits for the INITIAL inspections are set by either flight hours or calendar time, whichever
occurs first. Except for Section 2A-14-21, Supplemental Inspection 71-20-01, corresponding
calendar inspection times are per REPEAT flight hour or calendar time specified, whichever occurs
first. 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 flight hours.

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SUPPLEMENTAL INSPECTION NUMBER: 27-20-01
1. TITLE:
Rudder Pedal Torque Tube Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
INSPECTION COMPLIANCE
ALL USAGE: INITIAL 10,000 Hours or 20 Years (NOTE)
REPEAT 3,000 Hours or 5 Years (NOTE)

NOTE: Refer to Note 1, Section 2A-14-00.
3. PURPOSE
To verify integrity of the rudder pedal torque tube assembly.
4. 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.
B. Inspect the rudder bar support brackets for cracks at the bend radii in the mounting flange. Pay
particular attention to inspect the rudder bar return spring and its lever arm assembly for the signs of
damage or deterioration.
C. Inspect the rudder pedal shafts for wear, particularly where the retaining pins pass through the shafts.
5. ACCESS AND DETECTABLE CRACK SIZE
ACCESS/LOCATION DETECTABLE CRACK SIZE

Fuselage, Near Forward Firewall Not Allowed
6. INSPECTION PROCEDURE
Visual
7. 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 17 (Structural Repair) of the
applicable Model 152 Service Manual. Coordinate any repair not available in Section 17 with Cessna
Customer Service prior to beginning the repair.
8. COMMENTS

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RUDDER PEDAL TORQUE TUBE INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
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1. TITLE:
Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
ALL USAGE: INITIAL 1,000 Hours (NOTE)
REPEAT 1,000 Hours (NOTE)
NOTE: Coordinate this inspection with the trim tab actuator overhaul.
3. PURPOSE
To verify the integrity of the elevator trim pulley brackets and the actuator support brackets.
A. Remove the trim tab door to get access to the actuator support hardware. Refer to the applicable
Model 152 Service Manual.
B. Remove seats, floor covering and floor inspection panels as necessary to inspect elevator trim pulley
brackets and actuator support brackets for cracks, corrosion and bent flanges. Straighten bent flanges
and check for any cracking, using at least a 4X power magnifying glass and a bright light. Refer to
Figure 1.
C. Inspect all pulleys for wear, flat spots and freedom of rotation. Refer to Figure 1.
D. Inspect all fasteners and attaching structure for integrity.

Stabilizer Not Allowed
6. INSPECTION METHOD
Visual
Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the
corroded section) brackets. Replace excessively worn, flat spotted or stiff pulleys. Straighten bent
pulley brackets and actuator brackets with finger pressure and recheck for cracking. Replace any
loose or sheared fasteners. Make repairs in accordance with Section 17 (Structural Repair) of the
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
ELEVATOR TRIM PULLEY BRACKET AND ACTUATOR BRACKET STRUCTURE INSPECTION

Figure 1 (Sheet 1)

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1. TITLE:
Landing Gear Spring Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
CORROSION SEVERITY INSPECTION COMPLIANCE
MILD/MODERATE: INITIAL 20 Years (NOTE)
REPEAT 10 Years (NOTE)
SEVERE: INITIAL 10 Years (NOTE)

NOTE: Refer to Section 2A-30-01 and associated maps to determine corrosion severity.
3. PURPOSE
To ensure corrosion protection of main landing gear tubular spring.
A. Remove landing gear fairing. Refer to the applicable Model 152 Service Manual.
B. Inspect the main landing gear tubular spring for worn or chipped paint. Refer to Figure 1. If rust has
developed, rework the gear in accordance with the repair/modification section below.
NOTE: The main landing gear springs are made from high strength steel that is shot peened the
full circumference and full length along the outer diameter 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.

C. If the finish is worn or chipped, refinish the landing gear springs.
D. Inspect the area under and around the entry step attachment for corrosion.
E. Inspect the axle attachment holes for evidence of corrosion.
ACCESS/LOCATION/ZONE DETECTABLE CRACK SIZE

Main Gear Section Not Allowed
Visual and Ultrasonic Thickness Test

MODEL 152 SERIES
SERVICE MANUAL
A. If corrosion has developed on the tubular spring landing gear, it must be removed before refinishing.
The recommended procedure to remove corrosion is by hand sanding, using a fine grained sandpaper.
B. Use 180 or finer grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1.
(1) Landing gear spring: Use a straightedge and feeler gauges to determine thickness after
removing corrosion. If the corrosion pit or wear is deeper than 0.008 inches, contact Cessna
Customer Service for repair/replacement instructions.
C. Refinish 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 manufacturer’s instructions.
(b) Apply mixture with a wet cross coat to yield a dry film 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 to landing gear tubular spring.
(b) Apply mixture with a wet cross coat to produce a dry film thickness of 1.5-2.0 mils.
(c) Allow to air dry per the manufacturer’s instruction.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
LANDING GEAR SPRING CORROSION INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Main Landing Gear Fittings Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425

3. PURPOSE
To ensure structural integrity of the main landing gear fittings.
A. Inspect the outboard main landing gear fittings 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 fittings to the bulkheads.
B. Inspect the inboard main landing gear fittings for cracking. Pay particular attention to the area directly
below the landing gear spring attachment and the attachment of the fittings to the bulkheads.
Main Gear Support Not Allowed
Visual
A. Main landing gear fittings 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 fittings is to support the airplane to maintain alignment during rework, remove the
floorboard just forward of the forward main gear bulkhead, remove the four longerons forward of the
forward main landing gear bulkhead and then slide the forward main landing gear bulkhead forward
to disengage it from the fittings. Since the attach holes will be reused to reinstall the parts, remove
rivets carefully to avoid excessively enlarging rivet holes. After the fittings are installed, reinstall the
removed parts in reverse order. Make repairs in accordance with Section 17 (Structural Repair) of the
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
MAIN LANDING GEAR FITTINGS INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Nose Gear Torque Link and Fork Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
3. PURPOSE
To ensure structural integrity of the nose gear torque link and nose gear fork.
A. Deflate the strut. Refer to the applicable Model 152 Service Manual.
B. Inspect the nose gear torque links for cracks. Refer to Figure 1.
C. Remove torque link bolts one at a time using the applicable Model 152 Service Manual as a guide.
D. Inspect for bent bolts or worn bolts. Install serviceable bolts after inspection.
E. Inspect upper and lower 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 in. to 0.3765 in.) and the
spacer (OD = 0.3744 in. to 0.3750 in.) is 0.0021 in. A clearance of 0.006 in. is the maximum wear
limit.
F. Inspect center torque link bushings for excessive wear or deformation. Maximum new clearance
between the center torque link NAS bushings in the mid joint upper torque link lug (ID = 0.1900 in. to
0.1915 in.) and the bolt (OD = 0.1885 in. to 0.1894 in.) is 0.0030 in. A clearance of 0.006 in. is the
maximum wear limit.
G. Inspect the fork for cracking along the forging parting line.
H. Install the removed bolts.
I. Charge the nose strut. Refer to the applicable Model 152 Service Manual.

Nose Gear Section Not Allowed

MODEL 152 SERIES
SERVICE MANUAL
Visual
Replace bent bolts or worn bolts or bushings with new parts if wear limits are exceeded. A cracked
fork or actuator attach fitting or torque link is not repairable and must be replaced. Make other repairs
in accordance with Section 17 (Structural Repair) of the applicable Model 152 Service Manual.
Coordinate any repair not available in Section 17 with Cessna Customer Service prior to beginning
the repair.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
NOSE GEAR TORQUE LINK AND FORK INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Carry-Thru Structure Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425

3. PURPOSE
To ensure corrosion protection of the carry-thru spar structure.
A. Remove headliner and interior items necessary to gain access to the front and rear carry-thru
structure.
B. 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
the door post bulkhead attachment fittings and the spar channel. Refer to Figure 1.
C. Visually inspect rear spar carry-thru area for loose or missing rivets or corrosion, especially between
the door post bulkhead attachment fittings and the spar channel.
D. Inspect for corrosion at the wing attachment fittings, lugs, and spar blocks.

Cabin Interior Section Not Allowed
Visual
A. Clean any corrosion products. The recommended procedure to remove corrosion is by hand sanding,
using a fine grained sandpaper.
B. Use 180 or finer 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.

MODEL 152 SERIES
SERVICE MANUAL
C. Apply corrosion protection.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
CARRY-THRU STRUCTURE CORROSION INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE
Fuselage Interior Skin Panels Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425


3. PURPOSE
To verify the integrity of the cabin skins, stringers and frames under and around sound deadening
material.
A. Remove interior of airplane to gain access to inside skins, stringers and frames. Remove sound
dampening material. Refer to the applicable Model 152 Service Manual.
B. 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.
C. Inspect interior of door skins and structure for corrosion.
D. Inspect frames and stringers for corrosion.
E. Inspect cabin windows for integrity of seal to preclude entry of water into cabin.
Fuselage Interior Not Applicable
Visual, Ultrasonic Thickness Test
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 and remaining pits in skin.
B. Buff out sanding marks.

MODEL 152 SERIES
SERVICE MANUAL
C. 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.
D. Clean and prime sanded areas.
E. Sound deadening material is for acoustic attenuation and may be replaced or omitted at owner's
option.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE
Seat Rails and Seat Rail Structure Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425


3. PURPOSE
To verify the integrity of the seat rails.
A. Verify accomplishment of AD 2011-10-09 for inspection of seat rails for cracks.
B. Remove seats, and carpet or mat, as necessary to gain access to inspect seat rails and seat rail base.
C. Visually inspect seat rails for corrosion.
(1) If adhesive, grime or debris is present, clean area to inspect around base.

Cabin Interior N/A
Visual
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 flange has been reduced by 10% or more, rail must be replaced.
(b) A local flange reduction of 20% of thickness is acceptable where confined 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.

MODEL 152 SERIES
SERVICE MANUAL
(f) If bulb is reduced by more than 10% at areas between holes, rail must be replaced.
(4) Brush coat sanded areas with alodine.
B. Reinstall seat and check for proper operation. If removed material on bulb interferes with proper
operation of seat, replace rail.
C. For extensive damage or conditions not addressed, contact Cessna Customer Service prior to
beginning the repair.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Horizontal Stabilizer, Elevators and Attachments Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
3. PURPOSE
To inspect horizontal stabilizer, elevator and attachments for signs of damage, fatigue or deterioration.
A. Open all stabilizer and elevator access panels, including the stinger and vertical stabilizer to horizontal
tail fairings. Refer to the applicable Model 152 Service Manual.
B. Visually inspect stabilizer and elevator for condition, cracks and security; hinge bolts, hinge bearings
for condition and security; bearings for freedom of rotation; attach fittings for evidence of damage,
wear, failed fasteners and security. Refer to Figure 1.
(2) If cracks or frozen bearings are found, conduct a surface eddy current inspection. 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. Visually inspect the elevator torque tube for corrosion and rivet security. Pay particular attention to
the flange riveted onto the torque tube near the airplane centerline for corrosion.
D. Using a borescope inspect forward and aft stabilizer and elevator spars, ribs and attach fittings
for cracks, corrosion, loose fasteners, elongated fastener attach holes, and signs of fatigue and
deterioration.
(2) 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 finger pressure at the stringer intersection or the
rib to spar juncture to check for free play indicating a broken rib.
(3) With the inspection plate on top of the horizontal stabilizer removed, pay particular attention to
the forward side of the aft spar where the 0432001–15 reinforcement and 0432004 bracket are
installed. Refer to Figure 1, Detail B.
(4) Visually inspect the forward stabilizer attachment bulkhead for loose rivets and cracks.
(5) Visually inspect the forward side of the front spar.
E. Gain access to the 0432004 bracket. Remove both the 0432004 bracket and 0432001–15
reinforcement from the horizontal aft spar and visually inspect for cracks.
F. Visually inspect the trailing edge portion of the elevator for indications of cracks, corrosion and
deterioration. Visually inspect the attachment of the trim tab horn to the trim tab.

MODEL 152 SERIES
SERVICE MANUAL
G. Install all previously removed access panels according to the applicable Model 152 Service Manual.

Horizontal Tail Not Allowed
Visual and Eddy Current
Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or
loose rivets. Hinge bearings are prepacked 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/operator option to replace stiff bearings. Repairs may be made in accordance with Section 17
(Structural Repair) of the applicable Model 152 Service Manual. Any repair not available in Section
17 should be coordinated with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
Coordinate this inspection with SID 55-30-01, Vertical Stabilizer, Rudder and Attachments Inspection.

MODEL 152 SERIES
SERVICE MANUAL
HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION

Figure 1 (Sheet 2)

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Vertical Stabilizer Attach Bracket and Horizontal Stabilizer Rear Spar Attachment Inspection
2. EFFECTIVITY
15279406 thru 152884541,
F15201449 thru F15201828,
A15200735 thru A15200943,
FA15200337 thru FA1520372
ALL USAGE: INITIAL 2,000 Hours
REPEAT 2,000 Hours
3. PURPOSE
To inspect the vertical and horizontal stabilizer rear spar attachments for signs of damage, cracks or
deterioration.
A. Do an inspection of the vertical stabilizer to horizontal stabilizer aft spar fitting. Refer to Figure 1,
Detail B.
(1) Visually inspect the vertical stabilizer to horizontal stabilizer aft spar fitting for cracks or corrosion.
(a) Clean area before inspecting if grime or debris is present.
(b) Pay particular attention to the 0431009 brackets at the radius of the vertical to horizontal
flanges.
(2) Do a surface eddy current inspection of the 0431009 brackets at the radius of the vertical
to horizontal flanges. Refer to Section 2A-13-01, Nondestructive Inspection Methods and
Requirements, Eddy Current Inspection, for additional inspection instructions.
B. Visually inspect the 0432005-1 and -2 fittings that attach the horizontal stabilizer rear spar to the
fuselage.
(1) Inspect for loose screws in the attachment of the fittings to the horizontal stabilizer.
C. Remove 0432004 bracket from 0432001–15 reinforcement and visually inspect the horizontal
stabilizer rear spar and vertical stabilizer attach bracket for cracks. Refer to Figure 1.
(2) Visually inspect bracket and reinforcement for cracks. Use inspection holes to inspect around
nut plates on upper and lower flanges.
(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.
D. Detailed Inspection:
(1) If no cracks are found on 0432004 bracket during visual inspection, conduct a magnetic particle
inspection. Pay particular attention to fastener holes.
(2) Conduct a surface eddy current inspection of 0432001–15 horizontal rear spar reinforcement,
where the 0432004 bracket attaches.
(3) Remove 0432001–15 rear spar reinforcement and conduct a surface eddy current inspection of
0432001–56 spar, where the 0432004 and 0432001–15 are installed.
E. Install all removed parts. Refer to the applicable Model 150 Service Manual. CR3213-4-3 blind rivets
may be used ti install the 0432004 bracket

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL

Rudder Not Allowed
Visual, Eddy Current and Magnetic Particle
Replace damaged or cracked parts. 0431009-1 and -2 brackets may be replaced with 0431009-3
brackets. 0432004-1 or -9 fittings have been replaced by 0432004-10 fittings. The -10 fittings are
heat treated after welding and so cannot be rewelded and used without subsequent heat treatment.
Repairs may be made in accordance with Section 17 (Structural Repair) of the applicable Model 152
Service Manual. Any repair not available in Section 17 should be coordinated with Cessna Customer
Service prior to beginning the repair.
8. COMMENTS
SID 55-11-02 supersedes SEB03-6.

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
VERTICAL STABILIZER ATTACH BRACKET AND HORIZONTAL STABILIZER REAR SPAR ATTACHMENT
INSPECTION
Figure 1 (Sheet 1)
MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Vertical Stabilizer, Rudder and Attachments Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
3. PURPOSE
To inspect vertical stabilizer, rudder and attachments for signs of damage, cracks or deterioration.
A. Remove rudder from airplane and open all vertical stabilizer access panels. Refer to the applicable
Model 152 Service Manual.
B. 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 fittings for evidence of damage, wear, failed fasteners and security. Refer
to Figure 1.
C. Using a borescope, inspect forward and aft vertical stabilizer spars, ribs and attach fittings for cracks,
corrosion, loose fasteners, elongated fastener attach holes and signs of damage or deterioration.
Visually inspect the forward and aft stabilizer attach fittings for loose fittings and cracks.
(2) Pay particular attention to 0431009 brackets, at the radius between the vertical and horizontal
flanges. Refer to Figure 1, Detail E.
D. Inspect rudder for deterioration resulting from fatigue, wear, overload, wind damage and corrosion.
E. 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 finger pressure at the intersection
to check for free play indicating a broken rib.
F. 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 fitting. 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.
G. Install rudder and install all previously removed access panels according to the applicable Model 152
Service Manual.

MODEL 152 SERIES
SERVICE MANUAL
Vertical Stabilizer, Rudder and Stabilizer Not Allowed

Attachment
Visual, Borescope and Eddy Current if needed.
Replace damaged bolts and nuts. Replace damaged fittings and small parts. Replace damaged or
loose rivets. Hinge bearings are prepacked with grease, which will eventually oxidize and harden
after years of service. Repairs may be made in accordance with Section 17 (Structural Repair) of the
applicable Model 152 Service Manual. Any repair not available in Section 17 should be coordinated
with Cessna Customer Service prior to beginning the repair.
8. COMMENTS
Coordinate this inspection with SID 55–10–01, Horizontal Stabilizer, Elevators and Attachments
Inspection.

MODEL 152 SERIES
SERVICE MANUAL
VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION

Figure 1 (Sheet 2)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Rudder Spar Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
ALL USAGE: INITIAL 100 Hours or 1 Year (NOTE)
REPEAT 100 Hours or 1 Year (NOTE)
3. PURPOSE
To inspect the rudder spar for cracks or wrinkles around the upper one-inch diameter hole.
A. Check the aircraft records to determine if Service Bulletin SEB 94-03 has been accomplished and the
rudder spar has been replaced with an 0433010-6 spar. If it has, this inspection is complete.
NOTE: If records are incomplete or there is any doubt, examine the upper rudder spar below the
upper rudder hinges. If there is a hole in the web of the spar, the spar has NOT been
replaced.
B. Position the rudder in the neutral (centerline) position. Visually inspect the outer surface of the rudder
skins around the area of the upper attach hinges for cracks or wrinkles in the skins. Refer to Figure 1.
C. Position the rudder full left to expose the right side of the rudder spar. Carefully examine the spar in
the vicinity of the one-inch hole just below the upper rudder attach hinge. Look specifically for cracks
radiating from the one-inch hole.
D. Position the rudder full right to expose the left side of the rudder spar. Carefully examine the spar in
the vicinity of the one-inch hole just below the upper rudder attach hinge. Look specifically for cracks
radiating from the one-inch hole.

Rudder Not Allowed
Visual

MODEL 152 SERIES
SERVICE MANUAL
Replace damaged skins or spars with cracks. Replacement of the spar is a terminating action for this
inspection. Repairs may be made in accordance with Section 17 (Structural Repair) of the applicable
Model 152 Service Manual. Any repair not available in Section 17 should be coordinated with Cessna
NOTE: The replacement spar does not have the one-inch hole in the spar below the upper hinge
brackets. This reduces access to this area to buck rivets, therefore sufficient rivets will
need to be removed to allow one side of the skin to be raised to gain access to buck the
rivets common to the hinge brackets and ribs. Pull type rivets are NOT to be used common
to the hinge brackets. Install rivets beginning with those common to the hinge bracket and
spar web, then working down from the upper hinge area, bucking those common to the
ribs, spar and skin. Install rivets above the upper hinge working forward and up, finishing
at the balance weight attach area.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
RUDDER SPAR INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Wing Structure Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
TYPICAL: INITIAL 12,000 Hours or 20 Years (NOTE)

SEVERE: INITIAL 6,000 Hours or 10 Years (NOTE)
3. PURPOSE
To ensure structural integrity of the wing structure.
A. Open all access panels and remove all fairings and the wing tips from the wings. Refer to the
applicable Model 152 Service Manual.
B. Visual Inspection
(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: 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.
(c) Visually inspect for working Hi-Shear rivets at the inboard spar fittings on the main wing
spar.
(d) Pay particular attention to the trailing edge ribs and the span wise segments supporting
the flap actuator or flap bell cranks.
(3) If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed
Inspection below.
(4) If crack(s) or corrosion is found at the wing attach fittings, proceed to the Detailed Inspection
below.
(5) If no crack(s) or corrosion is found and the aircraft flight hours are below the inspection
compliance hours (above), install access panels, fairings and wing tips. Inspection is complete.
C. Detailed Inspection
(1) Support the wing outboard of the strut while removing attach bolts.
(2) Remove the wing front spar attach bolts. Visually inspect the holes on the wing and fuselage
sides of the fittings and surrounding area for corrosion.
(a) Pay particular attention to potential corrosion in the fitting inside the fuselage front carry-
thru spar.

MODEL 152 SERIES
SERVICE MANUAL
(b) Conduct a bolt hole eddy current inspection of the front spar attach fittings. Refer to
Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current
Inspection– (Bolt Hole Inspection), for additional instructions. The hole size is 0.50 inches
in diameter.
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.
(c) Install the front spar attach bolt.

(3) 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 fittings and surrounding area for corrosion.
(a) Pay particular attention to potential corrosion in the fitting inside the rear carry-thru spar.
(b) Conduct a bolt hole eddy current inspection of the rear spar attach fittings. Refer to
Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current
Inspection – (Bolt Hole Inspection), for additional instructions. The hole size is 0.4375
inches in diameter.
(c) Install the bushings in the spar in the same orientation as they were when removed.
(d) Install the rear spar attach bolt.
(4) Install previously removed access panels, fairings and wing tips. Refer to the applicable Model
152 Service Manual.
Wing Attach Points Not Allowed
Visual, Eddy Current, Borescope, Magnifying Glass
Replace cracked or excessively corroded parts. If corrosion is present, it must be removed before
refinishing. Contact Cessna Customer Service for assistance prior to beginning the repair if the
disassembly exceeds the repair facilities experience or capability.
8. COMMENTS
Coordinate this inspection with SID 57-40-01, Strut and Strut Wing Attachment Inspection.

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Wing Structure Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425


3. PURPOSE
To ensure corrosion protection of the wing structure.
A. Open all access panels and remove all fairings and the wing tips from the wings. Refer to the
B. Visually inspect throughout the wing sections for corrosion or traces of corrosion products through the
access panels and wing tips.
C. 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.
D. 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 flap and aileron.
(2) During the borescope inspection, pay particular attention to rivet butts and flanges containing
rivets.
E. Install previously removed access panels, fairings and wing tips. Refer to the applicable Model 152
Service Manual.

Wing Not Allowed
Visual, Borescope

MODEL 152 SERIES
SERVICE MANUAL
A. If corrosion is present, it must be removed before refinishing. The recommended procedure to remove
corrosion is by hand sanding, using a fine grained sandpaper.
NOTE: Particularly if corrosion is detected using a borescope, significant disassembly may

be required to remove corrosion and to refinish 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 finer 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.
C. Refinish 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.
(b) Apply mixture with a wet cross coat to yield a dry film thickness of 0.6 to 0.8 mils.
(c) Allow to air dry for two to four hours.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Wing Splice Joint at Strut Attach Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
3. PURPOSE
To verify the integrity of the forward spar wing splice.
A. Remove the four access panels inboard and outboard of the wing strut attach fitting to gain access
to the forward and aft side of the wing strut attachment. Refer to the applicable Model 152 Service
Manual.
B. 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, confirm the spar splice does not have bulging, resulting from
corrosion, and does not have missing or loose fasteners.
C. If any of these conditions are confirmed, 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.
D. If corrosion is not found, install the removed access panels. Refer to the applicable Model 152 Service
Manual.

Wing Forward Spar Not Allowed
Visual/Ultrasonic Thickness
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.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
WING SPLICE JOINT AT STRUT ATTACH INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Wing Root Rib Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425


3. PURPOSE
To ensure structural integrity of the root rib structure.
A. Remove the wing to fuselage fairing. Refer to the applicable Model 152 Service Manual.
B. Visually inspect inboard side of root ribs at WS 22.12 for corrosion.
C. Remove the inspection cover if fitted, outboard of WS 22.12.
D. Visually inspect outboard side of root ribs at WS 22.12 for corrosion.
E. Repair any corroded areas in accordance with Repair/Modification Section below.
F. Install the wing to fuselage fairing and inspection cover. Refer to the applicable Model 152 Service
Manual.
Root Rib Not Allowed
Visual
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 for cut and repair.
B. Clean area thoroughly to assess remaining thickness.

MODEL 152 SERIES
SERVICE MANUAL
C. If more than 20% of the thickness has been removed in any area, replace the rib. Up to 20% is
acceptable if confined to an area of 2 inches or less in length and less than one square inch in area.
D. Brush coat sanded areas with alodine.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Strut and Strut Wing Attachment Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
TYPICAL: INITIAL 12,000 Hours or 20 Years (NOTE)

SEVERE: INITIAL 6,000 Hours or 10 Years (NOTE)
3. PURPOSE
To verify the integrity of the strut and strut attachment fitting to the wing.
A. Remove the wing strut upper and lower fairings. Refer to the applicable Model 152 Service Manual.
B. If the flight hours meet or exceed the inspection compliance hours (above), proceed to Detailed Attach
Fitting Inspection below.
(1) Visually inspect the strut attachment fittings for cracks or corrosion. Refer to Figure 1.
(b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection below.
(2) Visually inspect the strut tube for cracks or corrosion.
(b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection below.
(3) If no crack(s) or corrosion is found, install fairings. The inspection is complete.
C. 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 fittings for corrosion.
(6) Inspect using Eddy current for cracks radiating from the wing and fuselage attach holes in the
wing strut end fitting.
(7) Replace the strut by installing the lower attachment, then the upper attachment. Refer to the

Wing Strut Not Applicable

MODEL 152 SERIES
SERVICE MANUAL
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 part.
B. Buff out sanding marks.
C. Corrosion or damage to attachment holes will require specialized rework. Contact Cessna Field
Service for rework of corroded or damaged attachment holes.
D. Clean and prime sanded areas.
8. COMMENTS
This inspection replaces Continued Airworthiness Program 57-10-02, Wing Strut and End Fittings.

MODEL 152 SERIES
SERVICE MANUAL
STRUT AND STRUT WING ATTACHMENT INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Aileron Support Structure Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
REPEAT 500 Hours or 5 Years (NOTE)
3. PURPOSE
To ensure structural integrity of the Aileron Support Structure.
A. Check airplane records to verify that SEB 87–04 has been complied with. If not, complete SEB 87–04
with this inspection.
B. Remove the ailerons. Refer to the applicable Model 152 Service Manual.
C. 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, View A-A.
D. Visually inspect the pushrod attach fittings for evidence of damage, wear, failed fasteners and security.
E. Install the ailerons. Refer to the applicable Model 152 Service Manual.

Wings Not Allowed
Visual
Refer SE84–22, "Aileron Hinge Assembly Improvement" to install new style hinge if old style is still on
airplane. Replace any damaged or cracked hinges. Replace damaged or worn hinge pins.
NOTE: The old style aileron hinge pin uses a cotter pin to secure the hinge pin in position, whereas
the new style uses a screw.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
AILERON SUPPORT STRUCTURE INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE
Flap Tracks Corrosion Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425

NOTE: Refer to section 2A-30-01 and associated maps to determine corrosion severity.
3. PURPOSE
To ensure the integrity of the flap tracks.
A. Check airplane records to verify that SEB95–03 has been incorporated. If not, complete SEB95–03
with this inspection.
B. Visually inspect the inboard and outboard flap 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.
C. Visually inspect the flap track rib assembly, attachment brackets and angles for condition, cracks,
loose rivets and security.
Flap Tracks Not Allowed
Visual
Replace damaged flap tracks or attachments. Replace damaged or loose rivets.
8. COMMENTS

MODEL 152 SERIES
SERVICE MANUAL
FLAP TRACKS CORROSION INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Engine Mount Inspection
2. EFFECTIVITY
15279406 thru 15286033,
F15201449 thru F15201980,
A15200735 thru A15201049,
FA15200337 thru FA1520425
REPEAT At Engine Overhaul (NOTE)
3. PURPOSE
To ensure structural integrity of the engine mount.
A. Remove engine cowling, engine and sufficient accessories to allow removal of the tubular engine
mount. Refer to the applicable Model 152 Service Manual.
B. 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 magnifier of 7X or greater to aid
in inspection.
C. If rust is found, cracks are suspected or if airplane has exceeded the compliance time listed above,
remove the tubular engine mount. Conduct a magnetic particle inspection for these areas. Refer
to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Magnetic Particle
Inspection, for additional instructions.
D. Replace the tubular engine mount, engine, previously removed accessories and the cowling. Refer
to the applicable Model 152 Service Manual.

Under Cowl Not Allowed
Visual, Magnetic Particle
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 17 (Structural Repair) of the applicable

MODEL 152 SERIES
SERVICE MANUAL
Model 152 Service Manual. Section 17 also describes tubes which MUST be replaced in their entirety
rather than being repaired. Any repair not available in Section 17 listed above should be coordinated
with Cessna Customer Service prior to beginning the repair.
8. 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 satisfied by inspections at engine overhaul. The initial inspection must be
completed by June 30, 2015.

MODEL 152 SERIES
SERVICE MANUAL
ENGINE MOUNT INSPECTION

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Vertical Fin Attach Bracket Inspection
2. EFFECTIVITY
15279406 thru 15286033
F15201449 thru F15201980
A15200735 thru A15201049
FA1520337 thru FA1520425
ALL USAGE: INITIAL 100 Hours or 1 Year (NOTE)
REPEAT 100 Hours or 1 Year (NOTE)
3. PURPOSE
To inspect the vertical stabilizer rear spar attachments for signs of corrosion or cracks.
A. Visually inspect the vertical stabilizer to horizontal aft spar fitting for cracks or corrosion. Refer to
Figure 1.
(1) Clean the 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 flanges
of each bracket.
(3) If a crack is suspected, do the following:
(a) Do a surface eddy current inspection. Refer to Section 2A-13-01 Nondestructive
Inspection Methods and Requirements, Eddy Current Inspection, for additional inspection
instructions.
B. Do an inspection of the vertical fin attachment nutplates in accordance with the latest revision of SE79-
49.
C. Install all removed parts. Refer to the applicable sections of the Model 152 Service Manual.

Vertical Stabilizer Not Allowed
Replace damaged or cracked parts. 0431009-1 and -2 brackets may be replaced with 0431009-3
brackets.
8. COMMENTS
D2064-1-13 Temporary Revision Number 8 - May 18/2015 2A-14-22 Page 1

MODEL 152 SERIES
SERVICE MANUAL
VERTICAL STABILIZER ATTACH BRACKET INSPECTION

Figure 1 (Sheet 1)

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
1. TITLE:
Rudder Horn Inspection
2. EFFECTIVITY
15279406 thru 15286033
681, A1500433, A1520735 thru A1521049
F15201429 thru F15201980
FR1520337 thru FR1520425
ALL USAGE: INITIAL 100 Hours or 1 Year
REPEAT 100 Hours or 1 Year
3. PURPOSE
To inspect the rudder horn for corrosion around the bumpers installed with SK152-24 or SK152-25.
A. Review the aircraft maintenance records to determine if the detailed visual inspection outlined in steps
3-17 of SEL-27-02 have been accomplished for SK-152-24B or SK152-25B or earlier revision. If
the inspection has not been accomplished complete this inspection now. If the inspection has been
accomplished, or SK-152-24C or SK152-25C or later revision has been accomplished, complete step
B.
B. Do a visual inspection of the rudder horn for corrosion, cracked paint, bubbled or peeling paint. Pay
particular attention to the area where the bumper contacts the rudder horn and the area around each
rivet. Refer to Figure 1 . Inspect the condition of the sealant and corrosion inhibitor compound (CIC)
and correct as necessary.
NOTE: Clean dirt and grime from bumpers and rudder horn with an approved aircraft cleaner
before inspection.
C. If corrosion, cracked, bubbled or peeling paint is found carefully remove the six MS20470AD4-7A
rivets and two bumpers. Do a detailed inspection of the rudder horn for corrosion, looking closely at
the area where the bumpers contact the rudder horn and in the rivets holes. Refer to SEL-27-02 for
reassembly instructions.

Vertical Stabilizer Not Allowed
Visual
If the rudder horn has moderate or severe corrosion more than 0.010 inch, the rudder horn must be
replaced. If the rudder horn shows signs of light surface corrosion, the area can be reworked as
follows:
A. Use 180 grit or finer aluminum oxide abrasive paper, cloth or pads to remove surface corrosion.
B. Remove no more than 0.010 inch material. If more than 0.010 inch material is removed, the rudder
horn must be replaced.

© TEXTRON AVIATION INC. Aug 1/2019
CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
8. COMMENTS

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
Rudder Horn Assembly

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
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 flexible 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 five 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) Definitions - The following definitions pertain to flexible 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 finished 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.

MODEL 152 SERIES
SERVICE MANUAL
B. Inspection of Cable System
NOTE: For tools and equipment used in checking and rigging, refer to the appropriate sections of
the Model 152 Service Manual.
(1) 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.
(2) Cable Fittings
(a) Check swaged fitting reference marks for an indication of cable slippage within the fitting.
Inspect the fitting for distortion, cracks and broken wires at the fitting.
(b) Check turnbuckles for proper thread exposure. Also, check turnbuckle locking clip or safety
wire.
(3) 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
1 Examine cables for broken wires by passing a cloth along the length of the cable.
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 confirm
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 Smallest Allowable
Loop Diameter (Loop Inside Diameter of Coil
Test) (Cable Storage)
1/32 Inch 1.6 Inch 4.7 Inch
1/16 Inch 3.2 Inch 9.4 inch
2 Wire breakage criteria for the cables in the flap, aileron, rudder and elevator systems
are as follows:
a Individual broken wires are acceptable in primary and secondary control cables
at random locations when there are no more than three broken wires in any
given 10-inch (0.254 m) cable length.
3 Corrosion
a Carefully examine any cable for corrosion that has a broken wire in a section not
in contact with wear producing airframe components, such as pulleys, fairleads,
rub blocks etc. It may be necessary to remove and bend the cable to properly
inspect it for internal strand corrosion, as this condition is usually not evident

MODEL 152 SERIES
SERVICE MANUAL
Cable Broken Wires and Pulley Wear Patterns

Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
Cable Broken Wires and Pulley Wear Patterns

Figure 1 (Sheet 2)

MODEL 152 SERIES
SERVICE MANUAL
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.
b 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) Pulleys
(a) Inspection of Pulleys
1 Inspect pulleys for roughness, sharp edges and presence of foreign material
embedded in the grooves. Examine pulley bushings or bearings to ensure smooth
rotation, freedom from flat spots and foreign material.
2 Periodically rotate pulleys, which turn through a small arc, to provide a new bearing
surface for the cable.
3 Check pulley alignment. Check pulley brackets and guards for damage, alignment
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.
(5) 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 flattened, 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.
(6) Flight Control Cable Inspection
(a) General Information
WARNING: If the flight 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
flight control system.
NOTE: Flight control cable inspections are normally performed without removing
or disconnecting any part of the flight control system. However, it may be
necessary to derig or remove the cable to get access to the entire cable.
(b) Cable Inspection Procedure

1 Each flight control cable must be visually inspected along its entire length for evidence
of broken wires, corrosion, fraying or other damage. Visual inspection may be via
direct sight, mirror and flashlight or borescope.
2 Visually check for proper routing along entire length of cable. Make sure that cables,
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.

MODEL 152 SERIES
SERVICE MANUAL
3 Each flight 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 chafing or wear.
NOTE: It may be necessary to have a second person move the flight control
system being inspected to ensure that the entire cable run in an affected
area is checked.
4 Any flight 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:
a Individual broken wires are acceptable in any cable provided that no more than
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.
b Reject any cable if corrosion is found which appears to have penetrated into
interior of cable. If extent of corrosion cannot be determined, cable is to be
rejected.
5 Inspect all cable termination fittings (clevises, turnbuckles, anchors, swagged balls
etc.) for security of installation, proper hardware and evidence of damage.
a All turnbuckles are required to be secured. Safety wire or prefabricated clips
are acceptable.
6 Inspect cable pulleys.
a Inspect all pulleys for security of installation, evidence of damage and freedom
of rotation.
b Pulleys which do not rotate with normal cable movement due to internal bearing
failure are to be rejected.
c Pulleys with grooving etc., due to normal in-service use, are deemed
serviceable, as long as overall function is not impaired.
7 Restore cable system as required following cable teardown (if performed).
a Tension tasks and other tasks specific to individual systems are described under
applicable individual tasks.
b Any flight control cable system which has been torn down requires a flight control
rigging check prior to release of airplane for flight.

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
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.
B. Complete the initial CPCP inspection in conjunction with the first SID inspection.
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, specified corrosion levels and the
compliance time. The CPCP also includes procedures to let Textron Aviation and the regulatory
authorities know of the findings 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.
B. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion
identified 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: A good quality program is one that will control all structural corrosion at Level 1 or better.
C. Corrosion Program Levels.
NOTE: In this manual the corrosion inspection tasks are referred to as the corrosion program
inspection.
(1) Level 1 Corrosion.

(a) Damage that occurs between successive inspections that is within allowable damage
limits; or Damage that occurs between successive inspections that does not require
structural reinforcement, replacement, or new damage tolerance based inspections; or
Corrosion that occurs between successive inspections that exceeds allowable limits, but
can be attributed to an event not typical of operator usage of other aircraft in the same
fleet; or Light corrosion occurring repeatedly between inspections that eventually require
structural reinforcement, replacement, or new damage tolerance based inspections.
(a) Corrosion occurring between any of two successive corrosion inspection tasks that require
a single rework or blend-out, which exceeds the allowable limit; or Corrosion occurring
between successive inspections that is widespread and requires a single blend-out
approaching allowable rework limit, i.e. it is not light corrosion as provided for in Level 1.
(a) Corrosion occurring during the first or subsequent accomplishments of a corrosion
inspection task that the operator and Textron Aviation have determine to be an urgent
airworthiness concern.

CESSNA®
MODEL 152 SERIES
SERVICE MANUAL
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
(2) FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft
(3) Cessna Illustrated Parts Catalog - part numbers P692-12.
(4) Cessna Service Manual - part number D2064-1-13.
5. 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) Textron Aviation recommends that the CPCP be done first 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
specified 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 sufficient 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 specified 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 sufficient 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 fittings. 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, flight missions, payloads, maintenance practices (for
example more than one owner), variation in rate of protective finish or coating wear.
(a) Some airplanes that operate under equivalent environments and maintenance practices
can be able to extend the inspection intervals if a sufficient 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 specified 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 identified
during the second and each subsequent CPCP inspection. This information will be reviewed by
Textron Aviation to make sure the Baseline Program is sufficient 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.

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B. 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.
(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: Areas that need a careful inspection are given in the corrosion inspection.
(b) 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 fittings. Hidden corrosion will almost always be worse when fully exposed.
(4) Remove all of the corrosion, examine the damage and repair or replace the damaged structure.
(a) Apply a protective finish where it is required.
(b) Clean or replace the ferrous metal fasteners with oxidation.
(5) Remove blockages of foreign object debris so that the holes and clearances between parts can
drain.
(6) 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.
(7) Install the dry insulation blankets.
(8) Install the equipment and airplane interior that was removed to do the corrosion inspection.
7. Baseline Program Implementation

A. The Baseline Program is divided into specific inspection areas and zone locations. The inspection
areas and zone locations apply to all airplanes. Refer to 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 Textron
Aviation data that will show that the Baseline Program is sufficient 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 Textron Aviation. Send the Control
Prevention and Control Program Damage Reporting Form to: Textron Aviation, Inc., 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 Difficulty Reporting System to report all Level 2 and Level 3 Corrosion results to the
FAA and to Textron Aviation. All corrosion reports received by Textron Aviation 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.

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Airplane Zones
Figure 1 (Sheet 1)

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Corrosion Prevention and Control Program Damage Report Form

Figure 2 (Sheet 1)

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(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.
(3) The corrosion reports that are sent to Textron Aviation and data from the FAA Service Difficulty
Records were used to identify the inspection areas of the Baseline Program. When more than
one incident of corrosion was identified at a specified location, an inspection was included for
that location in the Baseline Program.
(4) When corrosion was found once, the data was examined to find if the corrosion was caused by
one specified occurrence or if other airplanes could have corrosion in the same location. If the
corrosion is not linked to one specific occurrence, the inspection should be added to the Baseline
Program.
(5) The inspection interval was specified by the duration and corrosion severity.
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 Textron Aviation
recommends that records be kept to assist in program adjustments when necessary. The
inspection of records will make sure the identification, 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 clarifies the previous sections of this document. Refer to
Figure 3.
B. Glossary of General Descriptions.
WORD GENERAL DESCRIPTION

Allowable Limit 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.
Baseline Program A Baseline Program is a CPCP developed for a specific 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.
Basic Task Refer to Corrosion Program Inspection.
Corrosion Program The Corrosion Program Inspection (CPI) is a specific and fundamental set
Inspection (CPI) 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 specific requirements in an airplane area or zone. The
CPI is developed to protect the primary structure of the airplane.
Corrosion (Metal) The physical deterioration of metals caused by a reaction to an adverse
environment.

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Corrosion Prevention and A Corrosion Prevention and Control Program is a comprehensive and
Control Program (CPCP) 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
definition of corrosion levels, implementation thresholds, a repeat interval for
task accomplishment in each area or zone and specific procedures that apply
if corrosion damage exceeds Level 1 in any area or zone.
Design Approval Holder The design approval holder is either the type certificate holder for the aircraft
or the supplemental type certificate holder.
Inspection Area 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.
Inspection Interval The inspection interval is the calendar time between the accomplishment of
successive corrosion inspection tasks for a Task Area or Zone.
Level 1 Corrosion Damage that occurs between successive inspections that is within allowable
damage limits; or Damage that occurs between successive inspections that
does not require structural reinforcement, replacement, or new damage
tolerance based inspections; or Corrosion that occurs between successive
inspections that exceeds allowable limits, but can be attributed to an event not
typical of operator usage of other aircraft in the same fleet; or Light corrosion
occurring repeatedly between inspections that eventually require structural
reinforcement, replacement, or new damage tolerance based inspections.
Level 2 Corrosion Corrosion occurring between any of two successive corrosion inspection tasks
that require a single rework or blend-out, which exceeds the allowable limit; or
Corrosion occurring between successive inspections that is widespread and
requires a single blend-out approaching allowable rework limit, i.e. it is not light
corrosion as provided for in Level 1.
Level 3 Corrosion Corrosion occurring during the first or subsequent accomplishments of
a corrosion inspection task that the operator and Textron Aviation have
determine to be an urgent airworthiness concern.
Light Corrosion 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.
Local Corrosion 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.
Principal Structural A PSE is an element that contributes significantly to carrying flight, ground or
Element (PSE) pressurization loads and whose integrity is essential in maintaining the overall
structural integrity of the airplane.
Task Area Refer to Inspection Area.

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Urgent Airworthiness An urgent airworthiness concern is damage that could jeopardize continued
Concern safe operation of any airplane. An urgent airworthiness concern typically
requires correction before the next flight and expeditious action to inspect the
other airplanes in the operator's fleet.
Widespread Corrosion Widespread corrosion is corrosion of two or more adjacent skin or web bays
(a web bay is defined 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.
Zone Refer to Inspection Area.
14. Corrosion Prevention Materials

A. Approved Corrosion Preventative Compounds.
Table 1. Corrosion Preventative Compounds
Name Part Number Manufacturer Application Areas

U074098 Textron Aviation Service To assist in protecting
Parts and Programs. airplanes from corrosion.
Cor-Ban 23 NOTE 1
7121 Southwest Blvd,
Wichita, KS 67215
U074100 Textron Aviation Service To assist in protecting
Cor-Ban 35
Parts and Programs. airplanes from corrosion.
- Commercially Available To assist in protecting
ARDROX AV-8 NOTE 1
airplanes from corrosion.
- Commercially Available To assist in protecting
ARDROX AV-15
Commercially Available To assist in protecting
Corrosion X
Extreme Simple green or - Commercially Available To be used for cleaning.
equivalent NOTE 2
MPK (Methyl Propyl - Commercially Available To be used for cleaning.
Ketone)
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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Corrosion Location
Figure 3 (Sheet 1)

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Corrosion Location
Figure 3 (Sheet 2)

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Corrosion Location
Figure 3 (Sheet 3)

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Corrosion Location
Figure 3 (Sheet 4)

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Table 2. Tools and Equipment
Name Part Number Manufacturer Use

- Zip-Chem Products To spray the corrosion inhibit
Formit Extension Tube
compound in aerosol form.
MF-3100 Microflex AirVerter., To spray the corrosion inhibit
10630 Riggs Hill Road, compound in aerosol form.
Suite S, Jessup, Maryland
HVLP Spray Gun
20794-9425
Phone: 1.800.937.4857
USA
Respirator (Half Face) - Commercially Available For respiratory protection
- Commercially Available For masking the adjacent
parts in the vicinity
Aluminum Foil
of corrosion inhibiting
compound application area.
- Commercially Available For masking the adjacent
parts in the vicinity
Paint Masking Tape
of corrosion inhibiting
compound application area.
- Textron Aviation Service To be used for spray
Parts and Programs. application
Formit-18 Fan
7121 Southwest Blvd,
Wichita, KS 67215
- Commercially Available To access the inspection
Boroscope
area
- Commercially Available To inspect the corrosion
Magnifying Glass
area.
16. 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: In some areas it may be necessary to use equipment such as a borescope to see the
inspection area.
(2) Fully clean the inspection area before starting the inspection.
(3) 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 fittings.

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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: A magnifying glass can be a valuable tool to use to make sure all the corrosion has
been removed.
17. Corrosion Evaluation and Classification

A. Complete an Initial Corrosion Damage Assessment.
(1) For classification of corrosion damage, refer to Determination of the Corrosion Levels.
B. 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 find that the corrosion exceeds allowable limits during corrosion evaluation, contact Textron
Aviation 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.
B. Surface/Area Preparation
(1) Cleaning
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:
1 Use a handheld sprayer to apply the cleaner.
2 Make sure that the cleaner pressure is less than 100 psi (12065.83 kPa).
3 Apply a full layer of the cleaner to the area where the corrosion inhibiting compound
will be applied.
4 Let the cleaner stay on the area for 5-10 minutes.
5 Scrub the area with a soft-bristeled brush (non-metalic).
6 If necessary, apply the cleaner again to keep the surface wet.
NOTE: If the surface dries before the rinse, apply the cleaner again.
7 Rinse the surface with reverse osmosis or de-ionized water.

8 Make sure that the water pressure is less than 100 psi (12065.83 kPa).
9 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) Put paint mask paper or plastic on windows, light ramps, brakes, tires, and adjacent areas
of possible over-spray.
(b) 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.
1 Landing Gear Components
2 Actuator Components
3 Movable Mechanical Components
4 Electrical Components (wires, switches and sensors etc.)
5 Seals
6 Bleed Air Lines
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: Refer to the manufacturer's specifications for the proper application temperature.
(1) Use a spray gun if the corrosion inhibiting compound is in a bulk resin form.
(2) If necessary, you can use an extension tube with a spray gun to keep the over-spray to a
minimum.
(3) 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) If you find 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.
(5) 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.
(6) 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.
(7) If you use Corrosion X for the corrosion treatment, make sure that the wet layer thickness is
between 2 to 3 mils.
(8) Let the wet layer dry for two to three hours to become tack-free.
NOTE: The airplane must stay in the paint facility until tack-free.
NOTE: 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 find 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 find the extent of the corrosion.
(2) The second and subsequent inspections will find 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 find 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 find out if the
corrosion is Level 3.
(10) The chart found in this section will help find 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 Textron Aviation. Textron Aviation engineering will do an analysis to make sure the
corrosion is not an urgent airworthiness concern.
B. When doing the analysis, Textron Aviation will consider:
(1) Can the cause of the corrosion be identified, such as a chemical spill or protective finish
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 fleet?
21. Typical Actions That Follow the Determination of the Corrosion Level.
A. If corrosion is found, find the corrosion level, then do the necessary steps for a specific inspection.
B. If Level 1 corrosion is found during the first CPCP inspection.
(1) Repair the structure. Contact Textron Aviation 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.
C. If Level 2 corrosion is found during the first CPCP inspection.
(2) Report the details of the corrosion you see to Textron Aviationy 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.

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Corrosion Level Determination Chart

Figure 4 (Sheet 1)

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Figure 4 (Sheet 2)

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Figure 4 (Sheet 3)

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D. If Level 3 corrosion is found during the first CPCP inspection.

(1) Immediately contact Textron Aviation and the FAA (or applicable regulatory authority) of the
corrosion you found. Refer to Reporting System.
(2) Give sufficient information to make sure that the condition is a possible urgent airworthiness
concern for your fleet. Get assistance from Textron Aviation Propeller Aircraft Product Support
to develop a plan of action.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Textron Aviation for an approved repair procedure.
(4) Do a report that has the information of the findings. 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.
E. 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.
F. 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 Textron
Aviation 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.
G. If Level 2 corrosion is found on the second or subsequent CPCP inspection:
(2) Do a report that shows the information about the corrosion and send it to Textron Aviation 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 fleet before you change your aircraft's
maintenance program.
(a) If the corrosion is typical of Level 2, use the fleet data to find what changes are required to
control corrosion to Level 1 or better.
(b) If fleet 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 Textron Aviation is recommended for Level 2 corrosion findings 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 fleet prior to the next
scheduled inspection of that area.
(5) 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 modification, 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 finish, drainage path clearance.
(c) Decrease the inspection interval for additional airplanes that go into the program.
(6) Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and
to Textron Aviation as needed.
(7) 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 Textron Aviation 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 fleet.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Textron Aviationy for an approved repair procedure.
I. Find the action needed to control the corrosion finding to Level 1 or better, between future successive
inspections. These can include any or all of the following:
(1) A structural modification, 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 finish, drainage path clearance.
(3) A decrease in the inspection interval for additional airplanes entering the program.
J. Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and Textron
Aviation as needed.
K. Use the approved plan of action.
L. It is recommended that you give the details of the findings to Textron Aviation.
22. Factors Influencing Corrosion Occurrences

A. If you find 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 finish?
(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
fleet?
(8) Were there variations in the production build standard in the operator's fleet?
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 Textron Aviation 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 Textron Aviation 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 first 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) Textron Aviation highly recommends to start all of the CPIs as soon as possible. This is the most
cost effective way to prevent or control corrosion.

MODEL 152 SERIES
SERVICE MANUAL
CORROSION
1. General
A. This section describes corrosion to assist maintenance personnel in identification of various types of
corrosion and application of preventative measures to minimize corrosion activity.
B. 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.
2. 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 electro-potential voltage
relative to the remainder of the alloyed sheet. This process is conducted at the fabricating mill
and the product is called Alclad. Model 152 airplanes had sheet metal parts constructed of
Al-clad sheet.
(4) One of the best ways to eliminate one of the conditions is to apply an organic film (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 flow and therefore, prevent corrosive
reaction and was not available for production Model 152 airplanes.
(5) Other means employed to prevent electrochemical corrosion include anodizing and
electroplating. Anodizing and other passivating treatments produce a tightly adhering chemical
film 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 film that forms on the metal surfaces. This film 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 difficult 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.

MODEL 152 SERIES
SERVICE MANUAL
B. Direct Chemical Attack.

(1) Direct chemical attack may take place when corrosive chemicals, such as battery electrolyte,
caustic cleaning solutions or residual flux deposits are allowed to remain on the surface or
become entrapped in cracks or joints. Welding or soldering flux residues are hydroscopic and
will tend to cause severe pitting. Any potentially corrosive substance should be carefully and
completely removed whenever such spillage occurs.
C. Pitting Corrosion.
(1) The most common effect of corrosion on polished aluminum parts is called pitting. It is first
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.
D. 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.
E. 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.
F. 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.
G. 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 identified as metal ion cells and oxygen
cells. Refer to Figure 1.
H. 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 flow 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 filiform 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 filiform corrosion.

MODEL 152 SERIES
SERVICE MANUAL
Corrosion
Figure 1 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
(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.
(3) To remove filiform 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 refinish surface.
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 fitting 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 influence.
J. Fatigue Corrosion.
(1) Fatigue corrosion is a special case of stress corrosion caused by the combined effects of cyclic
stress and corrosion.
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 film 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.
B. 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 flushing with clean, cold running water. If
boric acid is not available, flush the area with clean, cold water.
(2) If corrosion appears, use an approved repair method to repair the structure.
C. 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 fiber brush.
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 film lubricants are often applied to
reduce corrosion problems.

MODEL 152 SERIES
SERVICE MANUAL
(2) Care and replacement of solid film lubricants require special techniques peculiar to the particular
solid film being used. Good solid film lubricants are lubricants conforming to Specification MIL-
PRF-81322.
(a) Solid film lubricants prevent galvanic coupling on close tolerance fittings and reduce fretting
corrosion. Surface preparation is extremely important to the service or wear life of solid
film lubricants.
(b) Solid film lubricants are usually applied over surfaces coated with other films, such as
anodize and phosphate. They have been successfully applied over organic coatings such
as epoxy primers.
CAUTION: Solid film 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 fillet seal remains. Joint areas, which could hold water, should be filled 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: Corrosion inhibiting solid film lubricants, Specification MIL-PRF-46010 and/or

MIL-L-46147, may be used to protect attaching parts from corrosion.
(b) 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 Specification MIL-PRF-81733 Corrosion inhibiting sealer (Type X).
(4) Close tolerance bolts passing through dissimilar metals should be coated before installation,
with a corrosion inhibiting solid film lubricant conforming to Specification MIL-PRF-46010 and/or
MIL-L-46147.
(5) Washers made of aluminum alloy of suitable design should be used under machine screws,
countersunk fasteners, bolt heads and nuts.
(6) Adjustable parts threads such as tie rod ends, turnbuckles, etc., should be protected with solid
film lubrication conforming to Specification MIL-PRF-46010 and/or MIL-L-46147.
(7) Slip fits should be assembled using wet primer conforming to Specification MIL-PRF-23377G
or later, non-drying zinc chromate paste or solid film lubricant conforming to Specification MIL-
PRF-46010 and/or MIL-L-46147.
(8) Press fits should be accomplished with oil containing material conforming to Specification MIL-
C-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.

MODEL 152 SERIES
SERVICE MANUAL
(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. Specification 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
B. 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.
C. 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 files or sanding disks for heavier corrosion. Finish up with fine sand paper.
NOTE: Do not use metallic wool. Metal particles will be embedded in the surface, which will
initiate additional corrosion.
D. 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.
E. 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 fit or function of a part.
F. 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 18 of the Model 152 Service
Manual.
G. Replace Removed Components.
6. General
A. This section contains maps which define the severity of potential corrosion on the airplane structure.
B. The Corrosion Severity Zones identified in Figure 2, Figure 3, Figure 4, Figure 5, Figure 6 and Figure
7 are provided for guidance to determine types and frequency of required inspections and other
maintenance.

MODEL 152 SERIES
SERVICE MANUAL
C. Corrosion Severity Zones are affected by atmospheric and other climatic factors. It is the
responsibility of the owner and operator to determine the specific corrosion severity level with respect
to the operating environment of the aircraft based on geographic location and known environmental
conditions. Corrosion Severity Zones are defined as follows.
(1) Mild Corrosion Severity Zone
(a) Airplanes operated in arid, temperate or cold regions.
(2) Moderate Corrosion Severity Zone
(a) Airplanes operated in tropical or subtropical high humidity regions.
(3) Severe Corrosion Severity Zone
(a) Airplanes operated in the following conditions should follow the procedures for severe
corrosion zones.
1 Salt water or coastal regions.
2 Based in or near industrial and/or metropolitan areas with heavy atmospheric
pollution.
3 From airports where the use of chemical de-icers is common.
4 Agricultural operations.
5 On floats.

MODEL 152 SERIES
SERVICE MANUAL
North America Corrosion Severity Map

Figure 2 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
South America Corrosion Severity Map

Figure 3 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
Africa Corrosion Severity Map

Figure 4 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
Asia Corrosion Severity Map

Figure 5 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
Europe and Asia Minor Corrosion Severity Map

Figure 6 (Sheet 1)

MODEL 152 SERIES
SERVICE MANUAL
South Pacific Corrosion Severity Map

Figure 7 (Sheet 1)

SEClclON S
ElUSELAGE
Page No.
Manual
FUSELAGE 1C18/3-1 Adjustment 1D5/3-12

Windshield/Windows 1C18/3-1 Lock 1D5/3-12
Description 1C18/3-1 Seats 1D5/3-lft
Cleaning 1C18/3-1 Pilotand Copilot 1D5/3-12
Waxing 1C18/3-1 Description 1D11/3-18
Repair 1C18/3-1 RemovaYInutallation 1D~1/3-18
Scratches 1C19/3-2 Auxiliary 1D11/3-1~1
Cracks 1(=22/3-5 Description 101113-18
Windshield 1C22/3-5 RemovaYInstallation 1D11/3-18
Removal 16322/3-5 Repair 1D1113-18
Installation 1C22/3-5 Cabin Uphosltery 1D11/3-18
Windows 1D2/3-9 Materials and Tools 1D11/3-18
Movable 1D2/3-9 Soundproofing 1D1113-18
RemovaVInstallation 11)2/3-9 Cabin Headliner 1D11/3-18
Wrap-Around Rear 1D2/3-9 Removal/Installation 12)1313-20
RemovaVInstallation 1D2/3-9 Upholstery Side Panels 1D13/3-20
Overhead 1D2/3-9 Carpeting 1D13/3-~0
Remova I/lnstall;atibn 1D2/3-9 Baggage Compartment
Cabin Doors 1D2/3-9 Upholstery 1D13/3-fLO
RemovaYInstallation 1D2/3-9 Safety Provisions 1D13/3-t20
Adjustment 11)5/3-12 Cargo Tie-Downs 1D313/3-20
Weatherstrip 1D5/3-12 SafeTty Belts 11)13/3-20
Wedge Adjustment 1D5/3-12 Shoulder Harness 1D13/3-’LO
Latche~j ID5/3-12 Inertia Reel Mirror 11)13/3-20
Description 1D5/3-12 Rear View Mirror 1D13/3-20
Seat Rail Inspection 1D17/3-2´•1
3-1. FUSELAGE.
3-2. WINDSHIELD AND WINDOWS.
3-3. DESCRIPTION. The windshield and windows are single-piece, acrylic panels set in sealing
strips and held by formed retaining strips, secured to the fuselage with screws and rivets.
Isocryl 5603 sealant (TMKO1 Kit; contact a Cessna Service Station) used in conjunction with I
a felt seal is applied to all edges of windshield and windows with exception of the wing root
area. The wing root fairing has a heavy felt strip which completes the windshield sealing.
3-4. CLEANING. (Refer to Section 2.)
3-5. WAXING. WaJdng plastic and help protect the surface

will fill in minor scratches in clear
from further abrasion. Use agood grade of commercial wax applied in a thin, even coat.
Bring wax to a high polish by rubbing lightly with a clean. dry flannel cloth.
3-8. REPAIR. Replace extensively damaged transparent plastic rather than repair whenever
possible, since carefully
even a patched part is not the equal of a new section. either optically
or structurally. At the first sign of crack development. drill a small hole st the extreme end of
the crack as shown in figure 3-1. This serves to localize the cracks and to prevent further
splitting by distributmg the strain over a large area. If the cracks are small, stopping them
Revision 1 3-f
with drilled holes will until replacement or more permanent repair can be
usually suffice
made. The following repairs are permissible; however, they are not to be located in the pilot’ s
line of vision during landing or normal flight.
a. SURFACE PATCH. Lf a surface patch is to be installed trim away the damaged area
and round all corners. Cut a piece of plastic of sufficient sire to cover the damaged
area and extend at least 3/4-inch on each side of the crack or hole. Bevel the edges as
shown in figure 3-1. Lf the section to be repaired is curved shape the patch to the same
contour by heating it in an oil bath at a temperature of 2480 to 3020F.. or it may be
heated on a hot plate until soft. Boiling water should not be used for heating, Coat the
patch evenly with plastic solvent adhesive and place immediately over the hole.
Maintain a uniform pressure of from 5 to 10 psi on the patch for a of 3 hours.
Allow the patch to dry 24 to 36 hours before sanding or polishing is attempted.
b. PLUG PATCH In using inserted patches to repair holes in plastic structures, trim
the holes to a perfect circle or oval and bevel the edges slightly. Make the patch
slightly thicker than the material-being repaired, and similarly bevel the edges.
Install patches in accordance with procedure illustrated in figure 3-1. Heat the plug
until soft and press into the hole without cement and allow to cool to innke a perfect
fit. Remove the plug, coat the edges with adhesive, and then ~einsert in the hole.
Maintain a firm light pressure until the cement has set, then sand or file the edges
level with the surface; buff and polish.
3-7. SCRBTCB[IES. Scratches on clear plastic surfaces can be removed by opera

tions, followed by bne6ng and polishing as shown in Sanding Repair, 6gpn iEl, ii steps
below an,followed
a Wrap a piece of No, 330 (ao~ finer) sandpaper ar abrasive cloth aronnd a rnbber pad
or wood block, Rob sPrface around scratch with a circalPr motion keeping abrasive
constantly wet with celpa~ water to prevent scratching surface further. OSb minimam
pressure and cover an area large enollgh to prevent farmation of ’4pll’aeyes" or
other optical distortions,
CAV~ON
Do not use coarse grade abrasive. Number 320 grit or
finer is recommended,
b. Continue sanding operation, using progressively finer grade abrasives until

scratchesdisappear.
c. When scratches have been removed, wash area thoroughly with clean water to
remove all grjttg particles. The entire sanded area will be clouded with minute
scratches which must be removed to restore transparency.
d. Apply fresh tallow or buffing compound to a motor-driven buffing wheel Hold wheel
against plastic surface, moving it constantly over damaged area until cloudy
appearance disappears. A 2000-foot-per-minute surface speed is recommended to
prevent overheating and distortion. (Ex~rIlple: 750 rpm polishing machine with a 10
inch bnf~ing bonnet.)
NOr5
Polishing can be accomplished by hand but will require a

considerably longer period of time to attain the same
result as produced by a bnf~ing wheel.
e. When bnffing is finished, wash area thoroughly and dry with a soft flannel cloth.
Allow surface to cool and inspect area to determine if full transparency has been
3-2
STOP DRILLED SOFT WIRE LACING
Ilil
I
I) IIIJ II
I3!I111 (1111).
iI I I
CRACK
11111 I
I II
11 ;)I
1111 I
II I1111
I I II´•
;~\I´•
,III\I
I I 1.1 1I1
I11l1
I IIII ii
1;1
i ,I STOP
III~11.1 DRILLED
BEVELED EDGE
II
CRACI
ROUND HOLE SURFXCE PATCH

i.
’i!1 I!;II SCRFXCE PATCH FOR CRACKS
~C IIIY I ::II
111ii i Ibl~ As
ORIGINAL
By
SURFACE PATCH FOR

Y/
ROUNDH~
REINFO_RCEMEWOOD NT\
AVOID SHARP CORNERSj,/
I\ ’II
’,I
TRIM DAMAGED AREA
AND ROUND ALL l,(i
i,:
It;
I
I,´• 1;1,
CORNERS
;I, I
!II
i 1I II
I
II I!1
11111~Ir
II,
I
BEVELED EDGE
I
(I;
1i:II1:I1~Ii 1I I CUSHION
RUBBER OR
CIRBAF O
WOOD
SCRF´•XCE PATCH FORII (il ~I

IRREGCLAR SHAPEb DA,MAGE~ _/
Figure 3-1. Repau of Windsh~eld and Windows (Sheet r of 2)
3-3
MODE~L 152 SERIES SERVICE MANUAL
CORRECT
’-1~8´•2
~NCORRECT*(
SANDING REPAIR
OR1G\NAL
As Received By
ATP
PATCH SHOULD BE
PATCHES THICKER
PATCH AND HOLE PATCH TAPERED

SHOULD BE TRIMMED ON SHARPER
WITH TAPERED EDGES. ANGLE THAN
MATERIAL.
HEAT EDGES OF DURING CEMENTING. PRESSURE

PATCH UNTIL NEED BE APPLIED ONLY ON TOP
SOFT ArJD SURFACE. TAPER ASSURES EOUAL
FORCE IT INTO HOLE. PRESSURE ON ALL, SIDES.
HOLD IT IN PLACE UNTIL
COOL AND HARD TO
ASSURE PERFECT FIT.
THEN REMOVE PATCH
FOR CEMENTING BATH.
AFTER CEMENT HAS HARDENED.

SAND OR FILE EDGES LEVEL
WITH SURFACE.
Figure 3-1. Repair of Windsh~eld and Windo~Rs (Sheet 2 of 2)
3-4
restoted. Apply
polish thin cost of hard wax and
lightly with surf ace clean
btolcle nn alfa a
NOTE
Rubbing plastic surface with a dry cloth will build up an

electrostatic charge which attracts dirt particles end may
eventually nun Of 8\1lf80e. After wax has
hardened dissipate this charge by rubbing surface with a
slightly damp’ chambis. This will also temove dust
particles which have collected while wax is hardening.
f. Minute hairline scratches can often be removedby rubbing with commercial
automobile body cleaner or fine-grsde rubbing compound. Apply with a soft, clean,
dry cloth or imitation chamois,
3-8. CRACKS. (Refer to figure 3-1,)

a. When a mack appears, drill a hole at end of cnrck to prevent further spreading. Hole
should be approximtely 1/8 inch in diameter, depending on length of crack and

thiclmess of material.
b. Temporary repairs to Rat surfaces can be accomplished by piecing a thin strip of
wood over each side of surface and inserting small bolts through the wood and
plastic, A cushion of sheet rubber or aircraft fabric should be placed between wood
and plastic on bath sides.
c- A temporary npair can be made by drilling nmall holes along both sides~of crack 1/ 4
to i/8 inch
apart and lacing edges together with soft win. Small-s~anded antenna
win makes a good temporary lacing material, This type of repair is used as a
tempozarg measun ONLY, and as soon as facilities are´•8vail~ble. panel should be
nplaced
s-8. WINSHIEIS, (Refer to figure 3-2.)
3-10. REMOVBL.
a Remove wing falrings.
b. Remove ah vent tubes,
CAUTION
ff windshield is to be ninstalled, be san to pmtect

windshiehl dnring nmoval
c. With two people sitting in the airplane piecing their feet against the windshield, just
above the centerhne, pnss npward on windshield forcing it oat of lower retainers.
d. Clean sealer frpm inner sidewalls and bottom of retainers.
3-11. lNSTALLBTlON,
a If windshieldis to be reinstslled, clean off old sealer and felt, then install new felt
around edges of windshield.
b. If near windshield is to be installed, remove protective cover and clean, take care not
to ecrstch windshield.
c. apply new felt to edges of windshield.
d. Apply a strip of sealer iIsocryl 5603 along the sides and bottom of felt.
e. Position the bottom edge of windshield into lower retainer.
f. Osing a piece of bent sheetmetal (8 in. wide a length of top edge of windshield)
placed under top edge of upper retainer, bow windshield and guide top edge of
windshield into upper retainer bent sheet metal in a shoe horn effect.
g. install air Pent tubes.

h. install wing fairings.
Kevtsion 1 3-5
NOTE B
Apply Isocryl 5603 to all edges of
C
windshield and windows under
outer retainer (5).
5/
itr D
NOTE
Screws and self-locking nuts may be used instead of

rivets which fasten front retaining strip to cowl deck If at
least No. 6 screws are used. no loss of strength will result.
j 4
n´•
LowerWindolK Skin
3 2. FeltPad
3. InnerWindow Retainer
4. Windshield
5. Outer Window Retainer
Detail A \1
Figure 3-2. Windshield and Rear Window (Sheet 1 of 3)
3-g Kevision 1
6 12 2 7 ORIGINAL
As Received By
ATP
Detail B
10
1, 1 /i
I. LowerWindshield S~dn \t
2. FeltPad
3. InnerWindaw Retainer
5. OuterWindaw Retainer
3
6. Cabin Tap Skfn
7. Skylight Window L~ NOTE
8. Rear Window
9. Rear Window Retainer Apply Isocryl ~6O3 to all edges uf
10. Doubler Detail C w’ndshieid and wind~ws under
outer retainer
~12. Sealer
Figure 3-2. Windshield and Rear Window (Sheet 2 bf 3)
Revision 1 3-7
Detail D
42
11
2 DetailE
3?5
2. FeltPad
3. InnerWindow Retainer
4. Windshield
5. OuterWindow Retainer
6. Cabin Top Skin
11. UpperWindowEdge Cover
I:
i
DetailF
Figure 3-2. Windshield and Rear Window (Sheet 3 of 3)
3-8
3-11. WINDOWS..
3-13. MOVABLE. (See figure 3-3.) Movable windows, hinged atthe top are installed in the cabin
doors.
3-14. REMOVAL AND INSTALLATION.

a. Disconnect srm assembly (5).
b. Remove pina tram window hinpas (9).
c. Reverse preceding steps for reinstallation. Toremove frame from plastic panel, drill out
blind rivets frame splice. When replacing plastic panel in frame, ensure Isocryl 5603
at
sealing strip and an adequate coating of Presstite No. 579.6 sealing compoundis used
around all edges of panel. Refer to Section 18 before painting the inside of the window
frame.
3-15. WR;AP-AROUND REAR. (See figure 3-2.) The rear window is 8 one-piece, acrylic plastic
panel set in asnlinn~ stripe and held in piece by retaining strips.

a Remove npholstery as necessary to expose retainer strips inside cabin.
b. Removal rear window retainer (9).
c. Drill out rivets to remove Outer window retainer (5).
d. Remove window by lifting aft edge and pulling window aft. If difficulty is encoua-
rivets secUring innerwindow retainers (3) may also be drilled out and retainers
loosened or removed as necessary.
e. Reverse preceding steps for reinstallation. Apply sealing strips and an adequate coating
of sealing compound to prevent leaks. When installing a new window, check fit, use care
not to crack panel, and file or grind away excess plastic.
3- 17. OVERHEAD. (See figure 3-2.) Overhead cabin windows, located in the cabin top, may be
installed. These windovris me one-piece, acrylic plastic panels set in seeling strips and held
in place by retaining strips.

a. Remove he~liner and trim panels.
b. Drill out rivets necessary to remove retainer strips.
as
c. Reverse preceding steps for reinstallation. Apply sealing strips and an adequate
coating of seeling compound to prevent leaks. When installing a new window, use
care not to crack panel and file or grind away excess plastic.
3-19. CABIN DOORS. (See figure 3r3.)
3-20. REMOVAL AND INSTALLATION. On models except ~U52-6eries. removal of cabin doors
is accomplished by removing the screws which attach the hinges, or by removing the hinge
pins. Lf permanent hinge pins rue removed from the door hinges, they may be replaced with
cle~is pins, secured with cotter pins, or new hinge pins may be installed by inserting pin
through both hinge halves, and chucking a rivet set in a hand drill, hold one end of pin and
form heed on opposite end. Reverse pin and repeat process. On Al5e-Series aircraft, hinge
pins are of the jettisonable type, which may be removed by pullin~ the emergency door
release. On all Model 152-Series aircraft. when fitting a new door, some trimming and
reforming of the door skin and door edges may be necessary to achieve a good fit.
NOTE
Cabin door release handle pull should be a mnximum of

45 Ibs.
R~vision 1 3-9
A
10
7
s mI
3
r;;
REFER TO
E FIGURE 34
i 5
B
I
tJ
C
12
1. Assist Handle
2 AshReceiver
3. ArmRest
4 Cabin Door Wedge
5. Arm Assembly
6. Spring
il~d 7. StrikerPlate
3. CabinDoor
D 9. WindowHinkt
10. Cabin DoorWindow
11. HingePin
12. Insert
Figure 3-3. Cabin Door and Movable Window

(Sheet 1 of 2)
3-10
13 14
Detail A
15
16 DetailC
ROTATED 1800 DetailB
2f
19
28
20
7 21
7. StrikerPlate
13. DoorPan
lC Weatherstrip
15. E~uded Rubber Seal II I
LV
18. Nylon Decorative Seal (I I
17. Cam
LncL Aeaemblg
19. Handle Aseembly
20. Gmmmet
21. Removable Hinge Pin 24
22. CableGuard
26 o;
23.
24.
C´•bls
Clip
I/
25.
28.
Screw
Movable Window
A
152-SER~ESONLY 22
27. Latch Spring (n rnrtrn\) ki) 14i

28. Latch Handle
Is--- s 23
13
15 25
view E-E
Detail D
Figure 3-3. Cabm Door and Movable Window (Sheet 2 oi 2)
3-11
3-21. ADJUSTMENT. At the time of installation, the door is fitted so that positive latch
engagement is assured. There is no adjustment on the door latch, but the rotary clutch can be
moved away from the door latch. This is not necessary unless some components parts have
been improperly installed.
3-22. tKE~PTBERS31UP. a weatherstrip b cemented around ah edges of dear. Near weatherstrip

may be applied after mating surfaces of westhsrstrip and door me clean. dry Pnd ~se irom
oil or grease. Apply a thin. even coat of adhesive to each slrlsee and allow to dry until tacky
before pressing s~ip in plsce. Mlnn~aLe and Mannfactnring CO. NO. EC1300L ce-
ment is recommended. Cut.cmnll notch in hollow-type weatherstrip for drainage and po~i-
Lion splice st door low point. Be careful not to stretch weatherstrip aronnd door corners.
Apply 5423 U.E.M.W. Polyethglens Film Tape (Industria1 Tape Divisinn/3M. 220 E. 319 Cen-
ter, 91. Paul. MN (1.00 width x 98.00 length) on cowl flange at Sta 0.00. Provide
slots through Lope for coarl fasteners.
3-23. WEDGE ADJUSTMENT. Wedges at upper forward edge of doors aid in preventing air leaks
at this pomt. They engage as door is closed. Several attaching holes are located in wedges
and holes which gives best results should be selected.
3-24. LATCHES. (Reier to iigun, 3-4.)
3-25. DESCRIPTION. The cabin door latch utilizes a rotary clutch for positive bolt engagement.
As door is closed, teeth underslde of bolt engage gearteeth on clutch. The clutch gear
on
rotates m one direction only and holds door closed. Plush-mounted outside and inside door
handles’are used to actuate door latches.
3-26. ADJUSTMENT. Adjustment of latch or clutch cover is afforded by oversise and/or slotted
holes. This adjustment ensures sufficient gear´•to-bolt engagement and proper aligmnent
NOTE
Lubncate door latch per Section 2. No lubrication is

recommended an rot~v clutch.
3-27. LOCK. In to an Interior lock used on the

nght hand door only, a cylinder and key
type lock is installed dn left door. if lockreplaced, the new one may be modified to
~s to be
accept the original key. T~us is desuable. as the same key is used for ignition switch and
cabin door lock After removing old lock from door, proceed as follows
a. Remove lock cylinder from new housing.
b. Insert ong~nal key into new cylinder and file off any protruding tumblers flush
with cylinder. Without removing key. check that cylinder rotates freely in
bousmg.
c. Install lock assembly In door and check lock operation with door open.
d. Destroy new key and disregard code number on cylinder.
3-29. SEATS. (Refer to figures 3-5 and 3-6.)
3-29. PILOT AND COPILOT.

a. RECLINING BACK/FORE-AND-AFT ADJUSTABLE BOTTOM.
b. RECLINING BACKIFORE-AND-AFT AND VERTICALLY ADJUSTABLE BOT-
TOM.
3-12
15279406 thru 152&1729 Begmaing with 15284730.
F17201429 tbru 8l7201888 \tp‘lfl~il F15201889´• A1520861 and

A1520735 thru A1520960 FA1520378
PA1520337 thru FA15203R 4
CL~
\g
/s- 10
o
15
0´•7 L1~1 \12
1~
´•21
h~
´•1620
i~
r
´•17
1.
2.
Inside Handle
Draw Bar
=-i~t i
3. Mounting Plate
9
Spacer
5. RofPry Clutch jl 919
6. Nutplate
7. RoLlPtn ´•18 !´•I
8. Bolt 15. Sprmg

9. Pivot Pin
´•1 7_ 1
16. Latch Guide
tO. Housing 17. Door Lock Latch
it. OutsideHandle 18. Ball
I2. Escutcheon Sprzng Plate 3( I(b~
13. Spring Washer 20. Detent 916
Spring. Outside 21. Spacer
Handle
Figure 3-4. Cabin Door Latch
3-13
RECLINING BACKIFORE-AND-AFT
ADJUSTABLE SEAT
COPILOT’S SEAT ~h
Oa
´•5´•"’~
ao~
9~ 11
~13
r. Seat Bottom
to
2. Seat Back
3. Bottom Frame
4. Brace
10
5. Roller
6. Bushmg
7. Recline Knob
8. Seat Stop
9. Outboard Seat Rail
10. St~fiener
11. Fore/ Aft Adjust Handle
12. Latch Pin
13. Inboard Seat Rail
Figure 3-5. Pilot and Copilot Seat Installation (Sheet 1 oi 3)
3-14
RECLINING BACK; PORE-AND-APT

Seat Bottom
AND VERTICALLY ADJUSTABLE SEAT
2. Seat Back
3. Recline Handle
4. BottomFrame
5. Spacer
5. Vertical Adjust Spring
7.
Spru~g
8. Locking Pin Fore/Aft Adjust
9. Fore/AftAdjust Handle
10. Inboard Seat Rail
11. Vertical Adjust Handle
12. Roller
I
13. Seat Stop
14. Outboard Seat Rail 2
Floorboard
15.16. kDiLrenefi tS
i/si~´•i
17. Pin
I
18.
19.
20.
Locking Pin
Bellcrank
Spacer
Vertical Adjust
j j
3
~I
C´•´•
1 /J 88
i, -r,
5
j~
´•r
6
;A PILOT’S SEAT
’6 17
10 18
o
I-:i B 19
20
13
15~ Detail A
Figure 3-5. Pilot and Copilot Seat Installation (Sheet 2 of 3)
3-15
23
-.J 19
11
12 21
g
22
a
9. ForeAit Adjust Handle

11. Vertical Adjust Handle
12. Roller
19. Bellcrank
21. VerticalAdjustment Nut
22. Bearing Block Assembly
23. Fore/An Adjust Locking Bin
Figure 3:5. Pilot and Copilot Seat Installation (Sheet 3 ol 3)
3-16
u, -´•A
i 8
y.
1. Bottom Frame
2. Seat Bottom
7 6
3. Safety Belt
4.
5.
Seat Back
Seat Back Suppon Detail
A87
6. Belt Anchor
7 Frame Bracket
8. Spacer
Figure 3-6. Auxiliary Seat Installat~on
3-17
3-30. DESCRIPTION. The standard seats consist of individual chair units for the pilot and copilot
poslt~ons with fore-and-aft adjustment on seat rails and two position adjustable backs.
Optional pilot and copilot seats feature a fore´•and-aft adjustment plus a3 position vertical
adjustment. Standard and optional seats feature removable seat bottom cushions on A~52
and FA152 ONLY.
3-31. REMOVAL AND INSTALLLATION.

a. Remove seat stops from rails.
b. Slide seat fors-and-aft to disenqage seat rollers from rails and lift seat out.
c. Reverse preceding steps for installation. Ensure all seat stops are reinstalled.
WARNlNO
Be sure seat stops are installed. because acceleration and

deceleration canseat to disengage from rails
cause
creating a safety of flight condition. This is especially

dangerous during takeoff and landing attitudes.
3-32. AUXILIARY.
3-33. DESCRIPTION. The double auxiliary seat is permanently bolted to the cabin
structure and has noadjustment provisions. The seat structure is mounted on hinge
brackets with pivot bolts. thus allowing seat to be pivoted upward for more baggage area.

a. Remove bolts securing seat structure to ~nge brackets.
b. Unsnap seat beck from aft cabin wall.
c. Littseatout.
d. Reverse preceding steps for installation.
3-35. REPAIR. Replacement of defective parts is recommended in repair of seats.
3-38. CABIN UPHOLSTERY. Due to the wide selection of fabrics. styles and colors. it is
Impossible to depict each particular type of upholstery. The following paragraphs describe
general procedures wh~ch will serve as a guide in removal and replacement of upholstery.
Malor work if possible. should be done by an experienced mechanic. if the work must be done
by a mechan~e unfamiliar ~Klth upholstery practices. the mechanic should make careful
notes during removal of each item to facilitate replacement later.
:~-37 ~MATERIALS AND TOOLS. Matenals and tools will v~uv with the job. Scissors for
trimming upholstery to size and dull-bladed putty knife for wedging material beneath
a
retainer st~ps are the only tools required for most t~m work. Use indust~al rubber cement
to hold soundproofing mats and fabnc edges in place.
3-38. SOUNDPROOFING. The aircraft is insulated with spun glass mat-type insulauon and a
sound deadener compound applied to inner surfaces of skin in most areas of cabin and
baggage compartment. All soundproofing material should be replaced in its origmal
poslt~on any time It is removed. A
soundproofing panel Is placed in gap between wing and
fuselage and held In place by ~Rlng root ial~ngs.
3-39. CABIN HEADLINER. (Refer to figure 3-7.)
3-L8
´•J~ THRU 1279 MODELS
~L Ij~ BEGINNING WITH

1980 MODELS
i´•
a.
´•i REFER TO SECTION 16 FOR

CONSOLE INST~LLATION
i
,´•´•j,
´•1´•
2 1´•;"
1~(L
d/
Detail A
1 1(5 ~JL
d~
i. Retainer Strip
2. Moulded Headliner
3. Window Retainer
4. Brackets
5. TrFra Strip
Figuie 3-7. Cab~n Headliner Installation
3-19
MODEL 152 SERIES SER~ICE MANUAL
3-40. REMOVAL AND

.a.NOITALLATS~
Remove sun visors. all mslde filllsh stnps and plates. overhead console. upper
doorpost shields and any other visible retainers securing headlmer.
b. Remove molding from fixed ornndows.
c. Remove screws securrng headliner and carefully take down headlmer.
d. Remove spun glass soundproofing panels above headliner.
NOTE
The lightweight soundproofing panels are held in piece

with industrial rubber cement.
e. Reverse preceding steps for installation. Before installation. check all items con-
cealed by hennliner foisecurity. Use wide cloth tape to secure loosewires to fuselage
and to seal openings in wing roots.
3-41. UPHOLSTERY SIDE PANELS. Removal of upholstery side panels is accomplished by

removing removing parts attaching panels. Remove screws. retaining
seats for access. then
strrps. arm rests and ash trays as required to free the various panels. Automotive type
sprzng clips attach most door panels. A dull putty knife makes an excellent tool for prying
c~ps loose. When installing upholstery side panels. do not over-tighten sheet metal screws.
Larger screws may be used m enlarged holes as long as arse behind hole is checked for
electncai ~Rlnng. fuel lnes and other components which might be damaged by usmg a
longer screw.
3--12. ChRPETING. Cabm area baggage compartment carpetmg is held la piece by rubber
and
cement. sheet metal screws and st~ps. When fitting a new carpet use old one as a
pattern for trunmmg and marlung screw holes.
3-~3. BAGGAGE COMPARTMENT UPHOLSTERY. A washable plastic held in place by screws

and reta~ners is used In baggage compartment. Cargo tie-down and/ or seat belt brackets
the
must be removed as necessary to facilitate upholstery removal.
0-~1. SAFETY PROVISIONS.
7--15. CARGO TIE-DOWNS. Cargo tie-downs are used to retain baggage. A net designed to be
secured to the aft wall and cab~n floor is avwlable to hold baggage In the aft cabm area.
.3--16. SAFETY BELTS. Safety belts. bolted to the cabin structure are provided for each seat. Belts
should be replaced if frayed or cut. latches are defective or stitchlag is broken. Attachmg
parts should be replaced rf worn excessively or defect~ve. Refer to figure 3-8.
3-~7 SHOCZDER HARNESS. Shoulder harnesses may be Installed in the aucraft. The latches
require no lubncaf~on. Component parts should be replaced as outlined m preced~ng
paragraph. Refer to figure 3-8.
3-48. INERTIA REEL SHOULDER HARNESS. An inertia reel shoulder harness may be mstalled.
The menla reel allows free movement for the seat
occupant but will lock when subJ ected to a
sudden load. Proper operat~on of the reel can be checked by applying a quick jerk to the belt.
Lnenla reel should lock and hold. Figure 3-8 may be used as a guide for removal and
3-´•19. REAR VIEW MIRROR. Thru senal 15282031 a rear view mrrror may be Insfalled In the
Instrument panel glareshleld. Refer to figure 3-9 for removal and Installat~on.
3-20
A
C _~´•’’:
i
’2~
i
O
r..
i
t´• =r,
F E
~jt 152 lwD F152 SERIES ONLY I I n´•,

j(L ~t A152 AND FA152 SERIES ONLY
i. Bracket Assembly
2. sp,,,
3. Bottom Cover
e~
4. Inertia Reel Assembly
5. Top Cover
De~BilA+
Figure 3-8. Seat Belt and Shoulder Harness Installation (Sheet 1 of 2)
3-21
MODEL ’152 SERIES SERVICE MANUAL
g 6
10
12~ 7
12~it ~r
i \j 11
P
44
,14 r oa~eilC
:´•1
D; ;\´•c~i
16´•
13
13
Detail F
15282032 THRU ~5282229

1520802 THRU A15208~5 Detail D
~ND BEGINNING WITH
7
15282230. A 15208 16.
F15201529 AND FA1520347
12
i. Bracke~ Assembfy
2.
2
Spacer
6. Washer
7 Shoulder Haroess
2
ly15
8. Cover
9. Bolt
10. Cable Assembly
11. Eyebolt
12. Seat Belt
.,,.B*
13. Bulkhead
14. Floorboard Structure
15. Nutplate
16. Crommet
DetailE
Figure 3-8. Seat Belt and Shoulder Harness Installation

(Sheet 2 oi 2)
3-22
;i 3
t
A
i
a
~I
i~
s
TNRU lsznwnl B 4
$P
i. Glaresh~eld
2. Mirror Assembly
3. Deck Skin
4. Washer
Detail A 5. Nut
Figure 3-9. Rear View Mirror Installation
3-23
see. 9E~T Ran, INBPECPION. a spslsl Insp´•o~ion ol ´•s~ rrlL should b´• conduetd rch 50
hOP). ~1SIlfb SiO ior~ tryrwatlnn pr00ddl~d´•.
3-2~
1 Counh as one crack. Ussble i~I

not closer than one inch.
~d 2
REPLhCE SEbT RCLIL WEW:
a. ~ny portion of veb or lower flang) is cracked (indu 2).

b. PLny crack in rrown‘oi rail is in any dinction other than right angle to length of
rPU
c. Number oi cracks on any one rail ercseds four. or any t~oo cracks tinder are
closer than one inch.
NOTE
Oae of mat rail cargo tieaowns is not permissihle on mat

rails ~fth cracks.
Figure 3-10. Ssat Rail Inspection
3-23/(3-26 blrnL)
SECTION 4
~KINGS AND EMPENNAGE
Page No.
Manual Fin 1E4:4-6A
Description 1E4/4-6A
WINGSAND EMPENNAGE 1D22/4-1 Removalllnstallation LE4/4-6A
Wings 1D22/4-1 Attachment Inspection and
Description 1D22/4-1 Nutplate Replacement 1E4/4-GA
Removal 11)2214-1 Repair 1E 10:4-9
Repair 1D23/4-2 Eforizontal Stabilizer........ 1E10/4-9
Installation 1D23/4-2 Description 1E10/4-9
Adjustment 1E 1/4-4 RemovaYLnstallation 1E10/4-9
WingStruts 1B3/4-6
Repair 1E 10/4-9
Description 133/4-6 Stab~lizer Abrasion Boots 1E 10/4-9
RemovaYLnsta)lation 133/4-6 Description IE 13/4-12
Repair 1E3/4-6 Removal 1313/4-12
Installation 1E13/4-12
4-1. WDJGs AND EMPENNAGE.
4-2 WINOB. (Su figure c~)
4-3. DE8CRIPl~fON. Elch all-metal wing is a MmicPntilever. aamimannmaue type. with two
m~in span IPd ´•PitOb;lb ribs for the attachment Of the ~Lrin. Sldn plels an riveted to ribs.
epan uDd etringue to complete the structure. An ah-metal. piuo-hinged aileron. flaps and
a detachable wing tip us mounted on euh wing usembly. A single metal fuel tank is
mounted between the wing span at the inboud end of each wing. Colored navigation Lights
us molmted at each winjg tip.
4-4 REMOVAL. Wfnq panel nmoval is moet euily if four men ue available to
the wing Oth´•mni´•e, the wing shonld he supported with a ehne or mai ntsn nn ne stud
h mdla
when the futenings us looeene6

a wing not fairings ud fsMn~ plates.
b. ah wing inspection plates.
c. Drain fuel from tank of wing being nmoved
d. Disconn~ct:
i. Electrioalwires
2. F~1 lines st wing not (Oburve pncautions outlined in Section 12~)
3. Pitot line Oeft wing only) at wing root.
4. Cabinventilatorhoae atwingroo+
e. Reduce ailsron cable tension by loosening turnbucktes Pnd disconnect cables at
ailsron bdllcrank´•. Disconnect flap cables at turnbuckles above headliner. and pull
cables into wing toot asa
NOTE
To sue rerouting the cables. a guide wire may be crtt-

ached to each cable before it is pulled free of the wing.
Cable may then be disconnected from the wire. Leave the
guide wire routed through the wing it may be attached
to the cable during reinstallation and used to pull
Piaga.eceip
the cable into
Revision 1 4-1
i Remove from.strut
fairings and slide toward center of
. g
Support wing .tur
screws
ts
at outboard end and remove
strut-to-wiag attach bolt.
h. Lower strut carefully to avoid damage to lower strut-to-fuselage fitting.
NOTE
Tape Saps in the streamlined position during wing

removal. This will prevent nap rlamape due to the unse-
cured ~ee swinging action when handling wing.
i Mark position of wing attacbment eccentric bushings (See figure el.); these
bnnhinns are used to rig out ’’wing heaviness".
j. Remove nnts, washers, bnshings sad bolts attaching wing spars to fuselage.
NOTE
It may be necessary to rock the wings slightly while

pulling attaching bolts, or
to use a long drift punch to
drive out attaching bolts.
Ir Remove wing and 1ay on padded stand
e5. REPAIR. A damaged wing panel may be repaired in accordance ~Pith instructions oUtliPed
in Section 17. Extensive repairs of wing s~in
or structure am best accomplished nsing the
wing repair jig, which may be obtained from Cesans, The King jig wrbs not only as a
holding fixture. making work on the wing easier, but also assures the absolute nl Of
the repaired wing.
INSTALLATION. (See figure C1.)
NOTE
There are 2 sises of forward wing-attach baits inthe field.

Some aircraft are equipped with AN8~24 bolts and some
are equipped with ANSIP bolts, each type of bolt must be
installed with its own washer and nut configuration.
Figure 4-1 illustrates both configurations. The torque

value is the same for both configurations since they am
both ~/&inch bolts. Minimum torque is 300 Ib-ia and the
mnrimum torque is 690 Ib-in. The aft wing-sttach
ffttings
are fastened with AN7-24 bolts. These bolts have a
minimum torque of 300 Ib-in and a marimum torque of
500 Ib-in.
a. Hold ~ipg in position and install bolts, bushings, washers and nuts attaching wing
spars tofuselage fittings. Ensure eccentric bushings are positioned as marked
Torque nuts to values stipulated in note preceding this step.
e2
TORQUE:
300 LB IN (MIN)
500 LB IN (MAX)
6\ ORIGINAL
As ReceivedBy r,
ATP ,k~ _8
10
3 Detail A
11
12
20
19
B l,e
TORQUE:
3
3~ li- 1\6
300 LB IN IMIN)
690 LB IN (MAX) TORQUE:
13
300 LB M (Nn~
c~
Tr
690 LB IN (MAX)
i4
o.~LJ
24 24 Detail B
AN8-23A BOLT
Detail 8 CONFIGt~RATION
21 I
22
AN6-24A BOLT CONFTGURATION j 22
1. Fairing 9. AN960-716 Washer II. Cover Flats

2. Lower Rear Fairing lO, MS2(3365-720C Nut 18. StallWarning Opening
3. Inspection Plate 11. WingFlap 19. Coucbsy Light
4. Fuel TanLt Cover 12. Aileron 20. Fuel Tank
5. Gage Access Cover
Fuel 13. WingTip 21. AN980;8feL Washer
6. Wing-To-Fuselage Falnng 14. Position L~ght 22. MS2038b-820C Nut
7. AN7-24A Bolt 15. Deleted 23. AN880-818 Washer
8. Eccentne Bus~mSs 16. WingAssembly 24. AN&2SA Bolt
Figure 4-1. Wing Installation
4-3
MODEL f 52 SERIES SERVICE MANUAL
b. InnaL1 dolts. spacers and nuts M secure upper and Lo~per ends of tRmg strut to wmg
and fuselage iittings.
c. Route nap and aileron cables.~using.guide wires. (Refer to note in following step "e"
in paragraph 4-4.)
d. Connect the following
i. Electrical wires at wing root disconnects.
2. Fuel lines at wing root. (Obaerve precautions outlined in Section 12.)
3. Pitot line. ii left wing is being installed.
a. Rig aileron system as outlined in Section g.
i. Rig Sap system as outlined in Section 7.
g. Fill tank with fuel and check for leaks. observing precautions outlined in Section 12.
h. Check operation of fuel quantity gage.
i. Install wing root iairings.
NOTE
Apply fillet-type sealant (Permagum 576.1. Innont Corp..

St. Louis. Missouri) or equivalent to area between cabin
top and wing skin. and also to area across top oi lower
fitting
strut Gap between windshield and
at skin cutout.
wing leading edge with cloth-backed waterproof tape

(Polyken 230 or 231. KendaIl-Polyken Division. Chicago.
Illinois) or equivalent.
NOTE
Be sure to insert soundproofing panel in wing gap. ii such
a panel was installed ong~nally. before replacing wing

root fairings.
J´• Install all wing inspection plates. interior panels and upholstery.
1-7 r~DJUSTMENT (CORRECTING "WING-HEAVY" CONDlTION). (Refer to figure 4-1.) If

considerable control wheel pressure Is required to keep the wings level in normal night. a
"wmg-heavy" condition exists. To remedy this condition. proceed as follows:

a. Remove wmg root fairing stnp on "oPmg-heevy" side of aircraft.
b. Loosen nut (10) and rotate eccentnc bushings (8) simultaneously until the bushings
areposlhoned with the thick sides of the eccentrics up. This will lower the trailing
edge of the wing. and decrease "wing-heaviness" by increasing the anglb-oi-
Incidence of the FKmg.
CAUTION
Be sure to rotate the eccentnc bushmgs simultaneously.

Rotating them separately willthe alignment
destroy
between the oh-center bolt holes in the bushings. thus
exerting a shearing force on the bolt. with possible
damage to the hole in the wing spar fitting.
4-4
C~
1~9 4
5
3
2 O 7
Detail A
~e Norr
~ieg
BOLT AND
i. MooringRing
2. UpperFairing HOLE PER SECTION 2.
A
3. Screw
4. Washer
5. Nut
6. Bolt
7. Wing Attachment
Fitting
8. Spacer
9. Fuselage Attachment
Fitting
10. LowerFairing
6
i
4 1
9 i,
4 1 c
B c
5 c
r
Detail 8
10
Figure 4-2. Wing Strut
4-5
c. Torque nuts (10). and reinstall fairing strip.

d. Test-fly the aircraft. If the wing-heavy condition still exists, remove fairing strip on
the "lighter" wing. loosen nut and rotate bushmgs simultaneously until the bushings
arepositioned wrth the thrck side of the eccentncs down. This will raise the trailing
edge of the wing, thus mcreasing wmg-heavmess to balance heaviness m the
opposite wing.
a. Torque nut (10), install fairing strip. and repeat test Right.
4-8. WING STRUTS. (See Rgure 4-2.)
4-9. DESCRIPI~ION. Each wing has a single lift strut which tranmnits a part of the wing load to
the lowerportion fuselage. The strut consists of a streamlined tube with ilttinSs for
of the
attachment at the fuselage and wing.

a. Remove screws fairings and slide fairings along strut
from strut
b. Remove fuselage wing inspection plates at strut junction points.
and
c. Support wing securely, then remove nut and bolt securing strut to fuselage.
d. Remove nut, bolt and spacer used to attach strut to wing, then remove strut from
aircraft
e. Reverse preceding steps to install strut.
NOTE
Seal across top of lower strut fitting at shin cutout With

576.1 Permagum.
REPAIR.
a For grooves in wing stru; cauaed by strut fairings, the following applier
1. Ii groove exceeds .010 inch in depth and is lew then .73 ipoh i~Pm a rivet center.
the strut should be replecel.
2. Ii groove exceeds .030 inch in depth and is mom than .73 inch from a rivet cen-
ter. the strut should be replaced.

s. 11 groove depth is lew than .030 inch and is mmo than .73 inch Rom a rivet cen-
br, strut should be rspeirsd by tapering gradually to the

original surface and
burnishing out to a smooth finish. The local area should be checked with dye
penetrant to ensure that no crack has developed.
4-6
MODEL 152 SERIES SERVICE MAN UAL
b. The following applies to wing strats with grooves worn in the lower trailing edge.
This type dnmn~e Cgp oCcZr after extensive cabin door usage with a minniw or im-
properly ndiuabd door stop which allows the door to bang against the aft edge of the
strut at the lower end.
NOTE
Struts with a groove deeper than nn% Of the original ma-
briP1 thlntnau shoald be replaced Iseser may

be repaired 88 follows:
i. Wtthout the dnm~a deeper, remove strut material on each side of groove
to rednee notch effect of anmnrr~, Smooth and blend the snrfaoe to provide a
grdual transition of strut
tnbe material thic]aess in damlrrral area The local
area shoald be checked with dye penetrant to iPwn that ao crack has developed.
2, Apply brush alodine or nonzine chromate primer and repaint area.

3. Re-rig the dear stop and/or re-form the looper portion of the door pan and skfn in-
board to prevent the door from rubbing the strut tube, If these actions prove to be
ineffective, install some farm of protective bumper, either on strut or lower por-
tion of dear, to prevent further damna, a short, hard rubber strip bonded to the
trailing edge of the strut wham tht dear comes close to 8trat is a poegibility.
c. Tiadowns and attaching parts may be replaced If the 8trnt is badly danbd, cracked
ar deformed it should be replaced
4-~2. FIN. (See figure 4-3,)
4-13. DESCRIPTION, The fin is primarily of metal construction. consisting of ribs and spare
covered with rlcin. Pin tii)s are Of ABS or glass fiber construction Hinge brackets at the fin
rear spar attach the rudder.
4-14. REMOVAL AND INSTALLATION. The tin may be removed without first removing the
rudder. However, for access and ease of handling, the rudder may be removed in accordance
with procedures outlined in Section 10. Remove in as fbllows:
a. Remove fairings (3) and (4) from sides offin.
b. Disconnect flashing beacon lead, tail navigation light lead, antennas and antenna
leads, and rudder cables, if rudder has not been removed.
c. Thru 1979 Models, remove bolts attaching rear fin brackets to horizontal stabilizer.
d. Beginning with 1980 Models, remove screws attaching rear fin to tailcone bulkhead.
e. Remove bolts attaching front f~n brackets to fuselage and remove fin.
f. Install fin by reversing preceding steps. Be sure tocheck and reset rudder and eleva-
tor travel if any stop bolts wee removed or their settings disturbed. (Refer to Sections
2, 9 and 10).
NOTE
Torque screws (16) to a value of’ 100-120 Ib-in.
4-14A. ATTACHMENT INSPECTION AND NUTPLATE REPLACEMENT. (See figure 4-3A.)

Federal Aviation Regulations ~FAR) rules call for inspection of key and primary structural
attachments, including the vertical fin attachment, on either an annualor 100 hour basis.
However, for airplanes through 1980 models, it is recommended that the nutpiates used to
attach the fin be’lnspected after each 100 hours of operation.
Revision 1 ?-6A
a. Position rudder to one side as far as possible. Through access holes in end of vertical
fin attach bracket, use an inspection light and small mirror to inspect fin attach
bracket and nutplates on upper and lower flange of attach bracket. Inspect for cracks
in fittings.
b. Position rudder to opposite side, and repeat same inspection for opposite end of attach
bracket.
c. Ifnutplates show no indication ofcracking, they are correct.
d. If nutplates are cracked in threaded area, they require´•replacement
e. Replace nutplates.
1. Remove rudder, elevators, and vertical fin per sections 10, 8, and paragraph 4-14,
2. Remove bolts securing stabilizer rear spar to fuselage tailcone.
3. Remove bolts securing forward stabilizer attach points. Remove stabilizer.
4. Drill out existing rivets that secure the attach bracket to the stabilizer spar and
remove bracket assembly.
5. Remove damaged nutp)ates by drilling out securing rivets.
6. Using rivets, install replacement nut~ilates to attaca bracket.
7. Remove access cover frbm top of stabilizer skin for use of bucking bar below skin.
8. Reinstall attachbracketto stabilizerspar.
9. Reinstall stabilizer, vertical fin, rudder, and elevators per paragraph 4-14 and
sections 10 and 8.
NOTE
Torque bolts to 70 to 100 Ib-in.
~-6B Revision 1
o; io a
si
i.i´•-’
I R’
OI~r I QHI
7 a
s II, U ‘9
´•I
Detail A
Detail B
Detail C
i. Fairing
2. Dorsal
3. TailFairiag(RH)
4. TailFairing(LH)
5. VerticalFin 5 :i
6. FinTip
3
7. Upper Ri~dder Hinge
8. Center Rudder Hinge
9. Lower RudderHinge
10. Ho~zohtal Stabilizer
11. Bolt
12. Nutplate
13. Nut 4
14. Fuselage
15. Washer
is. Screw
17. Washer
Figure 4-3. Vertical Fin Installation (Sheet 1 of 2)
4-7
MODEL f 52 SERIES SER\,ICE MANUAL
TOROUE 11
BOLT TO THRU 1980 MODELS
70-100
LB-IN.d
Pei; o8.o
11~
10
11 5
I
13 i j
12 J~1
5 -~7 /14
Detail O
17~
a 0(0 "~J
I D
03
13
a 3
d- Detail E
0/
´•16 ~1
10
TOROUE
BOLT TO
100-120 LB-IN.
d 15I
14
BEGlNNING WITH 1981 MODELS
Detail D
Figure 4-3. Vertical Fin Installation (Sheet 2 oi 2)
4-8
´•.2´•~
’Z\
a
~4:
´•;33
s ’A. :_o~eo
"9. ´•It
6
I/
nrrruL A 10
i. Fin
2. StabilizerSkin
3. AccessCover nEThn. A
4. StabiiizerSpar Alternate Replacement
5. Attach Bracket
6, StgbilizerRearSpar AttachBolt
7. Nutplate
8. Rivet
9. Vertical FinAttachBolt
10. Nut
Figure 4-YA. Fin Attltc´•hment and NutplaLe Iiepiaclment (’l‘hru 19ilU Mudel Alrpianes)
Revision 1 4-)3A/(4-8B blankl

e. Remove bolts attaching front fin brackets to fuselage and remove fin.
f. Install fin by reversing preceding steps. Be sure to check and reset rudder and
elevator travel if any stop bolts were removed or their settings disturbed. (Refer to
Sections 2, 9 and 10.)
NOTE
Torque screws (16) to a value of 100-120 Ib-in.
4-15. REPAIR. Fin repair should be accomplished in accordance with applicable instructions
outlined in Section 17.
4-16. HORIZONTAL STABILIZER. (See figure 4-4.)
4-17 DESCRIPTION. The horizontal stabilizer is primarily of all-metal construction, consisting

of ribs and spars covered with skin. Stabilizer tips are of ABS construction. A formed metal
leading edge is riveted to the assembly to complete the strumure. The elevator trim tab
actuator is contained within the horizontal stabilizer. The underside of the stabilizer
contains a covered opening which provides accesi to the actuator. Hinges are located on the
rear spat es~mbly to support the elevators.

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

bolts, torque bolts 100-~20 Ib-in.
4-19. I~EPAIR. Horizontal stabilizer repair should be accomplished in accordance with applica-
bfe instructions outlined in Section 17.
4-2O. STABILIZER ABRASION BOOTS. (See figure 4-4.)
NOTE
An Accessory Kit (AK18%-217) is available from Ceeuna

parts Distribution (CPD 2) through Cesuna Service Sta-
tions for installation of abrasion boots on aircraft not so
equipped.
Revision 1 4-9
i. Tip
2. StabSli~er
,p\G\NBL
3. SfopBolt
4. Fitting;
5. Nut
2 Washer
6
.7. Fuselage
8. Screw
1 9. Bolt
lO. ElewrtorOutboaud Binge
ii. Bushing
12. AbrasionBoot
Forging
12
a
2~ ~ir
b ’4 10
o 3
4 i´•
1 S
6
O
i
s
O
O
7
11
Detail A
Detail B
THRU 1SBOMODELS
Figure 4-4. Horiz;oPtal Stabiliz;er installation (Sheet 1 of 2)
4-10
MOD~L 152 SERIES SERVICE MANUAL
a /17
a 5 3
3
13
7~ 101!11 6
IQ
e g 9
Detail A
BEGINNING WITH 1981 MODELS
Figure 4-4. Hori~ontal Stabilizer Installation (Sheet 2 of 2)

4-2r. DESCRIPTION. The aircraft may be equipped with two extruded rubber abrasion boots, one
onthe leading edge of each horizontal stsbilizer. These boots are installed to protect the
stabilizer leading edge from damage caused by rocks thrown back by the propeller.
4-22. REMOVAL. The abrasion boots can be ntmoved by loosening one and of the boot and’pulling
it oft the stabilizer with an even pressure. Excess adhesive or rubber can be removed with
Methyl-Ethyi-Ketoae,
4-23. INSTALLATION. Install abrasion boots as outlined in the following procedures.

a. Trim boots to desired length.
b. Mask oh boot arse on leeding edge of stabilizer with i-inch masking tape. allowing
1/Cinch margin.
c. Clean metal surfaces of stabilizer. where boot is to be instpllsd with Methyl-Ethyl-
Ketone.
d. Clean inside surface of abrasion boot with Methyl-Ethyl-Ketone and a Scotch brite
pad to ensure compisb removal of porattin/tolc. Then. a normal wipe down with
MEK on a cloth will leave surlacs suitable for bonding to the Pluminum.
NOTE
Boob may be applied over epoxy primer, but ii the

has been painbd. the paintshall be removed trom
the bond area. This shall be done by wiping the muiacee
witha clean. lint-free rag, soaked with solvent. and then
wlpmg the surfaces dry, before the solvent has time to

evapora&. with a clean, dry lint-free ag.
e. Stir cement (EC-1300 Minnesota Mining and Manufacturing Co.) thoroughiy.

i. Apply one even brush coat to the metal and the inner surface of the boot. Allow
cement to air-dry for a minimum of 3d minutes, and then apply a second coat to each
surface. Allow at least 30 minutes (preierably one-hour) for drying.
g. After the cement has thoroughly dried, reactivate the surface of the cement on the
stabilizer and boot,using a clean, lint-free cloth. heavily moistened with toluol.
Avoid excess rubbing which would remove the cement from the surfaces.
h. Position boot aga~nst leeding edge, exercising care not to tap air between boot and
stabilizer.
NOTE
Should boot be attached "off-course". pull it up imme-
diately with a quick motion. and reposition properly.
i. Press or roil entire surface of boot to assure positive contact be;ween the two
surfaces.
1´• Apply a coat of GACO N700A sealer or equivalent (coaforming fo MIt-C-2l0g;l)
along the trailing edges of the boot to the surface of the skin to form a neat straight
fillet.
k. Remove masking tape and clean stabilizer of excess material.
i. Mask to the edge of boot for painting stabilizer.
4-~2
SECTION
LANDING GEAR, DRAKES AND HYDRAULIC SYSTEM
Page No,
Manual
Torque Links 1F22/5-31
LANDING GEAR 13I7/5-2 Description 1F22/5-31
Description 1317/5-2 Removal 1F22/5-31
Trouble Shooting 1Er 7/5-2 Inspection 1F22/5-31
Main LandingGear 1317/5-2 Installation 1F22/5-31
Description 1317/5-2 Shimmy Dampener 1F23/5-32
Strut Removal 1318/5-3 Description lF23/5-32
Strut Installation 1E18/5-3 Removal 1F23/5-32
Step BracketInstallation 1E19/5-4 Disassembly and
Fairings 1319/54 Reassembly 1F23/5-32
Description 1E319/54 Installation 1F24/5-33
RemovaVlnstallation 1E19/5-4 SteeringSystem 1F24/5-33
SpeedFairing Removal IE22/5-7 Description 1F24:5-33
SPeed FairingInstallation 1322/5-7 Steering Rod Assembly 1F24/5-33
U1Theel Removal 1323/5-8 Description 1F24l’5-33
Disa~sembly (McCauley) 1323/5-8 Steering Adjustment 1G1/5-34
Inspection and Repair Drake System 161/5-34
(McCauley) 1323/5-8 Description 1G1:5-34
Reassembly (McCauley) 134/5-13 Trouble Shooting 1GI/5-34
Disassembly (Cleveland) 1F4/5-13 Master Cylinders IG215-35
Inspection and Repair Description 1C2/5-35
(Cleveland) 1F5/5-I4 Removal 1G2/5-35
Reassembly (Cleveland) 135/5-14 Disassembly(Thru 1978) 1G~W5-35
WheelInstallation lF5/5-14 Inspection. Repair, and
WbeelAxle Removal lF6/5-15 Overhaul(Thru 1918) 1(;2:5-35
Wheel AxleInstallation 137/5-16 Reassembly (Thru 1978) 162:5-35
Wheel Alignment Check IF9/5-18 Disassemb~y (Deginning
Wheel Balancing 1F9/5-18 with 1979) lC6:5-39
Nose Gear 1F10/5-19 Inspection and Repair
Description 1F10/5-19 (I3eginning with 1979) 1G6,’5-39
Trouble Shooting 1FI0/5-19 Reassembly (Beginning
Removal 1F10/5-19 with 1979) 1 G6:5-39
Installation 1F12/5-21 Installation 106:5-39
Fairing Removal 1F13/5-22 nydraulic Brake Lines 1G6/5-39
Fairinglnstallation 1F13/5-22 Description 16715-40
Wheel Removal 1~F13/5-22 Brake Assemblies 1(;7/5-40
Disassembly (McCauley) 1F13/5-22 Description 1G?/5-40
Inspection and Repair Removal 1C7~-40
(McCauley) 1F16/5-25 Inspection andRepair 1G7/5-40
Reassembly (McCauley) 1F16/5-25 Reassembly 167/5-40
Disassembly (Cleveland) 1F17/5-26 Installation 167:5-40
Inspection and Repair Checking LiningWear 1C8/5-41
~Cleveland) 1F17/5-26 Lining Installation 1G 8:5-41
Reassembly (Cleveland) 1F17/5-26 SystemI3leeding 168/5-41
Installation lF18/5-27 Lining Conditioning 1G10/5-43
Wheel Balancing 1F18/5-27 ParkingBrake System 1G10/5-33
Strut Disassembly 1F18/5-27 Description 1G10/5-43
Strut Inspection and Repair 1F2I:5-30 RemovaYlnstallation lCl0:5-43
Strut Reassembly ....I 1F21/5-30 Inspection andIiepair 1G10/5-13
Revision 1 5-1
5-1. LANDING GEAR
5-2. DESCRIPTION. The aircraft is equipped with a fixed tricycle landing gear, consisting of
tubular spring-steelmain gear struts, and an air/oil steerable nose gear shock strut Two-
piece, die-cast aluminum wheels are installed on the main and nose landing gear, The
wheels are equipped with tubes and disc-type brakes. The nose wheel is steerable with the
rudder pedals up to a manimum pedal deflection, after which it becomes free-swiveling, up
to
a
maximum of 30 degrees, each side of center. Nose and main wheel fairings are available
for installation.
5-3. TROUBLE SHOOTING.
TROUBLE. PROBABLE CAUSE REMEDY
AIRCRAFT LEANS TO ONE Incorrect tire inflation. Inflate to pressure specified

SIDE. in figure 1-1.
Landing gear attaching Tighten loose parts; replace

parts too tight. defective parts with new
parts.
Landing gear spring Remove and install new
excessively sprung. part(s).
Bent axles. Install new part(s).
TIRES WEAR EXCESSIVELY. Incorrect tire innation. Inflate to pressure specified

in figure 1-1.
Main wheels out of Remove and install new
alignment. part(s),
Landing gear spring Remove and install new
excessively sprung. part(s).
Bent axles. Install new partls).
Dragging brakes. Refer to paragraph 5-M.
Wheel bearings excessively Adjust properly.

tight.
Wheels out of balance. Correct in accordance with

paragraph 5-25.
Loose torque links. Add shims or install pew
parts as required.
WHEEL BOUNCE EVIDENT Out of balance condition. Refer to paragraph 5-25.

ON SMOOTH SURFACE.
5-4. MAIN LANDING GEAR..
5-5. DESCRIPTION. The tubular, spring-steel main landing gear struts are attached to the
5-2
aircraft at Inboard and outboard forpngs, located in the belly of the aircraft. A bracket Is
bonded to each strut for attachment of a step. Hydraulic brake lines are routed down and
clamped to each main gear strut. The axles, main wheels and brake assemblies are Installed
at the lower end of each strut.
5-6. MA~ GEAR STRUT REMOVAL. (See figure 5-1.)
NOTE
Thefollowing procedure removes the landing gear as a

complete assembly. Refer to applicable paragraphs for
removal of individual components.
a. Remove noorboard access covers over inboard and outboard landing gear forgings
(2) and (3).
b. Hoist or jack aircraft in accordance with procedures outlined in Sect~on 2.
c. Remove screws attaching fuselage fainng (19). and allow fatting to slide down over
spring-strut fairing (13).
d. Drain hydraulic fluid from brake line (6) on strut being removed.
e. Disconnect hydraulic brake line (6) at fitt~ng where brake line emerges from fuselage
skin. Cap or plug disconnected fittings.
I. Remove nut, washer and bolt attach~ng Inboard end of tubular strut to the Inboard
landing gem bulkhead fitting.
g. Pull tubular strut from fitting and bushing. Use care when removing strut to pre~´•ent
damage to hydraulic brake l~ne.
NOTE
The tubular strut is a compression fit in the bushing In
the outboard landing gear forging (3).
5-7. GEAR S~RUT INSTALWLTION. (See figure J-1.)
NOTE
The following procedure installs the landing gear as a

complete assembly. Refer to applicable paragraphs for in-
stallation of individual components.
a, Install all parts removed from strut.

b. Apply Dow Coming Compound DC-? to approximately 11 inches on upper end of
tubular strut.
NOTE
Avoid use of Dow CornFng DC-7 on surfaces to be painted.

DC-7 contains silicone which is harmful to painted sur-
faces.
c. SLide tubular strut into place through bushing in outboard strut fitting and into in´•
board strut ntting.

d. Align tubular strut in inboard f~tting and install bolt through fitting and strut. Ln-
stall washer and nut on bolt and tighten totorque value Listed in Pection i.
e. Connect hydraulic brake Line to fitting. Fill and bleed brake system in accordance
5-3
with oppllcPbls paragraph in this section

i. Install fairing
g. Lower aircraft and install nooorbord access covers.
5-8. STEP BRACKET INSTALLATION.
NOrr
The step bracket is secured to the tubulm gem strut with

EA9309, EC2218, EC~L214. EC3445, or a similar epoxy base
adhesive.
a. Mark position of the bracket so that the new step bracket will be installed in
approximately the same position on the strut.
b. Remove ail traces of the original bracket and adhesive as well m my Nst paint or
scale with a wire brush and sandpaper.

comse
c. Leave surfaces slightly roughened or abraded but deep scratchss or nicks should be
avoided.
d. Clean surfaces to be bonded together thoroughly. if a solvent is used, remove all
traces of the solvent with a clean. dry cloth. It is important that tbs bonding surfaces
be clean and dry.
e. Check fit of step bracket on the tubular strut
i. Mix adhesive (any of those listed in note preceding step "a") in mcordance with
manufacturer’s directions.
g. Spread a coat of adhesive on bonding surfaces, sad place step bracket in position on
the tubular strut. Clamp bracket to strut to ensure a good tight lit
h. Form a small fillet of the adhesive at all edges of the bonded surfaces. Remove excess
adhesive with lacquer thinner.
i. Allow adhesive to cure thoroughly according to mauufacturer’s rscomm~nd9tions
before nexingthe tubulaT gest strut or applying loads to the strut
j. Paint tubular strut and step bracket after curing is completed
s-o. MAIN LLLNDINO GEAR FAIRINGB. (9se figures 5-1 and 5-8,)
J-10. DESCRIE*IION. Some aircrait are equipped with fhsskgs attached to the fuselage
and the tubular Saut Iairings with screws. The tubular strut lairings eovm the tubular
landing gear s9ufs. and attach to the fuselage iairings at the upper end and to I´•iring caps
at the lower end. The lairing caps attach to the tubular strut irirings at the upper end and
clamped to the tubular s~ub at the lower end. Brake birings pre installed at tbs lower end
of the tubular strut iairfnk and are attached to the wheel speed fairings by screws mound
their outer perimeters. The speed iaFrink are installed ooer the wheels and are attehed to
mounting plates. attached to the aries. The wheel ~atrings ore equipped with dfustable
scrapers, installed in the lower pit part of the ~lairiPgs. directly behind th8 wheels.
5- 1 1. REMOV AL AND INSTALLATION OF MAIN LANDING GEAR FAlRINGS. (See figure 5-1.)
a. To remove brake
lairings (15), proceed as follows:
1. Remove from perimeter of iairings.
screws
2. Remove screws from nutplates holding fairings together.

3. Spring iairings open to slide over spring strut fairzngs.
4. Remove brake iairings.
5. Reverse preceding steps to install brake iairings.
b. To remove fairng caps (17), proceed as iollows:
I. Remove brake iairings (15). as outlined in step "a".
5-4
MODEL152 SERIES SERVICE MANUAL
1 2
,S 19
i\
.SE CTJ ON
";7 A-A
i.,s
d
8
6 7
NOTE
Jackpad is provrdea lp
d
bonom of step b~icket <9>, \a t 8
i. Bolt 17
2. Inboard Forging
3. Outboard Forging
4. Bushing
5. Buuhing Rehiner A 16
fi. BrakcLiat
7. TubularStrut
8. Step ~C
9.‘ Step Backet
r0. Arle c.
11. Brake Torgue Plate 15

12. Wheel Assembly
13. HubCap 10
14. Brake Assembly
Brake Fairing 11
16. Clamp
17. FairiPgCap
12
18. Tubular Strut Fairing r
is. Fuselage Fairing
14
13
Fuselage fairings (19) are split thru 1978
production models. Beginning with 1979
production models, one-piece fairings are
instal~ed. However, service replacement/I)

fairings, ordered through Cessna Service gf
Station, will be split, and can be installed
without disassembling the main landing
gear.
Fi~ure 5-1. Main Landing Gear Installation
Revision 1 J-9
15279406 thru 15282762 ~C 15282763 thlp 15285958 $15285959 On

F15201429 thm F15201578 Fr5201579 thru F1~20178S Fi5201784 On
81520735 thru 81520859 81520840 tbru 81520909 a1520910 L On
F81520337 thm FBr520356 F81520357 thrtl F81520372 F81520373 On
aePO
i´•
f
C´• ´•I
.i ~s
.2
P
ii~tcj" *9
i:i:
4
I., ‘´•8
a
I
U.,
i. stiffener
2. Mounting Plate
3. Doubler
4. Fairing
5. Scraper
6. arte Nut
7. Door, access
8. Latch
9. Plug
Figure 5-2. Main Wheel Speed Fairing
5-6
2. Remove attaching fairing caps to spring strut fairings (18).

screws
3. Remove bolt and nut attaching clamps (16) to spring struts (7).
4. Slide clamps (16) down tubular struts (7). remove fairing caps (17).
NOTE
Clamps may be sprung over tubular struts for removal.
5. Reverse preceding steps to install fairing caps.

c. To remove fuselage fairings (19), proceed as follows:
1. Remove screws attaching fairings to fuselage.
2. Slide fairings down tubular strut fairings and, thru 1978 Models, remove screws
from nutplatep holding fairings together, and sprmg falrrngs open to sl~de over
strut fairfngs. Beginning with 1979 Models. fairings are one-piece and cannot be
sprung apart.
3. Reverse preceding steps to install fuselage fairings.
d. To remove tubular strut fairings (18), proceed as follows:
1. Remove brake fairings (15) as outlined in step "a"
2. Renjlove fairing caps (17) asoutlined in step "b".
3. Remove fuselage fairings (19) as outlined in step "c".
4. Remove steps (8).
5. Remove screws from.nutplates along strut fairmgs.
6. Spring fairing over tubular struts, using care not to damage brake Imes (6).
7. Reverse the preceding steps to install fairings.
5- 12. MAIN WHEEL SPEED FAIRING REMOVAL. (See figure 5-2.)

a. Remove brake fairing as outlined in paragraph 5-11. step "a
b. Remove screws attaching stiffener (1) and inboard side of wheel speed falnng (4) to
mounting plate (2), ’which is attached to the sris.

c. Remove bolt securing outboard side of fairing to axle nut (6).
d. Loosen scraper (5), if necessary, and work speed fairing from wheel.
5-13. MAIN wttaat. FAIRING INSTALLATION. (See ngun 5-2.)

a Work speed fairing down over wheel.
b. Install bolt securing outboard side of speed fairing to axle nut.
c. Install scnws attaching stiffener (1) and inboard side of wheel
speed fairing (4) to
mounting plate (2), which is bolted to the axle.
d. Install brake fairing by reversing pmaduns outlined in step "a" of paragraph 3-11.
a. After installation. check scraper-to-tin clearance for a minimum of 0.23-inch to a
mnrimum of O.JQ´•inch. Elongated holes an pro~ided in the scraper for clearance ad-
justments.
CAUTION
Always check scraper clearance after

inatalling speed
fairing, whenever a tire has been changed, and whenever
scraper adjustment has been disturbed. Set clearance ~s-
tween tire and scraper for 8 minimum of 0.25-inch to a
marimum of 0.50-inch. Elongated holes in the scraper
are pro~ided for adjustment. II the aircraft is flown f~om
surfaces with mud, snow, or ice, the speed fairings
should be checked to make sure there is no accumulation
which could prewnt normal wheel rotation. Wipe fuel
and oil from speed fairing to pnvent stnining and de-
terioration of the fairing.
5-7
5- 14. MAIN WHEEL RE;MOVAL. (See figure 5-1.)
NOTE
It is not necessary to remove the main wheel to reline

brakes or to remove brake parts. other than the brake disc
on the torque plate.
a. Hoist Jack aircraft in accordance with procedures outlined in Section 2.

or
b. Remove speed fairng. ii installed. as outlined in paragraph 5-12.

c. Remove hub caps. ii installed. cotter pin and axle nut
d. Remove bolts and washers attaching brake back plate to brake cylinder. and remove
back plate.
e. Pull wheel from axle.
5- 15. MAIN WHEEL DISASSEMBLY. (McCauley) (See figure 5-3.)

a. Completely deflate tire and tube and break loose tire beads. Extreme care must be
exercised to prevent tire tool damage when removing tire from wheel halves (6).
WARNING
Senous injury can result from attempting to separate

wheel halves with tire and tube inflated.
b. Remove nuts (10) and washers (9).

c. Remove thru-bolts (24) and washers (25).
d. Separate and remove wheel halves (6) from tire and tube.
e. Remove retaming rings (r). grease seal rstpining rings (2), grease seal felts (3).
grease seal retainers (4) and bearing cones (5) from both wheel halves (6).
NOTE
cups traces) tn) are a press fit In wheel halves

[6). and should not be removed unless a new part Is to be
Installed. To remove beanng cups. heat wheel half in
belling water for 30 minutes. or m an oven. not to exceed
121"C (250"F). Using an arbor press. If available. press
out bea~ng cup and press In a new beanng cup while
wheel half Is still hot.
.5-16. ~IAIN WHEEL INSPECTION AND REPAIR. (McCauley) (See figure 5-3.)’
NOTE
soft bristle brush may be used to remove hardened
grease. dust or dirt.
a. Inspect wheel halves (6) for cracks or damage.

b. Inspect bearing cones (5). cups (27). retaining rings (r). grease seal retainers (21.
brakes
~rease seal felts (3) and grease seal retainers (´•i~ for wear or damage. Inspect
per paragraph 3-78.
c. Inspect thru-bolts (24) and nuts (10) for cracks In threads or cracks In radius under
bolt head.
d. Replace cracked or damaged wheel half (6).
5-8
8
1
g
27 ~s
1
IL;lcCAULEY WHEEL
Lhl
27
Cent. on sheet
21 ´•I
i. Retarnmg Ring
2. Grease Seal Retainer
3. Grease Seal Felt
5. Bsa~ngCone
6.
7. Tire
8. Tube
9. Washer
10. Nut
27 Bearing Cup
Figure 5-3. Main Landing Gear Wheel and Brake (Sheet 1 of 4)
5-9
MnrimUm torque on elbow (13) to be 80 Ib. in. Lube

Seal elbow (13) Liquid-O-Ring No. 404 (Oil Center
Beeearch. P.O. Box 31871. Laiayetb,
70301). Torque bolts (17) to 100-110 Ib. in. and
safety-wire.
Beginning with 1962 Models
Cent. Irom sheet I
11
12
<~5 /~1;
13
r/’ 14
11.
12.
26
Brake Disc
Torque Plate
3
~j151 16
13. Pressure Plate

14. Anchor Bolt 25
15. Elbow 24 B
16. Brake Cylinder
17 Bolt 23
18. Bleeder Screw
17
19 Dust Cover
20. Bleeder Fitting 22
21. Piston O-Rmg 21
22. Brake Piston
24.23. Lming
Thru-Bolt
P
25. Washer 19
26.‘ Back Plate ’1978 thru 1981 Models.
27. Elbow
28. Nut
29. O-Ring ~LIcCXULEY BRAKE
5-10
MODEL t 52 SERIES SERVICE MANUAL
1 CLEVELAND WHEEL
21 P
20
7
19
i
i. Snap Ring
2. Grease Seal
Ring
3. Grease Seal
Ring
4. BearingCone 1
5. Tire
Cent. on Sheet 4
6. Tube
7. Male Wheel Half 10
8. Bearing Cone
9. Grease Seal Ring
10. Snap Ring
11. Grease Seal Felt
16. Bearing Cup
19. Female Wheel Half
20. Nut
21. Crease Seal Felt
Figure 5-3. ~ain Land~ng Gear Wheel and Brake (Sheet 3 of 41

N(Y~E
~orpue back plate mounting bolts (28) to 80-80 Ib. in.
CLEVELAND BRAKE
Cent. from Sheet 3

18
17.
15
~nnl/ 13
K
gC~
12
22
23 ‘i>
22
81
24
25
12. Brake cylinder

26
27
a"9 28
13. Anchor Plate
Pressure Plate
15. Torque Plate
17 Bushing
18. Brake Dise
22. Brake Lmmg
23. Back Plate
24. Bolt
25. Piston
26. O-Ring
27. BleederScrew
28. Bolt
5-12
e. Replace damaged retainer rings (1) and seals (2). (3) and (4).
f. Replace worn or damaged beanng cups (27) and cones (5).
g. Replace any worn or cracked thru-bolts (24) or nuts (10).
h. Remove any corrosion or small nicks.
i. Repair reworked areas of wheel by cleaning thoroughly. then applying one coat of
clear lacquer paint.
j. Pack bearings with grease specified in Section 2 of this manual.
5- 17. MAIN WHEEL REASSEMBLY. (McCauley) (See figure 5-3.)

a. Assemble bearing cone (5j. greese seal retainer (4). greese
seal felt (3). grease seal
retainer (2) end retaining ring (1) into each wheel bah (6).
b. Insert tube in tire. aligning index marks on tire and tube.
c. Place wheel half (6) mto tire and tube (slde opposite valve stem). aligning base of
valve stem in valve slot. With washer (25) under head of thru-bolt (24). insert bolt
through wheel half (6).
d. Place wheel half (6) into other side of tire and tube. al~gning valve stem In valve slot.
e. Insert washers (9) and nuts (10) on thru-bolts (24). and pre-torque to 10 to 50 Ib. ~n.
CAUTION
Uneven or improper torque of the nuts can cause failure

of the bolts with resultant wheel failure.
f. Pnorto torqurng nuts (10). ~nflate tube with approximately 15-20 psi air pressure to
seat tire.
cnurla.
Do not use impact wrenches on thru-bolts or nuts.
g. Dry torque all nuts (10) evenly to a torque value of 140-150 Ib. m.
h. Inflate tire to correct pressure specified m figure 1-r of this manual.
5- 18. DISASSEMBLY. (Cleveland.) (See figure 5-3.)
WARNING
Injury can result from attempt~ng to separate wheel

halves with tire inflated. Avoid damag~ng wheel nanges
when breaking tire beads Loose.
a. Deflate tire and break tire beads loose. Tire Irons should not be used.
b. Remove thru-bolts and separate wheel halves.
c. Remove tire and tube.
d. From brake side of wheel. remove brake disc and Inner wheel half. If dise sticks. pn~
out. using non-metallic Instrument.
e. To disassemble Inner and outer wheel half. remove snap nngs. grease seal. felts and
beanng cone
5-13
MODEL 152 SERIES SERVIOE MANUAL
NOTE
i)
Bearulg cups are press-fit m the wheel halves and should
not be removed unless replacement is necessary. To
remove cups. insert wheel half in boiling water for 15
mrnutes. or place m an oven not to exceed 2500F for 15
mmutes. Remove from source of heat and invert wheel

hall. If cup does not drop out. tap cup evenly from axle
bore with fiber drift pin or suitable arbor press. To
replace a new cup. press m new cup while wheel half is
still hot.
5-19. INSPECTION AND REPAIR. ICleveland.)

a. Degrease all parts and dry thoroughly.
b. Visually mspect bearrng cups and cones for nicks. heat discoloration. roller wear.
cracks or distortion. Replace all worn parts.

c. Inspect wheel halves for cracks. corrosion. nicks and other damage. Cracked or badly
damaged wheel halves will be replaced. Small aJcks. scratches or pits can be blended
out. usrng fine 400 gnt sandpaper.
d. Inspect snap rmgs and grease seal distortion or wear. Replace grease seal felts If
they are hard or contammated. Lightly saturate grease seal felts with SAE 10 oil(do
not soak.)
e Inspect brakes per paragraph 5-78.
f Inspect wheel bolts for cracks and co rroslon. Replace cracked bolts. Inspect metallic
self-lockmg nuts. Replace If nut can be turned onto bolt past nut’s lock~ng section. by
,a.
.dnahtmaP
Wheels may be repainted If parts have been repa~red and thoroughly cleaned.
exposed area with one coat of zinc primer and one coat of aluminum lacquer.
NOTE
~Jever paint work~ng surfaces of beanng cups.
i-2U (Cleveland.)
a. Reassemble bearing cones. grease seals. felts and snap nngs Into the proper wheel
halves.
b. Inflate tube sufficiently to round It out. Insert tube uato tire so that balance mark
cyellow or white band)
radially aligned
is with tire balance mark
(red dot).
c. Place outer wheel half Into t~re and pull tube valve stem through valve hole.
d. Turn t~re and outer wheel half over. and place Inner wheel half into nte and al~gn
bolts holes with outer wheel half. Place brake disc Into inner wheel half and align bolt
holes. Install bolts through tnner wheel half and washers and nuts on outer wheel
half. Torque wheel nuts to torque value of 90 Ib-in.
e. Innate t~re to pressure stipulated In Section 1 of th~s manual..
5-2~. .MAIN WHEEL INSTALLATION.

a. Place wheel assembly on axle.
b. Install axle nut and tighten axle nut until a slight bearing drag is obvious when the
wheel rotated. Back off nut to nearest castellatlon and Install cotter pin.
Is
c. Place brake back plate ~n posit~on and secure the bolts and washers.
d. Install hub cap. Install speed fairing (If used) as outlmed m paragraph 5-13.
5-14
CAUTION
Due to agmg of the aluminum arle. caused by the
heating tape..a new axle willhave to be installed.
Do not place tape in direct contact with

4
tubular gear spr~ng. O
ORIGINAL f
J
As Received By
ATP
i. Axle
2. Tubular GearStrut
3. Electrical Heating Tape
4. Plug
Figure 5-4. Main Wheel Axle Removal
CAUTION
Always check scraper-to-tire clearance after installing

speed fairing, whenever a tire has been changed, and
whenever scraper adjustment has been disturbed. If the
aircraft is flown from surfaces with mud, snow, or ice.
the speed fairing should be checked to make sure there is
no accumulation which could prevent normal wheel rota-
tion. Refer to paragraph 5-13 for correct srraper-to-tire
cleatancc.
5-22. MAIN WHEEL AXLE REMOVAL.

a. Remove speed fairings. if installed. according to procedures outlined in~applicable
paragraph in this section.
b. Remove wheels in accordance with procedures outlined in applicable paragraph m
this section.
c. Disconnect. drain and cap or plug hydraulic brake line at the wheel brake cylinder.
d. Remove cotter pin, nut and bolt attaching axle to spring strut.
e. Remove brake components and speed fairing plate from axle.
NOfE
Axles are bonded to the struts of tubular gear aircraft

with EA9309-25GR adhesive, which is available from
Cessna Parts Distribution (CPD 2, through Cessna Ser´•
vice Stations. The bond is too strong to allow the axle to
be removed without first weakening the bond strength.
The only methods of weakening the bond are with heat or
cryogenic cold; heat being the most practical. A tempera-
ture of’;dpproximately 500"F (tLGO"C) is sufficient to wt~ak-
the bond so the axle can be removed. This is still;d low
neralubut
enough temperature to prevent damage to the
strut.
Revision 1 5-15
r. Remove axles as follows:
NOfE
Axles should be removed fiom strut, using electric h~it-

ing tape. Heating tape, P/N 135-459, can be obtained
from Cessn;a Parts Distribution (CPD 2) through Ceus~
service Stations.
g. Wrap heating tape around axle from base head to outer end of axle and tie it on with
string provided with the tape. as shown in the figure.
CAUTION
Do not place tape in direct contact with tubular gear

spring.
h. Plug electric tape into 110 volt wall socket and heat for 20 to 30 minutes.
i. Unplug tape and remove fmm axle. Remove axle by striking axle base head with a
few sharp blows.
j. Clean any old adhesive off landing gear spring with a win brush. Brush strokes
should run lengthwise along the spring. After old adhesive has been removed. wipe
with clean rag saturated with acetone or alcohol. Immediately wipe dry with a clean
lint free cloth.
WAR NING
Due to aging of the aluminum axle, caused by the heating

tape, a new axle will have to be installed.
5-23. MADJ WnEh:r. ~NSTALLBTION.

a. installing new axle, wipe outer surflace of tubular gear and inlzi~e of axle
Prior to
with solvent,
drying with a clean, Lint fne cloth.
b. Mix EA9309-25GR adhesive, available from Cejsna Parts Distribution (CPD 2)
through Cesdna Service Stations, in accordance with instiuction in the package.
Spread adhesive thinly and evenly on outer surface of landing gear spring in area
that will be covered by axle.
c. Place axle on gear spring and rotate axle to assure even coverage between inner sw-
face of axle ana outer surfkce of spring.
d. Install retaining bolt, washers, nut and cotter pin. Tighten nut securely.
e. Allow 24 hours at 750F (a4"C) for adhesive to cure, or 30 minutes at 2500F (121DC), if
heating equipment is available.
C Installbrake components and speed ~’airing mounting plate to axle.
g. Install wheel on axle in accordance with procedures outlined in applicable prira-
graph ofthis section.
h. Connect hydraulic brake line to wheel brake cylinder.
i. Fill and bleed hydraulic brake system in accordance with applicable paragraph in
this section.
9-16 Revision 1
NIODEL 152 SERIES SERVICE MANUAL
i
~I
i’
V
PLUMB BOB
i’
1
CENTERISNE
OF
~i
~-2´•
90"
PLUMB BOB
PERPENDfCOLBR
LINE
UBBE
SlgB1GBr EDGE
sOUABEs
PERPENDICI3LBR
\L-
GREBSED PLBT~
Figure 5-5. Main Wheel Alignment (Sheet 1 of 2)
5-17
TOP VIEW OF TOE-IN CHECK FRONT VIEW OF CAMBER CHECK
Measure toe-in at edges of wheel nanBe, Measure camber by reading

Difference in measurements is toe-in for protractor level held
1 wheel, vertically against outboard
Ranges of wheel.
CARPENTER’S SOUARE POSITIVE7 i"GATNE

CAMBER CcLdBE~I
1 ~11 II II II\ 1_
1I~IIIII IltHA,
FOPIWARD I)
STRAIGHTEDGE
NOlh
Then plr~cedures are specifically for chec~ciPg whnl

alignment, No prOPigigpS an madr, fm aligning the non
wheel, Refer to parsgrsph 5-e~ or the chart in figrus 1-1
of this manual for camber and toe-in limitations,
Figure 5-5. Main Wheel Alignment (Sheet 2 of 2)
j. Install speed fairings, if used, in accordance with applicable paragraph in this

section,
5-24. MATN Wnrrr:r. ALIGNMENT CEIECIL. Figure 5-5 contains procedans for checking tosin
aPd camber. Toe-in limitations are .00" to +-.~8". Camber limitations an 3" to 30, If wheel
alignment is out of these limitations, a new tubular spring strut will have to be installed.
5-25. W~IEEL UALANCING. Since uneven tire wear is usually the cause of wheel unbalance, re-
placing the tire will probably correct this condition. Tire and tube manufacturing tolerances
permi t a speci fled amount of sta tic un ba lance. The light-weight point of the ti re is marked
with a red dot ~n the tire sidewall and the heavy-weight point of the tube is marked with a
c´•un trasling cc,lvr line usually near the infla tion valve stem). When i nsta Iling a ne w tire,
place these Inaiks adjacent to each other, ifa wheel shows evidence of unbalance during ser-
vice, it may be statically balanced. Wheel balancinequipment is available from Cessna
Parts Distribuliun (CPT) 2) through Cessna Service Stations.
5-18 iievision 1
MODU 152 SERIES SERVICE MANUAL
3-26. NOSE GEAR.
5-27. DESCRIPTION. A steerable nose wheel, mounted in a fork, attached to an air/oil (oleo)
shock strut. make up the gear. The shock saut is secured to the tubular engine mount.
nose
Nose wheel steering is accomplished by two spring-loaded push-pull tubes linking the nose
gear steering collar to the rudder pedal bars. A hydraulic fluid-filled shimmy dampener Is
provided to minimize nose wheel shimmy. A nose wheel speed fairing may be installed on
some aircraft.
TROUBLE CAUSE
NOSE SIIIILLIMY. Nose strut attach ing bolts l‘i g´•h ten n ~ae strut iltta i´•h i n~
(Also refer to Service Letter loose. bolts.
SE84-21.,
Loose or worn nose wheel Tighten. Replace defective

steering linkage, parts with new parts.
Nose wheel out of balance. Refer to paragraph 5-1 i.
Wheel bearings too loose. Adjust properly.

Defective shirnmy dampener. Repair, or install new
dampener.
Shirnmy dampener fluid low. Servic´•e in acc´•ul´•danc~ with
Section 2.
Louse toro ue links. Add shims, or install new pitl´•ts

as required.
Worn steering arm assembly Replace or add shirns a~
shims. required.
NOSE STRUT DOES NOT Defective or loose air filler Check gasket and ti gh tell luc,s~t
IIOLD ALR PRESSUIZE. valve. valve. I;lstall new valve if
defective.
Defective strut seals. Install new szala.
IIYDRAIJLIC FLUID Defective strut seals. install new seals.

LEAKAGE FnOM NOSJ~
STRUT.
5-29. NOSE GEAR REMOVAL. (See figure 5-6.)

a. Remove engine cowling for access.
or tie down tail of aircraft to raise nose wheel off
the floor.
b. Weight
c. Disconnect nose wheel steering tubes from nose gear s~eenng collar.
d. Remove screws attaching bose clamps to strut.
its
e. Remove air filler valve core and deflate strut completely, and telescope strut to
shortest length.
WARNING
Be sure strut is deflated completely before removing bolt

or roll pin at top of strut.
I(uvis~ioii I S-19
NOrr 3
Minimum shock strut extension

is 3.69-inches; marimum
extension is 4.17-inches.
Strut pressure capacity is listed

infigure 1-1 or can be found
on the placard on the nose 2
gear saut.
8
1 I
1. Wheel and Tire Assembly

2. Strut-to-Engine MountingBolt
3. Shock StrutAssembly
4. EngineMount
5. RollPin
6. SteeringTube
7. Shimmy Dampener
8. TorqueLink
Figure 5-6. Wose Gear Installation
5-20
13279406 thru 15282762 ~Ct 15282763 thru 15283958 ~e 13283939 On

Fr5201429 thru F15201578 31320~579 thru F15201783 F15201784 On
A1520733 thru A1320839 AI520840 thru A1J20909 ArJ20910 On
FA1J20337 thru FA1530336 FA1320357 thru FA1520372 FAr 320373 On
1 ////I
~eg
P
4 jO
a,
c,l
5
~C7
1.
2.
3.
speed Fairing
Cover Plate
Fork Bolt
6;b~ ´•7 ´•8
d
Scraper
5. Stud
6. Ferrule
7. Door. Amss Figure 5-7 Nose Wheel Speed Fairing
8. Latch
9. Plug
f. Remove roll pm at top of strut. and remove bolt which clamps strut to lower part of
eng~ne mount.
g. Pull the strut assembly down out of eng~ne mount fitting.
5-30. NOSE GEAR INSTALLATION. (See figure 5-6.)

a. Reverse steps m paragraph 5-29 to Install nose gear
NOTE
Always Install roll pin before clamping strut into lower
portion of engine mount to prevent misal~gnment.

Torque clamp bolt In lower portion of engine mount
fitting to 120 -20 Ib-in.
5-21
NOSE WHEEL SPEED FAIRING

5-31.
.a .LAVOMER
Weight or tie down tail of aircraft to raise nose wheel off noor.
b. Remove nose wheel axle stud.
c. Remove bolt securmg cover plate sad fairing to strut; remove cover plate.
WARNING
Do not remove boltattaching tow bar spacers. unless

strut has been completely deflated.
d. Slide speed fairing up and remove nose wheel. Loosen scraper ii necessary.
e. Rotate speed fairing 90 degrees and work fairing down over the fork to remove.
3-32. NOSE WHEEL SPEED FAIRING ~STALLATION.

a. Rotate speed fairing 90 degrees and work fairing up over the fork; rotate fairing to
correct position.
b. Slide fairing to correct position.
c. Tighten axle stud until a slight bearing drag is obvious when the wheel is rotated.
Back off nut to the nearest castellation. and install cotter pins.
d. if shock strut deflated. service after installation has bean completed. Refer to
was
servicmg instructions in Section 2.

e. Ad~ust wheel scraper clearance m accordance with the following caution.
CAUTION
Always check scraper clearance atar installing speed
Fairing. whenever a tire has been changed. and whenever

scraper adjustment has been disturbed. Set clesrmms ba
scraper for a minimum of 0.23-inoh to a
tween tire and
marimum of 0.50-inch. Elongated holes in the scraper

are provided for Idiustment. 1l the aircraft is Flown From
surfaces ~pith mud. snow. or ice. the speed Ipirina
should be checked to make sure there is no accumulation
wluch could
prevent normal wheel rotation. Wipe fuel
and oil from speed fairing to prevent and da
tenoration of the iairing.
~-33. NOSE WHEEL REMOVAL.

a. Weight or tie down tall of aircraft to raise the nose wheel off the floor.
b. Remove noseFKheelaxlestud.
c. Pull nose wheel assembly from fork and remove axle tube from nose wheel. Loosen
wheel scraper If necessary. If wheel is equipped with a speed fai~ng.
5-34. DISASSEMBLY (McCauley) (See figure 5-8. sheet i.)

a. Completely deflate tire and tube and break loose tire beads. t~xueme care must be
exercised to prevent tire tool damage when removing tire from wheel halves (6).
WARNING
Ser?ous mlury can result from attempting to separate

wheel halves with tire and tube Inflated.
b. Remove nuts (4) and washers (5).

c. Remove rhru-bolts (8) and washers (5)
5-22
7 7
:3 6
9
2
51
ti 10
1. Retainqr R~ng McCAULEY WHEEL

3. Grease Seal Felt
4. Nut
5. Washer
6. WheelHalf
Bearing Cup
8. Thru Bolt
9 Bearing Cone
10 Tube
II Tire
Figure 5-8. Nose Wheel and Tire (Sheet 1 of 2)
5-23
j:
~4
321
b
to
CLEVEL~ND WHEEL
1 Snap Ring ORIGINAL.
.3.
Grease Seal Ring
Grease Seal Felt
As Received
BY~r" i
´•1. Bearing Cone
S Outer Wheel Half
5 Tire
S. Inner Wheel Half

9 Bearing Cone
10. Thru-Bolt
Figure 5-8. Nose Wheel and Tire (Sheet 2 of 2)
5-24
d, Separate and remove wheel halves (6) from tire and tube.
e. Remove retaining rings t1). grease seal retainer (2). felt grease seal (3). grease
retamer (2) and bearing cone (9) from both wheel halves t6).
NOTE
Bearing cups traces) (7) are 8 press fit in wheel half (6)
and should not be removed unless a new part is to be
installed. To remove bearing cups, heat wheel half in
boiling water for 30 minutes, or in an oven. not to exceed
1210C (WOOF). arbor press, ii available, press
Using an
out bearing cup and press in new bearing cup while wheel
half is still hot.
5-35. INSPECTION AND REPAIR. (McCauley) (See figure 5-8. sheet 1.)
a. Clean all metal parts and felt grease seals m Stoddard solvent or equivalent. and dry
thoroughly.
NOTE
A soft bristle brush may be used to remove hardened

grease. dust or dirt.
b. Inspect wheel halves (6) for cracks or damage.

c. Inspect bearing cones (9). cups (7). retarning nngs (1) and seals (2) and (3). for wear or
damage.
d. Inspect thru-bolts (8) and nuts (4) for cracks in threads or cracks in radius under
.d•´ehtlob
e. Replace cracked or´•dam~ged wheel half (6).
i. Replace damaged retaining rings (1) and seals (2) and t3).
g. Replace worn or damaged bearing cups (7) and cones (9).
h. Replace any worn or cracked thru-bolts (8) or nuts (4).
i. Remove any corrosion or small nicks.
j. Repair reworked areas of wheel by cleaning thoroughly, then applying one coat of
clear lacquer paint.
k. Pack bearings with grease specified in Section 2.
5-36. REASSEMBLY. tMcCauley) (See figure 5-8. sheet 1.)

a. Assemble bearing cone t9). grease seal retainer (2). felt grease seal (3). grease seal
retainer (2)
and retaining ring (1) into both wheel halves
t6).
b. Insert tube in tire, aligning index marks on tire and tube.
c. Place wheel half(6) into tire and tube (slde opposite valve stem). aligning base of
valve stem in valve slot. With washer (5) under head of thru-bolt (8). insert bolt
through wheel half (6).
d. Place wheel half (8) into other side of tire and tube, al~gning valve stem In valve slot.
e. Install washers (5) and nuts (4) on thru-bolts (8) and pre-torque to 10-50 Ib. In.
CAUTION
Uneven or Improper torque of the nuts can cause failure

of the bolts with resultant wheel failure.
f. Pnor to torquing nuts (4). Inflate tube with approximately 10-15 psi air pressure to
seat t~re.
5-25
cauTloN
Do not use Mpact wrenches on thru-bolts or nuts.
g. Dry torque all nuts (4) evenly to a torque value of 140-150 Ib. in.
h. Inflate tin, to correct pressure specified in figure 1-1.)
5-37. DISASSEMBLY. (Cleveland) (See figure 5-8. sheet 2.)
WARNING
Injury can result from attempting to separate wheel

halves with tire inflated. Avoid damaging wheel flanges
when breaking tire beads loose.
a. Deflate tire and break tire beads loose.

b. Remove thru-bolts and separate wheel halves.
c. Remove tire and tube.
d. Remove snap ring. greese seal felt. grease seal rings and bearing cones from both
wheel halves.
NOTE
Bear?ng cups are a press-fit in the wheel halves and

should not be removed unless replacement is necessary.
To remove bearmg cups. heat wheel half in boiling water
for 15 rmnutes. Using arbor press. if available. press
an
out bearing cup and press in new cup while wheel is still
hot.
5-38. INSPECTION AND REPAIR. (Cleveland) (See figurs 5-8. sheet 2.)
a. Clean all metal parts and grease seal felts in solvent and dry thoroughly.
b. Inspect wheel halves for cracks. Cracked wheel halves must be replaced. Sand out
nicks. gouges and corroded areas. Where protective coating has been removed area
should be cleaned thoroughly. primed with zinc chromate primer and painted with
alummum lacquer.
c. Beanng cups and cones must be inspected carefully for damage and discoloration.
After cleanmg. repack canes with clean aircraft wheel bearing greese (Section 2)
before Installet~on m the wheel. To replace bearing cups. refer to note in paragraph 5-
37.
5-39. REASSEMBLY. (Cleveland) (See figure 5-8. sheet 2.)

a. Insert tire In tube. al~gnlng Index marks on hre and tube.
b. Place tire and tube on position valve stem through hole In wheel half.
wheel half and
c. Insert thru-bolts, position other wheel half. and secure with nuts and washers. Take
care to avoid pmch~ng tube between wheel halves. Torque bolts to 90 Ib-in.
CAUTION
Uneven or Improper torque on thru-bolt nuts may cause
bolt failure with resultant wheel failure.
d. Clean and repack bearing cones with clean aircraft wheel bea~ng grease (Section 2.)
e. Assemble bear?ng cones. seals and retainers Into wheel halves.
5-26
I. Inflate tire to seat tire beads. then adjust to correct pressure.

g. Install wheel in accordance with paragraph 5-40.
5-40. NOSE WHEEL INSTALLATION.

a. Install axle tube in nose wheel.
b. Install nose assembly in fork and install nose wheel axle stud.
wheel
c. Tighten axle stud until a slight bee~ng drag ~s obvious when wheel Is rotated. Back
the nut off to the nearest castellation and insert cotter pin.
CAUTION
On aLrmaiL thru serials 33285834 and A1321034.

equipped with speed fairings, always check scrapsr-l~
the clearance after in~8tPlling speed fairing, whenever a
the has been Or whenever sctaper ndiustment
has been disturbed. Set scraper clearance in accordance

with procedures Outlined in the Caution following para-
graph 5-32.
5-41. WHEEL BALANCING. Refer to paragraph 9-25 for procedures.
5-42. NOSE GEAR SHOCK STRUT DISASSEMBLY. (See figure 5-9.)
NOTE
The following procedures apply to the nose gear shock

strut after it has been removed from the aircraft. and the
speed fairing and nose wheel have been removed. In

many cases. separation of the upper and lower strut will
permit inspection and parts installation without removal
or complete disassembly of the strut.
WARNING
Be sure strut is completely deflated before removing lock

ring in lower end of upper strut. or disconnecting torque
links.
a. Remove shimmy dampener.

b. Remove torque links. Note position of washers. shims and spacers.
c. Remove lock ring from groove inside lower end of upper strut. A small hole Is
provided st the lock ring groove to facilitate removal of the lock ring (refer to view
C-C.)
NOTE
Hydraulic fluid will drain from strut halves as lower

strut is pulled from upper strut.
d. Using a str~ught. sharp pull. separate upper and lower strut. Invert lower strut and
drain hydraulic fluid.

e. Remove lock ~ng and bee~ng at upper end of lower strut assembly. Note top side of
bearing.
f. Slide packing support ring. scraper nng. retaining nng and lock
~ng from lower
5-27
MOD;EL ’152 SERIES SERVICE MANUAL
11 i
1;
22
2. RodEnd
4. Packing Support Ring
3. Retaining Ring
8. LockRing
9. ScraperRing
10. UppsrSt~ut ,23
11. FillerValve I ~Q
12. O-Ring
13. Orifice Piston Support
te Ilecal
15. Retnining Ring 48
18. Shirn(Ae Required)
17. Washer Q´•
18. Fork
19. Toe-Bar Spacer 5
20. Torque Link Fitting
21. LockRing
6
18
22. Rearing
23. L~owerStrut
24. MeteringPin
0
25. O-Ring
26. O-Ring 20
10 27. BasePlug ~O
j
I
14 c~
2 I~
~11 i
15
Y
iC a
I-
a
j t,o
18
16 17 24
25
26
Figure 5-9. Nose Gear Shock Strut (Sheet i of 2)
5-28
1
1.25-inch
2
SECTION B,B
SECTION A,A
ORIGINAL
As Received By
ATP
10
No. 40 (.098) HOLE
1. Steering Arm (Collar)

2. RodEnd
3. O-RiaS
4. Packing Support Ring
Dera~l C-C
5. RctainingRing
6. LockRing
7. Beck-Up Ring
8. O-Ring
9. ScraperRinS
10. UpperStrut
Figure 5-9. Nose Gear Shock Strut (Sheet 2 of 2)
5-29
MODEC 152 SERIES SERVICE MANUAC
strut, noting relative position and top side oi each ring vrireor taps together, ii da
stred.
g. Remove O-rings and book-up rings trom puking support ring.
h. Remove bolt suuring tom bu spusrs.
NOTE
Bolt ottpching ton bu sp´•csrs also hold bus plug in

plaos.
i. Rsmove bolt ottoohing tork to strut bursl, and rsmows bus plug and mshring pin
from ioarsr strut. Remove O-rings and mebrlng pin from bus plug.
j. Pull oriilcs piston support from upper strut. Rsmo~e O-ring and illlsr valvs.
k. Remove rstninin~ ring seouring steering collnr to uppu strat. Slide sbsrfng collu,
ahlm~ sad areehar from upper strut. N0~4 number oi ~hlau and
sbering col)nr.
5-43. NOSE OEbR SHOCg SI~RUT DNSPECIION AND REPAIR. (585 Flkus 3-8.)
a. Thoroughly cisan ad puts clsaning solvent and inspect them c~siWly.
in
b. Ad ~aorn or dsiectlve parts and all O-rings aPd buk-up rings must be rspkusd aith
mu parts.
c. Sharp metal edges should be smootbed arith No. 400 smart papa, then ol~nrl ath
solvent.
548. NOSE GEAR SHOCg S~RUT REASSEMBLY. (845 Bgurs 3-8.)
NOTE
aveemhte thus pyb, lubricatstt aitb a illm oi Pst

rolatum VV-P-238, H~drrulic Fluid MatH-3808, or Do~-
Corning DC-7. Do not use DC-7 on surlacss to bs pcinbd
a InstaIl vasber (17) and sfiim(s) (13), ii installed.

b. Lubricate needle bearings in steering coll9r (t), as show in Ssotlon 2, and install
00L1PT and ring (13).
Check against vruhu. Shims oi vui´•hls thlnmaca us
c. steering collPr lor snug St
available from the Ceannn Supply Division to provide a snug lit Ior collu against
araahsr.
NOTE
ii Phima us ~bquirsd, remove retaining ring and steering

collar and add hima se necessary to provide a snug St
~pith steering collnr retaining ring installed. Shims are
avnilnhle in the part numbers and thicknesus:
1243030-5 (.008 inch), r2430308 (.012 inch), and
1243030´•7 (.020 inch).
d. install rod ends (2) in steering roller (1), and adjust rod ends to dimension speci~led
in Section viear A-A.
a. install O-ring (12) and Nler valve (11) in orifice piston support (13), and install
orince piston support in upper strut (10).
5-30
Install O-ring (28) and metering pin assembly in lower strut (23); Install bolt
attaching fork (18) to lower strut.
g. Align base plug (27) holes with holes in lower strut/fork (23) and (18) assembly:
install bolt and tow bar spacers (19). Install and tighten nut.
NOTE
IT base plug (27) is to be replaced. new part will need to be

line-drilled to accept AN5 bolt.
h. Install lock ring (6). retaining rrng (5) and scraper ring (9) on lower strut. mak~ng
sure they are installed in same positions as they were removed.
i. Install O-rings (8) and (3) and back-up rings In pack~ng support rlng(4); slide
packing support ring over lower strut (23).
1´• install bearing (22) and lock ring (21) at upper end of lowei strut assembly. Note top
side of bearing.
k. Install upper strut assembly over lower strut assembly.
i. Install lock ring (6) m groove in lower end of upper strut. Poslt~on lock rmg so that
one of its ends covets the small access hole m the lock ring groove at the bottom of the
upper strut. (Refer to Detail C-C.)
m. Install torque links. positioa3ng washers. shlms and spacers exactly as removed.
LI. Install shimmy dampener.
o. After shock strut assembly Is complete. Install strut on aircraft as outl~ned in
paragraph 5-30.
p. After strut is installed Ln aircraft. fill and Inflate shock strut m accordance with
procedures outlined In Section 2. See figure 5-6 for minimum and maximum
extensioa
5-45. TOROUE LINKS. (See figUre 5-10.)
5-46. DESCRIPTION. Torque Links keep the lower strut aligned with the nose gear steering
system. but permit shock strut action.
5-47. REMOVAL.
WARNIFIG
Completely deflate strut before removing torque links.
a. Completely deflate shock strut.

b. Disconnect upper and lower attaching bolts. spacers. shlms and nuts. and remove
torque links.
5-48. INSPECTION. Torque Link bushings should not be removed except for replacement of pans:
replace if excessively worn.
5-49. INSTALLATION. (See figure 5-10.)
NOTE
If bolts (8). safety lug(lO) and stop lug (5) were removed.
upon Installation. torque bolts (8) to 20-25 Ib-in. then
safety the bolts by bending tips of safety lug (10).
a. With shock strut completely deflated. install upper and lower torque link assemblies.
5-31
s
425
1 2 3~
,10
i. Spacer
2. Greese Fitting
3. Shim
4. Bushing 4
5. Stop Lug
6. Upper Torque Link 2
7. Nut
8. Bolt
9. Lower Torque Link
;23
Figure 5-10. Torque I,inks
b. Install bolt atbching upper and lower assemblies.

c. Tighten nuts (7) snugly. thbn tighten to align next castellation with cotbr pin hole in
bolt.
d. Check upper torque link (6) and lower torque link (9) forloosenesa. Illoosenesa is
apparent.remove nuts (7) and bolts and install shims (3) as necessary to take up any
looseness. This will assist in preventing nose wheel shimmy.

e. Retlghten nuts (7) snugly. then tighten to align next castellation with cotter pin hole
In bolt: Install cotter p~n.
f. Fill and mflate shock strut m accordance ~Rlth procedures outlined in Section 2.
5-30. SHIMMY DAMPENER.
5~-51. DESCRIPTION. Theshimmy dampener provided for the nose gear offers resistance to
shlmmy by forcing hydraulic fluid through small o~fices m a p~ston. The dampener p~ston
shaft is secured to a stat~onary part and the housing is secured to the nose wheel steering
collar which moves as the nose wheel is turned ~ght or left. causing relative mot~on between
the dampener shaft and housing.
9-52. REMOVAL.
a. Remove cotter pin. nut. washers and bolt attaching piston rod clevis.
b. Remove cotter pin. nut. spacer and bolt attaching housing to steering collar.
5-33. DISASSEMBLY AND REASSEMBLY. (See figure 5-11.)

a Refer to the phantom view of the infernal parts of the dampener for and
esaembly.
b. When reassembling dampener. insbll all nea O-rings. Luhricab ah pub with clean
hydraulic fluid. Petrolatum VV-P-238. or Dow-Corning DC-7. gasp DC-7 away itam
5-32
4
:I 5
1
I
6
I
I
IC1 1
ii ::I r’’e 5
i. O-Rmg i’ I
I
2. Piston Ii I
3. Roll Pin
4. Barrel
5. Retaining Ring
Q
6. Bs´•r~ngHsPd
7. PirtonRod ORIGINAL
As Received By
ATP
Figure 5-11. Nose Gear Shimmy Dampener
painted
c. When dampener is completely assembled. in accordance with procedures out-
Ilnsd in Section 2.
5-54. INSTALLATION.
a. Attach dampener p~ston rod clevls to structure with bolt. washers las required), nut
and cotterpin.
b. Attach body of shunmy dampener to steerrng collar with bolt, spacer, washers. nut
and cotter pm.
5-55. NOSE WHEEL STEERING SYSTEM.
5-56. DESCRIPTION. Nose wheel steering ~s accomplished through use of the rudder pedals.
Spring-loaded steering rod assemblies connect the nose gear steering collar to arms on the
rudder bars. Steering Is afforded up to approximately 10 degrees each side of neutral, after
which brakes may be used to gain a maximum deflection of 30 degrees nght or left of center.
A flexible boot seals the fuselage entrance of the steeI?ng rod assembly.
5-57 NOSE WHEEL STEERING ROD ASSEMBLY.
5-58. DESCRIPTION. The steenng rods are connected by a clevls to the rod ends extending from
5-33
the nose gear steering collar. and to an arm on the rudder pedal crossbars.
5-59. NOSE WHEEL STEERING ADJUSTMENT. Since the nose wheel stee~ng system and the
rudder system are mterconnected. adjustment system might affect the other system.
to one
Refer to Section lO ofthis manual for instructions for rigging the nose wheel steering and the
rudder system.
5-60. BRAKE SYSTEM.
5-61. DESCRIPTION. The hydraulic brake system is comprised of two master cylinders, located
Immediately forward of the pilot’s rudder pedals, brake lines and hose connecting each
mastercylinder to its wheel brake cylinder, and the single-disc. fleeting cylinder-type brake
assembly, located at each mam landing gear wheel.
TROUBLE PROBABLE CAUSE REMEDY
DRAGClNG BRAKES. Brake pedal binding. Check and adjust properly.
Parking brake linkage hold- Check and adjust properly.

Lng brake pedal down.
Worn or broken piston Repair. or install new
return sp~ng (In master cylinder.
cylinder.)Insufi c~ent clearance at Adjust as
5-68.
outlined in para-
Lock-O-Seal or.mcorrect graph

adjustment of cylinder
overalllength (Thru
1978 Models.)
m hydraulic Drain brake line and clear

I~nes or restnctlons In the inside of the brake line
compensatmg port In with filteredcompressed a~r.
brake master cylinder. Ifcleaning the lines fails to
give satisfactory results.
the master cylinder may be
faulty and should be
repaired.
Worn. scored or warped Install new disc and brake

brake dlsc. Ilnlngs.
Damaged or accumulated Clean and repair or install

restnctlng free move-
dirt new parts as necessary.
ment of wheel brake parts.
5-34
TROUBLE SHOOTING (Cont).
BRAKES FAIL TO Leak in system. If brake master cylinders or

OPERATE. wheel cylinder assemblies
are leaking, repair, or in-
stall new parts.
Air in system. Bleed system.

Lack of fluid in master Fill and bleed system.
cylinders.
Defective master cylinder. Repair, or install new parts.
5-63. BRAKE MASTER CYLINDERS.
5-64. DESCRIPTION. The brake master cylinders, located immediately forward of the pilot’s
rudder pedals. Pre actuated by applying pressure at the top of the rudder pedals. A small
reservoir is incorporated into each master cylinder far the fluid supply. When dual brakes
are installed mechanical linkage permits the copilot pedals to operate the master cylinders.
5-65. BRAKE MASTER CYLINDER REMOVAL.

a. Remove bleeder screw at wheel brake assembly and drain hydraulic fluid from brake
cglindsrs.
b. Remove front seats and rPdder bar shield for access to the brake master cylinders.
c. Disconnect pailcing brake lintria and disconnect bri~ke master cylinders from
rudder pedals.
6 Disconnect brake master cylinders at lower attach points.
e. Disconnect hydraulic hose from master cylinders and remove cylinders.
f. Plug or cap hydraulic fittings, hose and lines to prevent entry of foreign matter.
5-66. DISASSEMBLY. (Thru 1278 Models.) (See figure 5-12, sheet 1 of 3.)
a. Unscrew clevis (1) andjamnut (2).
b. Remove screw (16), spiing (21), lock plate (22). washer (19) and spacer (20).
c. Remove filler plug (17).
d. Remove setscrew (5).
e. Unscrew cover (4) and remove up over piston rod (3).
f. Remove piston rod (3) and compensating sleeve (16).
g. Slide sleeve (16) up overrod (3).
h. Unscrew nut (12) from threads of piston rod (3).
i. Remove Lock-O-Seal (15).
5-67. INSPECTION, REPAIR, AND OVERHAUL. (Thru 1978 Models;) (See figure 5-12, sheet 1
of 3). Repair and overhaul are limited to installation of new parts, cleaning, and adjusting. I
(Refer to reassembly paragraph for adjustment.) Use clean hydraulic fluid (MIL-H-5606) as
a lubricant during reassembly of the cylinders.
a. Inspect Lock-O-Seal (Parker Seal C~o. p/n 800-001-6) and replace if damaged. Re-
place all O-rings. Filler plug (17) must be vented so pressure cannot build up in the
reservoir during brake operation. Remove plug and drill U1G-inch hole, 30" from
vertical, if plug is not vented.
5-69. REASSEMBLY. (Thru 1978 Models.) (See figure 5-12, sheet 1 of3.)
a. Install Lock-O-Seal(l2) at bottom of piston rod (3).
Revision 1 5-35
MODEC 152 SERIES SERVICE MANUAL
e~ 5
1
t4
’13
2012
~3t
22
11
17
d
3
THRU 1978 MODELS
i. Clevis 8~ Rese~rair 16. Compenrsa;ting S~eeve
2. Jamnut 9. O-Ring 1’7. FillerPlug

-255 15. Screw
3. PistonRod 10. Cylinder
4. Cover L1. Piston Return Spring 19. Washer
5. Setscrew 12. Nut 20. Spacer
Piston 21. Spring
CoverBoss 13. Spring
Piston 22. LockPlate
7. Body 14.
15. Lock-O-Sesl
Figure 5-12. Brake Master Cylinder (Sbeet 1 of 3)
5-36 Revision 1
Figure 5-12. Brake Master Cylinder (Sheet 2 of 3)
D2064-1-13 Temporary Revision Number 9 – Aug 1/2019

© TEXTRON AVIATION INC. 5-37
CENTERLINE
OUTLET PORT
450~00 Iki Joj:

B
3-~3 1 viewA-A
I
11-
3/~KI (T 8
5 12
14 15A
view B- B 13
110 9
BEGINNING ~KLTH O
1979 MODELS
15
i. Clevis
2. Nut M ~a IVA f~ I_,n G14
3. Screw
4. Washer
5. Sp~ing
6. Spacer 11
7. LockPlate
12 1 I I I L15
8. Filler Plug
9. Cap
10. Piston
11. Ring
12. Packing 10
13. Spring
14. Setscrew
,13
15. Cylinder Body
GJRIGINAL
Atl Received BY
ATP
Fi~ure 5-12. Brake Master Cylinder (Sheet 3 of 3)
5-38
MODEL 152 SERIES SERYICE MANUAL
b. Install O-ring (9) in groove in piston (14); insert piston spring (13) into piston, and
slide assembly up on bottom threaded portion of piston rod (3).
c. Run nut (12) up threads to spring (13). Tighten nut (12) enough to obtain 0.040 +0.005-
inch clearance between top of piston and bottom of Lock-O-Seal. as shown in the
figure.
d, Install piston return spring (11) into cylinder (10) portion of body (7).
e. Install piston rod (3) end through spring (11).
f. Slide compensating sleeve (16) over rod (3).
g. Install cover (4), lock plate spacer (20), washer (19), spring (21) and screw (18).
NOrr
Installation of spring (21) must not contact rod (3),
h. Znstailjamnut (2) and clevis (1).

i. Install filler plng (17), maMnh sure vent hole is open
j. Install setscrew (5).
5-69. DISASSEMBLY. CReginning with 1979 Models.) (See figure 5-~2. sheet 3 of 3.)
a Unscrew clevis(l) and nut (2).
b. Remove screw (3), washer (4) spring (5), spacer (6) and lock plate (7).
c, Removefillerplug (8).
d. Remove setscrew (14).
e, Unscrew cover (9) end remove up over piston (10).
Remove piston (10) and spring (13).
g. Remove puking (12) 8nd buk-up ring (11) from piston (10).
INSPECTION AND RE]E~AIR. (Beginning with 1979 Models.) (See figare 5-12, sheet 3 of 3.)
Repair is limited to installation of new puts and cleaninp. Use clean hydraulic fluid
OHIL-H-5606) as a lubricut during ressembly of the cylinders. Replace packing and back-
up ring. Filler plug (8) must be vented so pressure cannot build up during brake operation.
Remove plug and drill 1/ 16-inch hole, 300 from vertical, if plug is not vented. Refer to view A-
A for location of vent hole.
5-71. REASSEMBLY. (Beginning with 1979 Models.) (See figure 5-12, sheet 3 of 3.)
a. Install spring (13) in cylinder body (15).
b. install back-up ring (11) and packing (i2) in groove of piston (10).
c. Install piston (10) in cylinder body (15).
d. Install cap (9) over piston (10) and screw cap into cylinder body (i5).
e. Install lock plate (7), spacer (6), spring (5), washer (4) end screw (3).
f. Install nut (2) and clevis (1).
g. Install setscrew (14).

h. Install filler plug (8), making sure vent hole is open.
5-72. BRAKE MASTER CYLINDER INSTALLATION.

a. Connect hydraulic hose to cylinder.
b. Install cylinder at lower attach point.
c. Connect master cylinder to rudder pedals.
d. Connect parking brake linkage
e. Install rudder bar shield and install front seats.
f. Fill and bleed brake system in accordance with applicable paragraph in this section.
j-73. HYDRAULICBRAKELTNES.
Revision 1 5-39
5-74. DESCRIPTION. The brake lines are rigid tubing, except for flexible hose used at the
master cylinders. A separate line is used to connect each brake master cylinder to its
corresponding wheel brake cylinder.
5-75. WHEEL BRAKE ASSEMBLIES.
5-75. DESCRIP~ON. (See figure 5-3.) The wheel brake assemblies use a disc which is attached to
the main wheel. The assemblies also employ a floating brake assembly.
5-77. WHEEL BRAKE REMOVAL. (See figure 5-3.) Wheel brake assemblies can be removed by.
disconnecting the brake line (drain hydraulic brake fluid when disconnecting line) and
removing the brake back plate. The brake disc is removed after the wheel is removed and
disassembled. To remove the torque plate, remove wheel and axle. See figure 5-3 for brake
disassembly.
5-78. WHEEL BRAKE INSPECTION AND REPAIR.

a. Clean all parts except brake linings and O-rings in dry cleaning solvent and dry
thoroughly.
b. Install all new O-rings. If O-ring reuse is necessary, wipe with a clean cloth saturated
in hydraulic fluid and inspect for damage.
NOTE
Thorough cleaning is importan+ Dirt and chips are the

greatest single cause of mnlh~nctions in the hydraulic
brake system
c. Check brake linin~ for deterioration and permissible wear. (Rafer to
applicable psragraph for mnrimum wear limit.)

d. Inspect brake cylinder bore for scoring. A scored cylinder will leak or cause rapid O-
ring wear. Install a new brake cylinder if the bore is scored.
e. If the anchor bolts on the brake assembly are nicked or gouged. they shall be sanded
smooth to prevent binding with the pressure plate or torque plate. When new anchor
bolts are to be installed.press out old bolts and install new bolts with a soft mallet.
i. Inspect wheel brakes disc for a minim~lm thickness of 0.190 (McCauley) or 0.190
(Cleveland). If brake disc is below minim~lm thiclmess. install a new part
5-79. WHEEL BRAKE REASSEMBLY. (See figure 5-3.)
NOTE
Lubricate parts with clean hydraulic fluid during brake

reassembly
a. See figure 5-3 for assembly procedures.
5-80. WHEEL BRAKE INSTALLATION.

a. Place brake assembly in position with pressure plate in place.
NOTE
If torque plate was removed, install as the axle is

installedor install on axle. If the brake disc was removed
from the wheel. install as wheel is assembled.
1 5-40 Revlsionl
CHECKING BRAKE LINING WEAR. New brake lining should be installed when the
to a minimum thickness of 3/32-inch. A 3/32-inch thick strip of
e~isting lining has worn
material held adjacent to each Lining can be used to determine amount Of wear. The shank
end of a drill bit of the correct size can also be used to determine wear of brake linings.
5-82. BRAKE LINING INSTALLATION. (See figure 5-3.)

a. Remove bolts securing back plate, and remove back plate.
b. Pull brake cylinder out of torque plate and slide pressure plate off anchor bolts.
c. Place back plate on a table with lining side down flat. Center a 9/64-inch (or slightly
smaller) punch in the rolled rivet, and hit the punch sharply with a hammer. Punch
out all rivets securing the linings to the back plate and pressure plate in the same
manner.
NOTE
A rivet setting kit, Part No. 199-00100, is available from

Cessna Parts Distiibution (CPD 2) through Cessna Ser-
vice Stations.
d. Clamp the flat side iJfthe

the anvil in a vise.
e. Alignnew lining on back plate and place brake rivet in hole with rivet head in the lin-
ing. Place the head against the anvil.
f. Center rivet setting punch on lips of rivet. While holding bac´•k plate dvwn I‘i I´•nllr
against lining, hit punch with hammer to set rivet. Repeat blows on punch until lining
is firmly against back plate.
nealign the lining on the back plate and install and set rivets in the remaining hules.
Insta a new lining on pressure plate in the same manner.
i. Position pressure plate on anchor bolts and place cylinder in position Sc) that anc.llc~r
bolts slide into the torque plate.
j- Install back plate with bolts and washers.
k. Complete blake lining conditioning. Refer to parag,´•aph 5-83A.
5-83. BRAKE SYSTEM BLEEDING.
NOTE
Bleeding with a clean hydraulic pressure source con-
nected to the wheel bleeder is recommended.
a. Remove brake master cylinder filler plug and screw flexible hose with appropriate
fitting
into the filler hole at top of the master cylinder.
b. Immerse opposite end of flexible hose in a container with enough hydraulic fluid to
cover the end of the hose.
c. Connect a clean hydraulic pressure source. such as a hydraulic hand pump or Hydro-
Fill unit, to the bleeder valve in the wheel cylinder.
d. As fluid is
pumped into the system, observe the immersed end of the hose at the
master brakecylinder for evidence of air bubbles being forced from the brake system.
When bubbling has ceased, remove bleeder source from wheel cylinder and tighten
the bleeder valve.
NOTE
Ensure that the free end of the hose from the master
cylinder remains immersed during the entire bleeding
process.
He~i.iion 1 5-41
MODEL 152 SERIES SERVICE MAIUUAL
A, II
11
4
s i: a
2
3\ \d ~,6
L 12
/I;
~Ei)
14
10
1
netailA DetailC V n /10

i. Return Spring
2~ LHChain
3. Spring
4. P~ate
5. Parking Brake Control 10. LHBrake Lines
6. Link ii. RH Brake Lines
7. RHChain 12. RH LH Brake Hose
8. Brake Cylinder 13. Nipple
g. Fuselage-to-Brake Line 14. Bracket
I~etail B
Figure 5-13. Brake Systems
5-42
MODEL 1 52 SERIES SERVICE MAN UAL
5-83A. BRAKE LINING CONDITIONING. The brake lining pads used in this assembly are ei
non-asbestos organic composition or iron based metallic composition. Brake pads must be
properly conditioned (glazed) before use in order to provide optimum service life. This is ac-
complished by a brake burn-in. Burn-in also wears off brake high spots prior to operational
use. If brake use is required before burn-in, use brakes Intermittently attoW taxi speeds.
CAUTION
Brake burn-in must be performed by a qualified person

familiar with acceleration and stop distances of the air-
plane.
a. Non-asbestos Organic CompositionBurn-in.
1. Taxi the airplane for 1500 feet, with engine at 1700 rpm, applying brake pedal
forces as needed to maintain 5 to 10 M.P.H. (5 to 9 knots).
2. Allow brakes to cool for 10 to 15 minutes.
3. Apply brakes and check to see ifs high throttle static engine run-up can be held
with normal pedal force. Ifso, conditioning burn-in is complete.
4. If static run-up cannot be held, repeat Steps 1. thru 3..as needed.
b. Metallic Compositi;on Burn-in.
1. Taxi the airplane at 34 to 40 M.P.H. (30 to 35 knots) and perform full stop brak-
ing application.
2. Without allowing brake discs to cool substantially, repeat Step 1. for second full
stop braking application.
3. Apply brakes and check to see ifs high throttle static engine run-up can be held
with normal pedal force. If so, conditioning burn-in is complete.
4. If static run-up cannot be held, repeat Steps 1. thru 3. as needed.
NOTE
Normal brake usage should generate enough heat to

maintain the glaze throughout the life of the lining.
Light brake usage can cause the glaze to wear off, result-
ing in reduced brake performance. In such cases, the lin-
ing may be conditioned again following the instructions
set forth above.
5-84. PARKING; BRAKE SYSTEM. (See figure 5-13.)
5-85. DESCRIPTION. The parking brake system consists of’ a control knob on the instrument
panel which is connected to linkage at the brake master cylinders. At the brake master cyl-
inders, the control operates locking plates which trap pressure in the system after the mas-
ter cylinder piston rods have been depressed by toe operation of the rudder pedals. To re-
lease the par~king brake, depress the pedals andpush the control knob full in.
5-86. REMOVAL AND INSTALLATION. (See figure 5-13.) See the figure for relative locations of
system components. The illustration may be used as a guide during removal and installa-
tion of components.
5-87. INSPECTION AND REPAIR OF SYSTEM COMPONENTS. Lnspect lines for leaks, cracks,
dents, chafing, proper radius, security, corrosion, deterioration, obstruction and foreign
matter. Check brake master cylinders, and repair as outlined in applicable paragraph in
this section. Check parking brake control for operation and release. Replace wornor dam-
aged parts.
Revision 1 5-43/(5-44 blank)

MODEL 152 SERIES SER’VICE MANUAL
SECTION 6
AILERON CONTROL SYSTEM
Page No.
Manual
AILERON CONTROL SYSTEM 1G14/6-1

Description 1G14/6-1 Ailerons 1 G23/6-1
Troubl~e Shooting 1014/6-1 Removal 1023/6-1
Control"Y" 1(315/6-2 Installation 1G23/6-1
Description 1615/6-2 Rigging (Thru 15279473,
Removal/Installation 1G15/6-2 A1520736, F15201428,
Bellcrank 1G16/6-3 and FA1520336) 1623/6-1
Removal 1(316/6-3 Ri gging (Beginning with
Installation 1616/6-3 15279474, A1520737,
Cables andPulleys 1(316/6-3 F15201429, and
RemovaLlnstallation 1(;16/6-3 FA1520337) 1 024/6-1
s-1. AILERON CONTROL (See figure 6-1,)

SYSTEM
6-2 DESCRIPTION. The aileron control system is comprised of push-pull rods, bellcranks.
cables. pulleys, sprockets and miler Chninn, all of which link the control wheels to the
ailsmns. A control "Y" interconnects the control wheels to the aileron cables.
NOTE
Due to remedy procedures in the following trouble Yhoot-

ing chart, it may be necessary to rerig system. Refer to
paragraph 6-15 or 6-16.
LOST MOTION IN CONTROL Loose control cables. Adjust cables to proper

WHEELS, tension.
Broken pulley or bracket. Replace worn or broken

cable off pulley or worn parts, install cables
rod end bearings. correctly.
Sprung bellcrank. Replace bellcrank.
Loose chains. Adjust chain tension.
Revision 1 6-1
6-3. TROUBLE SHOOTING tCont).

RESISTANCE TO CONTROL Cables too tight. Adjust cables to proper

WHEEL MOVEMENT. tension.
Pulleys binding or cable Replace defective pulleys.

off. Install cables correctly.
Bellcrank distorted or Replace bellcrank.

damaged.
Defective U-joints. Replace defective U-joints.
Clevis bolts in system too Loosen, then tighten prop-

tight. eriy and safety.
Rusty chain or chain bind- Replace chain or defective

ing with sprocket. parts.
CONTROL WHEELS NOT Improper adjus’tment of Adjust in accordance with

LEVEL WITH AULERONS Chninn Or cables. paragraph 615 and 6-16.
NEUTRAL.
Improper adjustment of Adjust in accordance with
push-pull rods.
aileron paragraph 6-15 and 6-16.
DUAL CONTROL WHEELS Chains improperly Adjust in accordance ~Kitb

NOT COORDINATED. adjusted. paragraph 615 and 6-16.
INCORRECT AILERON Push-pull rods not Adjust in accordance with

TRAVEL. adjusted properly. paragraph 6-15 and 6-16.
Worn bellcrank stop bush- Replace worn parts.

ings on bellcrank slots.
6-4. CONTROL tSee figure g2.)
6-5. DESCRIPTION. The control "Y" transforms rotation of the control wheels into pulling
on the aileron cables by means of sprockets and chains. The "r’ is pivoted at the
motion
lower end to operate the elevator control system.

a. Remove control cover and carpeting as necessary to gain access to lower end of
control "Y".
b. Release cable tension by loosening turnbuckle tinder 3. figure 6-1).
c. Remove bolt (17) attaching control link (14).
d. Remove bolts (8) securing control wheel tubes (9) to universal joints t7).
e. Remove bolts securing cable ends to control arm (5).
f. Remove pivot´•bolt (16) and remove control "Y".
g. Reverse preceding steps for installation.
h. Rig aileron system in accordance with applicable paragraph in this section, safety
turnbuckle and reinstall all items removed in step "a".
i. Check and/or rig elevator control system in accordance with applicable paragraph
in Section 8.
6-2
AILERON BEUCRANK. tSee iigure 6-3.)
6-8. REMOVAL.
a. Remove access plate inboard of each bellcrank on underside of wing. Remove
headliner ii required.
b. Relieve controi cable tension by loosening turnbuckle barrel tinder 3. figure 6-1).
c. Disconnect control cables from bellcrank. Retain all spacers t15).
d. Disconnect ailemn push-pull rod (7) at bellcrank.
e. Remove nut, washer and bolt securing bellcrank stop bushing(l7) and bellcrank (11)
to wing structure.
i. Remove bellcrank through access opening, using care that bushing (5) Is not dropped
from bellcrank.
NOTE
Brass washers (10) may be used as shims between lower

end of bellcrank and wing channel (8). Retain these
shims. Tape open ends of bellcrank to prevent dust and
dirt from entering bellcrank needle bearings (6).
6-9. INSTALLATION.
a. Piece bushing (5) and stop bushing (17) in bellcrank and position bellcrank m wing.
b. Install brass washers (10) between lower end of bellcrank and wing channel (81 to
shim out excess clearance.
c. Install bellcrank~ pivot bolt (4). washers and nut.
d. Position bellcrank stop-bush~ng tl7) and install attachrng bolt(l8). washers and nut.
a. Connect aileron cables to bellcrank.

i. Rig aileron sysbm´•in accordance with applicable paragraph m this sect~on. safety
turnbuckle and install access plates.
6- 10. CABLES AND PULLEYS. (See figure 6-1.)

a. Remove access plates, wing root fal~ngs and upholstery as required.
b. Disconnect cables from aileron belicranks and remove cable guards and pulleys as
necessary to work cables free of aircraft.
NOTE
To ease rout~ng of cables. a length of wire

may be attached
to end of cable before berng withdrawn from aircraft.
Leave wire in place, routed through structure: then attach
to cable being ~nstalled and use to pull cable ~nto position.
Carry-thru cable turnbuckle (3) may be located at either

theright or left aileron bellcrank. Direct cable turn-
buckles are located at bellcranks.
c. After cable is routed. ~nstall pulleys and cable guards. Ensure cable Is positioned In
pulley groove before installing guard.
d. Rig aileron system In accordance with applicable paragraph ~n this sect~on. safety
turnbuckles and Install access plates. falnngs and upholstery removed ~n step "a"
6-3
~Ic THRU jlC BEGINNING WITH

15281426 15281427
A1520785 A1520786
F1521538 F1521539
FA~520352 FA1520353
*3P i
A i
SEE FIGURE 82
10
D
9
F~
11
~SEE nOURE &3
1. Right Direct Cable

2. Direct Cable Turnbuckle
3. Carry-Thru Cable Turnbuckle CAUTION
1. Pulley Bracket
5. Bushing MAINTAIN SPEC1FIED CONTROL
6. Cable Guard CABLE TENSION
7 Pulley
8. Clip Note CABLE TENSION:
9. Fairlead 40 LBS 10 LBS ON AILERON CARRY-
10. Carry-Thru Cable Shaded pulleys are used THRU CABLE (AT AVERAGE TEMPER-
ii. Left Direct Cable In this system only. ATURE FOR THE AREA.)
12. Spacer SEE FIGURE I-I FOR TRAVEL.
Figure 8-1. Aileron Control System (Sheet 1 of 2)
6-4
6~s ?i?4 8
t
~C/
-I
´•I\\ DetlilB
Detail A
If
Detail C
12
10
7.
5
5Qi
~12 a
~´•*Y"
oetailD Detail E
a 7
11 6
Detail G
Detail F
Figure 6-1. Aileron Control System (Sheet 2 of 2)
6-5
lic BEGINNING WITH
d
3 15285271. A~520981.
F15201929. AND FA1520388
t
t
\8_ 89
7
&8,
5
6O 9
i´•-
r
A
1 ´•3‘
10
le
0 11
18
l~d
i 12
13
19~Jt
i. Sprocket ~a
2. Bearing 2 14
3. Shaft
Spacer
9. Control Arm Detail A
s~ Turnbuckle 17 16
7 Universal Jomt NOTE
3. Bolt
9. Control Wheel Tube When dual controls are mstalled. spacer (4) is replaced
10. Cover with a universal joint to which the nght control wheel is
11. Bolt attached.
12. Bearing
13. Bellcrank Chams are to have minimum amount of tension which
14. Conttolilnk will remove slack from chams.
15. Bushing
16. Pivot Bolt ~jC Use as required for maximum .005 Inch end play per side.
17. Bolt
18. Cham Guard Left and nght bolts are to be paralle;.
19. -Cap
Figure 6-2. Control "Y" Installation
6-6
THRU
jlC BEGINNING WITH
15281426 15281427
A1520785 A1520786
F152r538 31521539
FA1520352 FA1520353
B (j
tC~
18
17
1. Aileron 15\ 8
14 I
5.32. HingeBushingBal nce

4. PivotBolt
Weight
16\\9-
1
6
c
6. Needle Bearing
7. Push-Pull Rod
8. Channel
9. Lower Wing Skin13
10. Brass Washer
12 7
it. Bellcrank
12. Turnbuckle
13. Direct Cable 14
14. Bush~ng to --5~e
15. Spacer j~
15 Carry-Thru Cable
17 Stop Bushing
is. Bolt
Detail 8
Figure 8-3. Aileron and Bellcrank Lnstallation (Sheet 1 of 3)
6-7
18A. Hinge
19. Rnlnnce Weight
20. Hinge
21. Hinge Pin
22. Hinge
23. Cotter Pin
23A. Hinge Pin
18A
19
Detail A
20 2~
23
AILERON HINGE (TYP)

Used through serial 13285913 and A1321027
22
O O O
23 A
AILERON HINGE C~YP)

Beg~nning Serials: 1525918 and A1321028
Detail B
NOrr
install loon of hinge pin (23A) on outboard end of hinge.
Figure 8-3. Aileron and Bellcrank Installation (Sheet 2 of 3)
6-8
MODEL 152´•SERIES SERVICE MANUAL
18A
i’i~Po T ET~2B
24
Detail C
r8a. Hinge
se. Hinge Pin
25. 0.89 Diameter Drill Rod
26. MS24665 Cotter Pin
NOTE
The fQUO1RjZLg method nmy be atflid to checg for wear on
aileron hinges nsed prim Do 8aial 15285915 and-

81521027. Refer to k~ios fattcas 5R83-18 and SE8422
fm specific serial nnmbers affected
(1) Remove cotter pins (26) from both ends of hinges (188).
(2) Push drill rod (25) or nnmber 43 drill bit into hinge pin hole past holes from cot-
ter pins (26) were removed.
(8) Bend one leg of cotter pin (26) back and attempt to install the other Leg into the
cotter hole past drill rod (25). If leg of cotter pip (26) GOES, replace hinge
pin
(188). ff NO GO condition exists, hinges are not worn gaffieientlv to require re-
placment.
(4) Remove drill rods (25) and replace new cotter pins (26) in hinges (188).
Figure 6-3. ailemn and Bellrrank Installation (Sheet 3 of 3)
6-9
2M-A VAILABLE FROM CESSNA PARTS DISTRLBUTION ICPD 2~ THROUGH A CESSNA SERVICE
STATION (TOOL NO. SE716)
Figure 6-4. Inclinometer for Measuring Control Surface Travel
6-12. AILERONS (See figure 6-3.)
6-13.
REMOVAL.a. Disconnect push-pull rod (7) at aileron.
b. Remove_screws and nuts attaching aileron hinges (2) to trailing edge of wing.
c. Using care. pull aileron out and d~wn to slide hinges from under wing skin and
a~dliarg spar reinforcements.
6-14. INSTALLATION.
a. Position aileron hinges between sl~n and auxiliary spar reinforcements and install
screws and nuts attaching hinges to trailing edge of ~Rmg.
b. Attach push-pull rod to aileron.
NOTE
If rigging was correct and push-pull rod adjustment was

not disturbed. it should not be necessary to rig system.
c. Check aileron travel and alignment. rig if necessary. in accordance with applicable
paragraph in this section.
6-15. RIGGING. (THRU SERIALS 15279473. A1520736. Fi~5201428 AND FA1520336.)

a. (See figure 6-2.) Position arm (5) horizontal and install chain with an equal number of
linksextending from central drive sprocket on arm (5).
b.. Adjust turnbuckles (6) to remove slack from chain and synchronize control wheels
(!evel).
6-10 Kevlsionl
MODEL 1 52 SERIES SERVICE MAN UAL
NOTE
Adjust chain turnbuckies (61 to minimum tension re-

quired to remove slack.
c. Tape a bar across both control wheels to hold them in neutral position.
d. (Refer to figure 6-3.) Adjust turnbuckles at bellcranks (11) so stop bushings (17) are
centered inbellcrank slots (11) with 40 f 10 pounds tension on carry-thru cable (16).
e. Adjust push-pull rod (7) at each aileron until ailerons are neutral with reference to
trailing edge of wing flaps. Be sure wing flaps are fully up when making this adjust-
ment. Tighten push-pull rod jamnuts.
f. Safety an turnbuckles by the single-wrap method using 0.040-inch diameter monel I
safety wire.
g. Remove bar frbm control wheels and install all parts removed for access.
h. Using inciinometer, check ailerons for correct travel. An inclinometer is shown in
figure 64. Refer to figure 1-1. for travel specifications.
WARNING
Be sure ailerons move in correct direction when operated

by control wheel.
6-16. RIGGING (BEGINNING WITH SERIALS 15279174, A1520737, F15201429, AND

FA1520337.)
a. Complete steps a. thru d. of paragraph 6-15.
b. Manually hold one aileron in streamline position so that trailing edge aligns with
trailing edge offlap. Be sure flaps are fully UP.
c. Mount an inclinometer on aileron trailing edge and set to 00.
NOTE
An inclinometer suitable for measuring control surface

travel is available from Cessna Parts Distribution
(CPDft) through a Cessna Service Station. See figure
6-4.
d. Adjust push-pull rod (7) so that aileron droops 1"~ 1/2" DOWN from O" position set in
step c. Tighten push-pull rod jamn u Is.
e. Repeat steps b. thru d. for opposite aileron.
f. Safety all turnbuckles using single wrap method and 0.040-inch diameter monell
safety wire.
g. Remove bar tiom control wheels and check ilileron travel with values shown in Sec-
tion 1.
NOTE
Measure aiieron travel from "DROOP" position deter-

mined in step d. above.
h. Reinstall all items removed for access.
WARNING
Ensure ililerons move in correct directloll when operated

by control wheel.
lievijion 1 6-il/(ti-~2 blsnk)

SECTION 7
WING FLAP CONTROL SYSTEM
Page No.
Manual
Flaps 1118/7-5
WING FLAPCONTROLSYSTEM 1114/7-1 Removal/Installation 188/7-5
Description 1 1-1417-1 Repair 1HS17-5
OperationalCheck 1114/7-1 Cable and Pulleys 1HS/7-5
~oubie Shooting 1115/7-2 RemovayInstallation 11111/7-8
MotorPL’ransmission Assembly 1116/7-3 Rigging 1H11/7-8
Removal/Installation 1116/7-3 Follow-Up and Indicating
Repair 1116/7-3 System 1H17/7-14
Flap ControlLever 186/7-3 Description .......~..1....
11117/7-14
RemovaVInstallation 1118/7-5 RemovaYInatall;ation 1H17/7-14
Repair 188/7-5 Rigging 11117/7-14
7-1. \NINO FLAP CONTROL SYSTEM. (See figure 7-1.)
7-2. DESCRIPTION. The wing nap control system is comprised of an electric motor and
transmission assembly. drive pulleys, push-pull rods, cables and a follow-up control. Power
from the motor and t~PPilPLiSSioP assembly is transmitted to the flaps by a system of drive
pulleys, cables and push-pull rods. Electrical power to the motor is controlled
by two
microswitches mounted on afleeting assembly, by
arm carnminga Lever and follow-up
control. As the flap control lever is moved to the desired flap setting, the attached cam trips
one of the microswitches. activating the nap motor. As the flaps move to the position
selected. the floating arm is rotated by the follow-up control until the active microswitch
clears the cam brankin~ the circuit and stopping the motor. To reverse nap direction, the
control lever is moved in the opposite direction causing the cam to trip the second
microswitch which reverses the nap motor. The follow-up control moves the cam until it is
clear of the second switch, shutting off the nap motor. Limit ~switcbes on flap actuator
assembly prevent over-travel of the flaps m the full UP or DOWN positions.
7-3. OPERATIONAL CHECK.

a. Operate naps through their full range of travel observing for uneven travel orjumpy
motion, binding or lost motion. Ensure naps are moving together through their full
range of travel.
b. Check for positive shutoff of motor at nap travel extremes to prevent damage to
actuator assembly.
c. With naps full UP. mount an inclinometer an one flap and set to O".Lower naps to full
DOWN position and check nap angle as specified in figure i-i. Check approximate
mid-range percentage setting´•against degrees as indicated on inclinomefer. Repeat
the same procedure for opposite flap.
NOTE
An inclinometer tbr measuring control travel i~i

available from Cej´•dna Parts Distribution (CPD IL) throub´•h
a Cessna Service Station. See 6-4.
d. Remove plates adjacent to flap drive pulleys and attempt to rock pulleys
access to
check for bea~ng wear.

e. Inspect nap rollers and tracks for evidence of binding or defective pans.
Revision 1
NOrr
Due to remedy procedures in the following trouble shoot-

ing chart it msg be necessary to rerig system, refer to
paragraph 7-16 and 7-20.
TROUBLE PROBABLE CAUSE REMEDY’
BOTH FLAPS FAIL TO Popped circuit breaker. Reset and check continuity.
MOVE.
Defective switch. Check continuity of switch.
Replace if defective.
Defective motor. Remove and bench test motor.

Broken or disconnected Run a continuity check.

wires. Connect or repair wiring.
Defective or disconnected Connect or replace

transmission. transmission.
Defective limit switch. Check continuity of switches.

Replaceswitches found
defective.
BINDING IN SYSTEM AS Cables not riding on Check visually. Route

FLAPS ARE RAISED AND pulleys, cablescorrectly over
COWERED. pulleys
Bind in drive pulleys.’ Check drive pulleys in

motion. Replace drive pul-
legs found defective.
Broken or binding pulleys. Check pulleys for free

rotation or breaks.
Replace defective pulleys.
Frayed cable. Check visually. Replace

defective cable.
Flaps binding on tracks. Observe flap tracks and

rollers. Replace defective
parts.
LEFT FLAPS FAILS TO Disconnected or broken Check cable tension. Con-

MOVE. cable, nect or replace cable.
Disconnected push-pull Check visually. Attach

rod, push-pull rod.
7-2
7-4. TROUBLE SHOOTING (CONT).
INCORRECT FLAP TRAVEL. Incorrect ngging. Refer to paragraph 7-16

and 7-20.
Defective operating switch. Check continuity of switches.

Replace switches found
defective.
FLAPS FAIL TO RETRACT. Defective or disconnected Check continuity of switch.

flaps UP operating switch. Connect or replace l~mlt
switch.
FLAPS FAIL TO EXTEND. Defective or disconnected Check continuity of sw~tch.

flaps DOWN operatmg Connector replace Ilmlt
switch. switch.
7-5. FLAP MOTOR AND TRANSMISSION ASSEMBLY.
7-6. REMOVAL AND INSTALLATION. (See figure 7-2.)

a. Run flaps to full DOWN position.
b. Disconnect battery ground cable and ~nsulate terminal as a safety precaution.
c. Remove access plates beneath flap motor and transmission assembly m right wing
NOTE
Flap motor (9). transmission (7). hinge assembly(l0) and

actuating tube (5) are removed from the ;urcraft as a unit.
d. Remove bolt (20) securing actuating tube (5) to d~ve pulley (13).
e. Screw actuating tube (5) in toward transmission (7) ad far as possible by hand.
f. Remove bolt (1) secur~ng flap motor funge (10) to wing. Retain brass washer between
hinge andwmg structure for use on relnstallation.
g. Disconnect motor elect~cal leads at quick-disconnects.
h. Disconnect wir~ng at limit switches (23 and 26).
i. Carefully work assembly from ~Plng through access opening.
J´• Reverse preceding steps far reinstallation. If hinge assembly(l0) was removed from
the transmission (7) for any reason. ensure that short end of h~nge Is relnstalled
toward the top.
k. Use Loctite grade CV adhesive on threads of setscrew (6) and collar (24) whenever
actuating tube (5) is removed. Torque setscrew to 40 pound-inches.

i. Complete operational check as outlined in paragraph 7-3 and rerlg system In
accordance with paragraph 7-16.
7-7 REPAIR. Repair consists of replacement of motor. transmission. actuating tube and
associated hardware. Bearings in hinge assembly may also be replaced. Lubricate as
outlined In Section 2.
7-8. FLAP CONTROL LEVER. (See figure 7-2.)
7-.3
1 2
3A
Pf
SEE FIGURE 7-5
t
SEE FIGURE 7-2
B
SEE FIGURE 7-5

4:: ,SEE FIGURE 7-3
’3.
U~z
.´•i
Iri
-´•.,4´•
i’
61
5a\/"´• i.a; 5
8 o
8
ii
I
Detail A 8
Detail C
19
i. DrlvePulley DetallB CAUTION

2. Direct Cable
3. Retract Cable MAINTAIN SPECIFIED CONTROL
4. Turnbuckle CABLE TENSION
5. Bracket
6. Bushing CABLE TENSION:
7 Cable Guard 30 LBS c
10 LBS (AT AVERAGE TEMPER-
8. Pulley ATURE FOR THE AREA.)
9. Follow-Up Control SEE FIGURE l-1 FOR TRAVELS.
Figure 7-1. Wing Flap Control System
7-4
7.9~ REMOVAL AND INSTALLATION,

at to drive pulley (13) in right wing.
b. Unzip or remove headliner necessary for access to turnbuckles tinder 4,
as figure
7-1), safety
remove wire and loosen turnbuckles.
c. Remove bolt (19) securing nap push-pull rod (14) to drive pulley (13) and lower
RIGIIT nap gently.
d. Remove bolt (20) securing actuating tube (5) to drive pulley (13) and lower LEFT flap
gently. Retain bushing.
e. Remove cable locks (12) securing control cables to drive pulley t13). Tag cables for
reference on reinstallation,
f. Remove bolt (11) attaching drive pulley (13) to wing structure.
g. Using care, remove drive pulley through access opening, being careful not to drop
bushing. Retain brass washer between drive pulley and wing structure for use on
reinstallation. -Tape open ends of drive pulley after removal to protect bearings.
h. To remove left wing drive pulley, use this same procedure omitting step "d".
i. Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 7-16, safety turnbuckles and reinstall all items removed for access,
7-10. REPAIR, Repair is limited to replacement of bearings. Cracked, bent or excessively worn
drive pulleys must be replaced. Lubricate bearings as outlined in Section 2.
7-11. FLAPS. (See figure 75.)
7-12. REMOVAL PiND INSTALLATION,

a. Rpn to full DO~KN
position.
b. Remove plates (1) ~om top leading edge of flap.
access
c. Disconnect push-pull rod (6) at flap bracket O.

d. Remove bolts O at each flap track., As flap is removed from wing, sil washers, rollers
and bushings will fall free. Retain these for reinstallation.
e. Reverse the preceding steps for reinstallation. If push-pull rod (6) adjustment is pot
disturbed, rengging of system should not be necessary. Check nap travel and rig in
accordance with paragraph 7-16, it necessary,
NOrr
Bushings (4), rollers (3) and spacers (9) am first posi-

tioned through slots in flap trac~, then are secured to the
flap roller supports (2) with attaching bolts, washers and
nuts. Nylon plug buttons~ (1i) prevent wing nap from
chafing wing trailing edge,
Position spacers (9) and direction of bolts (5)

as required
to provide adequate flap clearance at

wing root, flap well
skin and aileron. Some lateral movement of flap is
inherent due to the width of rollers. This movement
should be considered when positioning spacers and
direction of bolts,
7-13. REPAIR. Flap repair may be accomplished in accordance with instructions outlined in
Section 17.
7-14. CABLES AND PULLEYS, (See figure 7-1.)
7-5
NOTES
Use Loctite grade CV adhesive on threads of

cr setscrew (6) and collar (30) whenever
actuating tube (5) is removed. Toro ue
setscrew to 40 inch-pounds.
New mechanicalstop which limits travel of
flap actuator ballnut in case of nap motor
airplanes
O overrun on
15279406 tbru I5284080
A1520735 thru A15200919
2
F15201429 thru F15201798
a
i~A FA152(i337 thru FA15200372 incorporating
SE79-57 and production aircraft tbereaft~r.
10
A11
9
P
13
14 15
27"
22 2S/ j(l
21
(CL/6! 22
24 25 26 16
21 5 17.
I. Bolt
2. Wing Structure
3. Jackscrew
4. Bolt
5. Actuating Tube
6. Setscrew
7. Transmission Assembly
8. Electrical Wiring
20 1$
9. Motor Assembly 18
10. Hinge Assembly
11. Bolt
12. CabieLock
13. DrivePulley
14. Push-Pull Rod
15. Attach Bracket
16.17. BoltDirect Cable 52

.12-.06" with
flapsin the FULL
18. Retract Cable
UP position
19. Bolt
20. Bolt
21. SetScrew -U~ uTol ’7
22. Switch Adjustment Block
26
23. Up-Limit Switch
24. Switch Actuating Collar
25 25
25. Support VIEWA-A
26. Down-Limit Switch
~7. h~lec´•hanicalStop 1CE
Figure 7-2. Flap Motor and Transmission Installation
7-6 Kevision i
A
\8
s,
s~
B O
4P,IP"s
O
11
Detail A I’
~g´•
7 AC
INB OARD
i,ll
Q
Detail 8
739
8
9
9A
Detail C
9
39 OUTBOARD
THRU 15285560. F15201908.
A1521008. AND FA1520387
DetailC 1. AccessPlate
2. Flap Support
BEGINNING WITH
3. Roller Assembly
15285561. F15201909.
4. Bush~ng
A1521009. AND FAi520388
5. Bolt
6. Prlsh-Pull Rod
7. Flap Bracket
8. Bolt
9. Spacer
9A. Spacer
10. Plug Button
rl. Nylon Plug Button
Figure 7-3. Flap Installat~o‘n
7-7
7-15.
.a.NOITALLATS~
REMOVAL AND
Remove access plates. ´•fairings. headliner and upholstery as necessary for access.
b. Ii the direct cables (2) are to be removed. disconnect clamp tinder 19. figure 7-5) from
bellcrank tinder 15. figure 7-5).
c. Remove safety wire. relieve cable tension, disconnect turnbuckles (4) and carefully
lower LEFT flap.
d. Disconnect cables at drive pulleys, remove cable guards and pulleys as necessary to
work cables free of aircraft.
NOTE
To routing of cables, a length of wire may be attached

ease
to the end of cablebeing ~thdrawn from aircraft. Leave

wire m piece. routed through structure: thenattech the
cable being installed and use wire to pull cable into
position.
e. Reverse the preceding steps for reinstallation.

f. After cables are routed in position, install pulleys and cable guards. Ensure cables
are positioned in pulley grooves before installing guards.
g. Reng flap system m accordance with paragraph 7-16 and safety turnbuckles.
h. Rerig follow-up system in acco~dance with paragraph 7-19 and reinstall all items
removed in step "a".
7- 16. RlGGINO.
a. (See ligurs 7- 1.) Unzip or remove headliner as necessary for access to turnbuckles (4).
b. With flaps in the full UP posit~on. disconnect follow-up cable tinder i. figure 7-5) by
loosenmg clamp bolt t14).
c. (See fig~rs 7-1.) Relinove safety wits, relieve cable tension disconnect turnbuckles
(4) and carefully lower LEFI: flap.
d. tSee figure 7-2.) Disconnect push-pull rods (14) at drive pulleys (13) in both wings and
lower RIGHT nap gently.
a. Disconnect actuating tube (5) from drive pulley (13).
NOTE
If cont~ol cables are not connected to left and right drive

pulleys. actuat~ng (5) and push-pull rods (14) must
tube
be disconnected before install~ng cables. If drive pulleys
(13) are not installed, attach control cables before
Installing dnve pulleys In the wmgs as illustrated in
figure 7-4.
7-8
FLAP MOTOR AND

TRANSMISSION
FWD
DRIVE PULLEY DRIVE PULLEY
SET SCREW
FLAP MOTOR
ACTUATING
TUBE
TURNBUCKLE
LEFT PUSH- RIGHT PUSH-

PULL ROD PULL ROD
TO LEFT TO RIGHT
WING FLAP WING CLAP
VIEWED FROM ABOVE
Figure 7-4. Flap System Schemat~e
f. Adjust both push- pull rods t 14) to 8.83 -.12 mches between centers of rod end bearln gs
and tighten loc~muts on both ends. Connect push-pull rods to flaps and drive pulleys.
NOTE
Temporarily connect cables at turnbuckles tinder 4.

figure 7-1) and test flaps by hand to ensure both flaps
extend and retract together. If they will not. the cables are
incorrectly attached to the drive pulleys. Ensure that the
right drive pulley rotates clockwise. when viewed from
below. as the naps are extended. Tag cables for reference
and disconnect turnbuckles again.
B´• (See figure 7-2.) Screw actuating tube (5) IN toward transmission (7) by hand to
.12 ~.05 inches between switch actuating collar (24) and transnmsslon as illustrated ul
VIEW A-A.
h. Loosen setscrew (6) securrng actuating tube (5) to switch actuat~ng collar (24) and
hold collar to maintain .12 ~.05 mch while holding RIGHT flap In the full UP poslt~on
and adjust actuating tube (5) IN or OUT as necessary to al~gn with attachment hole In
dnve pulley (f3).
i. Apply Loctitie grade CV sealant (or equivalent) to threads of setscrew (6) and torque
to 40 pound-inches
NOTE
If actuating tube (5) ~s too long to allow attachment to

drive pulley after complet~on of step "h". proceed to step
J
7-9
A
~Y
.I
i’ s´•´•~
1. Follow-Up Cable
2. Mouat~ng Bracket
3. Knob
4. Flap Lever
5. Spacer
6. Flaps DOWN Operating Switch
7. PositionIndicatot
8. Bushing
9. Washer
10. Switch Mounting Arm
11. Flaps UP Operating Switch
12. Return Spring
13. Cam
14. Clamp Bolt
15. Bellcrank
18. FlapCable
17. Guide
18. Clamp Bolt Washers
19. Clamp
20. Insulator
and Indicating System (Sheet 1 of 3)

Figure 7-5. Flap Follow-Up
7-10
1 .S Clean threads on flap lePer (4) with MEg or e~uiva-

lent and prime with grade T primer. primer to
dry or n~ash off for three to five minutes, then apply
grade CD L~octite to threads ~MILS22473, Lnctite
211, STB-LOK Catalog: No. 500, or equivalent) and
install knob (3). show I~octite to cure from five to 20
minutes before service use:
1 3´•
13 5
12-k:klRp
9
5
F 5
‘-~i’
1
2
20 B
10
Detail A
J14
17
5
THRU ´•15283354
F15201573 Ej
FA1520357 ~3
oetailB 19
i
NOTE
NOTE
Lubricate slots of guide (17) and bellcrank (15) with
Position center cable of Lubri-Bond "A" or Lubri-Bond 220 (Electrofilm Inc.)
flap follow-up (1) between North Hollywood, California or Perma-SiUr (Everlube
washers (18). Corp,) North Hollywood. California.
Figure 7-5. Flap Follow-Up and Indicating System (Sheet 2 of 3)
7-11
B 2
;i
15"
I
BEGINNING tse(rrrrLi
A1.~WIW
Q
FA15~38 ~e
~s 16
NOTES 19 d
Position center cable offlap follow-up(l)
between washers (18).
Lubricate slots of gui(ff 17) and bellcrank

(15) with Lubri-Bond A" or Lubri-Bond 220
(Electrofilm Inc.), North Hollywood,
California, or Perma-Silk ~Everlube Corp.),
North Hollywood, California.
I~ Improved clamp installation on airplanes

15279406 thru 15283354
A1520735 thru A1520867
F15201429 thru F15201683
FA1520337 thru FA1520357
incorporating SK172-60A and production
aircraft thereafter.
Figure 7-5. Flap Follow-Up and Indicating System (Sheet 3 of 3)
7-12 Revision 1
j. Disconnect push-pull rod (14) at drive pulley (13) to allow connecting actuating tube
(5) to drive pulley.
k. Manually hold RIGHT nap in full UP position andreadjust push-pull rod (14) to align
with attachment hole in drive pulley. Connect push-pull rod and tighten locknuts.
NOTE
The right nap and actuator must be correctly rigged

before cables and left nap can be rigged.
i. With flaps in full UP position. loosen setscrews (21) and slide up limit switch
adjustment block (22) on support (25) to just activate switch and shut off electrical
power to motor at this position. Tighten setscrew.
m. Manually hold LEFT nap. N1 UP and connect control cables at turnbuckles tinder 4.
figure 7-1). Remove reference tags previously installed in step "f’.
n. With naps fun UP. adjust turnbuckles to obtain 30~10 pounds tension on cables.
Adjust retract cable (18) first.
NOTE
Ensure cables are positioned in pulley grooves and cable

ends are positioned correctly at drive pulleys before
tightening turnbuckles.
o. Disconnect push-pull rod at left drive pulley. Run motor to ertend naps ap-
prorimatsly 200 and check tension on each nap cable. If necessary. readjust
turnbnckles to maintain pounds tension on each cable and safety turnbuckles.
30~10
p. Fully retract right flap. Manually hold left nap in full UP position and readjust push-
pull rod to ali~n with attaching hole in drive pulley. Connect push pull rod and
tighten loolmuts.
NOTE
An inclinometer for measuring control Yurtilce travel is

available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. See figure 6-4.
q. Mount an inclinometer on RIGHT nap and adjust to 00.
r. Run naps to full DOWN position and adjust DOWN Limit switch (26) to stop motor and
nap at degree of travel specified in ngure 1-1. Repeat check on LEFT flap. Recheck
limit switch through several nap cycles.
NOTE
All nap rollers may not bottom in the nap tracks at the
travel earemes.
s. Reconnect and rerig the flap follow-up system in accordance ~cnth paragraph 7-20.
Perform operational check in accordance with paragraph 7-3. recheck all items for
an
proper safetying and replace items removed for access.
Revision 1 7-13
7-17. FLAP FOLLOW-UP AND INDICAT~ING SYSTEM. (See figure 7-5.)
7-t8. DESCRIPTION. The nap follow-up and indicating system consists of a sheathed cable
assembly one end of which is attached to the nap operaang
s~ntch mountmg arm and the
other end is clamped to the nap direct cable above the headliner in the rear cabin area.
Motion of the flap cable is transmitted through the follow-up control to the pointer along a
scale as the flaps ate extended or retracted.
7-19. REMOVAL AND INSTALLATION. Figure 7-5 can be used as a guide to removal and
installation of the nap follow-up and indicatingsystem.
7-20. RIGGING. (See figure 7-5~

a. Flap control sgstem~must be rigged in accdrdance with paragraph 7-16 before nap
follow-up control can be rigged,
b. Disconnect spring (12) from switch mounting arm (l0).
c. With flaps in full UP position. pull center cable of nap follow-up control (1) detail B.
figure 7-5) to remove sleek.
d. Ensure nap lever (4) is in full UP position while indicator C7) has a .03 .08 inch
clearance with top of instrument panel cut-out Secure follow-up cable to bellcank
(15) with clamp bolt (14) while observing note in figure 7-5..
e. Connect spring (12) to switch mounting arm (l0).
f. Adjust switches (6) and (11) in slotted holes on mounting arm (10) until cam (13) is
centered between switch rollers.
g. Mount mt inclinometer on one flap and set to 00 (flaps full UP). Turn master switch
ON and move flap lever (4) to 10" flap position.
NOfE
An inclinometer for measuring control surface travel is

available from Ceosna Parts Distribution (CPD 21 through
a Ceusna Service Station. See figure 6-4.
h. Obse~e inclinometer reading when flaps stop. Adjust naps DOWN operating s~Rltch
(6) in slotted holes on mountmg arm (10) as requued to obtain flap travel of 10+2.
Adjust naps UP operating switch (11) in slotted holes to obtain positive clearance
~th cam (13) when naps DOWN operating s~pltch has just opened in the 100 position.
j. Repeat steps ’´•h" and "i" for 200 flap position.
k. Run naps to fun DOWN position and check that naps DOWN operating switch (6)
remains closed as flap motor limit switch tinder 26. figure 7-2) stops flaps at full
DOWN position.
i. Check naps through several cycles, recheck all items removed for security and
replace items removed for access.
7-14 Revision 1
SEC;TION 8
ELEVATOR CONTROL SYSTEM
Page No.
TABLE OF CONTEZNTS aerofiche/
Manual
ELEVATOR la22/8-1 Forward 182U8-3

Ieeaription 1H22/8-1 .....1H24/8-3
Troahle 6hooting 1H22/8-i Roar lH24/8-3
Elevators ~823/8-2 ..~..1Be4/8-3
RemovayInstJLtion 1B23/&2 and Pnlleys 114/8-7
Repair..........., i.... LIfeY8~
Ballorangs 1Rn4/8-2 Rigging 1148-7
8-1. ELEVATOR CONTROL SYSTEM.
8-2. DESCRIPI~ION. The elevators me operated by power transmitted from the control wheels
through a series of cables. bellcranks anda push-pull tube. The rear bellcrank serpes as an
interconnect between the elevators and a bearing point for the travel stop bolts. An elevator
trim tab is installed on the right elevator and is described in Section 9.
8-2. TROUBLE SHOO~ING.
NOTE

paragraph 8-11.
NO RESPONSE TO CON- Forward or aft end of push- Attach push-pull tube

TROL WHEEL FORE-AND- pull tube disconnected. correctly.
AFT MOVEMENT.
Cables disconnected. Attach cables and rig system
in accordance with para-
graph 8-14.
Hrvlslon i 8-1
BINDING OR JUMPY Defective forward or rear Replace bellcraak.

MOTION FELT IN MOVE- bellcrank pivot bearing.
MENT OF ELEVATOR
SYSTEM.
Cables slack. Adjust to tension specified
in figure 8-1.
Cables not riding correctly Route cables correctly

on pulleys. over pulleys.
Nylon grommet on instru- Replace grommet.

ment panel binding.
Defective control "y" pivot Replace bearing.

bearing.
Defective elevator hinges Replace defective hinges.

or lubrication needed Lubricate per Section 2.
Clevis bolts too tight. Readjust to eliminatn

bolt
binding.
Lubrication needed. Lubricate piano hinges.
Defective pulleys or cable Replace defective parts and

gu~ards. install guards properly.
ELEVATORS FAIL TO AT- Stops incorrectly set. Rig system in accordance

TAIN PRESCRIBED TRAVEL. with paragraph 8-14.
Cables tightened unevenly. Rig system in accordance

with paragraph 8-14.
Interference at firewall Rig system in accordance

or instrument panel. with paragraph~8-14.
8-4. ELEVATORS. (See figure 8-2.)
NOTE
This procedure is written primarily for the right elevator

since the trim tab is attached to this elevator.
a. Disconnect trim tab push-pull tube (2) at tab actuator.

b. Remove bolts (8) securing elevators to bellcrank 0.
8-2
NOTE
II trim system is not moved and actuator screw Is not
turned. rigging of trim system should not be necessary

after reinstallation of elevator.
c. Remove bolts (10) from elevator hinges.

d. Usingcare. remove elevator.
e. To remove left elevator use same procedure. omitting step "a".
f. Reverse the preceding steps for installation.Rig system in accordance with applica-
ble paragraph in this section ii necessary.
8-6. REPAIR. Repair may be accomplished as outlined m Section 17. Hinge bearings may be
replaced as necessary; Ii repair has affected static balance. check and rebalance as required.
8-7. BELLCRANKS.
8-8. FORWARD. tSee figure 8-1.)
sB´• REMOVAL END

a
Remove mate, upholstery and eanss plates as neceaepry.
b. Rsllsoe tsn~don at turnbuckles (9) and disconnect cables from bsllcrank (16).
c. W´•oonnect push-pull tubs (12) from bsllcranlt.
6 Remove pivot bolt ttJ) and remove bellcranl.
e´• Reverse preceding stem for installation. Rig system in accordance with
applicable
pvagraph in this section. safety turnbuckles and rsinstall ah items removed in step
8- to. REAR. fikus 62.)

a. Remove rudder. (Refer to Section 10.)
b. Remove seats. upholstery and access plates as necessary for access to turnbuckles
tinder lO. figure 8-1).
c. Relieve cable tension at turnbuckles and disconnect cables from rear bellcrank 17).
d. Remove bolts (8) securing elevators to bellcrank.
e. Remove bellcrank pivot bolt and slide bellcrank from between tube assemblies (6).
NOTE
It may be necessary to remove one of the anachmg bolts

(10) for clearance when removing the bellcrank pivot
bolt.
f. Reverse preceding steps for Installat~on. Rig system In accordance with applicable
paragraph in this section. safety turnbuckles and relnstall all items removed m step
"b".
8-;3
MODEL 152 SERIES SER~ICE MANUAL
ORIGINAL
As Received By
i
ATP
SEE FIGURE 8-2,
5.
.i’09
Al (SEE SHEET 2)
4~ir,
81 (SEESHEETZ)
´•3~
Detail A
DetallB DetailC
The travel-stop bolts (6) are safetied.
r. Fairlead
2. Up Cable
13281427
3. Do~Pn Cable
A1320788
4. Pulley Bracket F1590ib38
3. Do~n Cable
FA15M353
8. Travel-Stop Bolt
7. Jam-Nut
8. Bear Bellcrank
9. Turnbuckle CAUTION
MAINTAIN SPECIFIED CONTFIOL

CABLE TENSION.
CABLE TENSION:
30 LBS *10 LBS (AT AVERAGE TEMPEFI-
ATURE FOR THE AREA,)
SEE FIGURE 1-1 FOR TRAVEL.
Figure 8-1. Elevator Control Spabm (9heet r oi 3)
8-4
2
3
10
10
Detail Al
10
4ao II
~61 3
10
Detail 81
V
´•O
I;t~´•!
11
~-,oilD D1
DetailD?
2. Op Cable
3. Dow Cable
to. Pulley
11. Cable Guard
Flgun 8-r. EIeoabr Control Syskm (Shcet 2 of 3)
8-5
MODiL 152 SERIES SERVICE I\rlANUAL
13
15
12
14
;c.a~’ 8~
a.
16
’9
Detail E
TBRU 13281428. Alb8O783, F13201338, AND FAlb20332
13
12
Is
Detail E
13281427 THRU lsz83398. Alszo788 TBRU A1321000
F15201338 THRU F15201938, FA1520333 TEED Fbr320387
12
s
B a. hunbackl~
Push-Poll Tube
13.
TPmbnclrle Eye
Is. Bolt
16 13. Fo~arrd Bellcrank
E
BEGINNING WITB 5285337, A1J2100~, F13201937, AND FA1320388
Ffkus 8-1. Elevator Control System (Sheet 3 oi 3)
8-6
8-13. AlfOpDLLEyS. (Sse figan 8-i.)
8-13. REaaOVbL ANE INsfa~LanoN.

a Iba309e ssote, upholstery, and asws plates as necessary.
b, Reisoe ~phle tnndnn at turnbuckln to).
c. MnoMeot at forward
d, MsKmPeot at nar ~UQIPII:
a. aemope fairleads, cable guards, and pulleys as necessary to work cabin free of air-
crft,
NOTE
To sue routing of a length of wits may be st

hnhd to nd of cable befon Mne withdnwn frrrm sir-
c~anit. inn win in pine, ronted throngh etractPre, at
fPOh ~wiw installed and pnll cable into poeition-
I. afbr position install pulleys and cable guards. Ensure cable is

is ronted in
pnitioned ptrllsy groow before installing guards.
in
g. Rig systen in socordaEloe with applicable paragraph in this section, safety turnbuck-
in and rsinrrtoll all items nmwed in step "a".
RIOQ~NQ. (Sse Zignn &1,)

a Rsmne Ip´•Lntn. upholstery and urr"
plates se nquind to gain eocess to turnbucgln
(8),
b. Lock control column in neutral position by installing neu~tral position rigging tool
tinder 2, figure 8-3).
c. St~unlinr, elevators to neutral with horizontal stabilizer.
6 Holding alevitors in neutral (stmmnlined) position. adjust cable tension to 30 -10
pounds by tightening turabuckles.
e. With elevators still in neutral position. mount an inclinometer on one elevator and
set to 00.
NOTE
hn inclinometer f’or measuring control surface travel i~

available from Cel3ana Parts Distribution ICPD tL) through
a Cessna Service Station. See figure 6-4,
i. Remove control column neutral position rigging tool and adjust travel stop bolts (6)
so elevators attain degree of.travel specified in figure 1-1. Ensure control does
firewall in full T)OWN position or instrument panel in full UP position.
not contact
g. Check all components for security, safety turnbuckles and reinstall all items
removed for access.
WARNING
Make sure elevators move in correct direction when

operated by control column.
Kevision 1 8-7
;2;
I;, 6 C
i. Clevis
2. Push-Pull Tube
+15
3. Horn Assembly
4. ’I~imTab
5. Bearing
7 8 6. Tube Assembly
7. Bellcrank
Detail A 8. Bolt
9. Spacer
4 15284651 THRU 15285834, 81520956 TBRU 81521025, 10. Bolt
F15201891, 1892, 1894 THRU F15201943 AND ii. Bushing
FBi520378 THRU F81520387, TORBUE BOLT 100´•140 12. CotterPin
EXCEPT WHEN THE BELLCBANE ~ND 13. CastellatedNut
WBSHERS HBVE BEEN WPTH THE 14. Channel
0432012-9 LLND 0432013-1 BUSH~INGS (See 15. Bolt
sheet 2 of 3). 16. Washers
17. Bushings
Figure 8-2. Elevator Iustallation (Sheet 1 of 3)
8-8
P~I (b
Y
O/ i n a
17 p
´•15
E
7 8
Detail A
BEGINNING WITH 15283833. A1321025. F15201944

AND FA1520388. TOROUE BOLTS 20-25 LB-~. AFTER
BUSHINGS ARE INSTnr.r.~En AND BOLT TOROUED.
APPLY LOCTTTE 290 TO BUSHINGS AND FORGING
JOINT. THIS ALSO APPLIES TO 15284851 TEIRU
r 5283834. Ar520936 TBRU A1521025. F r 320 t 89 r.
lest. 1894 THRU F~5201943. AND FA1J20378 THRU
FAr320387 WHEN TEE 0432012-4 BELU~ULNg AND
0432013-1 BUSHINGS HAVE BEEN INSTALLED.
Figure 8-2. Elevator Installation (Sheet 2 of 3)
8-8A/(8-8B blauk!
MODEL 152 SERIES SERVICE MA~VUAL
131
2jC´•
13 IjC´•
12i a
1; 5
Detail B
~e THRU 15284327 AND A1520938
~Jr:BEGINNING WITH 15284328 AND A1520939
1411C
12
13
;f
10
Detail C
Figure 8-2. Elevator Installation (Sheet 3 o~ 3)
8-9
I 1
46 inch
Press fit I I
1 ~62 inch
t
1.00 inch -I t
.1S"R.(Typ)
.35"R.(Typ)
I,
.30 inch
Detail A
Fabncate from .125 inch steel plate and.209 inch dia. drill
rod according to dimensions shown.
A’ 1 j 1 -3
1
O
i. Support
2. Neutral Rigging Tool
3. Instrument Panel
1. Pilot’s Control Column
Figure 8-3. Control Column Neutral Poslt~on Rigg3ng Tool
8-10
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEM
Page No.
Manual
ELEVATOR TRIM CONTROL Cleaning, Inspection, and

SYSTEM 1113/9-1 Repair 1115/9-3
Description 1113/9-1 Reassembly 1120/9-8
Trouble Shooting 1113/9-1 OperationalCheck 1120/9-8
Trim Tab 1114/9-2 Trim Tab Free-Play
RemovaYZnstalation 1114/9-2 Inspection 1122/9-10
Tab Actuator 1114/9-2 TrimTab ControlWheel 1123/9-11
RemovaYLnstallation 1114/9-2 RemovaYlnstallation 1123/9-11
Disassembly 1I1 5/9-3 Rigging 1123/9-11
9-1. ELEVATOR TRIM CONTROL SYSTEM.
9-2. DESCRIPTION. The elevator trim tab, located on the right elevator, is controlled by a trim
wheel mounted in the lower instrument panel. Power to operate the tab is transmitted from
the trim control wheel by means of chains, cables and an actuator A mechanical pointer.
adjacent to the trim wheel, indicates tab position A "nose-up" setting results in a tab-down
position.
NOTE

paragraph 9-16.
TRIM CONTROL WHEEL Cable tension too high. Adjust tension.

MOVES WITH EXCESSIVE
RESISTANCE.
Pulleys binding or rubbing. Repair or replace as
necessary.
Cables not in place on Install cables correctly.

pulleys.
Trim tab hinge binding. Lubricate or replace hinge

as necessary.
Defective trim tab actuator. Replace actuator.
Rusty chain.´• Replace rusty chain.
Damaged sprocket. Replace damaged sprockets.
Bent sprocket shaft. Replace bent sprocket

shafts.
Revision 1 9-1
9-3. TROUBLE SHOOTING (Cont).
LOST MOTION BETWEEN Cable tension too low. Adjust tension.

CONTROL WHEEL AND
TRIM TAB. Broken pulley. Replace defective pulley.
Cables not in place on Install cables correctly.

pulleys.
Worn trim tab actuator. Remove and replace worn

actuator.
Actuator attachment loose. Tighten
TRIM INDICATOR FAILS Indicator incorrectly engaged Reset indicator.

TO INDICATE CORRECT on wheel track.
TRIM POSITION.
INCORRECT TRIM TAB Stop blocks loose or Adjust stop blocks on

TRAVEL. incorrectly adjusted. cables.
9-4. TRIM TAB.
9-5. REMOVAL AND

.a.NOITALLATSNI push-pull
Disconnect tube from horn assembly.
b. Drill out rivets attaching binge to elevator.
NOTE
After tab has been removed and if hinge pin is to be

removed, it is necessary to spread the crimped ends of the
hinge before driving out pin. When a pin has been
installed, crimp ends of hinge to prevent pin from work-
ing out.
c. Reverse the preceding steps for installation.
9-6. TRIM TAB ACTUATOR.
CAUTION
Position a support stand under the tail tie-down ring to
prevent tailcone from dropping while working inside.
a. Remove baggage compartment aft wall for access.

b. Remove safety wire and relieve cable tension at turnbuckle (L5).
c. Disconnect push-pull tube (12) at actuator (9).
d. Remove access plate from underside of right hand stabilizer beneath actuator.
e. Remove chain guard (8) and disengage chain (8A) from actuator sprocket.
9-2
f. Remove screws clamps to stabilizer structure (11)

(8B) and spacers (10) attaching
and carefully opening.
work actuator out through access
g. Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 9-16, safety turnbuckle (15) and reinstall all items removed for access.
9-8. DISASSEMBLY. (See figure 9-2.)
a. Remove actuator in accordance with paragraph 9-7.
b. Disassemble actuator assembly (1) as illustrated in Detail A as follows:
i. Remove chain guard (3) if not previously removed in step "e." of paragraph 9-7.
2. Using suitable punch and hammer, remove groove-pins (8) securing sprocket (5)
to screw (9) and remove sprocket from screw.
3. Unscrew threaded rod end (15) and remove rod end from actuator.
4. Remove groove-pins (10) securing bearings (6 and 14) at the housing ends. I
5. Lightly tap screw (9) toward the sprocket end of housing, remove bearing (6), and
collar (7).
6. Lightly tap screw (9) in the opposite direction from sprocket end, remove bearing
(14), O-ring (19), and collar (7).
7. It is not necessary to remove retaining rings (11).
9-9. CLF~ANING. LNSPECTION AND REPAIR. (See figure 9-2.)

a. DO NOT remove bearing (16) from threaded rod end (15) unless replacement of
bearing is necessary.
b. Clean all component parts, except bearing (16), by washing in Stoddard solvent or
equivalent. Do not clean sealed hearing (16~

c. inspect all.´•component parts for obvious indications of damage such as stripped
threads, cracks, deep nielta and dents.
d. Check bearings (6 and 14), screw (9), and threaded rod end 15) for excessive wear and
scoring.
Dimensions of the parts are as follows:
REARING (6)
INSIDE DIA~IETEn u.;373" ~VIIN.
INSIDE DIAMETER 0.380" MAX.
REARING (14)
INSIDE DIAMETER
SMALL IIOLE u.238" PrIlN.
SMALL IIOLE 13.253" MAX.
LARGE IIOLE ti.373" MIN.
LARGE IIOLE 0.;380"MAX.
1’IIRISADED noD ENI) ~15)

OUTSIDE DIAMETER
(SIFANK) u.z12" I~1LN.
(SI´•IANK) u.216" MAX.
SCREW (9)
OIJ1’SIl)E DLANE’I’L;I( h´•1IN.
OUTSIDE DIAMETEI~ 0.;370" MAX.
NOTE
liL´•lative linear movenienl between internal threadc~d

scr~w ~C9, ~ind bearing should be O.Ou~ to U.O IU in~h
at rooin
I~evision 1 9-3
B,
i
14
i.
A
5\,
C
tG
Is ’D
t,’ ii’ SEE FIGURE 9-3

:i
n
v
id
n,
E
;G 3
ORiGINAL
As Received By
ATP
4 2
1,
Detail A
i. Bracket 10. Spacer
2. Bearing 11. Stabili~er Structure
3. TrimWheel 12. Push-Pull Tube CAUTION
4. Chain 13. Pulley (Tab Up)
5. Sprocket 13A.Pulley (Tab Down) MAINTAIN SPECIFIED
6. RoLlPin 14. Clevis CONfROL CABLE TENSION
7. indicator 15. Turnbuckle
8. ChainGuard 16. Elevator Tab Stop Block CABLE TENSION:
8A. Chain 17. CableGuard 10 to 20 LBS (AT AVERAGE TEMPER-
8B. Screw 18. Fairlead ATURE FOR THE AREA.)
9. Actuator 19. Channel SEE FIGURE 1-1 FOR TRAVEL.
Figure 9-1. Elevator Trim Control System (Sheet 1 of 4)
9-4
SEE 1C\ 88 9 l~a 11 D´•t´•1’ B

FIGURE 9-2
ih
s ~\o ’A
~jlc"
8A
ii’
]IC THRU 1528~L054. A~520809.
F15201578 and FA1520357
~F Beplnnlng ~ith 15282055. A1520810
F15201579 and FA1520358
134
C1
Detail C
D1.3Q
13
~e Deta~lC?
13A
a
C/L
F; i
I
Detail D
~r BEGINNING WI~I 15284356. A1520941.
F15201829 AND FA1520373
~C THRU 15284355. A1520940. F15201828

~WD FA1520372 DetallD? )3
Figure 9-1. Elevator Tnm Control System (Sheet 2 of 4)
9-5
MODEL )52 SER)ES SERV~CE MANUAL
13A
"i´•
0’ ´•1~
Od6
E7
DetailE Det*ilEl
~3,
o-o
!3a
~a
Fl
a.uuF
13
Detail F’t
Figure 9-1. Elevator Tnm Control System (Sheet 3 of 4)
9-6
:gi\"‘
13
Detail G
~isi
13
17
Detail G’1
Figure 9-1. Elevator Trim Control Systern (Sheet 4 of 4)
9-7
Examine threaded rod end (15) and strew ~9) for damaged threads or dirt particles
that may impair smooth operation.
f. Check sprocket (5) for broken, chipped, and/or worn teeth.
g. Check bearing (16) for smoothness ofoperations.
h. DO NOT attempt to repair damaged or worn parts of the actuator assemblyl Discard
all def’ective items and install new parts during reassembly.
9-10. REASSEMBLY. (See figure 9-2).

a. Always discard the fbllowing items and install new parts during reassembly,
1. Bearings (6 and 1~,.
2. Groove-pins (8 and 10).
3. O-Ring(l3).
4. Nuts (21.
b. During reassembly, lubricate collars (7), screw (9), and threaded rod end (15) in accor-
dance with Section 2,.
c. Press sprocket (5) into the end of screw (9,, align groove-pin holes, and install new
groove-pins (8).
d. Slip bearing (6) and collar(7) on screw (9) and slide them down against sprocket (5).
e. Invert screw (9), with assembled parts, into housing !12) until bearing (6) until bear-
ing (6) is flush with the end of housing.
NOTE
When inserting screw (9) into housing (12,, locate the

sprocket (5j at the end of housing which is farther away
from the groove for retaining ring (11).
The bearings (6 and 1J) are not pre-drilled and must be

drilled on assembly. The groove-pins t10) are 3/32 inch
in diameter, therefore, requiring a ;3/32 inch (0.0937)
inch drill.
C With bearing ~6) flush with end of’ housing (12), carefully drill bearing so the drill will
emerge from the hole on the opposite side of’ housing (12). DO NOT ENLARGE
HOLES IN HOUSING.
g. Press new groove-pins (10~ into pin holes.
h. Insert collar (7), new O-ring (13), and bearing (11) into opposite end of housing (12).
i. Complete steps "f." and "g." for bearing(l4).
j. If’a new bearing (16) is required, a new bearing may be pressed into the boss. Be sure
force bears against the outer race ofbearing.
k. Screw the threaded rod end(l5) into screw (~1).
i. install retaining rings (fl), irthey were removed.
9-10A. ()PEKATIONAL CIIEC~. (St~a tigure ~-2.)

a. Test actuator assembly by rotating sprocket (5) with fin~ers while holding threaded
rod end (15). The threaded rod end should travel in and out smoothly, with no indica-
tion ofbinding.
b. Reinstall actuator ajsrlnbly and rerig system In accordance with paragraphs 9-7, and
9-16.
c. Replace access covers and any other items removed to gain access and rig system.
d. Check trim tab free-play. Refer to paragraph 9-11.
9-8 Revision 1
16
B, 12
13
4
15
Detail A
1. Actuator Assembly 9. Screw
9
8 2. Nut 10. Groove-pin -CI
7 3. Chain Guard 11. RetainingRing
6 4. Screw 12, Housing
5. Sprocket 13. O-Ring
4 6. Beefing 14. Bearing
3
2 7. Collar 15. Threaded Rod End
8, Groove-pin 71 16. Bearing
Figure 9-2. Elevator Trim Tab Actuator Assembly
B
2) (5
A
I rwD
i. With elevators in neat~al, set trim tab to neutral (streamlined).
2, Position stop block (3) against turnbuclrle and seca~e to cable B.
3. Place inclinometer on trim tab and run tab to UP TRBVEL limit listed in Section
Position stop block (2) against stop block (3) apd secure to cable A.
5. Run trim tab to DOWN TRAVEL limit Listed in Section i, place stop block (1)
against stop block (2) and secure to cable (B).
Figure 9-3. Elevator Trim Tab Travel Adjustment
Revision I 9-9
HINGE POINT TRAILING EDGE

HINGE POINT
CHORD LENGTH
7 I
r
1 ft s
a
-I--c´•
z ~11
T
TRAILING EDGE
TRIM TAB
Detail B
Detail A
O FREE-PLAY UP
NEUTRAL POSITION
O FREE-PLAY DOWN
TOTAL FREE-PLAY
1. Measure chord length at extreme inboard end of trim tab as shown in detail A.
2. Multiply chord
length by 0.025 to obtain maximum allowable free-play.
3. Measure free-play at same point on trim tab that chord length was measured.
4. Total free-play must not exceed mn*iml~m allowable. See detail B.
Figure 9-4. Trim Tab Free-Play Inspection
9-11. TRIM TAB FREE-PLAY INSPECTION.

a. position and secure from movement
Place elevators and trim tab in the neutral
b. Determine mn*imum allowable free-play using formula shown in figure 9-e
c. Using moderate hand pressure (up and down), measure free-play at trailing edge of
trim tab.
d. If trim tab free-play is less than the msurimu;m allowable, the system is within
prescribed limits.
e. If the trim tab free-play is more than the m~nimuni allowable, check the following
items for looseness while moving the trim tab up and down.
1. Check push-pull tube to trim tab horn assembly attachment for looseness.
2. Check push-pull tube to actuator assembly threaded rod end attachment for
looseness.
3. Check actuator assembly threaded rod end for looseness in actuator assembly.
f. If looseness is apparent while checking steps "e-l" and "e-2". repair by installing
new parts.
g. If looseness is apparent while checking step "e-3".refer to paragraphs 9-6 through 9-
9-10
TRIM TAB CONTROL (See figure 9-1.)

a. Relieve cable tension at turnbuckle (15).
CAUTION
b. Disengage chain from sprocket (5),

c. Remove cotter pin at each end of trim wheel shaft.
d. Slide shaft assembly into either bearing (2) as far as possible.
e. Carefully deform brackets(1) and slide shaft assembly free of bearings (2).
f. Reverse the preceding steps for installation. Rig system in accordance with applica-
ble paragraph in this section, safety turnbuckle and reinstall all items removed for
access.
9-14. CABLES AND PULLEYS. (See figure 9-1,)

a. Remove seats, upholstery and secess plates as necessary.
b. Disconnect cables at turnbuckle (15) and clevis (14).

c. Remove fairlead, cable guards and pulleys as necessary to work cables free of
aircraft.
NOTE
To ease routing of cables, a length of wire may be attached

to end of the cable before being withdrawn from aircraft.
Leave wire in place, routed through structure, attach
cable being installed and pull cable into position.
d. After cable is routed in position, install pulleys and cable guards. Make sure cable is
positioned in pulley groove before installing guards.
e. Rig system in accordance with- applicable paragraph in this section, safety turn-
buckle and reinstall all items removed in step "a".
9-16. RIGGING. (See figure 9-1.)
CAUTION

a. Remove rear baggage compartment panel and access plates as necessary.

b. Loosen travel stop blocks (16) on cables.
c. Disconnect actuator (9) from push-pull tube (12).
d. Check cable tension and readjust turnbuckle (15) if necessary.
9-11
NOTE
If chains and/or cables are being installed. permit actua-
tor scaw to rotate freely as chains and cables are

connected. Set cable tension.
e. Rotate trim control wheel (3) full forward (nose down). Ensure that indicator (7) does
not restrict wheel movement. If necessary, reposition indicator using a thin screw-
driver to pry tailing leg of indicator out of groove.
NOTE
Full forward (nose down) position of trim wheel is where

further movement is prevented by chain or cable ends
contacting sprockets or pulleys.
i. With elevator and trim tab both in neutral (strenmlined). place an inclinometer on tab
and set to zero.
NOTE
An inclinometer for measuring control surface travel is

available from Cessna Parts I)istribution (CPD 2) through
a Cessna Service Station. figure 6-4.
g. Rotate actuator screw in or oUt 89 required to place tab up with a maximum of 20

overftavel. with actuator screw connected to Push-pull tube (i2).
h. Rotate trim wheel to position trim tab up and down readjusting actuator screw as
required obtain
to overtavel ia both directions.
i. Position stop blocks (16) and adjust as illustated in figure 93 to limit tavel to the
degree specified in Section i.
j. Check that trim wheel indicator is same distance from ends of slot in cover.
Reposition trailing leg of indicator if necessary (refer to step "e.",.
k. Safety turnbuckle and reinstall all items removed in step "a".
WARNING
Be sure trim tab moves in correct direction when oper-

ated by the trim wheel. Nose down trim corresponds to tab
up position.
9-12 Kevision 1
SECTION 10
RUDDER AND RUDDER TRIM CONTROL SYSTEMS
Page No.
TABLE OF CONTENTS Aerofichel
Manual
RUDDER CONTROL SYSTEM.......1571 10-1 Removal/ Installation......., 158/ 10-2
Description .....157/10-1 Repair ....158/10-2
Trouble Shooting 157/ 10-1 Cables and Pulleys .............1JS/ 10-2
Rudder Pedal Assembly .........,158/10-2 Removal/Installation ........159/10-3
Removal/ Installation ............158/ 10-2 Rigging .....159/10-3
Rudder ..........158/ 10-2
lo-1. RUDDER CONTROL SYSTEM. (See figure 10-1.)
10-2. DESCRIPTION. Rudder control is maintained through use of conventional rudder pedals
which also control nose wheel steering. The system is comprised of the rudder pedals, cables
and pulleys, all of which link the pedals to the rudder and nose wheel steering.

NOTE

paragraph 10-11.
RUDDER DOES NOT Broken or disconnected Connect or replace cables.

RESPOND TO PEDAL cables.
MOVEMENT.
BINDING OR JUMPY MOVE- Cables too tight. Adjust cable tension in

MENT OF RUDDER PEDALS. accordance ~Alth paragraph 10-11.
Cables not riding properly Route cables correctly over
on pulleys. pulleys.
Binding. broken or defec- Replace defective pulleys

tive pulleys or cable and install guards
guards, properly.
Pedal bars need lubrication. Refer to Section 2.
Defective rudder bar Replace bearing blocks.

bealulgs.
Defective rudder hinge Replace defective bushmgs.

bushings or bellcrank
bushings.
Clevis bolts too tight. Readjust to eliminate binding.
Stee~ng rods not adjusted Rig system m accordance

properly. with paragraph 10-1l.
Revision 1 r0-I
10-3. TROUBLE SHOOTING (Cont.)
LOST MOTION BETWEEN Insufficient cable tension. Adjust cable tension in

RUDDER PEDALS accordance with pa;ra-
AND RUDDER. graph 10-11.
INCORRECT RUDDER Incorrect rigging. Rig system in accordance

TRAVEL. with paragraph 10-11.
10-4. RUDDER PEDAL ASSEMBLY. (See figure 10-2.)

a. Remove carpeting, shields and soundproofing from pedal and tunnel areas as
necessary.
b. Disconnect master cylinders (l1) at pilot rudder pedalst
c. Disconnectparlring brake cables at master cylinders.
d. Remove rudder pedals (2) and brake links (12).
e. Relieve cable tension at clevises tinder 5, figure 10-1).
f. Disconnect cables, return springs and steering tubes ~om rudder bars.
g. Remove bolts securing bearing blocks (15) and work rudder bars out of tunnel area.
NOr5
Rudder bar assemblies should be checked for excessive

wearbefore installation.The bearing blocks are nylon
and require no lubrication unless binding occurs. A few
drops of general purpose on should eliminate such bind-
ing.
h. Reverse the preceding steps for installation. Rig system in accord5lnce with applica-
ble paragraph in this section, safety devises and reinstall all items removed in step
"a".
10-8.. RUDDER. tSee figure 103.)
10-7. REMOVAL AND INSTALILA?IION.

a. Disconnect tail navigation light quick-disconnect (10).
b. Relieve cable tension at devises tinder 5, fikrre 10-1) and disconnect devises from
rudder bellcrank (8).
c. With rudder supported, remove hinge bolts (4) and lift rudder ~ee of vertical fin.
d. Reverse thepreceding steps for installation. Rig system in accordance with applica-
ble paragraph in this section and safety devises.
10-8. REPAIR. Repair may be accomplished as outlined in Section 17. Hinge bushings may be
replaced as necessary.
10-9. CABLES AND PULLEYS. tSee figure 10-1.)
10-2
1,.,, REMOVAL AND INSTALLATION.

a. Remove seats, upholstery and access plates as necessary.
b. Disconnect cable at rudder bar (10) and bellcrank (7).
c. Remove cable guards, pulleys and falrleads as necess4N to work cables free of
aircraft.
NOTE
To routing of cables, a length of wire may be attached

ease
to end of the cable beforebemg withdrawn from aircraft.

~eave wire In place, routed through structure, attach
cable being installed. and pull cable into position.
d. After cable ~s routed poslt~on. install pulleys, fauleads and cable guards. Ensure
m
cable is positioned pulley groove before mstalling guard.

in
e. Rig system m accordance with applicable paragraph m this sect~on. safety devises
and reinstal) all items removed m step "a".
10-L1. RIGGING. (See figure 10-1).

a. Adjust stop screws (8) to attain travel
specified In Section 1. Figure 10-4 Illustrates
correct travel and one method of
checking.
b. Disconnect nose wheel steerulg tubes tinder 6. figure 5-6) from nose strut.
c. Adjust cables at devises (5) to align rudder and pedals m neutral position. 6.00 Inches
from firewall and pedal pivot shafts (Index 4. figure 10-2). This step automatlca!l?
determines cable tension through use of return sptulgs (14).
NOTE
Due to thickness of insulation on firewall. It is

recommended that apiece of 1/16 Inch welding rod be
ground to a sharp pomt and notched at the 6.00 Inch
dimension. Pierce insulation on firewall and use notch to
measure proper dimension.
d. Tie down weight tail to raise nose wheel free of ground.

or
e. Center nosegear against external stop.

f. Extend steering tubes until free play Is removed. DO NOT COMPRESS SPRIrL’GS.
g. Ad~ust steer?ng tube rod ends to 1.25 inch dimension between steering arm assem bly
and bolt hole as illustrated in figure 5-9 and tighten ~am nuts.
h. Adlust steerrng tube devises to align FRlth rod end bearings.
NOTE
Extend steering tubes to seat rods against mternal

springs but do not attempt to preload these springs by
shortening rod end clev~ses after alignment. Preload Is
built mto steeI?ng tubes.
Install devises on rod ends.
10-3
:r:~.SEE FIGURE 10-3
A
8
~e
SEE FIGURE
A 5~’"
.r
i i
11
2
G
F
H ;~c´•/
Al
~1
3,
3
:2
i,
i. Pulley
2. Cable Guard
1 Detail Al
2
3. Fairlead
4. Rudder Cable
5. Clevls CAUTION
6. Bushmg
7. Bellcrank Maintain specified control cable tension.
8. Stop Screw
9. Clip
10. Rudder Bar CABLE TENSION:
11. Left Cable REFER TO RIGGING PARAGRAPH IN
12. Right Cable THIS SECTION.
13. Turnbuckle SEE FIGURE 1-1 FGR TRAVEL.
Figure 10-1. Rudder Control System (Sheet 1 o~ 3)
10-4
6-
d
5~
4
Detail B
Detail C
Safety wire travel stop

screws (8)
01
2\6
DetailD 2
11
Detail D~
Figure 10-1. Rudder Cor?trol System (Sheet 2 of 3)
10-5
\2
12
O 1
’1 11
DetailE DetailE 1
G1
~lb O
Detail G
a I´•
Detail F
I""
IcO C Cc´•
11
10
4
1
12
2 DetallH
Detail G1
Figure 10-1. Rudder Control System (Sheet 3 of 3)
10-6
1 h
2
4~)t
0
5
Y 17
II u
a
Is’ i II\:
15
FIREWALL
ii 3 7
8
6.00 INCHES I 1 ~3<, 9
14
13
r)r TBRU 15285720, A1321020.
Fr5201933 AND 12
~L BEGINNING) FRITB
REFER TO ~3
SECTIONS
t3235721,At321021. ii
FtS201934 ILND FA 1520388 10
i. BrakeLlnkPin 6. PedalArm 12. BrakeLink

2. Pedal 7. Brake Torclue Tube 13. Left Rudder Bar
3. Anti-Rattle Spring 8. Bearing 14, Return Spring
4. Pivot Shaft 9. Bellcrank 15. BearingBlock
5. Fuselage Structure 10. Bracket 16. Right Rudder Bar
11. Master Cylinder 17. Rudder Pedal Extension
Figure 10-2. Rudder Pedals Installation
10-7
a
ila,t!
´•t?Z\ DetailA
L
A
OIIO
Ct
ilo
8
k~l
‘c´•’
Detail 8
C
JJ
10
j
/I \e
9 18
1/ i. LowerHings Hall
2. Bushing
Detail C 3. C~pper Hinge Hall
4. Bolt
5. Balance Weight
8. Navigation Light
7. TrimTab
8. Bellcrank
9. Stop
10. auick-Disconnect
11. RudderTip
Figure 10-3. Rudder InstaUa#on
10-8
NOTE
DO NOT adjust rudder trim with steering tubes. Degree of

steering travel cannot be adjusted.
1. Ssiay cable clevises and insbll ad pub removed ior soceu.
NOTE
Flight bet to determtne ii ground sdfustment ol

ilxed trim tpb is necessuy. DO NOT rig rudder ’oFtcsn-
ter" unless trim tab does mt provide adequab correction.
WARNING
Be sure rudder moves in correct direction when operated

by pedals.
io-a
M06EL 152 SERIES SERVICE MANUAL
(2 X 1) VERTICAL FIN
j RUDDER
BLOCRIi
I ~I BLOCK RUDDER HALF
i WIRE POINTER
~PHEDISTANCE BE-
i
TWEEN STRAIGHTEDGES
MEASURING
NEUTRAL RUDDER
POSITION OF RUDDER TRAVEL
i. Establish neutral poslt~on of rudder by clamping straightedge (such as wooden 2

x4) on each side of fin and Ridder and blocking trailing edge of rudder half the
distance between straightedges as shown.
2. Tape a length of soil wire to one elevator in such a manner that it can be bent to
index with a point on rudder trailing edge just above the lower rudder tip (rudder
butt).
3. Using soft lead pencil. mark rudder at point corresponding to soft wire Indexing
point (neutral).
4. Remove straightedges.
5. Hold rudder against right. then left. rudder stop. Measure distance from pointer to
pencil merk on rudder in each direction of travel. Distance should be between
6.04" and g.BO".
Figure 10-4. Checking Rudder Travel
10-10
SECIION 11
EINGINE
WARNING
Whom pa~iarmipg any inaPeetlon ar that ra

Qniree tprptpS on the meeter ~itOtL. inatailtnR a
or palllPg the propeler thnmgb bJr h~d. t~qt the PmP
eller ae ii the ignitton ~aitoh wore ON. Do not dan6 nor

alloar pny one ate to eMd within the am oi the
iw, gfnoe a ioooe or hrolen who, or a mmarmmt mP1-
itmotion~ omid cePee the psopallsr to rotate,
Page No.
TABLE OF CONTENTS Aerofichel
Manual
OTr, SYSTEM 1K15/11-1
ENGINECOWLING 1520/11-2 Description 1K15/11-1
1520/11-2 Trouble Shooting 1K17/11-17
Description
RemovaYInstallation 1520/11-2 Full-Flow Oil Filter lg19/11-19
1520/11-2 Description 1K19/11-19
Cleaning/Inspection
1520/11-2 Removal/Installation IK20/11-20
Repair
ENGINE 1521/11´•3 FilterAdapter IK20/11-20
1521/11-3 Removal IR20/11-20
Description
Engine Data 1522/11-4 Disassembly, Inspection,
Time Between Overhaul 1523111´•5 and Reassembly 1K20/11-20
1523/11-5 Installation 1K20/11-20
Overspeed Limitations
~523/11´•5 OilCooler 1K20/11-20
TroubleShooting
1KQ/ll-8 Description 1K20/L1-20
LocatingOiiLeaks
Removal 1K4/11-8 ENGINE FUEL SYSTEM 1K20/11-20
1K6/11-10 Description 1K22/11-22
Cleaning
Accessories Removal 1K6/11-10 Carburetor 3K22/11-22
IK7/11-10A Removal/Installation 1K22/11-22
Inspection
Overhaul 1K7/11-10A Idle Speed and Mixture
Adjustments 1K22/11-22
Buildup
Installation INDUCTIONAIRSYSTEM 1~K23/11-23
Flexible Fluid Hoses Description lK23/11-23
LeakTest RemovaVInstallation 1K2Ull-24
IGNITION SYSTEM 1K24/11-24
Replacement
StaticRun UpProcedures LK11/11-13 Description 1K24/11-24
Trouble Shooting 1L1/1I-2´•1A
Engine Baffles 1K12:11-14
iK12/11-14 Magneto Remova1(4052) 1L2’11-2413
Description
InternalTiming 1L2’11-24D
Cleaning/Inspection 1K14:ll-16
Removal/Installation Repiacementlnterval 1L21i
Repair IKIQ:11-16 h´•iagneto Installation and

Timing to Engine 1L2’11-24B
Engine Mount 1K14/11-16
Magneto Check lL5/11-27
Description 1K14/11-16
Removal/lnstallat~on 1K14/11-16 Maintenance 1L5/11-27
Magnetos(4281) lL6/11-28
Repair 1K1U11-16
Description 1L6/11-28
Painting 1K14/11-r6
Maintenance 1L6/11-28
´•I Engine Shock-MountPads
Reducing Valve Sticking
1K14/11-16
Revision 1 11-i
Removal 1L7/11-29 CarburetorHeat Control 1L13/11-33

Disassembly 1L7/11-29 STARTING SYSTEM IL1Q/11-34
Checking Contact Description 1L14/11-34
Assemblies 1L7/11-29 TroubleShooting 1L14/11-34
Points 1L7/11-29 RemovaYInstallation 1L15/11-35
Carbon Brush 1L7/1 1-29 PrimaryMaintenance 1L15/11-35
High Tension Lead 1L7/11-29 EXIfAUSTSYSTEM 1L16/11-36
Impulse Coupling Description 1L16/11-36
Shell &Hub 1L7/11-29 Removal 1L16/11-36
Cleaning/Inspection 1L7/11-29 Inspection 1L16/11-36
Reassembly 1LS/ll-30 Installation 1L16/11-36
Spark Plugs 1LS/11-30 EXTREME WEATIIER
ENGINE CONTROLS 1L9/11-30A MAINTENANCE 1L20/11-40
Description 1L9/11-30A ColdWeather 1L20/11-40
Rigging 1L11/11-31 Dusty Conditions 1L21/11-41
Throttle Control 1L12/11-32 Seacoastand HumidAreas 1L21/11-41
Mixture Control 1L13/11-33
ENGINE COWLING,
11-2 DESCRIPTION, The engine cowling is comprised of upper and lower cowl segments and 8
nose cap. A large access door on the right side of the upper cowl provides access to fuel
strainer drain oil filler cap and dtpstick. A nmnll access door on tbe left side of the upper
cowl permits to the grpnnd service receptacle, Ouick release fasteners me used to
detach the upper oowl from the lower cowl, Screws and quick release fastenqrs secure the
looPer cowl tothe aircraft strcctus,
11-3. REMOVAL AND INsTALLATION. Removal and installation of the engine cowl is accomp-
lished by qpick release fasteners securing the upper cowl to the lower cowl and
firewall The lower caffl removal is accomplished by releasing the quick release fasteners at
the sir box inlet and by removing screws at the firswall and nose cap. Remove landing light
wires from brackets on tbs left side of the cowl. To remove the nose cap, upper and lower cowi
should be removed and wires to the landing light disconnected Refer to Section 13 for
removal of the propeller When installing the cowling, be sure to connect any items
disconnected during rsmov~ Make sure that baffle seals me turned in the correct direction
to confine end direct airflow mound the engine, The vertical installed seals fold foramd and
the side seals fold upward,
11-4. CLEANING AND INGPECTION. Wipe cowling segments with a

the inner surfaces of the
cloth saturated with cleanin~ solvent (Federal Specification PS-681 or equivalent). If the
inside surface of the cowling is coated heavily with oil or dirt, allow solvent to soak until
foreign material can be removed Wash painted surfaces of the cowling with a solution of
mild soap and water and thoroughly. After gpashing, a coat Of wax applied to the
painted surfaces, is recommended to prolong paint Life. After cleaning, inspect cowling for
dents, cracks, loose rivets or spot welds, Repair all defects to prevent spread of damage.
11-5. REPAIR. If cowling skins lye extensively damaged new complete section of the cowling
should be installed. Standard insert-type patches may be used for repair if repair parts are
formed to fit contour of cracks may be stop-drilled and small dents
cowling. Small
straightened if they are reinforced on the inner surface with a doubler of the same msrerial.
Damaged reinforcement angles should be replaced with new parts. Due to their small size,
new reinforcement angles are easier to install than to repair the damaged part.
11-2 Revision 1
A NOTE
Apply 3439 U.H.lldW. Polyethylene ilhn tape (Indus-
trial Tape MvFsfon/3M. 920 E. 333 Center, St. Paul.
MN 33144) to foropard edge of fuselage 19 area of
contact taith Provide holes through tape for
ooal qnieh-releeses.
12 3
o
~L4:
r
~3‘cs´•´•-
1. Engine Cowling
2. Ouick-Release
3.4. FirewalloerzilA
Figure ii-i. Engine Cowling
11-6. ENGINE.
11-7. DESCRIPTION. An air cooled. ~et-sump, four-cylinder. horizontally-opposed direct-drive.

(Lycoming) 0-23J-L or 0-235-N20 series engine is used to poarer the airctaft.
carbureted
The cylinders numbered from front to rear, are staggered to permit a separate throar on the
for each connecting rod. The right front cylinder is number 1 and cylinders on
the right side are identir~sd by odd Pumben 1 and 3. The left front cylinder is number 2 and
the cylinders on the left side are identified as number 2 and 4. For repair end overhaul of
the engine accessories and propeller. refer to the appropriate publications issued by their
manufacturers. These publications are available from C8sann Supply Division.
11-3
DATA
AIRCBbPT ~odsl 158
aaoolhl 0-e36L2C Thrn 15285584

0-23bNeC Beginning ath 15285595
Rated aorsspoaso at Bpbi 110 at 2550 tbrn 15285594

108 at 2550 Beginning vttb 15285595
Number od Cylinders 4
Displacement 233.3 Cubic Inches

Bore 4.375 Inches
Stroke 3.875 Inches
Compression Ratio 8.5:i
Magnetos Crype 40506 4032)

Thru 15282031 8 A1320808 Slick (4030 RH. 4052 LH)
Right Magneto (tirss all bottom plugs) Fires 200 ETC
Left Magneto (tires all top plugs) Fires 204 ETC
Beginning With 1528#)32 8 A1520809 Slick (4052 RH LH)

Right Magneto (iires bottom RH S top
LH Plugs) Fires 200 ETC
Left Magneto (iirss top RH a bottom
LH plugs) Fires 200 ETC
Magnetos (Type 4281)

Beginning With 15284028 8
A1520915 Slick (4281 RH de LH)
Right Magneto (iires bottom RH S top
Left Magneto (rires top RH 8 bottom
Firing Order 1-3-2-4
Spark Plugs i8mm (Refer to Avco Lycoming Service

Instruction No. 1042 for factory approved
spark plugs and required gap.)
Torque 390~30 LB-M.
Carburetor (Mantel-Schebler) MABA or MA3PA

Thru 152835918 A1520878
Beginning With 15283592 A1520879 MA3PA
Alternator 28 Volt. 60-Ampere

Starter Automatic Engagement
Tachometer Mechanical
Oil Sump Capacity g U.S. Ouarts

With External Filter 7. U.S. guarts
11-4
11-8. ENGINE DATA (Cont).

Oil Pressure (PSI)
Normal 60-90
Minimum Idling 25
Ma~dmum (Cold Oil Starting) 115
Oil Temperature
Normal Operating Within Green Are
Maximum Red Line (2450F)
Cylinder Head Temperature 500"F Maximum (Not Indicated)
Dry Weight With Accessories 251 LB (Weight is approximate and will

vary with optional accessories installed)
11-9. TIME OVEI1IIAUL (TBo). Aveo Lycoming recommends engine uverhaul at 2UOO
hours operating time for the 0-235 Series engine (2400 operating hours for engines with seri-
al numbers L-24231-1 5 and up; remanufactured engines shipped after March 20, 1986 lexcept
serial numbers RL-2060O- 15, RL-24190-15, RL-24191- 15. and RL-24203-151; factory ov er-
hauled engines shipped after April i, 1986; and engines otherwise modified with TIjO-
T~xtension Kits, Part N umber 0jK19613 [Chrume Cylindersl or Part Numbei O~K1961Q
rNitrided Cylinders], each containing increased strength piston, Part Number LW-18729).
Refer to Avc´•o Lycoming Service Instruction No. 1009X and to any superseding bulletins, I´•evi-
sions, or supplements thereto for further recommendations. At the time of civerha ul. engi ae
accessories should be overhauled.
11-10. OVERSPEED LIMITATIONS. The engine must not be operated above specified maaimum
continuous RPU However, should inadvertent overspeed occur, refer to Avco Lycoming
Service Bulletin 389D, and to any superseding bulletins or supplements thereto, for further
recommendations.
TROUBLE SHOOTING.
ENGINE WILL NOT START. Improper use of starting Refer to Pilot’s Operating
procedure. Handbook.
Fuel tanks empty. Visually inspect tanks.

Fill with proper grade and
quantity of gasoline.
Mixture control in the Move control to the full

IDLE CUT-OFF position, RICH position.
Fuel shutoff valve in Turn shutoff valve ON

OFF position. and safety.
Defective carburetor. Repair or replace carburetor.
Carburetor screen or fuel Remove carburetor and clean

strainer plugged. thoroughly. Refer to para-
graph 11-47.
Revision 1 r1-5
TROUBLE SHOOTING (Cont).
ENGINE WILL NOT

START (Cont). Engine flooded. Refer to Pilot’s Operating
Handbook.
Water in fuel system. Open fuel strainer drain and

check for water. If water is
present, drain fuel tank sumps.
lines, strainer, carburetor and
fuel Line drain tee.
Defective magneto switch Check continuity. Repair

or grounded magneto leads, or replace switch or leads.
spark plugs fouled. Remove, clean and regap

plugs. Test harness cables
to persistently fouled plugs.
ENGINE STARTS BUT Idle stop screw or idle mix- Refer to paragraph 11-49.
DIES. OR WILL NOT IDLE. ture incorrectly zdiusted.
Carburetor idling jet Clean carburetor and fuel

plugged. strainer.
Spark plugs fouled or im- Remove, clean and regap

properly gapped. plugs. Replace if defective.
Water in fuel system. Open fuel strainer drain and

check for water. If water is
present, drain fuel tank sumps.
lines, strainer, carburetor and
fuel line drain tee.
Defective ignition system. Refer to paragraph 11-53.
Induction air leaks. Check visually. Correct

the cause of leaks.
Manual primer leaking. Disconnect primer outlet

Line. If fuel leaks through
primer, repair or replace
primer.
11-6
11-11. TROUI3LE SIIOOTING (Cont).
TROU13LE I’R013ADLE CAUSE
ENGINE STAnl’S 33UT Leaking neat valve or float Perform an idle mlxlul´•l
DIES, OR WILL NOT IDLE. level set too high. Attempt to ally rich
retul,ve
(Cont). indication with the idle luixture:
adjustment. If the rich
indication be: It´•uiov~d.
the float valve is leaking or the
neat level is set too high.
Replace defective parts; reset
float level.
Defective carburetor. If engine will start when ~l´•imed

but stops when priming is
discontinued, with mixture!
control in full RUCII position.
the carburetor is defective.
Repair or replace carburetor.
Defective engine. Check compressiun. Listen fc~,-
unusual engine noises. Engine
repair is required.
UNEXPLAINED Restricted or clogged air Check induction air system f’or
REDUCTION OF STATIC induction system. restrictions. Clean ol´• replace
RPM OR UNEVEN dirty;cliigged air filter.
ENGINE OPERATION.
Leaky alternate air Check alteinate air induction

induction (carburetor heat), system for leaks and correct as
Improperly positioned required. Adjust butterny as
carburetor butterfly. required.
Lack of full throttle and/or Adjust throttle and mixture
mixture control travel at controls as required fur full
carburetor. control
Excessive magneto drop-off. Check nlagneto al2u~u

Drop-off should not exceed 175
RPM (5il RPM between left and
right mag~letos). Retime as
required. Check, clean or
replace, regap, and reinstall
spark plugs as necessary.
Erroneous magneto-to- Check nla~ne tci- Lo-e udlne

engine timing. timing; retime as nec´•essar~´•.
Fouled or incorrectly gapped nemove, clean, check, rrgilp.

spark plugs. and reinstiill spark plugs.
Revision 1 11-6A
11-11. TROUBLE SNOOTING (Cont).
TROUBLE PROBABI.E CAUSE REMEDY
UNEXPLAINED Over-rich or over-lean Check for over-rich carburetor.

REDUCTION OF STATIC carburetor. At maximum static RPM (full
RPM OR UNEVEN throttle), slowly pull mixture
ENGlJE OPERATION. control toward idle cut-off and
(Cont). watch for RPM increase. A rise
of Il to 75 RPM is normal. A rise
over 1000 RPM will result in
power loss through over-

richness. If no rise in RPM or a
rapid fall-off of RPM is noted,
apply full carburetor beat (to
enrich mixture). If carburetor
heat brings an RPM rise, the
carburetor is OVER-I,E~N. In
either case, correct mixture
control as required.
Excessive wear or looseness Check valve tappet clearances.
of ball end of valve tappets. Clearances should be 0.007 to
0.009 inch with cold engine and
0.006 to 0.012 inch with hot
engine. Compare clearances
with last 100 hour inspection. If
clearances have increased 0.015
inches or more than the figures
at 100 hour inspection, remove
push rod and check for excessive
wear or looseness ~f ball end of
tappets. Push rods should be 11-

9/16 inches. Replace push rods
as required.
NOTE
Engines with no previous

recorded 100 hour inspection of
valve tappet clearance will use
0.019 inch for cold engine or
0.022 inch for hot engine to
determine whether to inspect
the push rod.
Faulty cylinder compression. Check cylinder compression and

correct as required.
Miscalibrated tachometer. Check tachometer and re-
calibrate as required.
Propeller is too long, out-o~- Check propeller and, it’ possible,

balance, or has incorrect correctpitch or balance as
pitch. required. Replace propeller if
necessary.
11-68 Revision I
TROUBLE SHOOTING (Coot).
ENGINE RUNS ROUGHLY Restriction in aircraft fuel Refer to Section 12.

OR WTU NOT ACCEL- system.
ERATE PROPERLY.
Worn or improperly rigged Check visually. Replace
tbrottle or mixttue control. worn linkage. Rig properly.
Spark plugs fouled or im- Remove. clean and tegap

properly gapped. plugs. Replace if defective.
Defective ignition system. Refer to paragraph 11-23.
Defective or badly adjusted Check setting of accelerator

accelerator pump in carbu- pump lin~nge and adjust as
retor. necessary.
Float level set too low. Check and reset nest level.
Defective carburetor. Repair or replace carburetor.
Defective engine. Check compression. Listen

for unusual engine noises.
Engine repair is required.
Restricted carburetor air Check visually. Clean in

filter. accordance ~Rith Section 2.
Cracked engine mount. Inspect and repair or re-

place mount as required
Defective mounting bushings. Inspect and install new

bushings as required
POOR IDLE CUT-OFF. Worn or improperly rigged Check that idle cut-off stop
mixhue control. on carburetor is contacted
Replace worn linkage. Rig
properly.
Manual primer lealdng. Disconnect primer outlet

line. If fuel leaks through
primer. it is defective.
Repair or replace primer.
Repair or replace carburetor.

Defective carburetor.
Fuel contamination. Check all screens in fuel

system. Drain all fuel and
flush out system. Clean all
screens. lines. stramer and
c´•rburPtor.
Kevi~i.n 1 11-71
Il-11A. L;OCATING OIL LEAI~S. Oil leaks, especially those in the engine compartment, can be
elusive due to airflow patterns. One method to consider in pin-pointing these leaks is to
a. CLean suspected leak areas thoroughly with solven~ and dry.
b. Spray the suspected area with dye penetrant developer.
c. Reinstall the engine cowling and other removed equipment to normal configuration
to ensure air flow for cooling and leak detection.
d. Accomplish a short rnnuuppreferably to static RPM, in accordance with Pilot’s Op-
erating Handbook.
e. Dye penetrant developer will enhance the presence of oil leaks. Moat leaks are very
apparent against the white background.
f. After locating the leak and effecting repairs, thoroughly clean the area sprayed
with the developer. It is highly corrosive.
11-12. REMOVAL. If the engine is.to be placed in storage or returned to the manufacturer for
overhaul, proper preparatory steps should be taken prior to beginning the removal
procedure. Refer to indefinite Storage in Section 2 for preparation of the engine for storage.
The following engine removal procedure is based upon the engine being removed from the
aircraft with theengine mount attached to the firewall and all engine hose and lines being
disconnected at the firswall. The reason for engine removal will determine where compo-
nents are to be disconnected.
NOTE
Tag each item when disconnected to aid in identifying

wires, hose, lines and control linltnpes when engine is
installed Protect openings, exposed as a result of remov-
ing oi disconnecting units, against entry of foreign
material by installing covers or seeling with tape.
a. Place all cabin switches irnd the fuel shutoff valve in the OFF position.
b. Remove engine cowling. (Refer to paragraph 11-3.)
c. Open battery circuit by disconnecting battery cable(s) at the battery. Insulate cable
terminel(s) as a safety precaution.
d. Disconnect ignition switch primary (’IP’3 leeds at the magnetos.
Il´•~i Kr\tlsion 1
WAR NINO
The magneto is in a SWITCH ON condition when the

switch wire is disconnected. Ground the magneto points
or remove high tension outlet plate from the magneto
the
or disconnect
spark plug led wires at spark plugs to
prevent accidental firing when the propeller is rotated
e. Drain engine oil from sump,

f. Rsmove propeller and spinner, (Refer to Section 13.)
NOTE
During the following procedures, remove any clamps

which controls, wires, hose or lines to the engine,
secure
engine mount, or attached brackets, so they will not

interfere with removal of the engine. Omit any of the
items which are not present on a particular engine
installation.
g. Disconnect throttle and mixture control at carburetor. Pull these controls free of
engine and engine mount, using care not to damage them by bending too sharply.
Note position, size and number attaching washers and spacers.
h. Disconnect carburetor heat control from arm on carburetor air intake housing
assembly. Remove clamps and pull control sit clear of the engine.
i. Disconnect wires and cables as follows:
CAUTION
When disconnecting starter cable, do not permit starter

terminal bolt to rotate. Rotation of the bolt could break the
conductor between terminal end field coils causing the
starter to be inoperative.
i. Starter electrical cable at starter.

2. Electrical wires and wire shielding ground at alternator.
3. Tachometer drive shaft at adapter engine. on
4. Remove allclamps attaching wires and cables to the engine or engine mount. Pull
all wires and cables aft to clear the engine.
Disconnect and cap or plug lines and hose as follows:
i. Vacuum hose at firewall.
WARNING
Residual fuel and oil draining from disconnected lines

and hose is a fire hazard. Use care to prevent accumula-
tion of such fuel and oil when lines or hose are discon-
nected.
2. Oil pressure hose at firewall.

3. Oil temperature bulb at engine.
4. Primer line to engine at firewall.
5. Fuel hose to engine at fuel strainer on firewall.
6. Remove all clamps attaching lines and hose to engine or engine mount which
interferes with engine removal from engine mount.
11-9
CAOTION
Attach a tail stand to the tail be-down iitting before

removing the engine. The loss of engine weight will allow
the tail to drop. Do not mim engine higherthan necessary
when removing engine-to-mount bolts. Raising the
engine too high places 8 strain on the attach b6lts and
hinders their removal.
it Attach a hoist to the lifting lug on top of the engine and take up engine weight on
hoist.
i. Remove bolts attaching ~nginsto-mount. Note direction of bolt installation and
position end numbers of washers. Balance the engine by hand as the last of the bolts
are removed. Remove ground straps at looPer mount legs as bolts are removed.
CAUTIOIY
Boist engine slowly and ascertain that all items ettach-

ing engine and accessories to engine mount and airframe
me l1illmnneote6
m. Carsiully guide disconnected components out of engine assembly.
ti-19. CLE~NPJO. Refer to Swtbm n for pppsedue(e,
11-19. ACCESSORfE8 REMOVAZL Removal of engine accessories for overhaul or for engine
replacement invalves stripping the engine of parts. accessories, and components to reducb
the engine assembly to the bare engine. During removal, carefully euunine removed items
and tag defective parts for repair or replacenent with a new part
NOTL
Items
easily with similar items should be
tagged to provide a means of identification when being
installed on anewengine. All openings exposed by the
removal of an item should be closed
by installing a
suitable cover or cap over tbs opening. This will prevent
entry of foreign parncles. 1l suitable covers am not
available, tape may be used to cover the opening.
ll-l0
MODEL i 52 SERIES SERVICE MANUAL
11-15. INSPECTION. For specific items to be inspected, refer to engine Manufacturer’s Overhaul
and Repair Manual.
a. Visually inspect the engine for loose nuts, bolts, cracks, and fin damage.
b. Inspect baffles, baffle seals, and brackets for cracks, deterioration, and breakage.
c. Inspect all hoses for internal swelling, chaf’ing through protective plies, cuts,
breaks, stiffness, damaged threads, and loose connections. Excessive heat on hoses
will cause them to become brittle and easily broken. Hoses and lines are most likely
to crack or break near the end of fittings and support points.
d. Inspect for color bleaching of the end fittings or severe d iscoloration of the hoses.
NOTE
Avoid excessive nexing and sharp bends when examin-

ing hoses for stiffness.
e. Refer to Section 2 for replacement intervals for flexible fluid carrying hoses in the
engine compartment.
f. Textron Lycoming Mandatory Service Bulletin No. 3888, Procedures to Determine
Exhaust Valve And Guide Condition, dated May 13, 1992, requires that all engine
exhaust valves and guides be inspected every 400 hours of operation or earlier if
valve sticking is suspected. Failure to comply could result in excessive carbon build-
up; broken exhaust valves, excessive guide wear, or engine failure. Refer to Textron
Lycoming Mandatory Service Bulletin No. 388B.
g. For major engine repairs, refer to the manufacturer’s overhaul and repair manual.
1l-15A. OVERHAUL. During engine overhaul, it is mandatory that certain parts be replaced, re-
gardless of their apparent condition. Refer to Textron Lycoming Mandatory Service Bul-
letin No. 240M (or later revision) (Cessna Single Engine Service Bulletin SEB92-~1).
Revision i 1 i-i QA n 1 1 -1 OB b I;ink I

MODEL.152 SERIES SERVICE WIANUAL
BUZLDUP. Engine buildup consists ofinstallation of’parts, accessories, and components to

the basic engine to build up an engine unit ready for installation in the aircraft. All safety
wire, lock-washers, nuts, gaskets, and rubber connections should be new parts.
11-17. INSTALLATION. Before installing the engine on the aircraft, install any items which were
removed from the engine or aircraft after the engine was removed
NOTE
Remove all protective covers, plugs, caps and identifica-

as- each item is connected or installed.
tion tags
a. Hoist the engine to a point near the engine mount.

b. Install engine shock-mount pads as illustrated in figure 1~r-2
c. Carefully looper engine slowly into piece on the engine mount. Route controls, lines.
hoses and wires in place as the engine is positioned on the engme mount.
d. Install engine mount bolts in the following sequence:
Install the upper right hand (looldng forward) bolt, washer and nut, and tighten
until one thread of the bolt is visible past the nut.
2. install the lower right hand bolt, washer and nut and torque bolt to 450-500 Ib-in.
3. Next install the upper left hand bolt, washer and nut and tighten until one thread
of the bolt is visible past the nut.
4. The lower left hand bolt, washer and nut are the last to be installed.
CAUTION
Care must be taken on installation of the engine mount

bolts so as not to score the inside of the holes in the engine
mount foot.’
5. Torque bolts mentioned in steps i. 3 and 4 to 450-500 Ib-in.

e. Route throttle, mixture and carburetor heat controls to the carburetor and airbox and
connect. Secure controls in position with clamps.
Revijion 1 11-11
NOTE
Throughout the aircraft fuel system, from the tanks to the

carburetor, use NS-40 CRAS-4) (Snap-On-Tools Corp..
genosha. THisconsin), MIL-T-5544 (Thread Compound
Antisei~e, Graphite Petrolatum), USP Petrolatum or
engine oil as a thread lubricator or leaking
to seal a
connection Apply sparingly exercising

to male threads,
extreme caution to avoid "stringing" sealer across the
end of the fitting. Always ensure that a compound, the
residue from a previously used compound, or any other
foreign material cannot enter the system.
f. Connect lines and hoses as follows:

i. Connect oil coolerhoses at cooler.
2. Connectoil pressure line at firewall fitting.
3. Connect fuel supply hose at carburetor.
4. Connectprimerline atfirewallfitting.
5. Connect oil temperature bulb at adapter.
6. Connect engine breather hose at top of accessory case.
7. Connect vacuum hose at firewall fitting.

8, Install clamps and lacings attaching lines and hoses to engine, engine mount and
brackets.
NOTE
All lines, flex dncts hoses must have a minimum of.50"

clearance with other lines, Dex ducts hoses or sur-
rounding objects, or be butterfly clrmped to the same, or
be tied together with S-2~93 Sta-Strap as required.
g. Connect wires and cables as follows:

i. Connect electrical wires and wire shielding ground at alternator.
CAUTION
~Khen connecting starter cable, do not permit starter

terminal bolt to rotate, Rotation of the bolt could break the
conductor between bolt and field coils causing the starter
to be inoperative.
2. Connect starter electrical cable at starter.

3. Connect tachometer drive shaft at adpater. Be sure drive cable engages drive in
adapter. Hand tighten housing attach nut then tighten 1/4 turn more.
4. Install clamps and lacings securing wires and cables to engine, engine mount and
brackets.
h. Install flexible duct to heater valve and engine baffle and install clamps.
i. Install flexible duct to engine baffle and oil cooler and install clamps.
j. Install propeller and spinner in accordance with instructions outlined in Section 13.
k. Complete a magneto switch ground-out and continuity check, then connect primary
lead wires to the magnetos. Remove the temporary ground or connect spark plug
leads, whichever procedure was used during removal.
11-12
i. Clean and install induction air filter,

m. Service engine with proper grade and quantity of engine oil, Refer to Section 2 if
engineis new, newly overhauled or has been in storage.
n. Check all switches me in the OFF position, and connect battery cables.
o. Rig engine controls in accordance with paragraphs 11-61, 11-65 end 11-68.
p. Inspect engine installation for security, correct routing of controls, lines, hoses and
electrical wiring, proper saistying and tightness of all components.
q. Install engine cowling in accordance with paragraph 11-3.
r. Perform an engine runup and make final ed)ustmenb on the engine controls.
11-18. FLLEXIBLE FLUID HOSES.
11-l9. LEAK TEST.

a. After each 100 hours of engine operation, all flexible fluid hoses in the engine
comparbment should be checked for leaks as follows:
i. Examine the exterior of hoses for evidence of leakage of wetness.
2. Hoses found leaking should be replaced.
3. Refer to paragraph 11-15 for detailed inspection procedures for flexible hoses.
t1-z0. REPLBCEMENT.
a. Roses should not be twisted on installation Pressure applied to a twisted how may
cause failure or loosening of the nut.
b. Provide as large a bend radius m possible.
c. Rows should hew a minimum of one-half inch clearance ~om other lines, ducts,
hoses or surrounding objects or be butterfly clamped to them.
d. Rubber hoses will take a permanent mt daring extended me in service. Straighten-
ing a hose with a bend having a permanent set will result cracking. Care
should be taken during remosal m that how is not bent excesaively, and during
reinstallation to assure hose L rstPmsd to its original pcattOon
a, Refer to ~Ldvi#rrg Circ~lor a3.1n-1, Chpter to, for additional installation procedures
for bs~ble fluid hose naumbhes.
STdTIC RUN-UP PROCEDURES. In a cue of snspected 101 engine power, a static RPM run-
up should be conducted os follows:

a Run up engine, full throttle (mixtprs leaned to obtain RPM with the
aircraft facing four different directions, each 90" to the other.
b. Record the rpm obtained in each run-np position
NOTE
Daily changes in atmospheric pressure and humidity will

have a slight aflect on static rpm. Bor changes in static
rpm, see figure I1-iA.
c. ~vbrPge the results of the rpm obtained. R ahould he within 2~0 rpm of that shown
in figure il-la.
d. U the average results of the rpm obtained am lower than stated above, the following
recommended checks may be psrlormsd to determine a mmdhie d4aai4nog.
i. Check cu;bPrabr heat control for pmpar rigging. Ii partially open it would cause
a alight power low.
2. Check magnsto timiw, spark plugs and ignition harness ior ssttfPgs and condl-
tlons.
11-1.3
STATIC RPM
FULL THROTTLE, MIXTURE LEANED
FOR MAXIMUM RPM.
ALLOWABLE TOLERANCE I 50
2420
1400
2380
2##)
2310
mo
2300
2201
2200
2240
2220
-40 -10 O 20 40 80 Mi 100
OAt OF
Figure ll-1A. Static RPM
3. gd indnetion ah Clean ii
Perform ~9 engine oompesadon chech. ~Rsisr to´•sngne Manufacturer’s OPerhaul
and Iepair
11-22. BAFFLES.
11-23. DESCRIPTION. The sheet metal installed on the engine directs the cooling air flow around
the cylinders and other engine components to provide optimum engine cooling. These
baffles incorporate rubber-asbestos composition seals at points of contact with the engine
cowling to help confine and direct cooling air to the desired area. The baffles. arr blast tubes
and air scoops are accurately positioned to maintain engine cooling efficiency and their
removal will cause unproper air circulation and engine overheating.
11-14
MODEL 752 SERIES SERVICE MAFIIUAL
MOUNT-TO -FIREWALL
(UPPER)
46
3
10
11
3
9
8 ENGZNE-TO-MOUNT
2
MOUNT-TO-FIREWALL
2
.\43 5
(LOWER) 1
1. Nut
2. Washer
3. EngineMount
4. Washer
NOTE 5. FireTRall
6. Bolt
7. EngineMount Foot
Locating pin (11) should be installed in the engine
from each 8. Shock Mount Pad
mounts, with equal length p~atrudiag
9. Shock MountDampener
side. This must be done prior to the installation of
10. Shock MountPad
the shock mount pads <8) and
11. LocatingPin
Figure 11-2. Engine Mount Details
11-15
11-24. AND INSPECTION. Engine baffles should be cleaned with a suitable solvent to
remove dirt and oil.
NOTE
The rubber-asbestos seals are oil and grease resistant but

should not be soaked in solvent for long periods.
Inspect baffles for cracks in the metal and for loose and/or torn seals. Replace defective
parts.
11-25. REMOVAL AND INSTALLATION. Removal end installation of the various baffle segments
is possible with the cowling removed. Be sure that any teplacementbafnes and seals are
installed correctly and that ihey seal to direct the cooling air in the correct direction.
11-26. REPAIR. Baffles ordinarily should be replaced if damaged or cracked However. small plate
reinforcsments riveted to the baffle will often prove satisfactory both to the strength and
cooling re~uirements of the unit.
11-27. ENGINE MOUNT.
11-28. DESCRIPTION. The engine mount is composed of sections of steel tubing welded together
and reinforced with gussets. The mount is fastened to the fuselage at four points. The engine
is attached to the engine mount with shock-mount assemblies which absorb engine vibra-
tions.
1~-29. REMOVAL AWD INSTB~BTIOIV. Removal of the engine mount is accomplished by rsmov-
ing the engine U onIlUned in paragraph 11-12. then removing the engine monnt imm tbs
fhewalL On reinstallatlon torQPe the mounPttodraawal bolts to 180-t90 ~in. Torque the en-
ginatamonnt bolts to ~CIOd00 ~in.
:1-30. REPAIR. Refer to Section 17 of this manual for repair procedures.
11-31. PAINTIPJG. Refer to Section 18 of this manual for painting procedures.
11-32. ENGINE SHOCKIMOUNT PADS. (See figure 11-2.) The bonded robber and metal shock-
mounts are designed to reduce transmission of engine vibrations to the airframe. The rubber
pads should be wiped clean with a clean dry cloth.
NOTE
Do not clean the rubber pads and dampener assembly

with any type of cleaning solvent.
Inspect the metal pans for cracks and excessive wear due to aging and deterioration. Inspect
the rubber pads for separation between the pad and metal backing. swelling. cracking or a
pronounced set of the pad. Install new parts for all parts that show evidence of wear or
damage.
l1t16 KL´•viiion L
ll-t32A. REDUCING VALVE STICKING. Field experience has shown that engine oil contamina-
tion increases the possibility of sticking andlor stuck valves. This situation occurs when
contaminants in engine lubrication oiibecome deposited on the valve stems, restricting
valve movement, and resulting in intermittent engine hesitation or miss. Operating with
any of the following conditions present can promote deposit buildup reducing valve guide
clearance and resulting in villve sticking:
a. Contaminated, dirty engine oil supply.
b. Highambient temperature.
c. Slow flightwithreduced cooling.
d. High leadcontentoffuel.
More fiequentoil and filter changes (50 hour) will minimize accumulation of harmful con-
taminants, the prime cause of valve sticking. When the aircraft cannot be flown frequently,
the oil and filter should be changed even sooner. Changing oil and filter every 25 hours will
eliminate moisture and acids that collect in oil of an inactive engine. Operating the engine
with a clean air filter is all important for keeping dirt from accumulating in the oil supply.
Therefore, the entire air induction system sl;ouTd be sealed to prevent the entry of unfil-
tered air.
It is important that cooling air baffles and bafne strips be in good condition to prevent lo-
calized overheating problems. In addition, exposing the engine to sudden cool down, as in a
rapid descent with reduced power or shutting down the engine before it has sufficiently
cooled down, can also induce valve sticking.
The lead salts that accumulate in lubricating oil from the use of leaded fuels contribute to
deposit buildup in valve guides. They are mostly eliminated each time the oil and filter are
regular ~e of low-leaded fuelr will reduce depasif accumulation and
Refer to Section 2 for valee and valve guide cleaning procedures.
11-33. ENGINE OIL SYSTEM.
11-3´•1. DESCRIPTION. The lubricating systt:m id of the full pressure wet sump type. Refer to ap-
en~ne manufacturer’s overhaul manual for specific details and descriptions,

plicable
Revision 1 11-16~V(11-16B blank,

TROUBLE SHOOTING.
NO OIL PRESSURE. No oil in sump. Check with dipstick. Fill

sump with proper grade
and quantity of oil. Refer
to Section 2
Oil pressure line hroken. Inspect pressure lines.

disconnected or pinched. Replace or connect lines
u required.
Oil pump defective. Remove and inspect Exam-

ine engine. Metal particles
from anmaged pump may
have entered engine oil
passages.
Defective oil pressure Check with a In~owngood

gage. gage. If second reading is
normal. replace gage.
Oil congealed in gage line. Diaconnect line at engine

and gage; flush with kero-
sene. Re-fill with kerosene
´•Pd ~´•t´•ll´•
Relief valve defective. Remove Md check for dirty

or defective puts. Clean
and install: ~plece valve

ii defective.
LOW OlL PRESSURE. Low oil supply. Check with dipstick. Fill
sump with proper grade
and quantity of oil. Refer
to Section 2.
Low viscosity oil. Drain sump and refill with

proper grade and quantity
of oil.
Oil pressure relief valve Remove and inspect spring.

spring weak or broken. Replace weak or broken spring.
Defective oil pump. Check oil temperature and

oil level. If temperature
is higher than normal and
oil level is correct. internal
failure is evident. Remove
and inspect. Examine engine.
Metal particles from dam-
aged pump may have entered
oil passages.
11-17
LOW OIL PRESSURE Secondary result of high Observe oil temperature

(Cont). oil temperature, gage for high indication.
Determine and correct mason
for high oil tempemtum.
Leak in pressure or inspect gasket between

suction line. accessory housing and crank-
case. Repair engine as required.
Dirty oil screens. Remove and clean oil scteens.
HIGH OIL PRESSURE. High viscosity oil. Drain sump and refill with
of oil.
Relief valve defective. Remove and check for dirty

or defective parts. Clean
and install: replace valve

ii defective.
Defective oil pressure gage. Check with a ~own good

gage. 1l second reading is
LOW OIL TEMPERATURE. Deiective oil temperature Check with a known good
gage or temperature bulb. gage. Ii second reading is
normal. teplace gage. Ii read-
ing is similar, the temperature
bulb is defective. Replace bulb.
Oil cooler thermostatic Remove valve and check for

valvelbypass valve defec- proper operation. Replace
tive or stuck, valve if defective.
HIGH OU, TEMPERATURE´• Oil cooler air passages Inspect cooler core.
clogged. Clean air passages.
Oil cooler oil passages Drain oil cooler. rrwnect
clogged, for sediment. Remove cooler

and Rush thoroughly.
Thermostatic valve or by- Feel front of cooler core
damaged held with hand If is cold,

pass valve or core
oil is bypassing cooler. Remove

open by solid matter.
and clean valve and seat.
If still inoperative, replace.
HIGH OIL TEMPERATURE Low oil supply. Check with dipstick. Fill
(Cont). sump with proper grade and
quantity of oil. Refer to
Section 2.
Oil viscosity too high. Drain sump and refill with

of oil
Prolonged high speed oper- Hold ground running above

ation on the ground. 1500 RPM to a minimum.
Defective ail temperature Check with a lnown good

gage. gage. If second reading is
Defective oil temperature Check for correct oil pres-

bulb. sure. oil level and cylinder
head temperature. If they are
correct check oil temperature
gage for being defective; if
similar reading is observed.
bulb is defective. Replace bulb.
Oil congealed in cooler. This condition can occur
only in cold tem-

peratures. If congealing is sus-
pected. use an external heater
or a heated hangar to warm the
congealed oil.
OIL LEAK AT FRONT OF Damaged crankshaft seal. Replace.

ENGINE.
OIL LEAK AT PUSH ROD Damaged push rod housing Replace.

HOUSING. oil seal.
11-36. FULLFZOW OIL FILTER. (See figure 11-3.)
11-37. DESCRIPTION. An external oil filter may be installed on the engine. The filter and filter
adapter replace the regular engine oil pressure screen and cast chamber on the accessory
housing. The filter adapter incorporates mounting provisions for the oil cooler bypass valve
and the oil temperature sensing bulb. If the filter element should become clogged. the bypass
valve allows engine ail to now to the engine oil passages. Beginning with aircraft 152&1592
on. and A15200949 on. the Full-Flow oil filter will be included as standard equipment.
11-19
NOTE
Replacement r~lters available from Cessna Parts

are
I)istribution (CPD 2) through a Cessna Service Station.
a. Remove engine cowling in accordance with paragraph 11-3.

b. Remove safety wire from filter,
c. Unscrew filter from adapter,
d. Lightly, lubricate gasket with engine oil only prior to installations.
e. Install spin-on filter on the stud and torque to 19-29 Ib-ft or 3/4 to 1 full turn after
gasket makes contact.
f. Safety wire filter to adapter,
g. After first engine run check for oil leaks.
11-39. FILTER ADAPTER.
11-40. REMOVAL. (See figure 11-3.)

a Remove filter assembly in accordance with panrgraph 11-36;´•
b. Remove oil temperatun bulb (5) from adapter (3).
c. Remove the three bolts end washers attaching adapter to accessory housing.
d. Remove nut and washers attaching the lower left corner of adapter to accessory
housingand remove adapter.
e. Remove gasket (2) from Idapter mounting pad and discard
11-41. DfSASSEMBLY, INSpECIlON 1IlYD REASSEMBLY. After remooal of the adapter (3), nmove
thermostatic bypsss valve (8) for DO mt the valve. Clean adapter and
thermostatic vain in solvent and dry with compressed ah. Ensun that all passages in adap-
ter an operr. Remove any material that may have adhend to
gasket the adapter. Inspect
~aptet for cncks, dnm~und thnads, scrstch4s or gouges to gasket seats. If any of these are
found, install a new adapter. Using a new gasket install thermostatic bypass valve in adap-
ter.
11-42.
a Using good gade gasket sealant, install a new gasket on accessory housing adap
a
ter mount pad Note that one side Of the gssket is marked SIDE.
b. Inato~ adapter on mounting pad and install bolts, washers and nut. Use lockwashers
neat to bolt heads and npt.
c. Tighten bolts and nut to 75 Ib-in.

d. Install oil tempentun bnlb in adapter.
e. Install filbi assembly in accordance with parsgraph
i. Install any components removed for access.
11-43. OIL COOLER.
11-44. DESCRIVIION. The eItupal oil cooler is mounted on the left forward baffle. Fle~le hoses
carry the oil to and from the cooler. Ram air E~sses through the coil cooler and is dis-
charged into the engine compartment. Acapped tee is provided for draining the oil cooler.
11-45. ENOUNE FUEL
11-20 Revision I
7 1
11
´•O
~8D:
2 1
´•ia
ENGINE (REF)
r. Plate
2. Gasket
3. Adapter
NOTE 4. Oil Temperature Bulb Adapter
5. Oil Temperature Bulb
One side of gasket (2) is marked OIL FILTER 6. Gasket
SIDE. 7. Gasket
8. Thermos&tic Valve
9. Oil Filter Gasket
10. Spin-OnOilFilter
ii. Safety Wire Tab
Figure 11-3. Full-Flow Oil Filter
11-21
11-an. DESCRIPTION. A single b´•rrsl. float-type updraft oarhnretor is installed on the engine. Ta~
carburetor is equippd with a manual mixture control and mt tdb cntooft. Be%nning with
airoraft 15888502 L on. and A1b80879 L om, oarbnretor ineorporatea an acoeleratm pump.
The LIQDIP rod mnst be ~nkul to th´• lowest ~hortwt hole of the ppmp
aotnating repair
lsver. pm mtd overhanl 01 tbb refer 00 the O~-
hanl and repair m~n9´•l.
r?annRnmnR
Il~a. IUI~1OVbL AND DegyALLATilN.

P1ao ital ahnto5f valve in the O~ POdttOlL
b. Remove engine eowltng in acomdanee with paragraph 11-2.
c. Drain Plal hnmn stminer and lines with stminer drain control.
d. Discmmect throttle apd mixture controls at carblretQQ. Note the EgACf position,
.sLm and namkr of washers and spacers IQT reference on reinstallation
Dimonnsst and cap an plng fpel hns at carbnretor.
i. Remove indnstion akboL
g. Rmaove nots and waahsrs attaching carburetor to IpW16 mlal~nld and remove car-
buretcr.
h. Revere the psmeding stem Ior t~inst´•ll´•tiom. Use new g´•altst between carburetor
and intake Check carburetor throttle arm to idle stop arm attachment for
and proper saietying at each normal engine in accordance with
security
figure l~-lk
11-49. IDLE SPEED AND MMTURE ADJUSTMENTS. Since idle RPM may be affected by idle
mixture adjustment. it may be necessary to readjust~idle RPM after setting the idle mixture.
a. Start and run engine until the oil temperature and oil pressure are in the normal
operating range.
b. Check the magnetos for pr;oper operation in accordance with paragraph 11-52.
c. Clear the engine by advancing the RVM to apprpximats~g 1000. then retard the
throttle to the idle position. The engine RPM should stabilize at 800 25. Ii not. adjust
the idle speed screw IN to increase and OUT to decrease RPM.
NOTE
An engine should smoothly. without excessive

idle
vibrations. The idle speed should be high enough to
maintain idling oil pressure and to preclude any possibil-
itg of engine stoppage in Right when the throttle is
closed.
d. After the idle speed has stabili~ed (600 ´•25 RPM). move the mixture control slowly
toward the IDLE CUT-OFF position and observe the tachometer for any minute
change during this manual leaning procedure.
e. Ouickly return the mixture control to the FULL RICH position before the engine
stops.
f. A momentary increase of approximately 25 RPM while slowly manually leaning the
mixture is most desirable. an increase of mote than 25 RPM indicates a rich idle
mixture end an immediate decrease in RPM (if not preceded by a momentary
increase) indicates a lean idle mixture.
g. If the idle mixture is too rich. turn the idle mixture adjustment center screw one or
two notches in aclockwise direction as viewed from the aft end of the unit. then repeat
steps "d" through "f’.
11-23
MODEL 152 SERIES SFAVICE MANUAL
NOTE
After each adjustment to the ids mixture. run engine up

to approximately 2000 RPM to clear the engine of excess
fuel and obtain a correct idle speed
h. If the idle mixture is too lean. turn the idle mixture adjustment center screw one or
two notches in a counterclockwise direction as viewed from the sit end of the unit.
then repeat steps "d" thru "f’.
i. This method of adjustment will give the desired idle RPM. Ii the adjustments do not
remain stable. check the thmttle and misture lintnb~ for evidence of wear and
improper rigging. Any looseness of the throttle and mixture linkage will cause
erratic idling. In all cases, allowance should be mode for the effect of weather
condition upon idling adjustm~nt. The relation of the aircraft to the prevailing wind
direction will have an effect on the propeller load and engine RPM: It is advisable to
make idle adjustments with the aircraft crosswind.
11-50. INDUCTION AIR SYSTEM.
11-51. DESCRIPTION. Ram air to the engine enters the induction crirbox through an opening in the
forward part of the lower engine cowling nose cap. The air is filtered through a filter which Is
located at the opening in the nose cap. From the induction airbox the filtered sir is directed to
the inlet of the carburetor, mounted on the lower side of the engine, and through the
carburetor, where fuel is mixed with the air. to the intake manifold. From the intake
manifold. the fuel-air mixture is distributed to each cylinder by separate intake pipes. The
Intake pipes are attached to the intake manifold with hose andcl9mps and to the cylinder
with a two bolt nange which is sealed with a gasket. The induction airbox contains a valve.
operated by the carburetor heat control in the cabin, which permits.air from an exhaust
heated source to be selected in the event carburetor icing or tilter icing should be encoun-
tered.
11-23

a. Remove airbor and carburetor as outlined in paragraph 11-48.
b. Remove intake pipes by disconnecting hose and removmg nuts and washers
attaching pipes tocylinders.
c. Installatidn of the system is the reverse of the preceding steps. Use new gaskets at
installation.
11-53. IGNITION SYSTEM.
11-54. DESCRI~TION. Sealed, lightweight Slick magnetos am used on the engine. The 4052
magneto is equipped with an impulse coupling. The magnetos MUST NOT BE DISAS-
SEMBLED. Internal timing is tired and thebreaker points are not adjustable. Timing marks
are provided on the distributor gear and distributor block. visible through the air vent holes.
for timing to the engine. A timing hot is provided in the bottom of the magneto adjacent to
the magneto Qange. A timing pin (or 0.093 inch g-penny nail) can be inserted through th~s
timing hot into the mating hole in the magneto rotor shaft to lock the magneto approxl-
mately in the proper firing position. Slick lightweight ignition harness is used with the
lightweight magnetos. For ignition harness repair. refer to the manufacturer’s Service
Manual.
WAANING
During all magneto maintenance. always take proper

precautions to make sure the engine can not fire or start
when the propeller is moved.
11-24
l1-54A. TROUBLE SEIOOTING IGNITION SYSTEM.
ENGINE FAILS TO START. Defective ignition switch. Check saritch continuity.

Spark plugs defective, im- Clean, regap and test plugs.

properly gapped or Replace if defective.
fouled by moisture or
deposits.
Defective ignition harness. If no defects are found by

a visual inspection, check
with a harness tester.
Replace defective parts.
Magneto ~P" lead grounded. Check continuity. ~P"lead

should not be grounded in
the ON position, but should
be grounded in OFF position.
Repair or replace ~P" lead.
Failnre of impulse coupling. conpling ppolrla should

engage at cranking speeds. Listen
for loud dioltn os impul~
couplings operate. Remove
magnetos and determine cause.
Replace defective magneto(s).
Defective magneto. Refer to paragraph 11-54.
Broken drive gear. Remove magneto and check

magneto aud engine gears.
Replace defective parts. Make
sure no piec~s of dnmaPed parts
remain in e or engine
dinansemhlv will be required.
11-248
l1-54A. TROUBLE SHOOTING IGNITION (Cont).
ENGINE WILI,NOT IDLE Sparkplugs defective, Cleae ngsp and test plugs.
IOLE OR RUN PROPERLY. imnroperiy gapped or Replace if defective.
fonled by moisture deposits.
Defective ignition harness Ilno defects are found by a
viszal iP~pwrias. check with

a harness teeter. Replace
defective parta
Defective magneto. Refer to puagrsph 11-54.
Impllles coppling paolrls Lbtcm iaa Lowd cnpks as
remain er)8aged conphng operates.

Remove magnsto and determine
canee. Replace defective mBgneto.
Spark plngs loom. Check and install properly.
11-55. MAGNETO REMOVAL. Remove high-tension outlet plate, disconnect primary "P" lead,
and remove nuts and washers securing magneto to the engine. Note the approximate an-
gular position at which the magneto Is Installed, then remove the magneto.
11-56. ~INTERIVbL TIMING. Internal timinb is mannfmtnre of the msSnsto.

accomplished during
Sincb thess magnetm me NOT TO BE DIS~LSSEMBIIED, there is no internal timing invol~ed.
11-57. REPLBCEMENT ~U.I’LEIIVAL. Thins magnetos be ovsrhntJed in the field. The coU
capacitor, and hmaker asllsmbly are non-replocrrhls. As a~ good prsctica, and to
have the bsneflt of good ignition at all tim~, it is recommended that the magnetos be re-
moved at 900 honrs of magnsto time, and install new e~change
11-58. MAGNETO INSTALLATION AND TIMING TO ENGINE. The magneto must be installed
with its timing marks correctly aligned, with number one cylinder on its compression
stroke. and with the number one piston at its advanced firing position. Refer to paragraph
11-8 for the advanced firi’ng position of number one piston. To locate the compression stroke
of the number one cylinder, remove the lower spark plug from number two, tfuee. and four
cylinders and remove the upper spark plug from number one cylinder. Place the thumb of
one hand over the spark plug hole of number one cylinder and rotate crankshaft in the
direction of normal rotation until the compression stroke is indicated by positive pressure
inside the cylinder lifting the thumb off the spark plug hole. Afterthe compression stroke is
obtained, locate number one piston at its advanced firing position. Locating the advanced
firing position of number one piston may be obtained by rotating the crankshaft in direction
of normal rotation until No. 1 cylinder is on the compression stroke and approldmately 35"
ETC. Clamp the ignition ti~ning pointer on the advance timing mark on the rear of the starter
ring gear. The starter ring gear may be marked at 200 and 25". Consult engine nameplate for
correct advance timing mask to use. Contmue rotating the crankshaft until the timing
ll´•-24B Revision 1
pointer and the parting nange of the crankcase align. Leave the crankshaft in this position
until the magneto is installed. In the event that an ignition timing pointer is not available an
alternate method may be used. Rotate the crankshaft in direction of normal rotation until No.
1 cylinder is on the compression stroke and continue rotating the crankshaft until the
correct advance timin´•g mark on the front of the starter ring gear is in exact alignment with
the small drilled hole located at the two o’clock position on the front face of the starter
housing. Leave the crankshaft in this position until the magneto is installed.
NOTE
In all cases, it must be definitely determined that No. 1

cylinder is at the correct firing position, on its compres-
sion stroke, when the crankshaft is rotated in its normal
direction of rotation.
After the engine has been placed in the correct firing position. install and time magneto to
the engine in the following manner.
a. Remove the timing (vent) plug from the bottom of the magneto. The vent plug in the
top of the magneto need not be removed.
b. Rotate magneto shaft until timing mark on rotor is visible through the vent plug
hole. Impulse coupling pawls must be depressed to turn magneto shaft in normal
direction of rotation.
c. Establish that the magneto is at number one firing position. It is possible for the
timing mark to be visible while firing position is 180 degrees from number one firing
position.
NO. 1
OUTLET TIMING MARK
O
II
O
~UI A
VIEW VIEW A-A

LOOKING
FORWARD
MODEL NO. 4050 SLICK MAGNETO
Figure 11-4. No. 1 Magneto Outlet
11-25
NOTE
It is necessary to "spark" the magneto to establish the cor-

rect firing position.The outlet pl~te with spark plug leads
must be installed on the magneto. I-lold number one spark
plug lead close to magneto case, or ground the magneto
and hold the number one spark plug lead close to a good
ground. Rotate impulse coupling in normal direction of ro-
tation until a spa;k occurs at this lead. (Impulse coupling
pawls must be depressed to turn magneto shaft in normal
direction of rotation.) Turn impulse~coupling backward a
few degrees, until timing mark on rotor is centered in vent
plug hole and install timing pin (or 0.093 inch 6-penny
nail) through hole in bottom ofmagneto next to the nange
and into the mating hole in the rotor shaft. This locks the
magneto approximately in firing position while installing
iton the engine.
d. Keep timing mark centered in vent plug hole during installation.

e. Be sure magneto gaskets are in place and that engine is-in correct firing position, then
install magneto(s) at the angle noted during removal, tighten moun t n uts finger tight.
CAUTION
Remove timing pin from magneto, if installed. Re sure to
removethis pin before rotating crankshaft.
f. Connect one lead of timing light to the capacitor terminal at the rear of the magnelu
and ground lead of timing light to a good ground.
g. Rotate propeller opposite to normal direction of rotation a few degrees ~approximately
5 degrees) to close magneto contact points.
NOTE
Do not rotate propeller back far enough to engage impulse

coupling, propeller will have to be rotated In normal di-
or
rection of rotation until impulse coupling releases, then

backed up a few degrees before the firing position.
h. Slowly advance propeller (tap forward with minute movements as firing pusition is ap-
proached) in normal direction of rotation unti I timing light indicates position at which
contact points break. The contact points should break at the advanced firing position of
number one cylinder. Loosen mounting nuts slightly and rotate magneto case to make
contact points break at the correct position. Tighten mounting nuts.
CAUTION
To pl´•event possible ~ondenser damage, du nolexc~eed 1~-15

Ib-in torque when tightening "P" lead nut during installa-
tion of Slic´•k maileto.
i. After tighteni nd tuagneto muuating nuts, re~heck ti!ni nb’. M ak~ sure bu Lh tna~nztus
set to fire at the same time. Remove timing equipment and
ai´•e ct~nnect spark ~lug
leads and igniliol~ ~iwilL´•l´•l leads.
11-2(i I(cvisloo I
NOTE
Beginning with the number one outlet, the magneto fires

at each successive outlet in a counbrclockwiae direction,
looking at the outlets. Connect number one magneto

outlet to number cylinder spark plug lead, number
one
two outlet to the next cylinder to fire, etc. Engine firing

order is listed in paragraph llg.
11-59. MAGNETO CHECK. Advanced timing settings in some cases, is

the result of the erroneous
practice of up in timin~ in order to reduce RPM drop on single ignition.
bumping magnetos
NEVER ADVANCE TIMING BEYOND SPECn;rCATIONS IN ORDER TO REDUCE RPM
DROP. Too much importance being attached to RPM drop in single ignition. RPM drop on
is
single ignition is a natural characteristic of dualignition d~dgn. The purpose of the
following magneto check is to determine that all cylinders am Bring. If allcylinders are not
firing, the engine will run extremely rough and cause for investigation will be quite
apparent. The amount of RPM drop is not necessarily significant and will be influenced by
ambient air temperature. humidity, airport altitude, etc. In fact absence of RPM drop should
be cause for suspicion that the magneto timing has been bumped up and is set in advance of
the setting specified. Magneto checks should be performed on a comparative basis between
individual right and left magneto performance.
a. Start and run engine until the oil and cylinder head temperatures are in normal
operating ranges.
b. Advance engine speed to 1700 RPM.
c. Turn the ignition switch to the "R" position and note the RPM drop, then return the
switch tothe "BOTH" position to clear the opposite set of plugs.
d. Turn the switch to the."L" position and note tbs RPM drop, then return the switch to
the "BOTH" position.
e. The RPM drop should not exceed 125 RPM an either magneto or show greater than 50
RPM differential between magnetos. A smooth RPM drop-ofi past normal is usually a
sign of a too lean or too rich mixture, A sharp RPM drop-oii past normal is usually a
sign of a fouled plug, a defective harness led or out of time, Ii there is doubt
concerning operation of the ignition system, RPM checks at a leaner mixture setting
or a higher engine speeds will usually confirm whether a deficiency exists.
NOTE
An absence of RPM drop may be an indication of faulty

grounding of one side of the ignition system, a discon-
nected ground lead at magneto or possibly the magneto
timing is set too far in advance.
11-60. MAINTENANCE. Magneto-to-engine timing should be checked at the first 50 hours, first 100
hours, and thereafter at each 200 bouts. It timing to the engine is not within plus zero degrees
and minus two degrees, the magneto should be timed to the engine,
NOTE
It ignition trouble should develop, spark plugs and

ignition wiring should be checked first If the trouble
appears definitely to be associated with a magneto, the
following may be used to help disclose the source of
trouble.
11-n
a. Remove high-tension outlet plate and check distributor block for moisture.
b. lightly wipe with a soft, dry, lint-free cloth. Reinstall
Ii any moisAtrs is evident.
outlet plate.
NOtE
Since these magnetos MUST NOT BE DISASSEMBLED.

new magnetos should be installed ii the moisture check
does not mmedy the trouble.
ll-60A. AIRCRAFT MAGNETOS (TYPE 4281).
11-60B. DESCRIPIION. Beginning with Serials 15284028 and A1520915. a lightweight Slick 4281
magneto is used on the engine. This megneto is designed for use with light aircraft engines
and is a completely assembly The rotor revolves on two ball bearings
positioned on either side oi the rotating magnet The rotor and bearing assembly is
contoia~d´•ffitbFn 154 drive end frame. with bearing preloading determined by a leeding
spring eliminating the need for selective Other components contained within
the drive end frame me a high tension coil. retained 59 a~dgb´•sh´•ped keys, and the contact
breaker assembly. secured with tao screas to the inboard bearing plate. A two-lobe
replaceable cam is fitted to the anti-driv~ end of the rotor shpft. and 8 two-pole magnet turns
st crankshait sp~ii, producing four sparks through 720 degrees of engine crankshaft
rotation. The distributor housing concpina the distributor gear and electrode assembly.
distributor block.bearing bar. and condenser. Sp9rk retarding. to assist engine starting, is
provided by an impulse coupling mounted on the drive shaft. At engine crnkineg speed.
counterweighbd spring-loaded pawls engage a stop pin located in the drive end frame
mounting ilange. Pawl engagement with the pin retards rotor rotation through 90 degrees, at
which point the paal is mleaeed by a cam on the impulse shell. Once the engine starts and
accelerates beyond cranking speed the pawl counterweights move outward prwehting any
further engagement between the p‘in and paals. The magnetoa can be disassembled for
inspection end maintenanee in the held
tl-eoC. asrwmneAwCF PROCQIUBEB.
NOTE
For internal procedures, mim to Mick 4200/8200

Swim Aircraft Magnetos Maintenance and Overhaul In-
ll-60D. MAGNETO-TO-ENG~NE TfMMG. After 100 hours of operation and every 100 hours
thereafter. or st annual inspection, whichever comes first. the magneto-to-eng~ne timing
should be checked. This is accomplished in the following manner.
WARNING
Be sum switch is in "OFF" position and the "P" lead is

grounded.
11-28
a. Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder
is in the full-advance
firing position, following the engine manufacturer’ s procedure
for timing of magnetos.
b. Loosen the magneto mounting bolts, and connect a standard timing light between
engine ground and the magneto condenser terminal.
NOTE
Switch must be "ON".
c. Rotate thecomplete magneto opposite normal rotation of the magneto on the engine
mounting, until the timing light indicates the contact breaker points are just
opening, Secure the magneto in this position.
WARNING
During all magneto maintenance, always take proper

precautions to make sure the engine can not fire or start
when the propeller is moved. TURN SWITCH "OFF".
ll-60E´• MAGNETO REMOVAL. Remove high-tension outlet plate,-disconnect primary lead, and
remove nuts and washers securing magneto to the engine, Note the approximate angular
position at which the magneto is installed, then remove the magneto.
11-60F. DISASSEMBLY. Refer to Slick 4200/6200 Series Aircraft Magnetos Maintenance and
Overhaul Instructions Bulletin, and all revisions and supplements thereto, for disassembly
instructions.
11-60G. CHECKING CONTACT ASSEMBLIES,At 500 hour inkrpals, the contact assemblies should
be checked for burning dr wear.
1l-60H. POINTS, If the points are frosty surface around the edges,
not discolored and have a white
thepoints me functioning properly Apply hd-i8n cam grease
and should not be touched.
sparingly to each lobe of the cam before reassembly. If the points are blue (indiccrting
excessive arcing) or pitted, they should be discarded Replace both condenser and damaged
points.
11-601. CARBON BRUSH. At 500 hour inspections, it is n;ecessary to check the carbon brush in the
distributor gear for wear, cracks and c~ipping. Measure carbon brush length from distribu-
tar gear shaft to end of brush. Minimum acceptable length is 1132 inch. If wora, cracked or
chipped, the distributor gear must be replaced. Put a drop of SAE (t20 non-detetgent machine
oil in each oilitebearing in the distributor block and bearing bar.
11-605. HIGH TENSION LEAD. Inspect the high tension lead from the coil to make mre it makes
contact rrPith the carbon brush on the distributor gear shaft.
11-60K. IMPULSE COUPLING SHELL HUB. At 500 hour inspection, visually inspect the impulse
coupling shell and hub for cracks. loose rivets or rounded pawls that may slip when latching
up on the pin. If any of these conditions are evident, the coupling should be replaced.
ll-60L. CLEANING AND INSPECTION.
a. Inspect internal and external threads of all threaded hardware. Damaged or worn
parts must be replaced.
11-29
b. Inspect the bearing plate for excessive wear and damage. (Maximum bearing bore
I9. to be 15752 inch.)
c. Check the rotor for damaged or worn keyway. Check the rotor bearing surfaces for
wear. (Minimum 09; to be 0.6690
inch)
d. Inspect the magneto frame and distributor housing for creeks or other damage.
Check the bearing bore in the drive end frame for wear. (Mnrimum I~D. to be 1.5741
inch)
e. Clean all parts thoroughly with a grease solvent before reassembly.
NOTE
No structural repairs are permissable. Replace all items

showing wear or dnmna~, Or that are not within the
tolerances specified.
ll-60M. REASSEMBLY. Refer to Slick 4200/8200 Series Aircraft Magnetos Maintenance and
Overhaul Instructions Bulletin and all revisions and supplements thereto. for reassembly
instructions.
11-61. SPARK PLUGS. Spark plugs should be rotated from top to bottom on a 25 hour basis and
serviced on a Depending on the lead content of the fuel and the type of op-
100 hour basis.
eration, more frequent cleaning of the spark plugs may be necessary.
NOTE
At each 100 hour inspection, remove, clean, inspect and

regap all spark plugs. Install lower spark plugs in upper
portion of cylinders and install upper spark plugs in low-
er portion of cylinders. Since d~eterioration of lower
spark plugs is usually more rapid than that of the upper

spark plugs, rotating helps prolong spark plug life.
If excessive spark plug lead fouling occurs, the selection of a hotter plug, from the approved
list in Avco Lycomlng Service Instruction No. 1042 may be necessary;-however, depending
on the type of lead deposit formed, a colder plug from the approved list may better resolve
the problem. Where the majority of operation is at lower power, such as patrol, a hotter plug
would be advantageous. Where the majority of operation is at high cruise powers, a colder
plug is recommended.
The problem of lead fouling arises when low operating temperatures coupled with rich mix-
ture prevent complete vaporization of tetraet6y) lead (TEL) in aviation fuels. The following
operating and maintenance recommendations are made to reduce spark plug lead fouling:
a. Use 100 Low Lead (100LL) fuel in lieu of 100 grade fuel whenever possible.
b. Swap top and bottom plugs every 25 hours at minimum.
c. Use spa~k plug recommendation charts. Do not simply replace existing plugs.
d. Do not accept over-rich carburetor mixture. Adjust as required.
e. Keep engine operating in temperatures in normal, not lower operating range.
E. Use oil cooler baffles to keep oil temperatures up in winter.
g. After a flooded start, slowly advance engine to high power to burn off harmful lead
deposits, then reduce to normal power.
1~-30 Revision 1
11-62 ENGINE CONTROLS.
t1-63. DESCRIPI~ON. The throttle, mixture and carburetor heat controls are of the push-pull type.
The mixture control is equipped to lock in any position desired. To move the control, the
spring-loaded button, located in the end of the control knob, must be depressed When the
button is released, the control is locked.The mixture control also has a vernier adjustment.
Turning the knob in either direction will change the control setting. The vernier is primarily
for precision control setting. The throttle controlhas neither a locldng button nor a vernier
advancement, but contains a knurled friction lmob which is rotated for more or less friction
as desired The friction knob prevents vibration induced "rreeping" of the control. The
carburetor heat control has no locking device. Beginning with serials 15282032 On and
A1520809 On, the throttle. mixture. and propeller control cable ends that utilize a ball
bearing-type rod end, are being secured to the engine with a pre-drilled AN bolt, washers.
castellated nut. and a cotter pin. (See figure ll-4A.)
Rrv!slnn 1 11-:11)A,111-90H t,lank)(

NOTE
Larger washer (2) (7/8" x .89019.) is mounted between

bolt head and rod end bearing.
r. Bolt
2. Washer
3. Nut 7
4. Lock Nut
5. Washer
6. Cotter Pin
7 Castellated Nut
8. Rod End Bearing
Figure 11-4A. Control Cable Ends
NOTE
Some controls have intricate parts that’will fall out and

possibly be lost if the control is pulled from housing
while the control is disconnected
Steel AN bolts with an undrilled shank are identified with

an "A" suffix (AN3-6A). A steel bolt of the same size. with
the shank drilled for castellated nut and cotter pin. is
~dentified as AN3-6. Aluminum AN bolts are not tobe
used in this application.
11-64. RIGGING. When adjusting any engine control. it is important to check that the control slides
smoothly throughout its full range of travel. that it locks securely ii equipped with a lock~ng
device. and the arm or lever which it operates moves through its full are of travel.
CAUTION
Whenever engine controls are disconnected. note the

exactquantity. position. size and direction of all attach-
ing hardware and ensure that all attaching parts and
hardware are reinstalled as noted.
11-31
Safely Wire
10-24 Screw-Torque
20-25 Ib-in.
to e 5
4
~j_lJ 6
i. Knob
2. Rigid Colldirit 5. Instrument Panel
3. Flexible Conduit 6. Friction Lock
4. Staked Connection 7. Jam Nut
Figure 1l-5. Throttle Control
rl-gg. THROTIZE CONTROL.
NOtE
Before rigging throttle control shown in figure 11-5.

check that staked connection between rigid conduit and
flexible conduit is secure. 1l any indication of looseness
or breakage is apparent. install new throttle control
before continuing rigging procedure.
a. Pull throttle control out (idle position) and remove throttle control knob.
b. Screw jam nut all the way down (clockwise) and install throttle knob. Screw knob
securely against the jam nut. Do not beck jam nut out. This will prevent bottoming
and possible damage to the staked connection.
c. Disconnect throttle control at the carburetor throttle arm, push throttle control in
until jam nut contacts friction lock, While the friction lock is loose, then pull control
outapproximately 1/ 8 inch for cushion. Note position of larger washer at carburetor
end of control. Install washer in same position when connecting control to arm.
11-32
d. Tighten friction lock, being careful not to change position of the throttle.
e. Move throttle arm on the carburetor to full open, adjust rod end at end of throttle
control to fit. and connect to arm on carburetor.
f. Release friction lock and check full travel of arm on carburetor. If further adj ustmer
is required, make all adjustments at the carburetor end of control. DO NOT change
jam nut setting.
g. Tighten rod end locknuts at carburetor end of control. Be sure to maintain sufficient
thread engagement between rod end and control.
NOTE
Refer to the Inspection Chart in Section 2 for inspection.

lubrication and/or replacement interval for the throttle
control.
11-66. MIXTURE CONTROL.

a. Push mixture control full in (RICH). unlock then pull it out approximately 1/ 8 inch
for cushion.
b. Loosen clamp securing the control housing to the engine.
c. Shift the control
housing in the clamp so that the mixture arm on the carburetor Is ~n
full open (RICH). Tighten clamp in this position.
d. Unlock and pull mixture control full out. Check that mixture arm on carburetor Is full
closed (IDLE CUT-OFF).
e. Check that bolt and nut at the mixture arm on the carburetor secures the control wire
and that the bolt will swivel in the’arm.

I. Bend control wire tip 90 degrees to prevent it from being withdrawn ii the attach~ng
nut should become loose.
g. When installing a new control assembly, it may be necessary to shorten the wire
and/or control housing.

h. The mixture arm on the carburetor must contact the stops in each direction, and the
control should have approximately 1/8 inch cushion when pushed full in (RICH).
NOTE
Refer to the Inspection Chart in Section 2 for inspection.

lubrication and/or replacement interval for the mixture
control.
11-67. CARBURETOR HEAT CONTROL.

a. Loosen clamp securing the control to the bracket on the airbox.
b. Push control full in, then
pull approximately 1/8 inch from panel for cush~on.
it out
c. Shift the control housing in its clamp so that the valve lever is full forward, with
valve seating inside airbox. Tighten clamp in this position.
d. Pull out on the control and check that the air valve inside the airbox sears In the
opposite direction.
e. Check that bolt and nut on the air throttle lever secures the control wire and that the
bolt will swivel in the lever.
f. Bend the wire tip 90 degrees to prevent it from becoming withdrawn if the attaching
nut should become loose.
NOTE
Refer to the Inspection Charr in Section 2 for inspection.

lubrication and/or replacement interval for the carbure-
tor heat control.
11-33
11-85. STARTING SYSTEM.
11-69. DESCRIPTION. The starting system employs an electrical starter motor mounted at the
front (propeller end) lower left side of the engine. Beginning with Aircraft 15553092 6 on, and
A1520553 6 on, a Prestolite Slower Turning starter is installed A starter solenoid is
activated by the ignition switch on the instrument panel When the solenoid is activated its
contacts close and electrical current ensrgises the starter motor. Initial rotation of the
starter motor engages the starter through mt overrunning clutch in the starter adapter.
STARTER WILL NOT Defective master switch or Install new switch or wires.
OPERATE. circuit.
Defective starter switch or Install new switch or wires.

switch circuit.
Defective starter motor. Remove. repair or install

new starter motor,
STARTER MOTOR RUNS, Defective overrunning clutch Install new starter adapter.
BUT DOES NOT TURN or drive.
CRANKS HAliT.
Starter motor shaft broken. Install new starter motor.
STARTER MOTOR DRAGS. tow battery. Charge or install new battery.
Starter switch orrelay con- Install senricable unit.

tacts burned or dirty.
Defective starter motor Install new cable.

power cable.
Inose or dirty connections. Remove. clean and tighten

all terminal connections.
Defective starter motor. Check starter motor brushes.

brush spring tension, thrown
solder on brush cover. Re-
pair or install new starter
motor.
Dirty or worn commutator. Clean and turn commutator.
11-3a
11-71. REMOVAL AND MSTALLATION.

a. Remove cowling as required for access.
CAUTION
When disconnecting or connecting the starter cahle. do

not permit starter terminal bolt to rotate. Rotation of the
terminal bolt could break the conductor between terminal
and field coils causing the starter motor to be inoperative.
b. Disconnect starter power cable at starter. Insulate terminal on power cable to

prevent accidental shorting.
c. Remove three nuts and washers and one bolt securing starter to crankcase. Work
starter from engine.

d. To install startei. position starter on mounting pad. aligning dowel pins in starter
mounting pod with holes in mounting pad on engine.
e. Secure starter with washer. lockwasher and nut in three places and install bolt and
washers.
f. Tighten nuts and bolt evenly to 8 torque value of rSO Ib-in.
g. Connect electrical cable to starter terminal and install engine cowling.
11-72. PRIMARY MAINTENANCE. The starting circuit should be inspected at regular intervals.
frequency of which should be determined by the amount of service and conditions under
the
which the equipment is operated. Inspect the battery and wiring. Check battery for fully
charged condit~on. proper electrolyte level with approved water end terminals for cleanli-
ness. Inspect wiring to see that all connections are clean and tight and that the wiring
Insulation Is sound. Check that the brushes slide freely in their holders and make full contact
on the commutator. When brushes are worn to one-half of their original length. install new
brushes (compare with new brushes). Check the commutator for uneven wear. excessive
glazing or evidence of excessive arcing. If the commutator is only slightly dirty. glazed or
discolored. it may be cleaned with a strip of No. 00 or No. 000 sandpaper. Ifthe commutator is
rough or worn. it should be turned in a lathe and the mica undercut fnspect the armature
shaft for rough bearing surfaces. New brushes should be properly seated when installing by
wrapping a strip of No. 00 sandpaper around the commutator (with sanding side out) 1- 1/ 4 to
1- 1/2 times maximum. Drop brushes on sandpaper covered commutator and turn armature
slowly In the direction of normal rotation. Clean sanding dust from motor after sanding
operations.
11-00
11-73. EXHAUST SYSTEM.
11-74. DESCRIPTION. The exhaust system consists of an exhaust pipe irom each cylinder to the
muiilr located beneath tbs engine The muMer assembly is enclosed in a shroud which
capturss run air to be heated by the exhaust gases in the muiiler This heated air is used to
beat the aircrait cabin Through l972 models, the muiiler also turnishes heated air for
carburetor heat at the engine intake system. Eeginning with i280 models, a shroud is fitted to
the number 4 cylinder exhaust pipe to supply heated ah for carburetor h~et. A tail pipe from
the muiiler routes exhaust gases overboard through the lower cowling
11-72. REMOVAL.
a. Remove engine COtRllng as reouired for access.
b. Disconnect ilexibie ducts trom shrouds on mufiler assembly.
c. Remove optional EOT probe (11 installed) per Section 15.
d. Disconnect braces frolnn muiilu and tail pipe assemblies.
e. Remove nuts and washers securing the exhaust stock assemblies to the cylinders.
i. Remove ahnust stack assembly.
11-78. INSPECTION. Inspection oi the exhaust system shall be thorough because the cabin heating
system uses by the heat exhangers oi the exhaust system. Since exhaust systems
air beated
of this type am subject to burning, cracldng, and general deterioration from alternate
thermal stresses and vibration, inspection is very important and should be accomplished
every 100-hours oi operation. In addition, an inspection of the exhaust system shall be
performed anytime exhaust iumes are detected in the cabin area
a. Remove engine cowling. and loosen or remove shrouds so that ALL surfaces of the
exhaust system can be visually inspected. Especially check areas adjacent to welds.
Inok ior exhaust gas deposits in surrounding areas, indicating that exhaust gas Is
escaping through a crack or hole.
b. For a mom thorough inspection. or ii fumes have been detected in the cabin, the
following inspection is recommended
i. Remove exhaust pipe and muffler.
2. Use robber expansion plugs to seal openings.
3. Using a manometer or gage, apply approximately 1-11 2 psi (3 inches of mercury)
air pressure while the muffler and each exhaust pipe is submerged in water. All
leaks will appear os bubbles and can be readily detected
4. It is recommended that any exhaust pipe or muffler found defective be replaced
with a new part before the next flight.
c. Install exhaustsystem.
INSTALLATION. Reverse procedure outlined in paragraph 11-75 to install exhaust system.

Be sure there is one new copper-asbestos gasket between each exhaust pipe and its
mounting pad on the cylinder. Make sure clamps attaching muffler to exhaust pipes are
tight and all air ducts are installed.
11-38
´•,I
CLAMPj7
15279406 THRU lazRual
F15201429 THRU F15201673
A1520735 THRU Ai520g18
THRU FA1320357
;"J~J: MUFFLER
EXHAUST PIPE
TAILPIPE
STANDARD (1978-79)
SHROUD
SHROUD
MZ~FFLER
EXHAUST PIPE
TAILPIPE
15279406 THRU 15283591

F15201429 THRU F15201673
A1520735 THRU A1520878
ALTERNATE (1978-79)
FA15~0337 THRU FA~520357
Figure 11-6. Exhaust System (Sheet 1 of 3)
11-37
Iszrrw~2 THRU 15285091

F15201674 TKRU F15#)1893
A~320879 THRU A1520973
FAl520358 THRU FA13203R
A
MUFFLER
SHROUD
TAILPIPE
cq:
04 EXHAUST PIPE
Begi~iing with
15285092 F15201894.
A1520976 and FA1520378
MUFFLER
a4 EXHAUST PIPE
SHROUD
TAILPIPE
Figure 11-8. Exhaust System (Sheet 2 oi 3)
11-38
Detail A
CARBURETOR HEAT SHROUD
I~
INDUCTION AIRBOX ~ec
Beginning with
15284899. F15201894,
Ar520971 and FA~520378
Figure 11-6. Exhaust System (Sheet 3 of 3)
11-39
r 1-7a. EXTREME WREATHER MAINTW~NCE.
NOTE
Refa to the appropriate Pilot~s Opaating fa

approved stating praednra.
1~-78. COLD OIIE~TBER Cold watha stating is mul~ with tb~ installation of the engine
prima systan and gronnd arvia rsosptaols. The prima systan L a manually opsroted
typs. pal is snpphsd hy a ha the Pusl straina to the pluag´•r type prima. Operating
the prima plpngsa in the ~Ma fores fwl to the agins. With tbs ground arvia raeptale
installed, onextanal powa sonros may be connected to asist in cold weatha or low battay
stating. Rda to gatia 18 ior -nse of the ground arvia rwsptsis.
Tbs following may ala be nssd to engine starting in eSctrane cold wather. after the
last~igbt of tbs day, drain tbs engine oil into a al~ straina SO the Oil COP bs prehated.
Cova tbs engine to prevent ia a snow fron inaide the cowllng. Wh~n preparing
the OirOlr~ iOD flight Os engine n~n-ap afta thess conditions have ban followed. prehat
tbs dnind oU
WARNING
Do not hat oh abovs lat´i: (2300P1. a n~uh ha may ra

suit. Before pulling the propeller through, ascertain that
magneto switch is in OP7 position to prsvsni the engine
ban ~lng.
afta prehatimf Gm oU be mined with the hated oil in a ratio of i

gaohne to tB pats oh before pmuing into tbs engine oil snmp. 1l the ha air tempaature
is bslew -~90C thb engim ampartmat shonld be prshated with a ground-hater.
Prehating the agine oompsrtmsnt is acompiaiahed by Lndadng hated ah up through the
nae gar opening, thus hating both the oil ad cylinders. after the engine compatment
ha been prsheated, inspat ah engine drain ad vat has for p~ssencs of ice. after this
procedure ha ban compiled oath. pull propeller through several revolutions by hand before
stating the eggns.
CAUTION
Due to the desludging effect of the diluted oil. engine

operation should be observed closely during the mitial
warm up of the engine. Engines that have accumulated a
considerable amount of operational bouts since their last
dilution period may be seriously affected by the dilution
process. This is caused by the diluted oil dislodging
sludge and carbon deposits within the engine. This
residue will collect in the oil sump and possibly clog the
screened inlet to the oil pump. Small deposits may enter
the oil pump and be trapped by the pressure oil filter
screen. Partial or. in some cases. complete loss of engine
11-40
lubrication may result from either condition. If these

conditions are anticipated after oil dilution. the engine
should be operated for several minutes at normal operat-
ing temperatures and then stopped and inspected for
evidence of sludge and carbon deposits in the oil sump
and oil filter screen. Future occurrence of this condition
can be prevented by diluting the oil prior to each oil
change. This will prevent the build-up accumulation of

the sludge and carbon deposits within the engine.
11-so. DUSTY CONDITIONS. Dust inducted into the intake system of tbs engine is probably the
greatest single cause of early engine wear. When operating under high dust conditions. the
induction air filter should be serrriced daily as outlined in Section 2.
SEACOAST AND HtTMID AREAS. In salt water areas. special cars should be taken to keep
engine and accessories clean to prevent oddotion. In humid areas, fuel and oil should be
the
checked frequently and drained of condensed moisture.
l1-41/(11-42 blank)
SECTION 12
FUEL SYSTEM
page No,
TABtE OF CONTENTS Asrofiche/
Manual
yPPIL src~a OCL8/~1-1 81101910 2414/12-11
Description 848/18-1 2618/14-11
preeantions P~L8/ltl IWII -rmbh~l -rmblv .....3113/11´•11
Trouble Shooting 243/33-8 primingSystsm 1Calult´•13
Tanks 2A9/19-8 DworlpClos 261u14-13
Description 268112-8
RemovaltuLtalatLon eAB/18-8 3614/10.13
Ouantity Transmiaem 869/18-8 Instahatisn 861318-14
Vents 869/18-8 VentsdPhslCap 261(V18-13
Description 2~i8/leg r-ud~tlm, 3618/12-13
Checking 2LL(ille-B Cleaning, and
BhutotfValw 2612/12-11 Repsr 861318-13
Description 2612/18-11
RemoooUInstahatlon
12-1. FLIEL SYSTEM,
12-2, DESCRIPTION, Fuel is gravity fed hum the metal wing tanLa through ashutoff valve and a
fuel strainer, to the carhuietor, Positive is provided by a vent hm and a check
valve assembly located in the left wing f~k- a crossover hm connecting the tno tanks
together, Pad a vented fuel cap on tbs right hand ’esla The vent line from the check valve
assembly extends overboard through the loner wing sldn dfaoent to the left wing saut. A
fuel drain is located between the shutoff valve and the saainer.
12-3. PRECAUTIONS, Common sense as well as certain general precautions should be followed
when working on or around fuel systems, Some of these precautions ma
a, Always GROUND the aircraft to a suitable ground stake to prevent elecrostatic
build up,
b. Use drip pans to prevent accumulation of drainage from lines, hoaes, and ii#tIlgt.
because accumulation increases the 11~ hu~ta-
c. Cap or cover all open lines or connections to prevent damage to threads and entrance
of foreign materials,
NOrr
Use NS-40 (048-1) (saap-Oa-Teels Carp., Kenoehe.

Wiac.), MIL-T-b344 Compound Antiseiae, O~-
pbib Petrolatum), USP Petrolatum or engine oil as a
thread lubricant, and to seal fittings, Apply sparingly to
male threads, end avoid stringing across openings, Make
sure no foreign material con enter the fuel system,
t2-l
MODEL Iti2 SERIES SERVICE MANUAL
NO FUEL TO CARBURETOR Fuel shutoifvalve not Turn valve on. (Safetg in

turned on ON position)
Fuel empty. Servicewith proper made

and amount of tu~l,
Plugged fuel strainer Remove and clean strainer

and screen.
Fucsl line plugged Clean out or replace fuel

line.
Fuel tank outlet strainers Remove and clean strainers

plugged and aiusb out fuel tanks.
Inlet elbow or inlet screen Clean and/or replace.

in carburetor plugged.
Fuel line disconnected or Connect or repair fuel lines.

broken.
Defective fuel shutoff valve. Replace shutoff valve.
FUEL STAR\jATION AFTER Partial fuel Row from the Use the preceding remedies.
STARTING. oauaea
Plugged fuel v8nt. See paragraph 12-11.
Water in fuel. Drain fuel tank sumps. fuel

lines and fuel strainer.
NO FUEL OUAN~TSY Fuel tnnka empty. Service with proper grade

lNOlCATlON. and amount of fuel.
Bloom fuse. Replace blown fuse.
Loom connections-or open Tighten connections: repair

circuit. or replace wiring. Refer
to Section 19.
Defective fuel quantitg indi- Refer to Section 15.

cater or transmitter.
PRESSURI(ZED FUEL TANK. Plugged bleed hole in fuel Check per paragraph 12-11.
v~nt.
12-2
FULL OUANtlTV INDIU’IOIIS
FUEL
OUANTITV
II i FUEL
OUANTITY
TRANSMITTER VENTEC TRANSMITTER
FILLER CAF FILLER CAC
VENT
IWITH
CHECK
VALVE) Y
ten FUEL TANK li;2il RIGHT FUEL TANK

CRAIN I~fi..- ,liPJ CRAIN
VALVE VALVE
FUEL SHUTOFF
VALVE
FUEL LINE
DRAIN fEE
FULL
STRAINER
FUEL
~------o STRAINER
CRAIN
CONTROL
ENGINE
PRIMER
CONClflON:
SYSTEM SHO~VN WITH
FUELSHUTOFFVl4LVE
IN ON POSlflON tiiil THROTTLE
CONTROL
CODE
O
CARBURETOR
FUILSU~PLY
I I VENT
O
TO ENGINE MIXTURE
CONTROL
MECHANICAL
LINKAGE
ELECTRICAL
CONNECTION
Figure 12-1. Fuel System Schem´•tic
f2-3
1 ~jt Beginning ~jtb

2 15282032, F15201529
A1520809 and FA1520348
3 2
/4
~t8 I’
I
J P
A 7
15270408 THRU 15282031

i. Fuel Tank F1~1201429 TNRU F15201528
2. Tank Outlet (Scrsen) A1520735 TWRU A1520808
3. Vent Crossover Line FA1520337 THRU FAi520347
4. FuelSupplgLine
5. Vent Line(Ovsrboard)
8. Sleeve
7. Rimer
8. Strainer Drain Control 18. Firewall
9. Primer Delivery Line 17. Cap
10. Strainer to Engine Hoae 18. Fuel Line Drain Tee
rl. Strainer Drain Line 19. Handle
12. Strainer 20. ShutoiiValve
13. Strainer Drain Control 21. Packing
14. Bracket 22. "B"Nut
15. Shield 23. Elbow
Figure 12-2. Fuel Sy~tum (Sheet 1 ot 2)
12´•4
MODEL f 52 SERIES SERVICE MANUAL
9) 15279406 THRU 19285161

$15301429 THRU F1520i893
Ai52M35 THRU A1520983
FA1520337 THRU F1520377
15
16
´•18
1~4
14
13
try
~v DstaflB
\1
´•17
12
0 tO ft 8
Detail A
8
B~gioniog P~itb
15285182, F15201894.
A1520984 and FA1520378
17f
L
#I QUiL’k drain valve installed on airplanes

1~279406 thru 15285161
A1520735 thru A1520983
F152i)1429 thru F15201893
FA1520337 thru FA1520377
i ncorpora ting SK 152-13 and prod uction
;e
aircraft thereafter.
´•e
19
20
22 23
o
Detail C
Figure L2-2. Fuel System (Sheet 2 of 2)
I(evision 1 12-5
MODEL f 52 SERIES SE:RVICE MANUAL
NOTES
I. Cap
2. Gasket Standard range tank shown. Long range tank is
3. Chain similar except for capacity.
4. Gasket Thru serials 15279629, F15201528, A152()7´•11. and
j. FuelTank FA1520347.
6. Strap
7. Vent Crossover Connection ~C Berrinnina with serials 15279630. F15201.529,
A1’520742, and FA1520348, the left hand cap is
8. Outlet non-vented. The right hand cap is vented.
9. TankDrain
io. EEt j~f When installinn a fuel transmitter (11), install a
GroundStrap
Ii. Fuel Ouantifg TranarnItter
new gasket (13~at the same time. Torque screws
(14) to 20 in-lbs (once only) using a cross-pattern
12. adapter sequence.
13, Oaeket
14. Sorew
aa* Additional drain valves installed on airplanes
15279406 thru 15286033
144. Opper WfngS)Efn A1520735 thru A1521049
F15201429 thru F15201980
FA1520337 thru FA1520425
incorporating SK152-18 and production aircraft:
thereafter.
c aeea Ensure that word "hinae" is located at top on vent
valve (15) and is installed as shown.
1C"-1*-~ 3
4
I)h
?SC ~9
14A t
6
C (566 SHEET 2)
9
10 (c~
A
(SEE SHEET 2)
"clS’>
B (SEE SHEET 2)
f Y ~L*)
Figare 12-3. Fuel Tank, Cap, and Placards (Sheet 1 of 2)
12;6 Kevision 1
8~488
l5. Vent Valve 19
Is. Gssket-fnnw
17. Gasket-Outer
18.19. WasherNuf
~h#15
Tube for vent valve
extends into fuel tank,
then forward and
slfghtty upward.
atiil A
(LH TANI~ ONLY)
pOE5
looLLroe MIN. GRADE AYUnON G1580LDYE
CAP. PVS. GAL
Plscard, Feet 0118ntity Standard Taulre
FVH.
100LL/ LOO MeS. GRADE AVUTION GASOLINE
CAP. 195 ZfS. GILL
CAP VS. GAL TG BOTPOW OF PILLER CoLLAR
P1Pcnid. Fncl QnantiC1~ TrmP,RM~ T~lra
AVOAS ONLY
Bc~ b~
o~U. olUo,
~u
P~8card-Fuelrl’gpe
Temporary Revision Number

013
March 2003 O 2003 Cessna Aircraft Company
I
12-5. FUEL TANKS.
12-6. DESCRIPTION. A rigid ~netal tank is installed in the inboard panel of each wing. The standard range
tank is shown (see figure 12-3). The long range tank is similar except in capacity. Sump drain plugs or
valves, one in each tank, are provided for draining trapped water and sediment.

a. Remove sump drain plug or valve and drain fuel from applicable tank. (Observe precautions outlined
in paragraph 12-3.)
b. Remove fuel tank by removing attaching screws.
cover
c. Removewing rootfairings.
d. Disconnect and plug or cap all fuel and vent lines from tank. Remove fittings as necessary for
clearance when~removing tank.
e. Disconnect electrical lead and ground strap from fuel quantity transmitter.
f. Disconnect straps securing fuel tank and remove tank. Use care to avoid damage to protruding
fittings’ and hose connections when removing the tank.
g. To install tank, reverse the preceding steps. Be sure grounding is secure in accordance with figure
12-3.
12-3. FUEL QUANTITY TRANSMITTERS. Fuel quantity transmitters are installed in the top of fuel tanks. A
complete description, along with procedures for removal, installation and adjustment are contained in
Section 15;
12-9. FUEL VENTS.
12-10. DESCRIPTION. A vent line is installed in the outboard end of the left fuel cell and extends overboard
down throu’gh the lower wing skin. The inboard end of the vent line extends into the fuel tank, then
forward and slightly up~niard. A vent valve is’installed on the inboard end of the vent line inside the fuel
tank, and a crossover vent line connects the two tanks for positive ventilation.
WARNING
Upon installation of vent valve, ensure word ’hinge" is at

the top on vent valve (1
12-11. CHECKING. Venting of the fuel system is necessary to allow normal fuel flow or pressure venting as fuel
evaporates. Stoppage of any type can have disastrous results, therefore, the following procedures should
be used to ensure operability of vent system.
a. Slip rubber tube over the vent line located beneath the left
a wing. Be certain it covers the .128~ hole
in the vent tube on the i 52 and F152 Models.
b. Blow into tube to slightly pressurize the tanks. If air.can be blown into tanks, vent line is open.
c. After tank is slightly pressurized, insert end of n~bber tube into a container of water and watch for a
continuous stream of bubbles, whicii indicates the bleed hole in valve assembly is open and relieving
pressure.
12-8
MODE~1SZ SERIES SERVICE MANUAL
e~ I 5
2
it 2
i´•
1 2.90
3.75
f
is
-C--1.73 FVV D
1.40
.126’’
Hole
cT?r ,’4
0~ ,5
1. WingStrut
2. WingSkin I 1’
3. Bracket
4. Clamp
5. Grommet
6. Vent Tube
VENT LINE MUST BE PARAUEL If I f ,6

TO WING CHORD LINE. TOLER-
ANCE UP 50. DOWN O". .f 2.90
A 152 AND Fr52 (STD.)
B A152 AND FAf52
C´•´•-c‘-- f~7
.128
F~N O
Hoie
Figure 12-4. Fuel Vent Loc~iUon
12-8
MODEt 152 SERIES SERVICE MANUAL
i. Scrcla
2. Cover
3. "O"Riag
4. Pfn
5. Rotor
6. Seal
7. Body
3
2
Figure 12-5. Fuel Shutofi Valve
12´•10
MObEL 152 SERIES SERVICE MANUAL
d. After completion of step "c". again to slightly prsssurizs the tank. and
blow into tube
loosen, but do not remove filler cop on opposite wing to check tank crossover line. If
pressure escapss from iillsr cop, crossover line is open.
NOrr
A plugged vent line or bleed hole can cause fuel

tion fuel tank collapse as heel is drawn out of L~nl
or
Preasnriaation of tank @ossihle rupturing) iepoasible

due to fuel erpesdon.
e. Any fuel vent found plugged or restricted must be corrected prior to returning
aircraft to service.
WACININO
The fuel vent line protruding bsneath the wing mm the

wing strut must be correctly aligned to avoid possible
icing of the vent tubs. Dimensions me shown in figure 12-
12-12. FUEL StIUTOFI" VALVE. (See figure 12-5.)
12- 13. DESCRIPTION. The fuel shutoff valve two-position ON-OFF valve. located ~11the floor
rs a
area pilot
between the copilot
and safety wusd in the "ON" po´•itloIlwlth
seats. The handle is
.018" diameter mild stsei wire (tog wire). which will brsak easily ii the handle must be turned
"OFF" m an emergency. The manufacturer recommends replacement instead of repair or
damaged. worn. or inoperative valves.

a. Completely drain all fuel from wing tnnks. fuel linss. strainer. and shutoff valve.
(Observe the precautions in paragrapb 12-3.)
b. Remove shutoff valve handle.
c. Remove copilot’s seat and access plate undsr ssat.
d. Disconnect and cap all fuel tinsel at shutoff valve.
e. Remove bolts attaching shutoff valve and remove valve.
f. Reverse the preceding steps for msfollation. Safety wire valve handle in "ON"
position.
12- 15. FUEL STRAINER. (See figure 12-8.)
12-16. DESCRIPTION. The fuel strainer is mounted at the firewall in the lower engine comput-
ment. The strainer is equipped quick-drain valve which provides a means of dralnmg
with a
trapped water and sediment from the fuel system. The quick-drain control Is located
adlacent to the oil dipstick and is accessible tbrough the oil dlpstick door.
NOTE
The fuel strainer can be disasssmbled, cleaned and

reassembled without removmg the assembly from the
aircraft.
12-17 DISASSEMBLY AND ASSEMBLY. (See figure 12-6.)

5i:~cX
17
’;II
6
I-
s~´•W SAFETY WIRE HOLE
4
Ug
./1
/Q 12
13
3
J 14
i i~
i/
10 i. Spring
SAFETY WIRE HOLE 15
~e 2. Washer
3. Plunger
4. Top
b~-’"
5. Drain Control
g. Flats
7. O-Ring
8. Gasket
NOTE
9. Filter
10. Collar
After inserting drain control (5) wire through
tf~. Standpipe
clamp (17) bend wire tip 900 (degress) to prenrent
it from being with drawn ii the attaching clamp
12. O-Ring
13. Bowl
(17) should come loose.
14. O-Ring
15. Nut
18. DrainLine
17. Clamp
Figure 12-8. Fue~ Strainer
12´•18
a. Remove drain tube, safety wire, nut and washer at bottom of filter beal, and remove
bowl,
b. Carefully unscrew standpipe and remove,
c. Remove iiltsr screen and gasket Wash filbr screen and bowl with solvent IFederal
Specification P-S-881, or equivalent) and dry with compressed air.
d, Using a nea gasket between filbr screen and top assembly, install amen and
standpipe, Tighten sbndpipe only finger tight
a. Using sil new O-rinE~. insbll bo~l. Nob bat at bottom of bowl is
installed so that sbp seas against O-ring,
f. Turn shutoff valve to "ON" po~itioa check for leaks and proper operation, and safety
win.
g. Torque bottom nut (15) to 25-30 lb-in., and safety aim to top assembly of stramer.
Wire must have right-hand wrap, pt least ~b degrees.
h. Connect drain tube.
12- 18. PRIMING SYSTEM, (See figure 12-2.)
12- 19. DESCRIPTION. The priming system is comprised of manually-operabd pump located on
a
the instrument panel, and lines to all engine cylinders. Operation of be pump plunger forces
fuel directly into the eng~ne cylinders.
NOTE
Removal of primer from instrument panel entails

of primer.
disassembly
a. Piece fuel shutoff valve in tbs OFF position.

b. Spread drip cloth under left-hand instrument p´•s~
c. Disconnect and cap or plug primer lines at primer.
d. Unlock primer lmob and pull aft to clear packing nut (5).
e. Unscrew packing nut (5).
f. Withdraw primer knob and piston rod from instrument panel.
g. The primer barrel can now be worked free from the instrument panel on the firewall
side of the penal.
12-21. INSPECTION. Visually inspect primer lines for crushed, kinked or broken condition.
Ensure proper clamping to prevent fatigue due to vibration or chafing. Ensure barrel’s (9)
cyl~nder wall Is free of signs of pitting, corrosion, or scoring and bat O-rings (3) am in good
condition.
NOTE
To removeO-rings (3) from piston rod (8), squeeze 0-

rings in grooves of piston rod with thumb end index
finger. Work O-rings over end of piston rod O-rings can
be refitted to their grooves on piston rod (8) in a like
manner.
CAUT1ON
Do not damage O-rings (3).
19-13
MODEL 152 SERIES SE:RVICE MANUAL
1
i. Fitting
2 Locknut
3. OIRing
4. Washer
~Yj Q 5. PackingNut
6. Lock
7. Knob
8. Piston Rod
9. Barrel
Figure 12-7. Primer Assembly
12-22. (Bm figure t2-7.)

a From the tlrewall side of the instrument panel. insert barrel assembly (9) through
hole in thatwasber (I) is installed on barrel between locbcnut (2) and the
firewall side of the p~i´•l.
CAUT1ON
Do not damage Olrings (3) during step "b".
b. While holding barrel assembly (9) firmly in place. insert piston rod assembly (8) mto
barrel.
c. The distance the barrel protrudes through hole in panel can be adjusted by turning
looltnut (2).
d. Tighten packing nut (5) against panel.
a. Unplug or uncap fittings on primer lines and attach to primer fittings (1).
I. Turn fuel shutoff valve to the ON position and safety wire in place.
g. Check primer for proper pumping action and positive fuel shutoff in the locked
position.
It-ia
12-23. VENTED FUEL FILLER CAP. (See figure 12-8.)
12-24. DESCRIPTION. The RIGHT-HAND fuel filler cap incorporates a vent and safety valve that
provides both vacuum and positive pressure relief.
12-25. INSPECTION. CLEANING AND REPAIR.

a. Remove RIGHT-HAND fuel filler cap from the adapter assembly.
b. Disconnect the safety chain from the cap and cover or plug the tank opening to keep
out foreign
matter.
c. Check condition ofgasket and frictionless washer. replace as required
d. Using cotton swabs and Stoddard solvent or
equivalent gently Ilft edges of rubber
umbrella and clean seat and umbrella removing all Using a second
swab wipe seat and umbrella thoroughly, removing ah cotton iib~rs. Repeat until
swabs show no discoloration.
e. I the umbrella continues to leak or is deteriorated remove and replacs. To remove
the umbrella, lubricate the umbrella stem with (MILH-SB06) hydraulic fluid to
prevent tearing the stem. When installing the new umbrella lubricate the stem ~alth
(MIL-H-5606) hydraulic fluid and use a small blunt tool to insert the retaining knob
onthe umbrella, into the check valve body.
f. Connect fuel cap to safety chain sad reinsta1l cap in the adapter assembly.
i. Umbrella Rubber
2. Check Valve (Vent)
3. Gasket
4. Frictionless Washer
5. Fuel Cap Body
5.
1
jr
NOTE
Check valve (2) shall open at or before 1.0

inches of water vacuum pressure. sud be
able co hold .3 PSI positive pressun ~pith-
out leakgr.
Figure 12-8. Vented Fuel Filler Cap
12-is/(12-re blank)
SECTION 13
PROPELLER
WARNING
that
When performing any inspection or maintenance
requires turning on the master switch, installing a
the propeller through by hand, treat

battery, or pulling
the propeller as if the switch were ON. Do not
ignition
stand. nor allow anyone else to sund within the mo of the
since a loose broken wire. or a component
propeller. or
malfunction, could cause the propeller to rotate.
Page No.
Manual
PROPELLER ´•.2A20/13~1 Removal.........´•-´• ´•´•´•-´•´•´•´•´•´•´•2A20/ 13-1
Description.......´• .....´•´•´•´•´•´•.2A20/ 13-1 L~btallation......´• -.-´•´•´•-´•´•-´•´•´•2A211 13-2
Repair ´•´•´•´•´•.2A20/13-1
13-1. PROPELLER.
13-2. DESCRIPI?ON. An all-metal, fixed-pitch propeller. equipped with a spinner. is used on the
aircraft.
13-3. REPAIR. Repair of metal propeller first involves evaluating the damage and determining
whether the repair is to be a major or minor one. Federal Aviation Regulations, Part -13
(FAR 43), and Federal Aviation Agency Advisory Circular No. 43.13 IFAA AC No. 33.13,,
define major and minor repairs, alterations, and who may accomplish them. When mPLinCC
repairs or alterations to a propeller, FAR 43 FAR AC No. 43.13, and the propeller manuf;ac-
turer’s instructions must be observed. The propeller manufacturer’s Service Manual may he
obtained from Cessna Parts Distribution (CPD 2) through a Cessna Service Station.
WARNING
Be sure that magneto is grounded before turning pro-

peller. or connecting external power.
a. Remove spinner (1).

b. Remove safety wire from mounting bolt heads (3).
c. Remove bolts and washers and remove forward bulkhead (5).
NOTE
The aft spinner bulkhead (7) is installed between pro-

peller (6) and crankshaft nange (8). and is removed as the
propeller is removed.
Re~lJlrtn 1 L3-1
13-5. INSTALLATION.
a. Clean mating surfaces of propeller, crankshaft nange and spinner bulkheads.
WARNING
Be sure that magneto is grounded before turning pro-

peller, or connecting external power.
NOTE
Ensure that nose cap is installed prior to completing

following steps.
b. Position aft spinner bulkhead between propeller and crankshaft flange.

c. ALiga propeller blade with t.c. mark on aft side of ring gear, and rotate propeller
clockwise, as viewed from the front, to first bolt hole.
d. Install forward spinner bulkhead and propeller bolts.
e, Tighten bolts evenly, then torque to 300-320 Zb.-in. or 25-26 Ib-ft.
f. Safety wire propeller mount bolts, ensuring that safety wire is around bolt heads not
over top.
g. T~gtall spinner.
1&2
Spinner
2. Screw
3. Bolt
4. Washer
5. Forward SpipnerBBllhead
6. Propeller 7
7. Bear Spinner Bulkhead
8. Crankshaft(With Ring Gear)
5 81i
-r-
1 j;\
´•1
3
Figute 13-1. PropeHer and Spinner In.stallation
13-3/(13-1 bl~nk)
NIOOEL 152 SERIES SERVICE MANUAC
SECTION 14
UTILITY SYSTEMS
Page No.
TABLE OF CONTENTS Aerofiohe/
Manual
UTILITY SYSTEMS 285/14-1 Trouble 8805852 286/14-2
Heating System 285/ 1Ci Removal, Repair and
Description 2851 1C~ Installation 286/1c2
Operation VentilatingSystem 286/14-2
Trouble Shooting 283/14-1 Description 286/14-2
Removal, Repair and 286/14-2
Installation 285/14-1 286/14-2
Defroster System 2B6/~C2 Removal, Repair and
Description 2B8/14-2 2B6~1 14-2
Operation 286/14-2
14-1. UTILITY SYSTEMS.
HEATING SYSTEM.
14-3. DESCRIPTION. The heating system is comprimd of the heat exchange section of the
exhaust muffler, a shut-off valve mounted on the right fo~Perd side of the iir~´•ll. a push-
pull control on the Instrument panel, outlets and flexible ductinp connecting tbs system.
14-4. OPERATION. Ram air is ducted through an engine baffle inlet and heat exchlnPa motion Of
the exhaust muffler, to tbe shut-o~i valve at the firewall. The heated air Rows from the ~hut-
off valve into a duct across the ah side of the firewaU where it is distributed into the cabin
The shut-off valve, operated by a pu~h-pull control m~d "CABPJ HT", located on the
mstrument panel, regulates the volume of heated air entering the system Pulling the
control full out,supplies maximum Row and pushing control in, gradually decremes near.
shutting off flow completely when the control is pushed tull in.
14-5. TROUBLE SHOOTMG. Most of the operational troublm in the heating, defrosting and
ventilating systems are caused by stiCkin~ or binding air v´•lvss and their controls.
damaged air ducting or defects in the exhaust muffler. In most cue~ valvm or controls can
be freed by proper lubrication. (Refer to Section 2 of this manual for lubrication iniormo-
tron.) Damaged broken parts must be repaired or replaced. Whm checking controls.
or
ensure valves respond freely to control movement, that they move in the correct direction.
that they move through their full range of travel and seal properly. Check that hoses me
properly secured and replace hoses that are burned frayed or crushed If fum~s are detected
m the cabin, a thorough inspection of the exhanst system should be
aooomplished Refer to
applicable paragraph in Section 11 forthicl inspection. Since my holm or cracks may permit
exhaust fumes to enter the cabin, replacement of defective parts is imperative because
fumes constitute an extreme danger. Seal any gaps in tbs shutoff valves at the firewall with
Pro-Seal #700 (Coast Pro-Seal Co.. Los Angeles, California) compound or equivalent
compound.
14-6. REMOVAL, REPAIR AND INSTAUATION. Figure 14-1 illustrates the heating. defrostrng
ventilating systems, and may be used
m a guide during removal. repair and installation of
system components. Burned. frayed or crushed boss must be replaced with new hom. cut to
tC1
length and installed in the original routing. Trim hose winding shorter than the hose to
allowclamps to be fitted, Defective air valvss must be repaired or replaced. Check for proper
operation of valves and their controls after rspair or replPcement.
14-7. DEFROSTER SYSTEM.
~4-8. DESCRIPI~ION. Ths dsfrosting system is comprissd of the duct across the att side of the
iir~P11, a dsfmster outlet, mounted on ths left side of the cowl deck, immsdiatsly aft of tbs
windshisl6 and fjariale ducting connscting the
14-9. OPERATION. Air from the duct across ths aft slds of ths firswall Rows through a flexible
duct to tbs dsfrostsr and volume of this ah is controlled by tbs
settings of the heater systsm conttol.
TROUBLE SHOOTING), Sines tbs dstrosting system depends on proper operation of the
hsating sgstsm. refer to paragraph iCS fortroubls shooting tbs heating and dsfrosting
systsms.
14-11. REMOVAL, REPAIR AND INSTALLATION, Figure 14-1 may be wed as a guide during
removel. repair end iwtallation of dsfrosting system components. Cut bodes to length and
install in ths original muting Trim how winding shorter then the hose to allow clamps to be
iitbd A dsiscflvs dsfroster outlet must bs mpaimd or replaced,
14-12. VENIlLATINO SYSTEM.
14- 13. DESCRIPTION, The ventilating system is comprised of an airscoop mounted in the inboard
leading edge of each wing, 3n adjustable ventilator mounted on each side of the cabin near
the upper corners of tbs windshisld, a fresh air scoop door mounted on the right side of the
luselags, a control lmob on ths instrumsnt panel, and flexible ducting connecting the
system.
14- 14. Air rceived fpm moops mounted in the inboard leading edges of tbs wings is
OPERATION,
ductsd to tbs djuskbk ventilators mountsdon sach sids of ths b~bia near the upper corners
of the windshisld. Forward cabin ventilation is pmvidsd by a irssb air scoop door, mounted
on tbs Fight sids of tbs fumlags, just forward of the copilot seat. The scoop door is operated
by a control in the instrumsnt pPnd marked "CABIN AIR" Fresh air from the scoop door ~s
mutsd to the duct across tbs aft sids of tbs firewall, where it is distributed into the cabin. As
Long m the "CABIN HEAT" control is,pulhed in. no heated air can enter the firewall duct;
themfom, whsn the "CABIN AfR" contFol is pulled out. only trash air from the scoop will
Sow through the duct into the cabin. As the "CABIN HT’ control is gradually pulled out.
more and moro hsatsd air will blend with thefmsh air irom the scoop and be distributed into
the cabin, Either ons, or both of tbs coatrols may be set at any position from full open to full
closed.
14-15. TROUBLE SHOOTING. Most of the operational troubles in the ventilating system are
caused by sticking or binding of the inlet scoop door or its control. Check filter element in the
inlet scoop door. The elemsnt may be rsmovsd and cleaned or replaced. Since air passing
through the tilter is emitted into the Cabin, do not use a cleaning solution which would
contaminate cabin air. Tbs tiltsr may be removed to increase air flow. However, the removal
will cause a slight incmam in noise lsvel.
14-16. REMOVAL, REPAIR AND INSTALLATION. Figure 14-1 may be used as a guide for
removal. repair and installation of ventilating system components. A defective ventilator or
scoop door must be repaired: or replaced. Check for proper operation of ventilating controls
after installation cr repair.
14-2
15878406 tbru 16864883 Ilt 16864884 A On

F16801488 tb171 a168o1683 ptbgntnna A 09 InsWrt (38) is to knob (1) ~itb
151b801~ tbrt 4168081~ 61680818 A On 8Ct300L (355 Co., 8t. Paul, Yl~a. 36101).
PAtb80339 thnt pA1580398 Lr On 8sginIiPg srlth 16865751 and A15801028,
inmar f48) b 9999tnsd by semsr (43).
1. Knob 27. spring

2. Washer 28, Arm Assembly
3. Cap 29, Ro]lPin
4. Seal 30. Clamp
5. Spacer 31. Cup rS
8. Outlet Assembly 32. Pin
16
7. Seal 33. ClampBolt
8. BulletCatch 34. Ejut 17
9. Screw 35. Cold AirInlstDoor
10. FeltWasher 36. Fuselage Skin
ii. Seal 37. AirValv~Duct t
12. Tube Assembly 38. insert
13. Elbow Assembly gg. O-Ring
i
14. Nut 40~ OutorTub~
15. Cab~n HeatControl 41. innerTube
16. Cabin Air Control 42. insert
171 Heater Valve-to- ~g, Screw
Shroud Hose
~e2
18. Defroster Nozzle
19. Clamp 814
to. Defroster Hose a 09
21. Defroster Spout 1´•13
spout Inssrt 6(41
23. Distributor Assembly
24. Deflector
25. Firewall IY ´•12
zs. Heater Valve Assembly ~51
´•It
~c40 tL,
~10
´•9 4c13
~39 ´•2
~e2
~tl
d
.st~
05
´•4a
~e38
´•1;1 03
b ´•t2
Detail A
a; 42
2 19075
43 Refer to Section 15 for Outside Air Temperature Cage

installation,
Figure 14-1. Heating Defrosting and Ventilating Systems (Shset 1 of 2)

MODEL 152 SERIESSERVICE MANUAL
NOTE
~´•:B
20
I-P-1IIIII´•Y~´•Y_
19
19
3f2t ?2 23
15
ijr/25 26
I i.
D~
36
4\ ~e
27
.F
r
B
:r(r~ a~ 28
Ijh, D8tP11 C
35
30
16
31
32
33
2 2
-Y 34
Detail O
FiguM 14-1. Heating. Deirosting and Ventilating Systems (Sheet 2 oi 2)
144
15888028 thrn 15885880 ~r On

Ilb10187~ tbru F121801908 ]C~bP01009 On
~11906118 tbrn A1280995 A1520000 L;QI
On
pA1580858 tbrn pL1280281
1 2
j
Nozzle
2. Tee
8. Clamp a
4. Elbow
5. Adaptor
6. Door
7. Fuselage Skin
8. Seal 4
9. Cabin Air Control
5 13
10. Lever
11. Cup 23
12. ValveDuct
14. DistributorDeflector 5 ´•t6

15. Fite~Rall
VPlvcSeat
It
16.
17.
is.
Shim
Spring
18 j I 9
19. Valve Plate
20. ValveBody
Roll
d´•\
22. mrAniP 1
22
23. Heat Control 9 11
´•17
,i +19
18 21
L22 020
6 7 8 10 12 11 d
~c15 I
*’s
I
Figure 14-2. Dual Defrosting System
blank)
Ib
INSr[TMENTS AND IN8TRVMENT
Page No,
TABLE OF CONTENTS Aerofiche/ Standby VscuumSyskm 2C13/15-19
Manual Description 2(=13/15-19
Trouble Shooting 2(314/15-20
INSTRUMENTS/~STRUMENT Removal 2(314/35-20
SYSTEMS 2B16/15-2 Installation
General 21116/15-2 EngineIndicators 2CL8/15-20D
InstrumentPanel 2B16/15-2 Tachometer 2C18/I5-20D
Description 2B16l15-2 Description 2C18/15129
RemovaVInstallation 2B16/15-2 OilRwsure Gage
Shock´•Moun~s 2B16/15-2 Description 2C18/15-20
Instruments 2B16115-2 Trouble Shooting 2C18/15-20D
Removal 2B16/15-2 OilTemperature Gage 2C19/15-21
Installation 21120/15-4 Description 3C19/15-21
PitotandStaticSystems 2B20/15-4 Economy Mkfure
Description 2B20/154 Indicator(EGT) 2C19115-21
Maintenance 2B20/154 Dewription-. 2C19/15121
Static System Inspection Calibration ,,,,,.,..._,,
2f319/15-21
and Leakage Test 2B20/15-4 RemovaYlnstallation 2(=20115-22
Pitot System Inspection Trouble Shooting 2C20/15-22
andlea~age Test 2B2f/15-5 Fuel Quantity Indicating
BlowingOutLines 2B2U15-5 System 2C20/15-22
Removal/Installation 2B22115-6 Description 2C20115-22
TroubleShooting 2B22/15-6 RemovaYIPstallation 3C20115-22
TrueAirspeedIndicator ~2B22/15-6 TroubleShooting
TroubleShooting 2CU15-9 Transmitter Adjustment 2C23/15-35
Trouble Shooting Stewart Warner Gage
Altimeter 2C1/15-9 Calibration 2(=23115´•25
Trouble Shooting- Vertical Rochester Gage
Speed Indicator 263/15-31 Calibration 2C23/15-25
Trouble Shooting Pitot Ilourmekr 2(324/15-26
TubeIIeater 2C4/15-12 Description 2C24/15-26
Vacuum System 2(=4/15-12 Magnetic Compass 2C24/15-26
Description 2(=4/15-12 Description 2(=24/15-26
Trouble Shooting 2(34/15-12 Accelerometer 3C24/15-26
TroubleShooting- Gyros 2(=7/15-13 Description 3C24/15-26
TroubleShooting~Pump 2C1U15-17 Stall WarningSyskm 2D3/15137
MaintenancePractices 2(=31/15-17 Description 2D3115-27
Removal of Vacuum Pump 2C12’15-18 Tura-aad-SlipIndicator 2D9/15´•2’J
MountingPadInspection 2(=12/15´•18 Description 2D3:15-27
Installation of Vacuum Trouble Shooting 2D3/15-27
Pump 2(=12/15´•38 Turn Coordinator 2DSf15-29
Cleaning 2C13115-19 Description 2D5/15-29
Low-Vacuum Warning Light 2C 13/15-19 Trouble Shooting 21)5115-29
Vacuum Relief Valve Outside Air Temperature
Adjustment 2C13/15-19 Gage 21)’15-30
Revision 1 r3-1
15-1. INSTRUMENTS AND INSTRUMENT SYSTEMS.
15-2. GENERAL. This section describes typical instllmnnt installations and their respective
operating systems. Emphasis is ljlaced on trouble shooting and corrective measures only. It
does NOT deal with specific instrument repairs since this usually requires special
equipment and data and should handed by instrument specialists. Federal Aviation
be
Regulations require malfunctioning be sent to an approved instrument

overhatll and repair station or returned to mauufactmer for servicing. Our concern here is
with preventive mni´•nt~nnaN gp various instrument systems and correction of system
faults which result in fnsbum~nt The descriptive material, maintenance and
trouble shooting informationin this s4ction Is intended to help the mecbanic determine
malfunctions and correct them up to the defective instrument itseU at which point an
instrument technician shoPld be called in. Some instruments, such as fuel quantity and oil
pressure gages, me so simple and inerpensive, repairs usually will be more costly than a
new instrument. On the other h~nd. aneroid and 2944 instruments usually are well worth
repairing The word "replaoe instrument" in the therefore, should be taken only in the
seps~ of
physical replacement in aircraft. Whether replacement is to be with a new
instrunsnt an sxch´•ngs ons, or original instrument is to be repaired must be decided on
hnnin of individual circmnstances.
15-3. PANEL.
15-4. DESCRIPTION. The i~trummt panal seamhla consists of a stationary panel and shock-
mounted ~nel. The stationary panel contains fuel and engine instruments which are NOT
sensitive to vbbrationThe panel contains major Right instruments such as
horisontaland directional gyms whicb ARE affected by vibration Most of the instruments
me on the panel backs.
155. REMOVAL AND INSTALLATION. (See figure ibi,) The stationary panel is secured to
engine strlngas and aforward fuselage bulkhead and ordinmRy is mt considered remova-
ble. The panel is secured to stationary panel with rubber sbock-mounted
assemblies. To remove panel proceed as follows:
a. Unscrew threaded buttons seeming decorative cover to panels nd remove cover.
b. Remove nuts from shoclr~mounts, tag and disconnect instrument wiring and plumb-
ing and pull panel sfniebt bac~k.
o. Reverse preceding steps for installation. Ensure ground strap is properly installed.
15-6. SHOCK-n~lOUNTS. Service life of instruments is directly related to adequate shock-

mouating of the panel. ff ~amoval of panel is necessary, check mounts f~F deterioration.
15-7. INSTRUMENTS.
159. REMOVAL. (See figure 15-1.) Most instruments are secured to the panel with screws
inserted througb panel face. To remove an remove decorative cover, disconnect
wiring or plumbing to remove mounting smews and take instruments out from
behind, orin some cases, from front of panel. Instrument clusters are installed as units and
are secured by a screw at each end. A cluster must be removed from panel to replace an
individual g~Ce. In db cases when an instrtnent is removed disconnected lines or wires
should be protected. Cap open lines and cover pressure connections on instrument to
preventthread damage and of Wire terminals should be insulated or
tied up so accidental grounding or short-circuiting.
15-2
ORIGINAL
As Received By
ATP
THRU lg78 MOI)ELS
2 3
A
5 4
7 6
8
I 12
13
14
I’,
A
11
Detail B
1. Shock Mounted Panel 6. Engine Confrols Nut
2. Rear View Mirror 7. SwitchPanel 12. Washer
3. Radio Switch Panel 8. Decorative Cover 13. ShoclrMount
4. Heating and Ventilat~on Controls 9. Stud 14. GroundStrap
5. CircuitBreaker Panel rO. Instrument Panel
FYgurs 13-1. Instrument Panel 185881 1 oi 8)

ORIGINAL
As Received By MODEL 152 SERIEG SEFtVICE MANDAL
ATP
1879 ’881811 10BIYODELB
´•LIIR~
o o
i’f
A I ~U ‘5
’geL~ YODgIs
1
88"~rrr ´•CQU
~j
jj
A O
5 ;1
7
i. Shoclt Illtounbd P´•n~l

end VentLttbn Contrcie
3. Ci~cuit Pulsl
6. Engine Control
7. Switch Penel
Figure 13-1. Typicrl Ln´•trument 83831 (8h~(t oi g)
15-3
15-9. INSTALLATION. Generally, t~smll´•tion procedure is the reverse of removal procedura

Ensure mounting screw nuts cue tightened firmly, but do not over-tighten, particularly on
instrumenk having plastic cases. The same rule applies to connecting plumbing and
wiring.
NOrr
Ah instrumenk eagw and reluking a

thread aat oa insklled ~i\Mi
kpe O ~mL’- Skhtgs a~3j.-ThL tps L available through

the Cmo´• Snpply WvidcQ
When replacing an electrical gags in an instrument cluster asssmbly, avoid bsnding pointer
or dial plak. Distortion of dial or b~k plats could change calibration of gagss.
15-10. PITOT AND STATIC SYSTEMS.
~5-11. DIESCRIPIION. (8~ ilguns Ths pitot sysbm convsys ram air pressurs to tbs airspeed
indicator. Ths ´•It~tie system vmtk vsrtical speed indicator, altimster and airspssd indicator
to atmosphsrio pmssurs through plastic tnbing conneckd to a static port.A static line sump
i´• insklled at murce button-to collsct condensation in stotic syskm. A pitot tubs beasr may
be insklled The heating elsmsnt Is controllsd by a switch at the instrument panel and
powsrod by the elsctrlcal sg~km.
t5- 12. MAINTENANCE. proper mltnknance of pitot and static system is essential for proper
operation of altimekr, vsrtical spsed and airspeed indicators. Leaks, moisture and obstruc-
tions inpitot syskm will rssnlt in falss airspeed indications, while static system meltunc-
tions will affsot of all three instrumsnk. Under instrument flight conditiona these
instrumsnt erros could bs Cleanliness and security are the principal rules for
system The pitot tubs and static pork MUST bs kept clean and unobstructed
15- r3. STATIC PRESSURE SYSTEM INSPECTION AND LEAKAGE TEST. The following proce-
dure outlines and tellltfng of stPtfe pmssura syskm assuming altimeter has been
tested and inspscted in accordance with current pederal Aviation Regulations.
a. Ensurs static sgstcbm is free from entrappsd moisture and restrictions.
b. Ensure no altsrations or deformations of airframe surface have been made w~uch
would affect the relationship between air pressurein static pressure system and true
ambient sktic air pressure for any Sight configuratton.
c. Attach a source of.suction to static pressure source opening. Figure 15-3 shows one
method ofobtaining suction.

d. Slowly apply suction until altimakr indicates a 1000-foot increase in altitude.
CAUT1OIY
When applying-or releasingsuction, do not exceed range

of vertical speed indicator or airspeed indicator.
e. Cut off suction source to mainkin a "closed" system for one minute. Leakage shall
not exceed 100 feet of altitude loss as indicated on altimeter.
i. I leakage rate is within tolerance, slowly release suction source.
MObEL S2 SERIES SERVICE MANUAL
NOrr
1l leakage mts exceeds the allowable. first

tighten all connsctio~ then rspeat leakage ket 1l
1"’4’" rate still LLl~itmum allowable. use 101-
lowing procedum.
g. Disconnect static pressure lines from airspeed indicator and vertical speed indic~-
tor. Use suitable fittings to connect lines together ´•o altimeter is the only instrument
still connected into static preseum eyetem
h. Repeat leakage test to check whether static pressure system or the bypassed
instruments me came of U instruments am at fault they must be repaired by
an "appmpriately rated rapalr station" or replaced 1l static prwaeum system is at
fault use following procedurs to locate lukgn

i. Attach a source of positive pressure to static ´•ourw opening. pigum t3´•3 shows one
method of Obt~ining positive pressure.
CAUTIOIY
Do not apply positive pressure with airspeed indicator or

vertical speed indicator connected to static pressure
system.
i. Slowly apply positive pressure until Jtimsbr indicates a 500-toot decrease in

altitude and maintain this altimeter indication while checking for leaks Coat line
connections and static source nPnge with solution of mild soap and water. watching
for bubbles to locate leaks.
k. Tighten leaking connections. Repair or replace parts found defective.
i. Reconnect airspeed. and vertical speed indicators into static pressure system and
repeat leakage test per steps thru UT.
NOTE
Air bulb with check valvss may be obtained locally from

asurgical supply company. This is the type used in
measuring blood pressure.
15-14. PITOT SYSTEM lNSPECTlON AND LEAKAGE TEST. To check pitot system for leaka
place a piece of tape over small hob in lower aft end of pitot tubs. fasten a piece of rubber or
plastic tubing over pitot tube. close opposite end of tubing and slowly roll up tube until
airspeed indicator registers in cruise range. Secure tube and after few minutes rechsck
a
airspeed indicator. Any leakage will have reduced the pmssurs in system. mstlting in a
lower airspeed indication. Slowly unroll tubing before removing it. so pressurv is reduced
gradually. Otherwise instrument may be damaged. 1l test reveals a leak in system. check all
connections for tightness
15- 15. BLOWMG OUT LINES. Although the pitot system is designed to drain down to pltot tube
opening. condensation may collect at other points in system and produce a puaal
obstruction. To clear the line, disconnect ft at airspeed indicator. Using low pressure air.
blow from indicator end of line toward the pitot tube.
CAUTION
Never blow through pitot or static lines toward the

instruments.
13-3
Like the pitot lines, static pressure lines must be kept clew and connwtione tight All
model have a static wurce sump which collects moisture and kwps system clew. However,
when nwewuy, diwonnect static 1l~ Pt iirst instrument to which it is connected then blow
line clew with ah. Chwk all static pwssure 1l~ connections for tightnws. Ii
how or how connections me wed oh´•cL ior general condition and clamps for wcuritg.
Replaw how which have mucked, hardened or show other signs oi deterioration
15- re. REMOVAL AM) INSTALLATION OF COMPONENTS. (Sw figure 15-2) To remove pitot
mut, remove four mounting wrsws on side of connector (17) and pull mwt out of connector
far enough to diwonnwt Cjitot Ilru (10. Elwtrical conn´•ctiolP´• td heater wwmbly (11
installed) may be diwonwoted through wing www opening just inboard of mwt Pftot and
static linw am Rmoved in the usual mmnby, after removingwing accew plates, lower wing
fairing strip and upholstery w required. Installation oi tubing will be simpler ii a guide wire
is drawn in w tubing is removed from wing,The tubing may be removed intact by drawing it
out through whin ´•pd right door, When replcing iittings of pitot and static pressure lines,
use anti-liw compound sparingly on male tbreade of both metal and plwtic connections.
Avoid eaww oompound which might enter lines. Tighten connections firmly, but avoid
ovsrtighUnin8 and distorting Ilittings. II twisting of plPstic tubing is encountered when
tightening iittings, VV-P-236 (VSP Petmlatum), may be applied sparingly betwwn tubing
and flttings,
NOrr
Do not ovsrtighten screws (6) and do not lubricate Mg

puta
Us, spawrs (16)88 required for adequate friction on ring

wwmbly (81.
la~17. TROUBLE 8HOOTINO--PITOT STATIC SYSTEM.
LOW OR SLUOOISH AIEb Pftot tube obstructed, leak Test pitot tube and line for
SPEED INDICATION. (Nor- or obstruction in pitot line, leaks or obstructions. Blow
mPI altimster and vortical out tube and line repair
speed) or replace damaged line.
INCORRECT’ OR SLUOOISH Leaks or obstruction in Test line for leaks and ob-
RESPONSE. (AU thrw static line. structions. Repair or replace
instruments.) line, blow out obstructed Line.
15- 18. TRUE ADRSPEED INDICATOR. A true airspeed indicator may be instp3led. This indicator.
equipped with a conversionring, may be rotated until pressure altitude is aligned with
outside air temperature, thenairspwd indicated on the instrument is mad w true airspwd
on the adjustable ring. Refer to figure ~512 for removal and installation. Upon installation.
before tightening mounting screws (8), calibrate instrument ps iollow~ Rotate ring(8) until
iOSK on-the adjustable ring aligns with 10SK on indicator. Holding this setting move
retainer (7) until 86"8 aligns with sero pressure altitude, then tighten mounting screws (8)
and replace decorative cover (5).
~3g
MODEL 152 SERIES SERVICE MAFIUAL
+18
1~
A
B C
4 11
Detail A 10
9
6id
TRUE AIRSPEED
INSTALLATTOfJ
TBRU IbeBeObB, Ai381091,

Fraeolsas. ~ur,
It BECIIRQeJQ 152281152,
5152111252 ~LND
i. StaticLiae 7. Retainer 12. Oertioai Sp´•sd Indiator

2. Static Sump 8. True Airspeed Ring Pilot Wru
3. Flange 9. instrument Panel Is. Reeler Element
4. Static Port Washer r0, Spacer re. Meet Bodp
5. Cover 11. AirspeedIodicator 17. Con~PPlcbr
6. Mounting Scre~P 12. Altimeter te. Static Sump
Figure 15-2. Pitot-Static Sy31sma (Sheet 1 oi 2)
1S-f
12 11
13
Iq
D~uil 8
14
16
15
HEAT%D PTTOT
Detail C
FiguFe 15-2. Pitot-Static Systems (Sheet 2 oi 2)
15-8
MODEL 152 SERIEs SEFIVICE MANUAL
15-is. TROUBLE SHOOTINO~-AIRSPEED INDICATOR
TROUBLE PROBABLE GAUGE REMEDY
HAND FAILS TO RESPOND. Pitot preeeure connection Teet line and connection for
not properly connected to Ieaka Rspair or replace dam-
pressure line from pftot aged Iln~. tighten connections.

tube.
Pitot or static lines clogged, Check line for obetructione.

Blo~r out linea
INCORRECT INDICATION L~eak in pitot or static lines. Test lines and connections
OR HAND OSCILLATES. for Repair or replace
rllmlbu~ linea tighten COLI-
Defective mechanism or Substitute Imo~n good i8di-

leaking diaphragm. cator and check reading. Re-
place rpstrument
HAND VIBRATES. Excessive vibration. Check panel shock mounts

Replaos defective chock
mounts.
Excessive tubing vibration. Check clamps and line con-

nections for security. Tighten
clamps and re
place tuMng ´•rith hose.
15-20. TROUBLE SHOOTING- -ALTIMETER.
INSTRUMENT FAILS TO Static line plugged Check hm for obstructions.

OPERATE. BLo~ out linea
Defective mechanism. Substitute ~ti-

meter and check reading.
Replace instrument
INCORRECT INDICATION. Hands not carefully set. Reset bands aith Imob.
Leaking di´•ph~gm. Substitute bao~m-good ´•3ti-

meter and check reading.
Replace inetrument
Pointers out of calibration. Compare reading ´•rtth Imoffn-

good aitimeter. Replace
instrument
13-9
PRESSURE
THICK-WALLED
PRESSURE BLEEDIOFF
SURGICAL
HOgE~7, r
SCREW (CL0SED)
AIR BULB
WITH CHECK
VALVES
CLAMP
CLAMP
CI~ECK VALVE
THICK-WALLED
SURGICAL HOSE
CHECK VALVE
f
SUCTION
TO APPLY SUCTION:
1. Squeens ah bulb to erpsl as much air m possible.
P Hold snotlmt hoee firmly static pressure source opening
3. Slowly rsleaee ah bulb to obtain dssired suction. thbn pinch hose shut tightly to trap
suction in system.
4. After leaktes, release suction slowly by intermittently allowing a small amount oi airto
then
enter statiosystem To do this, tilt end of suction how away from opening
immediately tilt ft back against opening Wait until vertical speed indicator approachss
sero, then repeat Continue to namit this small amount of air intermittently until all
sucUon is released then remove tsst equipment
TO APPLY PRESSURE:
CAUTION
Do not apply positive pressure with airspeed indicator or

vertical speed indicator connected into static sgstcl~.
i. Hold pressure how firmly against static pressure source opening.
a. Slowly squeeae ah bulb toapply desired pressure to static system. Desired pressure
may be maintained by repeatedly squeezing bulb to replace any air escaping through
leaks.
3. Release pressure by sl~wly opening pressure bleed-off screw. then remove test equip-
ment.
Figure 15-3. Static Test Equipment
15-10
MODEL 52 SERIES SERVICE MA1UUAL
15-20. TROUBLE SHOOTING ALTIMETER.
HAND OSCILLATES. Static pressure irregular. Check lines for obstruction

or Isaks. Blow oat linea
tighten connectiona
Leak in airspeed or vertical Check other instrPments and

speed indicator installations, 89tt~I1 pltZP~biPg for leakk
Blow out lines, tighten con-
necttons.
15-21. TROUBLcE SHOOTING--VERTICAL SPEED INDICATOR
INSTRUMENT FAILS TO Static line plugged Check line for obshuctions.

OPERATE. Blow out Ifnw.
Static line broken. Check Line for con,
nections for securitg. Re-

pair or replace line.
tighten connections.
INCORRECT INDICATION. Partially plugged static line. Check line for ob~uctianr.
Blow out lines.
Ruphtred diaphrsgm. Sobstftute ~3onn-gPod indi-

cator and check reading.
Replace iasb~bpmsnt
Pointer off ~ero. Reset pointer to serp.
POINTER OSCILLATES. Partially plugged static line. Check line for cbstrpctions.
Blow out
Test lines end connections

far leak. Repair or re-
place AuP~pad lines,

tighten connectiona
Leakin instrument case. Substttpte ]mon-~ood indi-

cator and check
Replace in~tnunant.
13-11
MODEt 162 SERIES SERVICE MANUAL
15-21. TROUBLE SPEED INDICATOR (Cont).
HAND VIBRATES. Excessive vibration. Check shook mounts. Replace

defective shock mounts.
Defective diaphragm. Substitute Imown-good indi-

cator Pnd check for vibration
Replace instnmen+
15-22. TROUBLE SHOOTINOIIPfTOT TUBE HEATER
TUBE DOE8:NOT HEAT Switch tuiped "OFF." Turn switch "ON."

OR CLEAR ICE.
Open circuit breaker. Reset circuit breaker.
Break in wiring Test for open circuit.

Repair wiring
Heating element burned out. Check resistance of heating

elem~nt.Rsplacs element.
15-23. VACUUM SYSTEM,
15-24. DESCRIPTION. Suction to operate the gyms is provided by a drg-type engine-driven

vacuum pump, through a spline-type coupling. A suction relief valve, to control
system presmve, is connected between the pump inlet and the instruments. In tbs cabin the
vacuum line is routelhrom gym icstruments to the relief valve atths ~irewall, A throw away
type central air Biter is utiliseaL The unit is irlstnll~d with one bolt for quick change
capability. The Of the sUctlon gage indicates net difference in suction before and
after air passes through a gym. This rlifferential pressure will gradually decrease as the
central air filter becomes dirty, cansing a lower reading on the suction gage.
NOTE
The Airborne Vacuum System Test Kit, Part No. 343, is

available hem Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. The kit comes with regulators,
ejectors, gages, Rtting~, and instructions to help field
maintenance personnel pinpoint vacuum system malfunc-
tions.
15-12 Revision 1
MODEL 1St 3ERIE5 SERVICE MANUAL
15-25. TROUBLE SHOOTING VACUUM SYSTEM (Cont).
HIGH SUCTION GAGE Gyros function normally- Check screen, then valve.
READINGS. relief valve screen clogged, Compare gage readings with
reiiefvalve malfunction. new gage. Clean screen; reset
valve. Replace gage.
NORMAL SUCTION GAGE Instrument air filters Check filter. Replace ii
READING, SLUGGISH OR clogged, required.
ERRATIC GYRO
RESPONSE
ONE OR MORE GYROS Defective gyro or clogged air Replace gyro, air filter, or hoses.
WILL NOT OPERATE. f~iters or hoaea. Clear plugged substances from
air filter or hose.
FREQUENT VACUUM Incorrect pump for Replace with correct pump.

PUMP REPLACEMENT. tion. Kinked or Remove line, hose, or fitter
higged line, hoae, or filter, obstruction. Reset vacuum
acuum preaaure miseet~ preasure or deice control valve.
Deice control malfunction.
Defective gyro or clogged air
filters or hoses.
NO VACUUM. Defective pump or auction Replace pump or auction gage.

gage. Stuck rerief valve. Adjust or replace relief valve.
Plugged hose or line. Imcate and remove plugged
aubstance from hose or line.
LOW SUCTION GAGE Leaks or restriction between Check lines for leaks,
READINGS. instruments and relief valve, disconnect, and teat pump.
relief valve out of Repair or replace lines, adjust
adjustment, defective pump, or replace lines, adjust, or
replace relief valve, repair or

replace pump.
Central air filter dirty. Check f~lter. Replace if
required.
SUCTION GAGE Defective gage or sticking Check suction with test gage.
FL UCTUATES. reliefvalve. Panel or Replace gage. Clean aticking
plumbing vibration. va~ve wi~h‘Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve. Eliminate vibration.
GYRO GAGE FOLLOWS Blocked relief vulve seat Remove adjustment screw on
ENGINE RPM. area.Defective relief valve. relief valve and use clean shop
air to blow seat area off.
Reudjust andlor replace relief
valve.
Hevidion 1 lfi-12.4’(15-1~B bll~nki

15-25. TROUBLE SHOOTING VACUUM SYSTEM. (CONT.)
PROBABLE CAUSE REMEDY

TROUBLE
LOW SUCTION OAOE Leaks reatriotfon

or Check lime for 16´•kl. dfe-
READINGS. inetruments mM mhM valve. connect ´•od teet punp,
relief valve out of dfuet Repair or replace 1~
ment, defective pump, adfuet or replace relief valve.
repair or replace pon~p,
Central air filter dirtg. Check filtm. Replace

~irsqoirrb
SUCTION OAOE Defective gage or eticldng Check ewtirm ~tb mm Saga

FLUCTUATES. relief valve. Replace QICF´• Clean etickdPg
valve vrith 8to~tdud ´•o~
Blo~ drg and teet Ifvalve
etieke after E14L"i"P. fb
place valve.
15-26. TROUBLE
TROUBLE PROBASI~ CAUSE REMEDY
HORIZON BAR FAILS TO Central filter dirty. C?hYa illt´•r, Replace

RESPOND.. ifrequire6
Suction mBM valve improf~ AdfP´•t or replace mld

srly dfuetd valve.
Faultg suction gags. Substitute ~EPO´•m-e30d auction

gage and check ggro reeponae.
Replace suction gage
Vacuum pump failure. Check pump. Replace pump.
Vacuum line Mnkad Of Check lines for rl~m’" and

lealdng Repair or replace d´•m-
aged lines. tighten connectione.
HORIZON BAR DOES NOT Defective m~cb´•Piom. Substitute ggro

SETTLE. and check indication
Replace inetrumenr
Insut~icient vacuum
leaking gyro.
or
O~ horizon
Tape seal gyro case.
I
Excessive vibration. Check panel shock-mounts.
Replace defective shock-
mounts.
1 15-13
15-25. TROUBLE SHOOTING--C3YROS. (Cont).
HORIZON BAR OSCIG Central filter dirty. Check filter. Replace

LATES OR VIBRATES ifrequired
EXCESSIVELY.
Suction relief valve im- Adjust or replace relief
properly adjusted, valve.
Faulty suction gage. Substitute Imown-good

suction gage and check ggro
iPdication.Replace suction
gage.
Defective meohspism. Substitute Imowa-good syro

and check indication.
Replace instrument.
Excessive vibration. Check panel shock-mounts.

Replace defiijctive shock-
mounts.
EXCESSIVE DRIFT IN Central air filter dirty. Check Biter. Replace

E~THER DIRECTION.
Low varmum. relief valve Adjust or replace relief

improperly adjusted. valve.
Faulty suction gage. Substitute Imown-good

suction gage and check gyro
indication. Replace suction
gage.
Vacuum pump failure. Check pump. Replace pump.
Vacuurn line kinked or Check lines fordamage and

leaking. leaks.
Repair replace
or
damaged lines, tighten

connections.
DIAL SPINS IN ONE Operating limits have been Replace instrument.

DIRECTION CONTINU- exceeded.
OUSLY.
Defective mechanism. Substitute known-good ggro

and check indication. Re-
place instrument.
15-14
A
3
ii o
A~
jq
10’
B
P6
i
~3
8
10 9 13
fs\ Detail A
/1 15
12 14
nnzv Is%o MODELS
Dst~ B
r. Socs~ 6. Directioual Gyro rl. Washer
2. Filter Bracket 7. SuctfonGage 12. Nut
3. Filter 8. Relief Valve 13. Hoee(To Pump)

Bolt 9. Adjus~nent Scrs~R 14. Overboud Lice
5. Opro HJrfson 10. Firewall 15. V´•cuumPump
Figure 154. Vacuum Spst~m (Sheet 1 oi 2)
13- IS
2 ~P 6
I I
10 3
20~---
BEGINNING WITB
‘I A1591097,
F15201932 AND FA1520380
11
12
s 5~
10
1C
14
BEGINNING WITH
1983 MODELS
6
16
i. 90r8~a to. Flreasll
15 2. PLIIL´•r Brwket ~uh´•r
i
13 12. Nut
3. Filter
Bolt 13. Hose (19 Pump)
5. GIro aoriaon Owrboud Liner
3. Dirwtlonal OpFo 13. Vwuum Pump
\.5
7. Suction GaLo 18. oaouum Svitch
3. 17. Ina-Vwuum Lighb
9. Ad)tutment 90re~ 18. Tuk
19. Bow
+TBRn 13283833, A~szlOeo. 20. Cooer
P13201928, AND FA1320382.
~jC 15285839, Ai~210el.
BEGINNING wrrH 1981 MODELS F13201929, AND FAi3e0983 e ON.
Figure 15-1. Vacuum System (Shwt 2 oi 2)
t3´•tB
15-n. TROUBLE SHOOTING--VACUUM PUMP.
OIL IN DISCHARGE. Damaged engine drive mai. RepIace g~Let.
HIGH SUCTION. Suction relief valve filter ChecL Biter for ohetructione.
Clean or replace Biter.
LOW SUCTION. Relief valve 11HHng. Replam relief valve.
Vacuum pump failure. Subetitute knovm-eood pump

and chscl pump
Replam vacuum pump.
LOW PRESSURE. Safety valve leaking Replam ufety valve.

Vacuum pump failure. Subetftute imovrn-good
pump
and check pump premure.
Replace vacuum pump.
ra-se. PRLSCL1CES.
NOTE
When replacing a vacuun oo~pop´•nt, eneum 31

oonneOtione am nude mrmOtiy 00 amid to gym
~slan. When a component t mp off and L6´•P-
tliZ´• ah open Inee, ~v and fittinge to r~. w dht flea
and to enenm PLOpI mhYCgetbu
Upon oomponent ~pLoaPrat, aU hoem mufhdb
to he eom they am olm and Bm d d´•bab, aQ, mimnL
oollapmd inner hmm, and edanal B´•pta dk
hard, ormked, or brlt~ home, p´•tteulriy ~ma pnmp
inlet, to avoid mdhl~ pump dlm~. ~p vmunm pump,
hem ciearanm L ~Slht, nlnp~ it 0o
reinetaii hmm, apply a light dim d p´•bo~nn Qo the itt~
t~Lag. lnetali hmm by puehing them ~ht ap, ud do
not riggle home from aide to 030 u thie ooulb as--
PVtlclm to he mt b9xn of hge, ´•YOII1Pf pe´•LieLm

to mtm eyetmo.
CAUTK)N
Do not ue bllon tape, pipe dope, or thmad iukimnte of

my type on fitting thrmde, and avoid of
mnnmtione. Ah flltere in vmPum eyedem mnet he
changed vohen pump. Ialrus to do m
inetailing a nevr
aN1 void pump nmnntg. DO NOT CONNEC~ d PUMP
BACgWARDg. Since the chmk ~f´•s prPvidm
no pnssure relief, the pump alll he dmtroyed rlthin a
matter of mconde after etarting the engine.
13 17
MODEL 151! SER,IES S~RVICE MANUAL
ts-gdk OI V~CVOY PVbLP.

n Remove upper engine oc~Pg in soecdnnoe ~ith mooedurm in S~otton 11.
b. M´•ocmn~ osp oil end identlPI hoee on inlet dde oi veeunm pump.
o. ldentiiy eud dieemmeot hoee on onlet side oi vsenmn pump.
6 Bomaqe pptl~ hDh~Ub´•1CI, end iistsmehme mooring veouum pump to mtgine.
o Baaon vnenmst pnmp bom monnting etnde an engine,
i. Remove dhm pnmp end nS´•in:ii it L renmhie.
NOTO
M#ud eny tsrietd iittinge op´• nnte vrith rounded oar-
nnrz
IbeaB. NDUNpDeg PID waeEcmDe.

Chullr maa(Ctbn g~ th´• ~ND 20000 pd ~1. 1l the mel ehovm my eigne oi oil
n
IsP~
ege, rrpt# the rll- Repieee mel ii there L uy doubt u to its mrrioeebihty.
13-28Ci INBT~UlfbT1ON Ob V~CrrmY rm~OP.

r
Bdorei~t´•lltng s nevr ´•umum pamp, mugs ´•1l hnee in system to remove oerbon
pu~hlw opt other pump oomponente thet msy hsve bean deposited in hnes by ptevi-
om pomp.
NOrr
Bsiors ineteihng veouum pump on engine, ensure thot

m~tlnP eurisom ere al~n (LPd free Oi my old geeket ~LO-
teriei.
b. Cmuolt the eppheehie’perte r?,c~ns, the PPmP vendor’s ´•PPllretion list, or the PMA
kki oa th´• pemp bor to ~iil thet the pump is the oorrclot model ior the engine
mtbm eyetem
o. Podthn veornm Irmnp in e )~-prokobd vim, alth drive domvud.
CAUtlON
pomp hoPdPI should be pleood direatly in e vise,

never
einoe eeroee housing

eenter aiU oens Pn tPbr-
usl ieiiure d oerbon rotor. Proteot pump mounting
iienge ~tth ´•oit metal m rood. NEVER tnet´•ll e veouum
pamp th´•t hee been dropped.
NOrr
Do not me teiion tepe, PIP6 dope, or thrsd lubrioents oi

my type, sud evoid o´•i~T´•tlghtsning oi oonneotione.
d. IneLsLI elbovr in pnmp; h´•pd-tlghkn only.
NOrr
Use only Il,bor arrench to tighten iltttngs to deait~d posi-

tion. Do not nuts more thee one end one hlJi (1-1/2)
turnr.beyond h´•nd-tighbn paatlon.
iS-le
e. Position mounting pad gasket on mounting studs on engine.

new
f. Positionvacuum pump on mounting studs.
g. Secure pump to engine with flat washers, new lockwashers, and nuts.
CAUTION
Always replace all lockwashers with new one when install-

all four mounting nuts
ing anew vacuum
(4) to 50 to 70 pound- pumEE~f:ighten
h. Connect bose to inlet side of vacuum pump.
NOTE
When installing hoses, do not wiggle from side to side. This

practice can cause particles to bd cut from inside hose that
could damage pump.
i. Install upper engine cowlilrg in accordance with procedures in Section I i.
15-28D. oLnaNWo. In ga~l 101 Iseeenre, err mmm- -Irl elr ´•bOPld b´• ~d in ~0-
p9m systen omnponenta Bnotion reiisf valve should he waahed with Stoddard ´•d~at. then
dried ah bk´•t.
CAUtlON
Never apply eompreseed ah to lines cff eompmmnts iP´•til-

Isd in sironit. Tbe yr ~ul will
Ennw. 1l an obetreeted ffPI b to he bbm orrc, di´•ggplp´•gC

at both ends and Now fmmn inetrement out
15-283. W~CLRNINO IdMFT. A red warning light t an the fn- 1

strmnent Tbs
bgbt L amtrolled
by switeh mounted on the bsoh of the gym
a vaeuppl
borfton. Tbs ewitob ann~ytl am normally nl--d. The Il9ht may be oh#bd by turning ON
the master sait~h. With the engine running the light shonld iIlnminate when the vaomnn
drops below 9 f .b pig,
15-29. VBCU196 RELIEF VALVE A mQtjOP gage reading of s.3 of rnereuryl
is desirable for Wm instruments. aowever, a range of c’B to b.a inebm of mmmPry is ao-
RpN an gronnd
csptable. To adjust relief valve, renove oentral ah Abm, ran engine to ´•1900
and adj~ut rsliaf valve to ~,8 ~.1 of msroury.
CAUTION
Do not euwsd marimnm engine temperature.
Be sure filter element is clean before installing. R ~dfng drops noticeably, install new ~ta
element.
S~LNIIBY V~LCU[IM BP~TEllk

I
15-90.
15-30A. DESCRIPTION. A standby vacuum system may be installed in the airplane. The system oond
sists of a vacuum pump, driven by an electric motor, mounted on the aft side of the firewall
and associated hoses. One hose is the vacnum pnmp vent hose and the other connects ro a
mnnifn~d with the engine driven vacuum pmnp, just prior to the system relief valve. A tare
position circuit breaker switch. mounted adfaaent to the cabin air control on the instrYmtnt
panel, controls and protect the system.
Kt´•visiun 1 15-19
1 15-3011. TROUBLE SHOOTING STANDBY VACUUM SYSTEM.
TROUBLE CBUSE REMEDY
NO SO%llON GBCIE Ci~uit brealsr switch Reset cirortit breaLer switch.

REBDJ[NC. ha opsped, 1l switch reopens, oheoL wire
from switch to bus bar for
short. IZs~ir or replace wire.
Ieleotlve motor. CheoL voltage input wire

and gronnd wire. Repair or
laplaoe wirm,
Defeetive pump. Chsok pPmp operation Rspls~

P~MP.
LOW SIJlTION GBQE Isae ar reatriotion Cbe0k blllll and oonneotions

REbDINC. betwesn pmmp and for luks and ohstruotions.
suotion gage, kut´•ll new ellmm at connsotion,
ohm or repl_ooe hows.
Ibliad valve not aatrt´•t rali41 valve.

properly adjpsted
Ddeotive pump. Cheek gPmp. Repkce pump.
Central ah Biter Repiaoe oentcal air filter.

dirty.
I 15-30C. REMOVBL. (See figure ta-UL.)

a nelww olaem swurfPg howe (Irr) PPI~ (13j to PPmP (1J)´•
b. Cop hosss (12), (19) anl pump fittings (141 so curt enter system.
c. Mnu* sure CirCUit brea)ter svritoh (1) and battery s1RitCh me off.
d. Disonrest motor voltage input wire 819) and ground wire (21).
a. Remove safety from bolts (9).
f. Support pump and motor assembly and remove bolts (9).
g. 1l pi~mp is to be removed hrnn motor, remove nuts (18) and washers (17).
I 15-30D. INSTAUATION. (See figure 15-4A.)

a. If removed, install pump (15) on motor (13) drive studs and install washers (17) and
nuts (16).
b. Position pump and motor assembly up against bracket (22) and install bolts (9).
c. Safety-Hnre bolts(9).
d. Connect motor voltage input wire (19) and ground wire (21).
e. iSee figure 15-411.) For improved wire security, install ties (4) (6) around motor(5),
nipples (3), and motor wires (3), pull red motor lead tight, and seal grommet (7) with
RTV sealer.
f. Remove caps from hoses (12), (13), and fittings (14) then install hoses and clamps.
g. Turn on battery switch and close circuit breaker(l), then check suction gage to see
that system is operating properly. Then turn off switches.
15-20 ilevisioo 1
a Ig
C*’
\L .~´•´•:t
~h
J
3FI
ii
Detail A ~2
i. Circuit B~r Z~atch

2. Instnunsnt P~ncsl
Figure ld-4A. Standbg Vacuum ~Jyrtcun Irut´•ll´•tton (9heet 1 o~
i 3´•WJA
3 ,s 7
4 5
9 ii 12
10 13
~5 24
23
21 j
9/
i
.22 20 i
3. Hcm
J. Flrcnr31
s. Har
a. R~Ud V´•l´•r
7. Nom (12 O~jFo Horl#n)
a. ao# (12 DrrcttoualOyro)
2. polt
11.10. NutWlrahrr le
12.
Vent Hoas
PYttLper
is. Vacuum Pump
re. Nut
17. waaaer DetailB
la
ie. Motor
re. Volta2a Input WLra
20. PYttLPg
21. OmundWlrs
If
16 15
22. Bnckst
22. Ho#
2~.
22. Vacuum Pump (Slandord)
Figure tllL~A. Standby Vacuum Syat4m IuatalIatiou (Shest 2 oi 2)
la-eoll
1 2
6
a6\
i. Filter
2. GeclrlH,x
9. Red Motor Wire
4. 5-2209-5 Tie
5. Moler
6. 5-2409-1 Tie
7. Grumruet
Nipple
Fib~rt´• 15-´•lt~. YLandl,y V~cuum Yump Motor Wire Srcurity
Revision 1 15-20C
15-31. ENGINE INDICATORS.
15-32. TACHOMETER.
15-33. DESCRIPTION. Tbe tachometer is 8 mechanical indicator driven st hatf cranlrrheft speed
by 8 fledble ihiit. Most taobometer difficulties will be found in the drive-shaft. To function
properly, the shaft housing must be frm of Mnkn, dents and sharp bends. Them should be no
bend on a radius shorter thin 610 inches and PO bend within thrst,inches of e3ther terminal. If
a tachometer is POi´•3 Or pointer oscillates, check cable housing for ~ialrm,
sharp bends and
damage, Disconnmt cable at tachometer and pull it out of housing. Check cable for warn
60010, breaks and Idnlm,
NOrr
Before replacing a tachometer cable in housing, coat

lower twO thirds with AC Type sT~810 spmdometer cable
greme 01 Lubriplate No. 110, Insert cable in housing as
for as possible, then slowly rotate to make sure it is
seated in the engine fitting. Insert cable in tacbometer,
making sure it is mated in drive shaft tben haud tighten
shah nut, then torque 1/4 turn
15-34. OIL PRESSURE GAGE,
15-35. DESCIUPTION. On some airplanes, a Bourbon tube-type oil pressurt- ga~e is instullad.
This
I
is direct´•reading instrument, operated by a pressure pickup line c´•ohnected to the engine
a
main oil gallery. ~fhe oil pressure fine from the Instrument to the engine should be filled with
kerosene, especially during cold weather operation, 1;4 obtain immediate oil indiratiun. Elec´•-
trically actuated gages are installed on some airplanes which utilize a pressure sending bulb.
15-30. TROUBLE SIIOOTING 01l, GAGE (DIRECT READING,
GAGE DOES NOT Pressure line clogged. Check line for obstructions.
REGISTER. Clmn line.
Pressure line broken. Cheek line for leaks and

Repair or replace
damaged line.
Fractured Bourdon tube. Replace instrument.
Gage pointer loose on staff. Replace instrument.
Damaged gage movement. Replace instrument
GAGE POINTER FAILS Foreign matter in line. Check line for obstructions
TO RETURN TO ZERO. Clean Line.
Foreign matter in Bourdon Replace instntment.

tube.
Bourdon tube stretched. Replace instrument.
15-20D Revision 1
MODEL 152 SERIES SERVICE MANtlAL
15-36. TROUBLE SHOOTING (CO~T.)
GAGE DOES NOT REGIS- Faulty Replace instrument

TER PROPERLY.
GAGE HAS ERRATIC Worn or bent mwement Replace instrument

OPERATION.
Foreign matter in Bourdon Rspiaoe instrument
tubs.
Dirty or corroded mo~- Replaoe instrmnsnt

ment
Painter bent and rubbing on Replace instrument

dial. dial rnor or glaa#
Leak in pressnre line. ChsoL Um for leaks and

Alm~a_ Repair or
place Uru.
15-37. OIL TEMPERATURE GAGE.
15-38. DESCRIPTION.The oil temperature gage is an elec~trically operated indicator mounted in the
instrument cluster with the oil pressure gage. One electricallead is muted from the indicator
to the sending unit installed in the engine.The other lead supplies power from the bus bar to
the indicator. Refer to Table 1 on page 15-25 when trouble shooting the oil temperature gage. I
15-38A. ECONOMY MDCIURE INDICATOR CEGT) (BEGINNING WITH l879 MOD~LS,)
15-3811. DESCRIPLTON. The economy mixture iridicator is an exhaust gas temperatme ~EGT)
sensing detrtcs which is used to aid the pilot in selecting tbs most desirable fuel-air mixnue
for cruising Right pt ism than 73~ power. gas tsmperaturs ratio
of fuel-to~air mixture enteringthe engine cylinders. Refer to the Pilot’s OPsrating ~f´•PdbOQk
for operating procedure of the system.
15-38C. CALIBRATION. A potentiometer adjustment scmw is behind tbs plastic cap at the
back of the instrument for ct~btation. This dfustment is \usb to position tbs pointer o~sr
the reference increment Rm (4/5 of scale) Pt peak EGT. Establish fliebt below 10000h
altitude with the thrc~ttli, control edvcmosd to 75Sb of hrll throttle. then camfnlly lean the
mixture to peak EGT. After the pointer has peaked using the adfustment scmw. poaition
pointer over reference inorsment Ib4 (4/b scale).
NOrr
This setting will clslectiva temperature iPdica-

pro~ide
tions for normal cruise power settings within range of the
instrument.
Turning the clockwise increases the meter

screw and counterc1ockWise decreaaes
the meter reading. a stop in each direction and damage can occur if too much torque
Them is
is applied against stops. Approximately 6000F total adjustment is provided. The djustable
pointer on the face of the instrument is 8 refercbnce pointer only.
Revision i 15-21
15-38D. REMOVAL AND INSTALLATION, (See figure 154A.)

a. Indicator.
i. Remove instrument panel decorative covet.
2. Disconnect EGT indicator leads,
3. Remove screws, nuts and washers securing indicator and remove indicator.
4. To install reverse the preceding stops,
b. Probe.
1. Disconnectprobe leads,
2. Remove cLnrn and probe assembly.
3. When installing probe, tinhten clamp to 30-35 Ib-in.
4. Coil or fold excess lead and tie in a covenient out of the way location.
GAGE INOPERATIVE Defective gage, probe or Repair or replace defective

circuit pr~´•
INCORRECT READING Indicator needs calibrating Calibrate indicator in accord-

ance with paragraph 15-38C.
FLUCTUATING READING Loose, h´•ayed or broken Tighten connection and

lead, permitting alternate repair or replace defec-
make and break of circuit. tive leads.
15-39. FUEL QUANTITY INDICATING SYSTEM,
15-40. DESCRIPI~ION. The ma~netic type fuel quantity indicators are used in conjunction with a
no‘at-opsra~ed variable-resistance transmitter in each fuel tank The full position of neat
Prodnc6s a minimam resistance through transmitt~r. permitting mnrimum current now
through the fuel quantity indicator and maximum pointer deflection As fuel level is
lowered, resistance in the tranwnltter is increased, producing a decreased current flow
through fuel quantity indicator and a s~nalleF pointer denectoo.
15-41. REMOVAL AND INSTALLATION OF FUEL QUANTITY TRANSMITTER.

a. Drain fuel from taPk. (ObserPe precautions in Section 1Z)
b. Remove access plate above fuel tank for access to transmitter.
c. Disconnect electrical lead and ground strap from transmitter.
d. Remove screws attaching transmitter and carefully work transmitter from tank. DO
NOT BEND FLOAT ARM.
e. rastall transmitter by reversing preceding steps, using new gaskets around opening
in fuel task and under screw heads. Be sure to righten screws evenly.
f. Se~ice fuel tankw. Check for leaks and correct quantity indication.
NOTE
Ensure transmitter is properly grounded in accordance

with Section 12.
15-22
~II
r.p:
Detail A
e 7
s
t
3
II i. Robs
2. P´•nelCover
3. Scrsa
jl 4. Instrumant Panel
5. indicator
6. Loclnsaeher
7. Nut
15-4A. Economy Mixture Indiclting Sgatem E.G.T
15123
FAILURE TO INDICATE. No power to indicator or Check fuse and inspect for

transmitter (Pointer stave open Ci~FUit. Replace ~we.
below E.) repair or replace defective
Grounded wire. (Pointer Check for partial ground be-

stays above F,) tween transmitter and gags.
Repair or replace defective
Low voltage. Check voltage at indicator.

Correct voltage.
Defective indicator Substitute lmown-good F~di-

cator. Replace indicator.
OFF CALIBRATION. Defective indicator. Substitute known-good trans-

mitter. Recalibrate or replace.
Low or high voltage, Check voltage at indicator.

Correct voltage.
STICKY OR SLUGGISH Defective indicator. Substitute known-good indi-

INDICATOR OPERATION. Replace indicator.
.cater.
Low voltage. Check voltage at indicator.

Correct voltage.
ERRATIC READINGS. Loose or broken wiring on Inspect circuit wirmg. Repair

indicator or transmitter. or replace defective wire.
Defective indicator or trans- Substitute known-good com-
mitter. ponent. Replace indicator or
transmitter.
Defective master switch. Replace switch.
13-21´•
15-43. TRANSMI?TER ADJUSTMENT.
WARNING
Using the following fuel

transmitter calibration proce-
dure components other than the originally installed
on
(Stewart Warner) components will result in a faulty
fuel quantity reading.
15-43A. STEWART WARNER GAGE TRANSMITTER CALIBRATION, Chances of transmitter

calibration changing in normal service is remote; however, it is possible that float arm or neat arm
stops may become bent if transmitter is removed from calibration is obtained by
adjusting float travel, Float travel is limited by float arm stops.
WARNING
Use extreme caution while worlring with electrical com-

ponents of the fuel system. The possibility of electrical
sparks around an "empty" fuel cell creates a hazardous
situation and could potentially cause an explosion. 1
Before attach electrical wires and place master switch in "ON" position. Al-
installing transmitter,
low float arm against lower float arm stop and read indicator. The pointer should be otl E
to rest
(empty) position. Adjust the neat arm against lower stop so pointer indicator is on E. Raise float un-
til arm is against upper stop and adjust upper stop to permit indicator pointer to be on F (full). In-
stall transmitter in accordance withparagraph 15-41.
15-43B. ROCHESTER GAGE TRANSMIITER. Do not attempt to adjust neat arm or stop. No ad-
justment is allowed,
Table 1
NOTE
Select the oil temperature sending unit part number

that is used in your aircraft from the left column and
the temperature from the column headings. Read the
ohms va’lue under the appropriate temperature column.
Part Number Tgpe 72’F 12~F Iss’F 221~P 250T
51630-1 Oil Temp
51630-3 OilTemp mac 521
51630-4 Oil Temp g30~ 521
51650-5 Oil Temp
52335-1 Oil Temp 990.0 3CO
Ravision 1 15-25
154~ IIOURMETER.
1545. DESCRIPTION. The hourmeter is electrically operated instrument and is actuated by a
pressure switch in the oil pressure gage line. Eleotrical power is supplied through 8 one-
amp fuse from’the electrical clock circuit aud therefore, will operate independent of the
master stRitch
NOTE
’When irurLalllng the hourmeter, the positive (red) wire

must be connected to the white terminal Connecting
wires inc30rrectly will the meter.
1546. MAGNETIC COMPASG. (666 figure 156A,)
1347. The magnetic is with expsndon prwidans to a~npan-

mts fm tempsratnre ah~sw, It isetlippd with compsmating mamt of mm, The compsss
is Il&bbd ccntrollsd by the lights rhecstat. No L reanired an
the OOmLPYI excspt for a ahHa on a OQI~PUI r0# each son hours for
1548. ACCELEROMETER.
15-48. DEGCRIVTION. The Aerobat off ms an accelerometer to assistpilot in perf ormingprscisioa

aerobatics. Z~ho accelerometer continuously indicates Gforces being imposed on airc~ft,
The dial display utilizes three pointers; one pointer indicates instanteous
another records masimum positive acceleration end the third records mnrimum negative
acceleration hbuimum instrument mukings range from iOC3 to 50. A "PUSH TO SET"
knob, located lower left corner of instrument. is used to reset "Marimam Positfve´•’ and
on
"Mnrrmum Negative" pointers. It dual Nav/Coms are installed. the accelerometer is
installed in 80 upper radio compartment honsing above instrument panel on pilot’s side.
When aircraft is equfppsd´•witb single Nav/Com, accelerometer is installed in the vacant
Omni indicator instrument space.
15-26 Revision 1
MODEL ~52 SERIES SERVICE MANUAL
f~
:i,
5 Torque comp~g mount rt~r

10-13 Ib inches to prevent
rotation in night.
A ´•J 11
C--
9
to /B:
7
oetauB
Detail C
1’ Windshield 7. Adapter
2. Fuselage Structure 8. Pressure S~tch
3. Compass Mount 9. PositiveWire
4. Correction Card 1O. GroundWin
5. Compass 11. Wire from Clock
6. Hourmeter Circuit
Figure 15-5A. Magnetic Compass and Hourmeter installation
Revision 1 15-26A/[15-268 blllnlt)

13-311. srALL WARNB4O nsnrsm (344 lid,)
DEBCRIV~ON. The system i´• compoesd of an pkt´• on left wing GultrU edge.
connected to a resd type born by ~u of pk´•tb trrbinl. Tbe hmn is aIpnated ´•PPrDd-
b to to hbote ahove epesd as a negative ah ´•u~ arm 3 wing
wigs caness a reveree Bow od ah throngh hmn By movingdfnetehle plate (e) up. actuation
oil born will oecnr at a bigbnr speed and moving pkais dom oanom WWW 40 ooorr U a
slower spsed Cena adfnstahle plate opening in wing leeding dir upon then
Right teet ´•iro~JC ohesrving horn aotnation during eteU plots Oo ohtein d´•d~d
results ii g/gg inch mlfneWmt of plate will spsed at
which horn aetnatlon occurs by I knots To Wt hern opemtba wwm opening in plate (6)
with a al~u\ olotb. such ae a and apply a slight suction by meath tO draw air
throngh horn
15-52. TURN-AND-SLIP INDICATOR.
15-53. DESCRIPTION. The turn-and-slip indicator is in operated instrument powered

by the aircraft electrical system, therefore, operating only when the master switch is ON.
TROUBLE PROBABLECAUSE REMEDY
INDICATOR POINTER’FAILS Internal fuse blown. Check wiring for continuity.

TO RESPOND. check voltage at indicator.
Replace fuse. if fuse still
hlowa replace instrument
switch "OFP"’ or Ca~t switch "ON," Re-

switch defective. place defective switch
Broken or grounded lead to Check circuit wiring. Repair

indicator. or replace defective wiring.
Indicator not grounded. Check ground wire. Repair

or replace defective wire.
Defective mechanism. Replace instrument
HAND SLUGGISH IN Defective mechanism. Replace instrument

IN RETURNING TO ZERO.
Low voltage. Check v6ltage at indicator.
Correct voltage
POINTER DOES NOT INDI- Defective mechanism. instrument

GATE PROPER TURN.
HAND DOES NOT SIT Gimbal and rotor out of Replace instrument
ON ZERO. balance.
Hand incorrectly sits on rod. Replace instrument

Sensitivity spring adjust- Replace instrument
ment pulls hand off zero.
rs-n
MODEL iez SERIES SERVICE MANUAL
A
1
~3h, 7
_i
d HII~C13
8
3 a
Bug screen (7) should be inspected

and cleaned periodically.
P
5 Q
6 e-ca~10 11
DstPil 8 2
12
d(
i. Doorpost Cover
2. Horn Assembly
3. Scoop
4. Adapter
5. FeltSeal
Adjustable plate Iq
P
8.
7. Screen
8. Nut
8. plastic Washer Detail A
10. Washer
11. AirVent
12. Bubber Washer 13
13. O.A.T.Gage
14. Cap
Figure 15-8. Stall Warning System end O.A.T. Cage installation
18-28
15-54. TROUBLE SHOOTING (CONT.)
M COLD TEMPERATURES. Oil in indicator heoomee too Replace instrument

HAND FALLS TO RESPOND thick.
OR IS SLUGGISH.
Insufficient bearing end play. Replace instrument
Inw voltage. Check voltage at indicator.

Correct voltage.
NOISY GYRO. -High voltage, Check voltage at indicator

Correct voltage.
Loose or defective rotor Replace ip´•~ument

bearings.
15-55. TURN COORDINATOR.
15-56. DESCR~PTION. The turn coordinator is an electrically operated qgnncopic. roll-rate turn
indicator. Its gyro simultaneously senses mts of motion roll and yaw uis which is projected
on 8 single indicator. The gyro is a non-tumbling type requiring no caging mechanism and
incorporates an ac. brushless spin motor with a solid state inverter
INDICATOR DOES NOT Friction cause by contam- Replace instrument

RETURN TO CENTER. ination in the indicator
dampening.
Friction in gimbal assembly. Replace instrument
DOES NOT INDICATE A Low voltage. Correct voltage.

STANDARD RATE TURN
(TOO SLOW). Inverter trequsncy changed. Replace instrument
NOISY MOTOR. Faulty bearings. Replace instrument
ROTOR DOES NOT START. Faulty electrical connec- Correct voltage or replace
tion. faulty wire.
Inverter malfunctioning. Replace instrument
Motor shorted. Replace instrument
Bearings frosen. Replace instrument
rb08
MODEL 11j2 SERIES SERVICE MANUAL

TROUBLE
IN COWD TEMPERATURES, Oil indicator beoomee Replaoe instnun~nt.

HAND FAILS TO RESPOND too thiclt.
OR (S SLUGGISH.
Ineiiicient bearing end Replaoe instrum~nt
plllig.
fn~ voltage. Correct voltage.
NOISY GYRO. High voltage. Cbeok voltage to instrument.

Correot voltage.
Imoee or deiective rotor Replaoe instrum~nt
bearinga
13-58. OUTSIDE AIR TEMPERATURE GAGE. (Reisr to ifgure 15g.)
id-90
8EC~ON re
ELECrBfCBt srcrr~nas
WARNING
When Periorming any i~nCha gg that

qntroa on the maassr ~jtQh´• installing a battery,
or pnlllng the propallar thropfh by a~d- trrt tb´• pee
y ii t~b 1QPEtbp anriQh sL1 DN. DO not otanrC
ma aliOw anyone eLe to stank vriGrin tb, are ed tlw
loaw m brdpan at a oomponOnt
]PI´•1PLIPOILOP4 00Pld t~ prOPellOr to
Page No. RunovaVlnstallation 2E2/16-16

TABLE OF CONTENTS Aerofiche/ Alternator Field
Manual Protection 232~1616
Description 232/1616
ELECTRICALSYSTEMS 2D10/16-2 Alternator Reverse
General 2D10/16-2 VoltageDamage 2E2/1616
Electrical Power Supply Over-Voltege Warning
System 2D10/16-2 System 2E2/16-16
Description 2D10/16-2 Description 232/1616
BusBar 2D10/162 Trouble Shooting 2E6/16-20
Description 21)10/16-2 Voltage Regulator 2Ef~16-30
Removalfl[nstallation 21110/16-2 Description 2E1~IB30
MasterSwitch 2D10116-2 Alternator ControlUnit
Description 2DI0/1~2 Description 2E16/1&30
Ammeter 2D13/16-5 RemovaYlnstallation 2316/16-30
Description 2D13/16-5 AircraftLighting System 2E1~16-30
BatteryPowerSystem 2D13/1&5 Description 2Ei6/I6-30
TroubleShooting 2D13/16-5 Trouble Shooting 2E16flEi~30
Battery 2DIU16´•6 Landing and Taxi Light 2323/l6-35
Description 2D1Q/i6-6 Description 2E23/16-35
RemovaYlnstallation 2D14/36-6 RemovaYInstallation 2323/16-35
Cleaning 2D15/16-7 Dual Landing and Taxi
Adding Electrolyte or Lights 2323/1635
Water 2D15:16-7 Description 2E23/16-35
Testing 2D16/16-8 RemovaVinstallation 2333/16-35
Charging 2D1~16-8 Landing and Taxi Lights 2324/1&36
BatteryBox 2D19/16-9 Wing-Mounted 2E34/16-36
Description 2D19/16-9 Description 2324/16-36
RemovaYInstallation 2D19/16-9 RemovaVlnstalfation 2E24/16-36
Maintenance 2D19/16-9 Navigation Lights 2325~1636
Batte~yContactor 2D19/16-9 Description 2324/16-36
Description 2D19/16-9 RemovaYlnstailation 2F5116-38A
Removal/Installation 23319/16-9 Anti-Collision Strobe
Battery Contactor Closing Lights 2FS:1638A
Circuit 2D24/16-14 Description 2F5116-38A
GroundService Receptacle 2D24/16-14 RemovaVlnstallation 2F5/lti-38A
Description 2D24/16-14 Flashing Beacon Light 2F5/16-38A
RemovaYInstallation 2322/16-14 Description 2F5/1G-38A
Alternator Power System 2D24/16-14 RemovaYInstallation 2F5/16-38A
Description 2D24/16-14 Instrument/Dome Lights 2F5:16-38A
Alternator 2E2:16-16 Description 2FS116-38A
Description 232/16-16 RemovaYInstallation 2FS/1~-38A
Revision I 18-1
Post Lighting 2F5/16-38A Pitot IIeater 2F22/16-50

Description 2F5/16-38A Description 2F22/16-50
RemovaVlnstaUation 2F14/16-46 Removal/Installation 2F22116-50
Trouble Shooting Post Cigar Lighter 2F22/16´•50
Lighting 2F14/16-46 Description 2F22/16-50
Trouble Shooting- Clock 2F23/16´•51
Transistor featt Sink 2F15/16-46A Description 2F23/16-51
Transistorized Light Emergency Locator
Dimming 2F15/16-46A Transmitter 2F23/16-51
Description 2F15/1646A Description 2F23/16-51
RemovayInstallation 2F15/16-46A Operation 2B23/16-51
Compass and Radio Dial CheckoutInterval 2F24/16-52
Lighting 2F15/16-46A Removal/Installation
Description 2Fi5/16-46A of Antenna 2F24/16-52
ControlWheelMap Light 2F15/1&46A RemovaYInstallation
Description 2F15/16-46A of Transmitter 2F2e’16-52
Removal/installation 2F16116-46B RemovaY~nstallation
Map Light 2F16/16-Q6B ofI3atteryPack 204/16-56
Description 2F16/16-46B TroubleShooting 2(36/16-58
RemovaYLnstallation 2F16/16-46B Electrical Load Analysis
Chart 207/16-59
ls-1. ELECTRICAL SYSTEMS.
18-2. GENERAL* This section contains service information necessary to maiatnin the Aircraft
Electrical Power Supply System Battery and External Power Supply System, Alternator
Power Syst~a Aircraft System Pftot Beater, Stall Warning Cigar Lighter and
Electrical Load Analysia
183. ELECTRfCAL POWER SUPPLY´•SYSTEM.
164. DEsCRIP~PION. Electrical energy for the aircraft Is sppplied by a 28-volt, direct-current,
single negative gronndelectrical system, A 2Cvolt battery supplies power for starting
and furnishes a reserpe source of power in the event of alternator failure. All engine-driv~n
alternator is the normal source of power during Right and maintains a battery charge
controlled by a voltage regulatorla2ternator central unit. An external power source
receptacle i ofl~red u optional equipment to supplement the battery alternator system for
starting and ground operation,
1B-S. BUS BAR.
18.g~ DESCRIPTION. Electricalpower for electrical equipment and electronic installations is

supplied through the spilt bus bar. The bus bar is intsrconmected by a jumper wire and
attached to the circuit breaker on the lower, center of the instrument panel.
18~7. REMOVAL AND INSTALtATfON. (See figure
ls-8. MASTER SWTTCH.
tB-9. DESCRIPITON. The master switch controls the operation of tbs battery and alternator
system. The switch is an interlocking split rocker with the battery mode on the right hand
side and the alternator mode on the left band side, This arrangement allows the battery to be
on the line without the alternator, however, operation of the alternator without the battery on
the line is not possible. The switch is labeled "BAT" and "ALT" below the switch and is
located on the left-bend side of the switch panel.
Revision I
h.
1
A
9
3 56
o
o~ 2
1
9 2 7
Detail A
[O) I 0) 11~11 era

L06 FWL
VM CCIP *L~
a if 3 t DOME LtS 133 rTJ Iktas mo
*01
O O O O O O O O O O
’1213111 19113 MODEfS
L. Bus Bar 4. Pans]. 7. Lockwasber

2. Circuit Breaker 5. Lockwaahsr 8. Screw
3. Instrument Panel 6. Nut 9. JumFerWira
16-1. Bus Bar In~2´•ll´•tion (Bheet 1 oi 2)

Figure
16-3
8 8 8 8
~v I~sSI LDG COLL
2 CI10 AU
00~ W10
Bll~i
0~ tF1
a
1978 1980 MODELS
~3 8 8 81 a a a a sll~s;
1 II J
II 1 II f
LI~ PUP BCN
F~t ALT
T;i, la) I o~ PY~J lo) I o) It I 0)
BEOINMNO WITH 1981 MODELS
a 8
m
0
a\Z b/
?1
t ’9 \Z
Detail A
Figure 16-1. Bus BaF Inskllatioa (Shset 2 oi 2)
188
MODEL 162 sERIES 8ERVICE MANUAL
le-lo. AMMETER.
16-11. DESCR~PTION. The nmmeter is connected between the battery contactor ad the bus bar.
The meter indicatee the amount of current Sowing either to or trom tbs battery. With a lear
battery and the engine operating at cruiee epeed the emweter will ´•hOll the luS alternator
output when ´•1l electrical equipment ie oil.When the battery ie tully chrted ad cruiee
RPM ie maintained with ´•1l electrical equipment oS. the will ahow a mrntmura
charging rate. The ammeter 1e located on the right hand side of the inatrument panel
ls- 12. BATTERY POWER SYSTEM.
16- 13. TROUBLE SHOO~NO THE BATI~ERY POWER SYSTEM.
BAT~ERY WILL NOT SUP- Battery discharged i. Meaeure voltage at "BAT’

PLY POWER TO BUS OR IS terminal oi contactor
INCAPABLE OF CRANK~O with maeter ewitch ad a ´•uit-
ENOIN’E. die rod euoh u a tui light
mmd am Normal
will indicate 29 volta or
mom. Uooity´• k low. pr~
ceed to atep 2 1l voltage is
normal proceed to step 2
Battery faulty. 2 Check fluid level in cells

and charge battnv at 28-v01tl
far approdmately 22 minutee
or until the battery voltage
rime to gg-volta Check bu-
tery with a led Up teeter
ft teeter a ~d bat,
tery, the malumctLon may be

aeeumed to be a
battery. Ii the teeter iadi-
catee a faulty battery, rs-
place the battery.
Faulty contactor or wiring 3. Measure voltage pt nas-

between contactor or master ter ewitch terminal (emallest)
switch. on contactor with master
switch cloeed Normal indi-
CltiOIl ie eero FTOltl. If
voltage made aaa pnceed
to etbp C U a voltage
reading ie obtained check
wiring between contactor
and maeter switch Also
check maeter switch
re-3
MODEL lgZ SERIES SERVICE MANUAL
16- 13. TROUBLE SHOOTING THE BATTERY POWER SYSTEM. (CONT).
BATTERY WILL NOT SUP- Open coil on contactor 4 ChecL continuity between
FLY POWER TO BUS OR 18 "BAI"’ terminal and master
INCAPABLE OFCRANKINO switch terminal oi contactor
ENGINE. (CONT). Normal indication is 30 to 70
ohms (Master switch
1l ohmmeter indicates an
open coil replace contactor.

Ii ohmmetsr indicates a good
coil, proceed to step 5.
Faulty contactor contacts. 5. Check voltage on "BUS"

side oi contactor with master
switch 010m6 Meter norm´•l-
ly indicates battery voltage.
Ii voltage is aero or iat~Fmit-
t´•nt, replace contactor. Ii volt-
age is normal, proceed to
step 6.
Faulty wiring between con- 6. Inspect wiring between

tactor and bus. contactor and bus. Repair
or replace wiring.
16-14. BATI~ERY.
ls- 15. DESCRlPlfON. The battery is 24 volts and thru 15280459. A1522759 and FA1S#1346 a 14
amp~s-hour capacity battery is installed m standard a 17 ampere-hour capacity battery is
Beginning with 15280480, Ai52n80 and FA~520347 the battery is 24 volts with a
12.75 Pmpe~shour capacity as
standard and a 15.5 ampere-hour capacity battery as optional.
The battery ismounted on the torward side oi the firewall and is equipped with non-spill
caps.
~g,ls. REMOVAL AND INSTALLATION OF. (See ligure 16-2.)
CAUTION
When installing or removing battery always observe the

proper polarity with the aircralt electrical system
(negative to ground). Reversing the polarity. even
momentarily, may result in iailurs o~ semiconductor
devices (Plkmsltor diodes, radio protection diodes and
radio transistors).
Always remove the battery ground cable iirst and replace

it last to prevent accidental short circuits.
16-8
a. Thru 1979 Models.

i. Remove top half of cowl.
2. Remove the battery bor cover and side panel.
3. Disconnect the ground cable from the negative battery terminal
4. Disconnect the cable from the positive terminal of the battery.
5. Lift the battery oUt Of the battery bor
6. To replace the battery, reverse this procedure.
b. Beginning with 1980 Models,

i, Remove engine oowl.
2, Cut and remove b~minll cover.
3, Disccnneot drain tube,
4. Disoonneot negative and positive oablea
5, Remove battery mounting bolts and remove battery.
5. To install reverse the preceding steps using new sta-straps to install terminal
covers.
16-17. CLEAMNG TIEE BA’ITERY. For mnr;mum efficiency the battery and connections should be
kept clean at all times.
a. Remove the battery and connections in accordance with the preceding paragraph.
b. Remove battery vent plugs and check electrolyte levels in each cell. It is important
that electrolyte level be no lower than top of separator plates but not hi gher than ~ot-
tom of split r~n_g.
c. Replace vent plugs and secure tightly in place, mlt;ng sure a rubber gasket is used be-
tween each vent plug and battery.
NOTE
A good seal is necessary so electrolyte levels cannot leak

out of seals and createan acid path which can lead to self-
discharge. The application ofa silicone grease will improve

seal effectiveness.
d. Tighten battery cell filler caps to prevent the cleaning solution from uttering the cells.
e. Wipe battery cable ends, battery terminals, and entire surface of the battery with a
clean cloth moistened with a solution of bicarbonak of soda (baking soda) and water.
f. Rinse with clear water, wipe offereess water, and thoroughly dry.
g. Brighten up cable ends ana battery terminals with emery cloth or a wire brush.
h. Install the battery according to the preceding paragraphs.
i. Coat the battery terminals with petroleum jelly or an ignition spray product to reduce
corrosion.
16-18. ADDING ELECTROLYTE OR WATER TO THE BATL~ERY,A hutteip being charged ´•nd
discharged with use will decomposs the water from the electrolyte by electrolysis When the
water is decomposed, hydrogen and orygen gases am formed which escape irno tbs
atmosphsrs through the battery vent systenL The acid iri tbs solution chemically canblnes
with the plates of the battery during discharge or it suspended in the electrolyte solution
during charge. Unless the electrolyte-has been spilled hPm a battery. acid shonld not be
added to the solution, The water, however will decompose into gases and should be replaced
regularly. Add distilled water as necessary to mlib+~n the electrolyte level with the
horiscontal baffle plate or the spilt ring on the filler neck inside the battery. When "~y
charged" batteries me put into service, fill as directed with electrolyte. When the electrolyte
level falls below normal with use, add only distilled water to the proper level On
Aircraft Serials 15279406 thru 15280459, Ai520M35 thru A1520(m9, F1521428 thru P1521538
and FA15U)337 FA1520346 refer to Cessna Singledngine Service LAtter. SE788 Dated
February 13, 1978 when tilling the battery. The battery ´•pprorirmit8ly
25% sulphuric acid by volume. Any cbange in this volume will hamper the proper operation
of the battery.
Hevi~ion 1 ~6-7
CAUTION
Do not add any type of "battery rejuvenator" to the

electrolyte. When acid has been spilled from a battery, the
acid balance may be ed~usted by following instructions
published by the Association of American Battery Manu-
facturers,
15-19. TESTING THE BA~ITERY. The specific gravity of the battery may be measured with a
low, slow-
hydrometer to determine the state of battery charge, Ii the hydromster reading is
charge the battery oad rstsd. Hgdmmeter of the 6~ctrolyte murrt be compens8ted
and
for the tempeiature of the electrolyte, Some hydrometers have a built-in thermometer
conversion ChPrt. The following chart shows the battery condition for vasious bydrometer
readings with 89 electrolyte temperature of 800
BATTERY HYDROhdETER READINGS
1~280 Specific Gravity 1009, Charged

1~2M) Specific Gravity 7590 Charged
r~ Specific Gravity 5090 Charged
r,iso Specific Gravity 2590Charged
1.160 Specific Gravity Practically Deed
NO’TE
All readings shown are electrolyte temperature of

for an
800 Fahrsnhsit. For higher temperatures the readings

willbe slightly lower, For cooler temperatures the ~sd-
ings will be higher. Some hydmmstets will have
a builtin temperature compensation chart and a th~r-
mometer, 1l this typs tester is used disregard this chart.
If thespecific gravity reading indicates the battery is not fully charged, the battery should be
charged at apprordmately 28- volts for 30 minutes, or until the battery voltage rises to 28
vc~lts.Referto paragraph16-20 far battery charging instructions for a completery discharged
battery. After charging, a load type tester will ~ve more meaningful results. A specific grav-
ity check can be used after chare~ng´• but the check cannot spot cells which short under load,
broken connectors between plates ofa cell, etc.
18-20. CHARGING THE BATTERY. When the battery is to be charged the level of electrolyte
should be checked and adjusted by adding distilled water to cover the tops of the internal
battery plates, Remove the battery from tbs aircraft and place in a well ventilated area for
charging
WARNING
When battery is being charged,hydrogen and oxygen

a
gases generated. Accumulation of these gases can

are
create a hazardous explosive condition Always keep

sparks and open flame away from the battery. Allow
unrestricted ventilation of the battery area during charg-
ing.
16-8 I~cvision 1
MODEL 1SZ SERIES SERVICE MANUAL
Because the battery is 24 volts, there are 12 cells connected in series as opposed to only 6
cells in 12 volt units. There is a greater chance for cell damage to occur if the battery is
completely discharged by leaving some electrical system on. If this should occur, tbe ~t-
must be removed from the aircraft, placed in a well ventilated area duriag charging,
given a supplemental charge. Charge at a constant current rate of 1.5 amps until the
terminal charge voltage remains constant for at least three consecutive hours. Ila constant
current charger is not available, a constant potential with voltage adjustment ca-
pabilities can be used. With an ammeter in series, manually adjust voltage of charger so
that approximately 1.5 amps are flowing at all times. Frequent adjustment may be neces-
sary for the first part of charge. A second alternative of a constant potential charge of 28.8
volts could be used; however, the charging time under this system mnst be 48 to 72 hours.
This long, slow charge will tend to equalize all cells and bring the battery back to a useful
state. Failure to utiliie this charge can leave the battery with one or more weak cells which
will drastically reduce service lif’e.
WARNING
The main points of consideration during a battery charge

are excessive battery temperature and violent gassing.
Cell temperature should not rise over 115’F. Reduce
charging rate if this occurs. Under a reasonable rate of
charge gassing should not be so violent that acid is blown
from vents.
When activating new dry charged batteries, ensure that the proper strength of electrolyte
is used. The specif~e gravity of this electrolyte must be 1.285 ~0.005 when measured Pt
80"F f 50F. The battery should then be charged m stated on tbe installation ir~tructiona
supplied with the battery. When installing the new battery into tbe aircraft, the cleaning
procedure outlined below should be followed.
While Cessna aircraft batteries are manufactured with lower percentage antimony grids
than that used in the past, the phenomenon of’local action" or self-discharge still occurs in
these newer batteries, This is normal and should be expected in any wet lead acid batteryl
To maintain a battery if it is left unused in or out of th~ aircraft for a period of 30 days, the
maintenance charge should be equivalent to that charge defined abbve for a discburged
battery. If an aircraft is to be setting for periods of time exceeding 30 days, the battery
should be removed, stored in a cool, dZy place, and given the maintenance charge at inter-
vals not exceeding 30 days.
Revijion 1 16´•8A’( 16-8B bla ok I

16-21. BATI’ERY BOX. (TIIRU 19’19 MODELS.)
16-22. DESCRIPTION. The battery box is constructed of metal and painted inside and out with
acid-proof paint. The box is attached to the right hand side of the firewall. A vent tube is at-
tached to the bottom of the box and extends below the firewall to allow gases and spilled acid
to be vented overboard.
16-23. REMOVAL AND INSTALLATION. ~See figure 16-2) The battery box is not considered as a
removable item except for replacement purposes. The box is rive~ed to mounting brackets on
the firewall. Should the battery box be removed, on installation of the t~or or a new bor, all
rivets and scratches should be painted with acid-proof lacquer, available from Pra# and
Lambert United Performance Coatings Division, PI O. Bor 2153, Wichita, KS 67201.
16-24. MAINTENANCE. The battery box should be inspected and cleaned periodically. The box and
cover should be cleaned with a strong solution ofbicarbonate ofsoda (baking and water.
Hard deposits may be removed with a wire brush. When all corrosive deposits have been re-
moved from the box, flush it thoroughly with clean water.
WAgNiNO
Do not allow acid deposits to come in contact with shin or
clothing. Serious acid burns may result unless the affected

area is washed immediately with soap and water, Clothing
will be ruined upon contectwith battery acid.
Inspect the cleaned box and cover for physical damage and for areas lacking proper acid
proofing. A badly damaged or corroded box should be replaced. If the bor or lid require acid
proofing, paiint the area with acid prooflac~utr, available from Pratt and Lambert Unircd‘I
Performance Coatings Division, P. O. Box 2153, Wichita, KS 67201.
16-25. BAT~ERY CONTACTOR.
16-26. DESCRIP~ON. The battery contactor is a plunger type and is actuated by turning on tbs
master switch. The contactor is bolted to the left b~nrl side of tha firewallA diode is
installed to eliminate spiking Of transsstor&ssd radio eqnipmsnt when the contactor re
closed Nylon covers me installed on the terminals to prevent accidental short cir~cuita
16-27. REMOVAL AND ~NGTALLLATfON. (Sm figure 16-2.)

a. place master switch in the OFF position
b. Thru 1919 Models, open battery box and disconnect ground cable from negative
battery terminal. Pull cable clear of battery bat
c. Beginning with 1980 Models, disconnect negative battery cable.
d. Cut sts-str~ps and remove nylon covers from terminals on contactor.
e. Remove nuts, lockwashers and plain washers securing the battery cables to the
contactor.
f. Remove nut, lockwasher and plain washers securing master switch wire to
contactor
g. Remove nuts, washers. and bolts securing the contactor to the firewall and remove
contactor.
h. To install battery contactor, reverse the preceding steps.
Revijion L 16-9
31: THRU 1588~591. A1520878. F15201673

AND FA152C~57
~t BEGINNING \HITH
jI o
15233532, A1520879,
F15201674 AND
Q\
’1
d
1 s~ s
B
5
C i
14
14
f 10
1.
2.
13 t2
Detail
Batterg Contactor
Cover
A;7qQ8f
1110
2
i.
Y" P´•.
3. Diode
THRU 15283531, A152~78,
4. Cable CToBatterg)
Fls201323 AND FA15W~72
5. Firewall Q
3. Starter Contactor
t3
7. Sta-8tr8P
3. Nut
9. Washer
63C
to. Wire CToAmmeter) Detail C
11. JumperCable
12. Wire (To Ignition Switch)
13. Bolt
14. Cable Cl’o Starter)
15. Wire CToMasferSwitch
15. Cable CTo Ground Sertrice)
Bor and Battery Contactor Installation (Sheet 1 of 4)

Figure 10-2. Batterg, Bstterg
1&10
MODEL 162 S~CIIES SERVIC~ MANUAL
~t Used on stsrter contector beganins sritb /2

15283592. A152)879, Fl523187l and FA15~b8.
And on Battery oontaotor beginning with
15283592, Fl~Oi%eB and FM~.
20
14
18 Y ~f
~C THRV
15 AND AIbeO995
19
8
3
I~ 3 i Q
33
14 10
-19
o iI
9 L.
13
b’ 6
17. Wire (To Ground) !fh

18. Wire (To Fuss)
19. JumperWire g
20. Wire CTo Diode) t3
21. Positive Battery Cable
22. SidcPanel 6
Battery Box
23.W.
24.
26.
Ground
yret aBrevoC
Sttap
Box
Detail A
BEGINNING FXrrr~I 15#13592 A1529879.
Battery
27. Clamp F15201929 AND FA15~13
28. Pan 31. Terminal Cooer
29. Drain Tube 32. Battery Cover

30. Elbow 33. Wisher
Figure 18-2. Battery, Battery Box and Battery Contactor Installation (Bhaet 2 oi a)
18-11
2 ~it
23
5´•
I 21
22
24
~ic BEOINMCNO WITH

16265366 AND Aiazosee
I
2s
It
25´•
~e THRU 15280607. A1522764, F15201538

AND FA1520346
15180808 THRU 15283691

A1522784 THRU A1520878
F15201539 THRU F15201683
FA1520347 THRU FA1520357
Detail 8
Figure leE´•2. Battery, Battery Box cad Conkctor I~tallotion (Sbset 3 oi 4)
16-12
MODEL 152 SERIES SE´•RV1CE MANUAL
t3
32
A
I
29
25
a
+21
i
~\P
7
2f
30
24
29
00
128
Detail A
.THRO 13281391, F1~201808,

oet´•ilB ~t7 ~29
A13e0913 AND PIAib2o97a BEGDlNDJD WTM
15283392. A1520819.
AND
BEO~NNZNO WITB
F13201808, FALS2(X358
ILND
FA~J20313
Ftgure 16-2. Battery. Bsttsrg Bo´• eod Bltbrg Coeta(cter IprtJ1´•t~on I or I~
18- 13
MODEL ~;52 SERIES SERVICE MANUAL
16-28. BATTERY CONTACTOR CLOSING CIRCUIT. The battery contactor closing circuit
consists of a 5-omp fnse, a rssistor and a diode installed across tbs battery contactor. This
serves to YhUllt a small chugs uound the battery contactor when the battery is too dead to
energise the contactor by itulf.
le-zs. GROUND SERVICE RECEPTACLE.
18-30. DESCRIPI?ON. A ground urvioe reoeptule may be installed to permit the useof external
power for cold weather stuting or when performing lengthy electrical maintenuce. The
receptacle is mounted on the leit hud side of the firewall with M access door in the engine
cowl.
NOrr
Before connecting ´•n external power source. it is impor-

tant that the master switch be turned "ON". This will
close the battery contactor Md enable the battery to
absorb transient voltages which otherwise might dam-
age the electronic etmipment It will also provide ercite-
tion of the alternator field in the event that tbs battery is
completely dead.
5078
On Aircraft Serials 15279108 dun 15280898 and A1520001

thru A1520771 reier to Cessna Single-engine Service
Letter SE78-19, dated Much 27, 1978.
18-31. REMOVAL AND INSTALLATION. (8´•´• figure 18-3.)

a. Remove engine cowl in accorduce with Section 11.
b. Thru 1979 Models, open the battery box ud disconnect the ground cable from the
negative terminal of the battery sad pull cable from the battery box.
c. Beginning with 1980 Models. disconnect negative battery cable.
d. Remove the nuts. washsrs sad ground strap from the terminals of the receptacle and
remove tbs battery cable.
e. Remove the screws and nuts securing tbs receptacle to the mounting bracket.
Remove receptacle.
To install ground service receptacle, reverse the preceding steps. Be sure to place the
ground strap on the negative stud of the receptacle.
16-32. ALTERNATOR POWER SYSTEM.
16-33. DESCRIPTION. The alternator system consists of a belt-driven alternator. a voltage
regulator/ alternator central unit mounted on the left hand side of the firewall and circuit
breaker located on tbe instrument pesd. The system is controlled by the left hand portion of
the spilt rocker. mastsr switch labeled "ALT." Thru 1978 models an over-voltage sensor
switch and red warning light labeled "HIGH VOLTAGE" are incorporated to protect the
system. Beginning with 1979 models, over-voltage and under-voltage switches us con-
tained witbin the altsm9tor control unit and a light labeled "LOW VOLTAGE"
red warning
is installed on the instrument penal (rsfer to paragraph 16-40). The aircraft battery supplies
the source af power for excitation of the alternator.
18-15
MODEL 152 SERIES SEFIVICE MANUAL
$1
~Q$)
7 o2
14
15
A 5t4
B 17
2
13
4 C\ 20
D~uil A
22
i B
9 ~O
10
i. Nut
2. Washer \It 101 1~1 (b
3; CroundStrap
4. Bracket
5. Firewall
6; Doubler
7. Access Door
Detail B
6. Receptacle
9. ScreoP WITH lnnnsrtee,
10. PowerCable
A1520597. F15~r7b3
fl. Fuse-Clock
12. Fuse-Battery Contactor 17. Solder Terminal
Closing Circuit 16. Diode
13. Lockwasher ie. Wire to Battery Contactor
14. Insulating Washer 20. Resistor
15. Spacer 21. WiretoClock
16. Wire to Battery Contactor (Bat. Side) 25. Nipple
Figure 16-3. Ground Service Receptacle and Battery Contactor Closing Circuit Installation
1& 15
M6~EL 162 SERIES SERVICE MANUAL
16-34. ALTERNATOR.
16-35. DESCRIPTION, The alternator is thrw phaw, delta connwted with integal silicon diode
rctiIiers, The alternator L rated at 28 volts at 60 amperes continuoue output The moving
center pmt oi the albrnator (rotor) consbte oi w winding with radial intsrlocking
polw which surround the winding With applied to the winding through slip rings
the pob pbws weume polarity, The bearings and rotates
rotor i´• mounted fn
inside be statorwhbh contJlu be windings in which u: b generated Tbs stator windings
me thrwphwh ewh oiwhieh oontaine thrw siliwn diodes The diode pbtw me connected
to Pccompll´•b rctiiication oi w, The rwulthtg de output i´• applied to the aircraIt
bus Pnd wnwd by the voltage regulator, The regualtor controb be ercitation applied to the
alternator iield controlling be output oi be alternator
is36, REMOVAL AND INSTALLATION, (Sw Iigure 1g4.)

Ensure that mwter switch L oil urd be negative lead i´• dbconnwted hPm tbs
a
battery,
b, Remove propeller tn woordanu with 8´•etfon 13~
e, Remove pow wg b wcordww with Section ii.
6 Remove ~irtng hum alternator std l´•bl´•.
Remove eaiety wire irom lower dfuetmwt bolt and remove bolt.
I. Rmnow the loclmut hum be albrnator mounting bolt.
Rmnove the alternator drive belt and be aiternitor mounting bolt, the alternator will
thw be irw ior removal,
h, To replce the alterutor, reverw tbi´• procedure.
i. Apply a wrwch to be nut on alternator pully and adlust the belt tension so tbs
belt slips when torque L applied we tlkw 16-4,
16-31. ALTERNATOR FIELD PROTECTION,
16-36. DESCRIPTION. A S-unp automatic rwetting circuit breaker located on the left hand.
stationary instrument panel stitiner, i´• provided to protect the alternator iield circuit.
18-39. ALTERNATOR REVERSE VOLTAGE DAMAGE. The alternator is very susceptible to

reverse polarity current because oi the silicon diodes. The diodes, having a very high
resistance to revsrs current Sow, am used without any cutout relay such as used
on a
generator system, The alternator diodes am arranged with their cathodes connected to the
aircratt bus bar which is positive and no beck current will now. II the polarity oi tbs battery
is reversed, the diodw will otier no resistance to the current aow. The current rating oi the
diodes b excwded and diode Iailure may result.
16-40. OVER-VOLTAGE WARNING SYSTEM,
16-41. DESCRIPTION, Thru IglB Models the over-voltage system consists ol w over-voltage
sensor switch and red warning light labeled "HIGH VOLTAOE".The over-voltage sensor 13
attached to the wire bundle behind the instrument panel and the light is located on the right
bond side oi the instrument panel. Whw w over-voltage tripoli occurs the
over-voltage
sensor system and be red warning light comw on. The
turns ofi the alternator will
show a dillchuge. Turn oil both sections oi the m´•ster switch to recycb the over-voltage
sensor. II the over-voltage condition was transient, the normal altsrnator charging will
resume sad no hutbbr.´•ctioa is necessary, II the over-voltage tripoli ~scurs. than a
generating system mallunction has occurred such that the electrical acceesoriw must be
16 i6
MODELf5P SERIES SERVICE MANUAL
A
8
Detail A
i. GroundWire 7. Bolt
2. Panel Bracket 8. Bracket Aaeembly
3. Over-Voltage Sensor 9. Nut
4. Adjustment Arm 10. Bracket
5. SaferyWire 11. DriveBelt
6. Washer 12. Alternator
Figure 16-4. Alternator InstallatSon (Shest 1 oL2)
1C~-lf
MODEL let SERIES SECIVICE MANUAL
TORQUE VALUES
FOR
CHECKING ALTERNATOR BELT TENSION
7 Used Belt New Belt
Slips At Slfpe At
"B FI. Lb~. 11 t~ 13 Ft Lba.
s
NOTE
On new oircralt or whenever a new belt is

5 installed belt tension should be chscked within
10 to 23 hours oi operotion.
12
9 9
11
3t´•
THRU 15282234. A1520807

t6
7
F15M1578 AND FA1520361
Detail 8
~e BEGINNING WITH 15282233,
A1520808. F15201379 AND
FA1520362
Figure 18-1. Alternator Instellstion (Sheet 2 oi 2)
18-18
MODEL 152 SERIES SERVICE MANOAL
operated from the aircraft battery only. Conservation of electrical energy must he
until thenight can be terminated. The over-voltags light filunent may be testsd at any time
by turning on the "Alternator" portion of the mastsr switch and leaving the battery portion
on. This test does not induce an over-voltage condition on the electrical system
NOrr
The o~er-voltage ssnsor switch contains solid state

devices. propsr polarity before supplying
Observe
powsr. Grounding the orange lead or intsroonnsoting
orange and black leads win destroy tbs device. When
removal is rsIuirsd for identify (1051 ~ir-
ihg and follow the wiring diagram in G~tion is for
BegPniPg with 1979 Models ths over-vo~t´•ge sensor is contained within the alternator
control unit The unit also contains a ssnsor. A rsd warning light kkf´•d "IX)W
VOLTAGE" is installsd 00 the instrument When an ovsr-voitage condition occurs the

over-voltage ssnsor turns on the alternator and the voltags in the system drops When
system voltage drops below 24.5 volts the ssnsor turns on the light
indicating a drain on the battsry and the ammster win show dischargs, htn off both
a
sections of the ILUster switch K) rsCyole the sensor. Lf the oIs´•voOtage
condition was trsnsisnt, tbs normal alternator cbargingwillrwsume and m further aotion it
necessary. It the tripoff rsourt, then a generating systsm malfemoioo has
occurred such that tbs elsotrioal aooessories must be operated fmm tbs aircmftbattsry a~3.
Conservation of electrical snergy must be practiced until the nipht can be terminated Tbs
over-voltage light ~lnmmt nuy b. tested at any time by turning offths "Altsrnwor" portion
of the master switch and leaving tbs battery portion on.Thf´• tsst does not induoe an 00´•r-
voltage condition on the elsotrioal system
NOrr
To support the newer alternator control unit (ACC~).

Cessna has designed an Alternator Charging System
Test Box part No. 9870005-1, that provides ca-
pability to perform all on-aircraft checks of malfunction-
ing alternatorlACU systems. This new test box, available
from Cessna parts Distribution (CPI) 2) through a Cese-
na Service Station, is complete and features:
a. Isolation of six separate malfunctions:
i. No aircraft battery power to the ACU.
2. Shorted regulator (over-vohage condition) in the
ACU.
3. Open regulator (no alternator output, in the
ACU.
Q. Shorted alternator field winding or wiring.
5. Open alternator field winding or wiring.
6. Inoperative low voltage circuit in the ACU.
b. Buick and simple set-up.
c. System checks without running the engine.
Revision 1 re-is
16-42. TROUBLE SHOOTTNG THE: ALTERNATOR SYSTEM. (THRU 1978 MODELS)

a. ENGINE NOT RUNNING.
AMMETE1R INDICATES Shorted diode in alternator. Turn off Battery Switch and
HEAVY OR remove "B" Lead from alter-
ALTERNATOR CIRCUIT oater. Check resistance from
BREAKER OPENS. (Bat- "B" Terminal of alternator
terg Switch ON, Alter- case. Reverse leads and
nator Switch OFF, sil cheek again. Resistance
other electrical switches may show continuity
OFF.) in one direction but should
show an in~inite reading in the
other direction If an i~inite
reading is not obtained in at
leastone direction.repair or
replace alternator
ALTERNATOR REGULATOR Short in Over-Voltage Disconnect Over-Voltage

CIRCUIT OPENS sensor. Sensor plug and recheck.
WHEN BAT~ERY AND If circuit breaker stays in
ALTERNATOR SWITCHES replace Over-Voltage Sensor.
ARE TURNED ON.
r~ort in alternator voltage Disconnect regulator plug
regulator. and recheck. If circuit
breaker stags in replace
regulator.
Short in alternator field Disconnect "F"’ terminal

wire and recheck. If circuit
breaker stays in, replace
alternator.
b. ENGINE RUNNING.
ALTERNATOR CIRCUIT Defective circuit breaker. Replace circuit breaker.

BREAKER OPENS WHEN
BATTERY AND ALTER-
NATOR SWITCHES ARE
TURNED ON, OVER-
VOLTAGE IJOHI DOES
NOT COME ON.
ALTERNATOR REGULATOR Shorted field in alternator Check resistance from "F"

CIRCUIT BREAKER OPENS terminal of alternator to
WHEN BATTERY AND’ alternator case, if resistance
ALTERNATOR SWITCHES is less than 5 ohms repair/
ARE’I"LTRNED ON, OVER- replace.
VOLTAGE LIGHT DOES
NOT COME ON.
16-20
MODEL S2 SERIES SERVICE MANUAL
16-42. TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (CONT).

b. ENGINE RUNNING (Cont).
CAUTION
This malfunction frequently causes a ahorted regulator

~phioh ~ill result in an over-voltage condition nhen
system is again operated.
ALTERNATOR MAKES Shorted diode in alternator. Turn off Battery Ssritch and
ABNORMAL WHINING remove "B" Led from
NOISE. alternator. Check resistance
from "B" Terminal of
nator to alternator cam.
Reveree leads and check
mading
may shoel continuity in one
direction but should

an infinite reading in the
other direction. U an
ite reading is not obtained

in at least one direction.
repair or replace alternator.
OVER-VOLTAGE LIGHT Shorted regulator. Replace regulator.

DOES NOT 00 OUT WHEN
ALTERNATOR AND BAT-
TERY SWITCHES ARE
TURNED ON. Defective over-voltage Replace sensor.
sensor.
AFTER ENGINE START Regulator faulty or high With engine not running turn
WITH ALL ELECTRICAL resistance in field circuit. off all loads and
EQUIPMENT TURNED OFF turn on battery and alternator
CHARGE RATE DOES NOT stches Measure bus volt-
TAPER OFF IN 1-3 MIN- age to ground then measure
UTES. voltage from terminal of ~tsr-

nator to ground Ii them in
mom than 3 volts dUference
check field circuit ´•riring
shosrn on alternator system
airing diagram in Section 19.
Clean all contacts Replace
components until them is
less than 2 volts difference
betaeen bus voltage and
field voltage.
16-21
MODEL 152 SERIES SERVICE MANUAC
10-42. TROUBLE SHOOTING TKE ALTERNATOR SYSTEM (CONT).

NOTE
Also refer to battery power system trouble shooting

ch´•rt.
ALTERNATOR SYSTEM Alternatorbelt slipping. i. Check belt tension per

WILL NOT KEEP BATI chart in ligure. t~.
TERY CHARGED.
Alternator output voltage 2. Connect voltmeter be-

ineufBoient. tween D.C. Bus and gmund
Turn off ah electrical loads.
Turn on Battery Switch start
engine and djuet for 1500
RPMvoltage should mad ap-
proximately 24 volts. Turn
61~ alternator switch. voltage
should read between n.4 and
28.0 volts. Ammeter should
indicate heavy charge rate
a
which should taperofi in 1-3

minutes. If charge rate tapers
ofi very quickly and voltage
is narrm~ cheoL battery lot
malfnnctiou
shows a low charge rate
or any discharge rate. and
voltage does not rise when
alteruator switch is turned
on proceed to Step 2.
3. Stop engine. turn off all

switches. Connect voltmeter
between "F" terminal ot
alternator and ground. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present st "F"
terminal, less 1 volt drop
thru regulator. ii not reier
to Step 3.
16-22
MODEL 152 SERIES SEFIVICE MANLIAL
16-42. TROUBLE SHOOTING ALTERNATOR SYSTEhd (CONT3.
TROUBLE PROBABLE REMEDY
Alternator output voltage C Starting at "F terminal

ALTERNATOR SYSTEM
insut~ident (cont), oi alternator trace circuit
WIU NOT KEEP BAT-
TERY CHARGED, (Cont).
to voltage regulator, at
terminal of regulator traoe
cirouit to ovsr-volt~g´• ´•oo~
ear, to maater to
Bue Bu, Replace component
which doee not bave voltage
Pmmnt at output Reier u,
alternator +y´•uPI wiring
in Section to.
Alternator field winding i. 1l voltage it premnt turn
open, oil alternator and battap

ewitobee. Cbscf rmietanoe
irom HPI terminal od ´•it~P1-
tar to alternator oam tp~p-
ing alternator ahait dnring
Normal
tim t 12-80 nhm~ n maim
mm ie ht~a or low, repair or
replaoe alternator. 1l ok mim
to etep P
2 OhmL reeietanoe
mm of alternator to
grortnd Nonnal indioatton ia
verg low meittaaa Ilrs~-
ing no, QT poor Con-
tinUity, repair OT replace

alternator ground wiring.
T;ZUCTUATLNG Decrease in incoming voltage i. Check and tighten alternator,

ALTERNATOR OUTPUT to regulator causing output regulator, andlor circuit
(NERVOUS OR voltage increase. L~wJse or breaker connections m
FLICKERING AMMETER) bad connection in regulator required.
orfield circuit. Excessive
resistance across alternator
contacts of"alternator/
master" switch or alternator
field circuit breaker.
2. Check resistance across

alternator contacts. If a new
voltage regulator, over-voltage
sensor, aadlor alternator does
not eliminate excessive
resistance, try replacing the
"alternator/master" switch
sad/or alternator field circuit
breaker.
Revision 1 18-23
MOt>EL 152 SERIES SERVICE MANUAL
16-42. TROUBLE SHOOTING ALTERNATOR SYSTEM (BEGINNING 1979 MODELS).
a. ENGINE NOT RUNNING.
AMMETER INDICATES Shorted diode in alternator. Turn off Battery Switch and
HEAVY DISCHARGE OR remove "B" Lead from alter-
ALTERNATOR CIRCUIT nator. Check resistance from
BREAKER OPENS. "B" Terminal of alternator to
(Batterg Switch ON, Altere alternator case. Reverse
nator Switch OFF, all leads and chebk again. Re-
other electrical switches sistance may show
reading
OFF.) continuity indirection
one
but should show an infinite

reading in the other direction.
If an infinite reading is not ob-
tained in at least one direction,
repair or replace alternator.
ALTERNATOR REGULA- Short in alternator control Disconnect Over-Voltage

TOR CIRCUIT BREAKER unit. Sensor plug and recheck. If
OPENS WHEN BAT~ERY circuit breaker stays in re-
AND ALTERNATOR place Over-Voltage Sensor.
SWITCHES ARE: TURNED
ON. Disconnect control unit plug
and r~check. If circuit breaker
stays in replace alternator cc~n-
trol unit.
Short in alternator field Disconnect "F" terminal wire

and recheck. If circuit break-
er stays in, replace alternator.
b. ENGINE RUNNING.
ALTERNATOR CIRCUrr Defective circuit breaker. Replace circuit breaker.

BREAKER OPENS WHEN
BATI~ERY AND ALTERI
NATOR SWITCHES ARE
TURNED ON, LOW-VOLT-
AGE LIGHT DOES NOT
COME ON.
ALTERNATOR REGULA- Shorted field in alternator. Check resistance from "F"

TOR CIRCUIT BREAKER terminal of alternator to
OPENS WHEN BAT~ERY alternator case, if resis-
AND ALTERNATOR tance is less than 5 ohms
SWITCHES ARE TURNED repair/replace.
ON, LOW-VOLTAGE
LIGHT MAY OR MAY
NOT COME ON.
16-24
18-42. TROUB~LE SHOOTING ALTERNATOR SYSTEM (Cont).
CAUTION
This malfunction may cause a shorted alternator control

unit which will result in an ovsr-volts~ge condition when
.system is again operated.
ALTERNATOR MAKES Shorted diode in alternator. Turn off Battery Switch and
ABNORMAL WHINING nmove "B" Isad ~om
NOISE. ternator. ChecL nsistann
from "B" Terminal of ~hr-
Pakor to alternator can. Re-
vene leads and checlr again
Resistance nading may show
continuity in one direction but
shoPld show an infinite reading
in the other direction Ii an in-
finite nading is not obtained
in oat direction repair or n6
pine alternator.
LOW-VOLTAGE LIGHT Shorted alternator control Replan alternator control

DOES NOT GO OUT WHEN unit unit.
ALTERNATOR AND BAT-
TERY SWITCHES ARE Defective low-voltage Replan alternator control
TURNED ON. sensor. unit
AFTER ENO~NE START Alternator control unit With not runniag turn
WITH ALL ELECTRICAL faulty n hish resist- off all electrinl loads and
EC1UIPMENT TZTRNED OFF ann in field circuit. nun on battery and alternator
CHARGE RATE DOES NOT switches Measun bus voltage
TAPER OFF IN 1-3 to ground then meuun vo~t-
MINUTES. age from terminal or ~JhrP´•-
tor to 4grmr] Li then is
mon t~ 2 volts diftennn
check field ci~errit wiring
shown on alternator system
wiring Rieenem inSection
i2. Clean all contacts Replan

components until there is less
than 2 volts diflennn ba
twcen bus voltage and field
voltage.
f625
MODEL tSZ SERIES SERVICE MANUAL
16-42. TROUBLE SHOOTING ALTERNATOR SYSTEM (Cont.).
LOW VOLTAGE L;GGBT Voltage induced by the COM 1. Inspect COM coax connectors
COMES ON WHEN A coax cable may activate at radios and antennas for
COM-RADIO protective circuit when COM security and proper
IS KEYED radio is keyed. installation. Replace as
(Generally limited to 1979 required.

1982 aircraft)
2. Ensure COM coax shielding

is properly grounded.
3. Inspect COM coax routing.

Reroute as required to provide
separation from alternator
winding.
4.Inspect alternator control
unit (ACU) for loose or
improperly installed contacts.
Replace or repair as required.
5. Inspect COM coax cables for
damage where tie wraps used.
Replace deformed or crushed
coax cables.
NOrr
Aleo refer to battery power system trouble shooting

c~urt.
ALTERNATOR SYSTEM Alternator output voltage i. Connect voltmeter between

WILL NOT ltEEP BAT- in4ufficient. D.C. Bus and ground Turn
TERY CHARGED. off all eleoctroal loads. Turn
on Battery Switch. start
engine end adjust for 1500’

RSM.vo~tags should mad
approximately 24 volts. Turn
on alternator switch, voltage
should read between 28.4 and
28,9 volts. Ammeter should
indicate a heavy charge rate
which should taper off in
1-3 minutes. If charge tate
tapers off very quickly and
voltage is normal. check
battery for malfunction. If
ammeter shows a low charge
rate or any discharge rate.
and voltage does not rise
when alternator switch is
turned on proceed to Step 2.
~6126 Hevision I
´•16-42. TROUBLE SHOOTING ALTERNATOR SYSTEM (Cont).

TROUBLE
Altenutor output voltege 2 Stop engine. turn off ´•11

ALTERNATOR SYSTEM
ineuffioient (coPt). CoPn~t vol~sM
WILL NOT KEEP BAT-
hetween "F" terminel of
TERY CRAROED. (Cont.)
eiternntor end ground Po
NOT etert engine Turn on
)LLtbrp eCitch end ´•LI~tOf
B´•t~y ooitege
ehoplb he preeent ct "P"
t´•rmio~ 1000 1 FlOlt drop
tbru reguietor. if not refer
to 8109 3.
3. 8tuting ct "I" terntinei

of eiternetor. treoe circoft
to eIternetor ~mhat nnit U
Pin 1 (Blue Wire), Treoe cir-
cnit i~PD Ph 3 ~Rd Wire)
to ewibh O Bte Eer.
Treoe oirouit fman
unit Pin 11 (Orenge
Wire) to
tamiPJ. Cl~u+lr rrmt~tigpl
end repieoe 0001p00´•Pt
´•rhieh dooe not b~n ~oftrqs
pr~pt u outpm Refer
to Jternetor ´•g´•tclm
wiring rii~im in SeC-
tion 12.
Alternetor field winding 1. fivoit´•g~´•l preeent turn

open off ´•Ibrrutor end bWay
ewitchee Check reeietenoe
from "P" t~iP´•l of
netor to CUIe
tnrning Jtsrn´•tor eheit ~ur-

ing NO~PIII
iadl~tinn ie ii-go obPe.
II reeietenoe ie high 0r ~01´•,

repeir Ibp~04 etternetor.
or
Ii ok refer to Step L
2, Check Fsdsturcs frorn

oeee of rlternetor to ´•ir-
frune ground.Normri ipdi-
crtion ie vsrg 10IP
U indfCltee 90. Or
poor continuity. repeir or
repieoe eiterne(or ground

wiring.
I~cvision 1 18-27(
ii o
s~´•i
II 6
i. Voltage Regulator Detail A

2. OroundWire
3. Electrical Leads TWRU 1918 MODELS
4. HousingCap
5. HousingPlug
6. FfreoPsll
7. Gcre~R
8. Alternator Control Unit
9. Washer
Figure 165. Voltage Regulator installation (Sheet 1 of 2)
16-28
WITH 1979 MODE5S
~eg 10+
2 j
Detail A
BEOINNLNO WITH
1979
~C WPlg lae22233,
ABB
2. ororiPd’ Wire Fltbennnn
S.
Cap
a. Bonelng Plpg
2. Firs~aon
7. Bolt
8. Illterrator Control Unit
9. Woshcr
12. Spaar
Figure 162. Voltage Regulator Installation (Sheet 2 of 2)
1629
MODEL 152 SERIES-SERVICE MAIUUAL
~6-43. VOLTAGE REGULATOR.
18-44. DESCRIPI~ION. The voltage regulator is a solid state regulator. The regulator is a remove
slidreplace item and not repairable in the field. For adjustment, refer to the CeslPPe
Alternator Charging Service/Parts Manual.
1645. ALTERNATOR CONTROL UNIT.
16-46. DESCRIPTION. The alternator control unit is a solid state voltage regulator with an over-
voltage sensor and low-voltage sensor incorporated in the unit. The control unit is not ad-
justable and is a remove-and-replace item. A Cessna Alternator Charging System Test Box
I assemhly (PA9870005´•1) is availab’le from Cessna Parts Distribution (ePD 2) througha
Cessna dervice Station for use in isolating failures in the 28~volt alternator control units
(C611005-0101 and C611005-0102) and th~e 2&volt alternator.
NOTE
On 1979 thru 1982 models, if the alternator low voltage

light comes onwhen a COM radio transmitter is keyed,
refer to Cessna Single Engine Customer Care Services
Information Letter SE82-11 dated April 30, 1982. Refer
I also to Trouble Shooting, paragraph 16-42.
18-47. REMOVAL AND IN8TAf~ATfON. (588 figure 186).

a. Remove upper half of engine cowl.
b. Make sure the master switch is in the "OFP"’ position
c. Disconnect the lead from the battery and pull lead free of the battery boL
d. Disconnect hoU~IIIP ping from the regulator/alternator control unit
a. Remove screws securing the regnlator/alternator control unit to the firewalL
f. To install rsgLatorl alternator control the preceding steps. Be aura the
comsctions for grottndi~g am clean and bright before assembly. Otherwise faulty
voltage regulation and/or excessive radio noise may result
16-48. AIRCRAFT UO~O SYSTEM.
16-49. DESCRIPTION. The aircraft lighting systems consists of landing sad t~d lights, naviga-
tion lights, anti-collision strobe lights, n~hing beacon light dome and instrument lights.
controlwheed map light, compass and radio dial lights.
LANDING AND TAXI Short circuit in wiring, i. Inspect circuit breaker.

LIGHT(S) OUT. If open. proceed to Step 2.
If ok, proceed to Step 3.
Defective wiring. 2. Test each circuit seps-

rately until short is located.
Repair or replace wiring.
Defective switch. 3. Check voltage at lights

with master and landing and
taxi light switches ON.
Should read battery voltage.
Replace switch.
16-30 Revision L
MODEC 162 SERIES SERVICE MANUAt
re-so. TROUBLE SHOOTING (CONT).
LANDING AND/OR TAXI Lamp burned out. i. Test lamp with ohmeter
LIGHT OUT. or new lamp. Replace lamp.
Open circuit tn wiring. 2. Test wiring for continuity.

FLASHING BEACON DOES Short circuit in wiring. i. Inspect circuit breaker.

NOT LIGHT. Ii open proceed to Step 2
II oh proceed to 8bp 3.
Defective wiring. 2 Teet circuit until short

is located Repair or
wiring.
Lamp burned out. 3. Test lamp with ohmmster

or a new lunp. RePIsce
lamp. Ii lamp isgood pro-
mad to Step C
Open circuit in wiring. C Test circuit fron lamp

to F~ur for continuity. 1l
no continuity is pl~Ot.
pair or replace wiring. 1l

ocntinuity it pr~Ot, pro-
oeed to 8bp 5.
Defective switch. 5. Check voltage at Basher

with master and k~mn
switch on. Should mad b~-

terg voltage. Replace switch.
1l voltage is present pro-
ceed to Step g.
Defective Basher. 6. Install new Basher.
FLASHING BEACON Defective Basher. i. Install new Basher.

CONSTANTLY LIT.
AU NAV LIGHTS OUT. Short circuit in wiring. i. Inspect circuit breaker.

1l open. proceed to Step 2.
1l ok. proceed to Step 5.
Defective wiring. 2. Isolate and test each nav
light circuit until short it

located Repair or replace
wiring.
Defective switch. 3. Check voltage at nav light

with master and nav light
switches on. Should read bat-
brg voltage. Replace switch.
16-31
ONE NAV LIGHT OUT. Lamp burned cut. L. Inspect lamp. Replace
lamp.
Open circuit in wiring. 2. Testwiring for continuity.

RepaiF or replace wiring,
WARNING
The anti~colliaion system is a high voltage device. Do not

remove or touch tube assembly while in operation. Wait
at least 5 minutes after turning off power before starting
work.
BOTH ANTI-COLLISION Open circuit breaker. i. Check, ii open reset. Ii

STROBE WOHTS WILL circuit breaker continues to
NOT LIGHT. open proceed to Step 2.
2. Disconnect red wire be-

tween aircraft power supply
(battery/external power) and
strobe power supplies, one
at IL time. Ii circuit breaker
opens 00 one strobe power

supply. Ii circuit breaker
opens on both strobe power
supplies proceed to Step 3.
Ii circuit breaker does not
open proceed to Step 4.
3. Check aircraft wiring.

Repair or replace as nec-
essary.
4.Inspect strobe power

supply ground wire for con-
tact with wing structure.
CAUTION
Ertrsme care should be taken when exchanging flash
tube. The tube is fragile and can easily be cracked in a

place where it will not be obvious visually. Make sure the
tube is seated properly on the base of the nav light
assembly and is centered in the dome,
16-32
NOTE
When checking defective power supply end flrsh tube.

units from opposite wing msy he used Be sure power
leeds me protected properly when unit is removed to
prevent short circuit.
ONE AN?I-COLILISION Defective Strobe Power i. Connect to red
STROBE LIGHT WILL Supply, or ~uh tube, leed between sircrsft power
NOT LIGHT. suppl3r @etterg/enternel power)
end strobe power mpplp. can-
necting negstive leed to wing
structure. Check for OI voiu
u ok prpceed to Step 2 If
not. check sircreft power supply
@stterg/erternel power).
2 RepIeoe flesh tube witb

brom good flesh tube. 1l
sPstem still dow not work
DOME LIGHT TROUBLE. Short circuit in wiring. t t~ circuit breeksr.

1l circuit breeksr is open
proond to Step 2 Ii circuit
breeker is oh proceed to
Step 3.
Defective wiring. 2. Test circuit until than

is locsted Repsir or
repiece wiring.
3. Test for open circuit

Repair or replace wring. If
no short or open circuit is
found proceed to Step C
Lamp burned out. 4. Test lunp with ohmrueter

or new lemp. Repisce
Defective switch. 5. Check for voltsgc st dome

light with Pester end dome
light switch on Should resd
butarg voltege. Replace switch.
~INSTRUMENT LIGHTS Short circuit in wiring. i. Inspect circuit bresker.

WILL NOT LIGIIT OR DIM
CORRECTLY.
If open proceed to Step 2.
If ok. proceed to Step 3.
I
Ilcvision 1 1633
ENSTRUMENT LIGHTS Defective wiring. 2. Test circuit until Short

WIU NOT LIGHT (Cont,) is located Repair or
replace wiring.
3. Test for open circuit.

U no short or open circuit
is found proceed to Step 4.
rheostat. 4. Check voltage at inatru-

ment light with master switch
on, Should mad battery volt-
age with rheostat turned N1
clockwise and voltage should
decrease as rheostat is turned
counterclockoPise, 1l no volt-
888 is present or voltage has

a sudden drop before rheostat
has been turned full counter-

clockwise, replace thsostst.
Lamp burned out. 5. Test lamp with ohmmeter

or new lunp, lamp.
Defective transistor or open 6. Check for opens or shorts at

short circuits between transistor sockets or between
transistor and heat sink. transistor and its heat sink.
Heat sink should not ground
transistor. If light will not dim,
check transistor. Defective or
partially shorted transistor can
burn out rheostat. Replacement
rheostats will continue to burn
out until transistor problem is
corrected. Replace transistor or
insulator as req uired.
16-34 Revirion 1
MODEL 152 SERIES SERVICE MANCIAL
CONTROL WHEn MAP NPV light switch turned off. i. N´•v switch tw to
LIGHT ~ILL NOT LJGHT. he ON before men light will
light
Short circuit in wiring. 2. Check 1Pmp hue on ter-
boUd on heck
of st´•tion´•rg punel with ohm-
meter. Ii hue ie open proceed
to 6tep 3. If hue is oL. pro-
ceed to Step
Defective wiring. 3. Teet circuit until short

is loceted Rbp´•ir or
replsce wiring.
1. Teet for open circuit.

Eepsir or replrce wiring.
Ii short or open circ~t
is not iound proceed to
Step 5.
Defective mrp light S,Check voltegs st Pup

seeembiy. light seeembly with meeter
end nsv switches on 1l b´•t-
tsrg Voltsge is present ~h-
piece nup Light
1 blan~l(
1&bl. LCINDPJO AND TAH LIOFT CyRRD 816861868, and
1652. DESCRIPTION. The landing and taxi light is mounted in the lower bah of the engine coarl.
This position facilitates the use of one lamp or both a landing and taxi light A light cover
provides weather protection for the lamp. The and taxi light is controlled by a rocker
type switch located on the instrument p~uL. A oirnnit breaker is need to protect dw landing
and taxi light circuit.
NOr8
With the aircraft

parked 3 feet from a wall orany suitable
light reflecting surface (3 feet as measured between
Landing light and wall). and with nose gear shock strut
extended 2 inches. the center of the landing light on
the wall should be 30~7/8 inches above the floor.
Adjustmsnt screws (7) am used for this be
sure screws (8) me tight after djustment is made.
Is-53. REMOVAL AND INSTALLATION. (868 Elgure 164).

a. Remove screws (8) and remove bracket (1).
b. Pull lamp (2) forward and disconnect electrical leads. the remove
lamp and gasket(3).
c. To install. place gasket (3) in position.
d. Connect electrical leads to lamp (2) and plsce in p#itfon
securing with bracket (1)
and screws (8).
16-31. DUAL LCLNDI~JO AND TAH LIOHT8 CIgRO tseesaee ylbeOt9a3, ´•Pd
FAls2o387).
16-55. DESCRIPIION. The landing and tuf lights me mounted in tbs nose cap ofthe lower half of
the engine coool. The left
lamp is used for and the right 10~ The lamps am
controlled by a dual switch assembly with individual operating rocker type, switches located
on the instrument panel.
NOTE
With the aircraft a wall or any suitable

parked 3 feet from
light reflecting surface (3 feet as measured between
landing light and well]. and with nose gem shock strut
extended 2 inches. the center of the landing light bean.
(right hand) on the wall should be 265/ 8 inches above the
floor. The center of the taxi light beam. (left hand) on the
wall should be 31-3/8 inches above the floor. Adjustment
screws (7) are used for this adjustment be sum screws (8)
are tight after adjustment is made.
18-56. REMOVAL AND INSTALLATION. (Em figure 168). Either lamp may be removed by using
procedure outlined fn paragraph 1651.
1635
MOOEL l~iZ SUIIES SERVICE MANUAL
rabeA AND TAn LIQBTB correJo NOIINIIIO).

~EQeSNINO WITB 15888885, 61581011, 115201944
ANO PAteW);"UlCl.)
leMIB. The 1~Alns ´•pd bd 38654 am mounted in the I´• --tn~

edge oi th4 kit
nhy A oleu pLutlo 1IIU and retainu iormed to th´• eplrapore od the mine edQe,
pracrib´• nwtha iu the llmno. The ontbeud I´•np L nwd iu t´•d and the fn-
baud lamp im 45 L installed u the inhcud 8184 ed the teal hdht to prevent
s~Ln. A d9J roeket erltoh ~lumah gll the in´•tTnment eontrnie the kmp´•. Om
en?(toh L ior landtnv ´•LLCI the otbu ior trrt. POvli fu 564 68654 in provided ~om the
bne bu thnoogh a OOllllp olrooit 5448544.
ieaeC. PENOVAL 65551 eSEPAWtATION (844 i%nre tee).

a Remove mrevm weprlng lane re´•e´•nu (8) and remove lane ud retainer aaeembly
b. Remove mrenre (3) waclrfng brukete fe).
e. pad lmnp (5) loranrd ´•nd dl´•awasot eieetrieei leede (8) ud remove lomp´•.
NOTE
Il´•a~l,-- CI) am not remove6 h L mt nuemerJ to dfUet

iiOhte ´•i\n i~wwtoa.
d. Pkb´• (9) my he ranved hI mmovind mreae (8) and eprrnne (9).

e´• InetaiI emirme (9) ´•nd piatee (7) eereve (e).
i. Cmmut eleetrioel (8) to kmne (6), then goaition lanpe (5) in plebs (’I) and in-
4588 (e) RIF~I Q)´•
g´• Ii nlc´•-- (7) nnln removed. adjpet in aeeordence afth ilgura ieeA.
b. Inetall Nm ´•nd reteinu ’t-´•mbli,
1&57. NAVIGATION fJOHT8.
1&58. DESCRIPIION. The navigation Ughte am attached to the nine tips and the aft end of the
vertical fin tip. The lamps controlled bg a rocker tgpe svPitch located on the instrument
ae
panel. A circuit breaker is installed to protect the circuit.
18-38
MODEL 16~ SERIES SERVICE MANUAL
;~L?.
2!Llf’
W
´•iI
DetPil A
IgRU alaalon~.
i. Brcrcket
"J 2.
3.
4.
Lump
OeeLet
P1´•te
~LND
8 3. Noclscllq
6. Support BrktAeeg
7. Adjuetment Scrsa
8. Scttw
Figure ~8-8. url T~d LiObt IP´•t´•ll´•t~ (gbnt 1 d g)

s A
6
2
31
Dt~tail A TaRn 13283838, Afb01088.

Flbe01983, AND FAlbZ0387.
Ptgurs 1&8. 888 Ikd Light IrutPllntian (Bb4~t ii oi 9)
re~s8
MOREL 152 SERIES SUIV1CL MANUAL
~c3
c".
s A
5 f
2
o
1 i´•-~
~L, I
4
3
2. rral R´•C´•ID~
10 9. gc~
D,lsilA
8. ~mp
8. 8ma
7. PIU´•
D2GDJNDJG WPITB 13288838, A~b210e3,
AND FA1520388. 2. gptl~
10. Clh~u
PYgure 18-8. r~ulAlw ´•pd’I~d LiOht 18818881128 518221 2 21 3)

MODEL 152 Si5RIES SERVICL MANUAL
CI)7
c I
_e
3) ~S
VIEW A-A
POGITICN 8
1 ,45
2_ 1 ,55
3 1,15
4 1 .50
5 1 ,55
5 1,25
~ICLfiIf AND Fb1520~U)B.
PYgure Londiag Pnd T~f Light ddfuntr~nt
1838
~&be. REMOVAL AND INSTALLLSTION. Pm rmnoel end imteRstion od the nesigstlon Ights. ms
IlkM 18-7.
re-so. STROBE LIOFTS.
18-81. DESCRIPTION. A white strobe light 1887 be inetelid on ’1b wing tip with the p~LtOP
hghts. Strobe hghte es ribretion rrdetsnt cad opuote m tbs plPotpL ol e ´•r´•unitar dJ,
chugs into o xenon tubb,prOduQIPg ´•P extremely high intensity Eorgl is mppLL´•d
to the lights ham indi~Ldtul powu suFFliee monnted o~p wing tiF rib.
1e-ez. REMOVAL AND INSTALLATION. For mmotel mM instehetion M etrobs Il´•ht end powu
supply, us flgnrs 18-7.
WARNII~K3
The sntlooIhdon ´•stkm L high ´•oltege dub´•. Do mt

e
remooe or towh tubs whiUs in opuetios Weit

st lust b minut´• eitu turning a~ Power before etuting
work.
re-ea. FLASHING BEACON.
DESCRIPTION. The nuhl~9 b~mn liQht t etteebsd to ths sutiml Rn tip. The kmp is
iodinbOlPOT eieotrioelly switched by e ´•olld-´•W´• 1´• labls. The ~b3t is

mounted in the ´•n motion of the teilcons. Tbs switohing hmIuny d tbs euembly
opsnbs the I~mp st epproximetely eb fIeehee Pr mlnnte. A t.b a~a 78 ´•Iltt resistor is in-
stelled to ehminete pnlsing effsct on the lighting end
re-ed. REMOVAL AND INBTALthTION. (Sm Rgurs ~80.)
CAUTKMI
When inwrting lemp into elweye me
chief or tlsue to getting finguprints on the

Inmp. FLngsprrnts on tbs kmp my shorten hfe of the
luop.
re-ee. INSTROMENT AND DOME IJ(38TS.
1g-s7. DESCRIPTION. The instrument Road Ilght end dome light us instelled in the ossbud oon-
sole. The dome light consists of e irostsd lens uh e slngie bulb amtroll´•d by s rpcksr
switch on the instrument panel. The instrument Road hght ooadste of rsd kru end
single bulb controlled by s
rhsostet switch looetsd os the instrumsnt rrnol below the pilots
control wheel.
re-ed. REMOVAL AND INSTALLATION. (8m ilkm 1&9).
18-89. INSTRUMENT POST LIOHTINO.
18-70. DESCRIPTION. Indi~id\ul pmt lighting mey be iP´•tJ1´•d to prorids non-glers instrument
lighting. The past light consists of a oeP end s olsu Lmp witb tinted lau which
fits into a socket bonded to the penel corms. The intensity of the post Ilghu is
controlled by the instrument rheoetst an ths
MODEL 152 SCRICS SERVICE MANUAL
8
Detail A ´•t
9 i
10
12
11
~14
t5
EY _Is e
i. Electrical Leads f7
2. Mount Bracket
3. Socket I
4. Gasket DetailB te
5. temp 8
6. Lens
5
7. Lens Retainer 13. Insulotor 8
a. screw Is. Wine Tip
9.
iO.
Cap
Washer
15.
16.
Socket
Flash Tube Assemhly
67
11. Insulated Washer 17. Gasket
12. Spring 18. Seel
Figure 16-7. Navigation and Anti-Collision Strabs Lights installation (Sh´•st i oi 8)
1&39
Is -7
!20
%li,
i
23
20
22 21
19. WingTlpRib
20. PowsrSupply DetPilC
21. Screw
22. EleotrioaLI,eada
23. OroundW~e
igure LS7. Navigation and Anti-Collision Strobe Lighta Inatallatton (Sheet 2 oi 2)
le-10
3 B
4 Cl‘s
c´•-
5.
5
´•,-´•c:w iY
6
.´•s
10
11
12
13’ i. Dome 11. Tip A~ssmbi3r Fin
2. Oosket 12. Haueing- Plug

14 3. Lomp 13. lloueing-Cop
II. Grommet
4. Clomp Aeeembly
Scre~ 15. Ground Win
10 18. Reeietor
8. P1ots- Mounting
7. Socket Aleembly 17. FTooher Assembly
Detail A 8. Shield 18. Bulkhtd Toilcone
Plots 19´• NUt
9. Assy Mounting
1
10. Nutpleb Inspection Plots
15
Figun 18-8. Flr~hlnQ Beoeon Light fnetollotion (Sheet 1 oi 3)
Is~l
MODEt lt52 SERIES SERVICE MANUAL
17
1S
ii
D~touB
ie
19
515
20
5
Dbt´•il C
Figu~ leg. F1´•ahing B~oon tight (Shs~t B oi 3)
le-~2
MODE1. 1Sa SERIES SERVICE MAIYUAL
~72O*
4~ in ~s
NOTE
When l´•mp he eure eoohet

inst´•flsd in mouating plus iimp mey he in~ullsd
with ifluneat perpeodiouler to the longtudirul uil
oi the
Figure 18-3. Fluhing B~n Lieht In~t´•ll´•tion (gheet 3 ot 3)
1&+3
MODEL Ifi2 SERIES SERVICE MANOAL
Rg
1. Nut
Sc~
Q 23.
c Lunp (InetntmentLight)
7~ -‘~´•L 5. B ~lat
Waeher
6 V/ 7. .6b~lptuN
II~D 8. Sc~
d t
.10
Jt~B
‘11
t
8
9-’
1133 k-"
j~ BEGINNTNO tKITH
1979 MODELS
4)~t
15
9. Socket(lnstrumsnt Light)
’I
9,
10. Plate
ii. Reflsctot
12. Socket(Dome Light)
13. Lsslp(Dame Light)
14. Spacer
18 l5. Cover
17
18. PlugButton
17. Aclustm~nt Shield
;8 19. St~ritch
Figure 1g-9. Inetrument and Demo Light Console Inskll´•tion

’5
O
’V:
T,E´•’:.
n i
a\
i
I´•
ii.i
A f ‘-´•´•i
I~
an 4 Detail A
3
i. Mounting Bracket 5. Waaher

2. Mounting Screw 6. Screw
3. HeatSink 7. Trsneistor
4. Connector 8. Insul´•br
Figure 1&10. Transistori~sed tight I)imming Inet´•ll´•tion

NOrr
When trut´•llipg podllght usuobiies shsIl in

rmtrl with RI~-108, Qsaernl Eleotric, WRterlord, New
YorLt, on iorwsrd side d auul where pcetllght oould
come in oontsot with Ihost nurJ ´•Pbp~nal. This eoeting
ahll inmJ´•t´• polNight how oantsct with
sirpisne struoture. qostlnQ thinm~H to he ~09,
18-71. REMOVAL LLND RVBTALLATION. For rema~nl end fnstsIlstion oi poet Inmp, slide the crrp
end lone from the soo~t,.Qlldr, th~ Isslp how the osp u#mbly.
TROVBLE SEOOIINO pOSILIOIlTINO.
TBOUBWLb PROBABLE CISIISE RB~MEDY
LAMP WILL NOT LJQBT. Ddeott´•e kmp, i. Test Lmp with ohmmeter or
replses with s new kmp. Ii lsmp

L 0& proceed to step 2.
Dsieetlw soeket or open 8. Witch switch on, test sockst. 1l

oimtlit. Beplsoe Mntst or wirinQ.
ONE SECI1ON OF uMnS Odeetioo ann~u?tnr. 1. Teet ior ooltsge on Inmp

WILL NOT side oi oonneetor. 1l oolt~gs is
not present, ehsek opposite
side ai oonneotor. Li voltsge is
p~mt, repieoe pins end boeksb
ssM not
plrwa3t, cheek eonneetions st

terminsl kLnL.
oirmrit in a. Reier to psrsgrsph

vsembly.
rheostst. 3. Cheek ooltoge st output side oi

rheostst with bstterg switch on.
Should resd bsttery ooltase with

rheostst turned iud clockwise.
Voltsge should deoresse os rheo-
stst is turned counterclockatse. ii
no ooltsge is present or ooltoge
hss s sudden drop bsiore rheostot
hus bsea turned iud counterclock-
wise rspkca rheoetst.
18~d
MODEL 152 SERIEs sERV~CE MANUAL
16-71A. TROUBLE ISHOOTINO- POSTL1OHTINO. (Cont).
ALL lJMpn OVT. Open circuit bP´•rLuo. r, With b´•tCaJ switch on chock
circuit breaksr. Roect h open Li
ofrouit bprk´•r is ~t. eolt
age at ontpnt side of breaker. LI m
edtclo b prrrot, mpiom

hrookor.
LAMPS WILL NOT DIM. Dcieotte rosictor ar rb~t´•t. 1. cr*utL rosiotor sud rheootat for
continnity sud msistanm ~ltw.
~bto,saya trmsdstos Ion
partial ~bat. Rsiisr to Wm-
graph r6718. Replace rheoetst and
tmnaismr.
16-718. TROUBLE SHOOTING TRANSISTOR BEAT SINE. host sink Chock

transistors for opens and shorts, chock tranaistm sockotc for erktsnm of shorting oot
against hest sink, especially on the bottom side. Check that legs d tranaistm oocket hare
not been bent up against hoat sink. V this has iuplmul. you may me burnsd spot on the
soclet leg. 1l the transistor sockets and wiring appear to be ip good aondttbP. install truu-
istor back in heat sink and make a contlnnity check. Attach aw had of m ro the
heatsink then check e~erg pin oi tbs pigtail plug with the other lead for continuity.
should not be continnity). Ii continuity is found. this will burn opt transistors immediately.
16-72. TRAN8ISI~ORII;ED LIGHT
16-73. DESCRIPTION. A remotely located. transistorised aPembly 1´• iMolled
to control instrument lighting. One cimnit controls the oompass liQht,, map hght and iP´•f~Zi-
ment flood lights. The other circuit controls radio Ilghtipg. A concentric knob arrangement
on a dual rheostat assembly mounted on the hmtrument panel.
rBr74. REMOVAL AND INSTALLATION. ~9se ilg~a 16-16.)
16-748. TROUBLE SHOOTING SEAT SINE. Refer to pusgroph 16-71A.
~6-73. COMPASS AND RADIO DIAL LIGHTING.
16-76. DESCRIPTION. Tbs compass and radio dial lighting am contained within the
units. The Lighting intensity is controlled by a concentric knob arrangement on a dual
rheostat assembly mounted on the instrument panel.
16-77. CONTROL MAP LIGHT.
16-78. DESCRIPTION. The control wheel mop Ilght is mounted on the lower aids of the control
Light intensity is controlled by a thumb operated rheostat. For dlmm(~p the rheoetat
wheel.
should be turned clockwise.
16I6LL
MODEL 152 SERIES SUIVICE MANUAL
18-79. RIEMOVIII,~ND iigure 1&t1.) 15988818 AND Aib010~9.)

a For ensy aecess to the nap light aasembiy, rotate the control atheel 90".
b. Remove wr~ (9), spacers (8) and (r0).
c. Remove eeress (I), ineerta (11) aud shield (19).
d. Iakl thenup lght aires at the ternrinal blooh, then remow soreopa soouring alres
to tamfnul
Bor reeoeenthiy reveree the preeeding atepa.
le-79a. RENDVAL AND DSlPTALLATlDN. ilguns 16~1.) ~BWIINNINO WITB 18888835 AND
Alb81090,)
a
Bor easy Imr~ to the map light rotate the control ooheel 90’.
b. To renune l´•r~p, preee in end rotate
o. ~rv-rm Wfi~ (19) end remove brob (11).
d. To remove remove serene scwuring braoket (9).
e. DLeonneot eleotrioal Ird´• i~om rheoetat (I).
i. Bor 2~br# this
to-do. MaP LtQBr.
18-81. ~DEBCRIIPIIONI White map hghting and red non-glare inetrunent lighting am provided by
an dfPetable Ilght mounbd.on the upper iorrud pert oi the leit door pmt. The s~itch is a
chyu podtba type ~ith red, ahik and oit poeitlone, The map light contains a vbik bulb ior
general porpor lighting end a red bJb ior djnetable inetrument lighting. The intensity oi
the red bPlh ie amtroUad by the dimmi~p rheoetat on the leit aide oi the instrument
le-ea. REMOV~UI AND IN8TblWaTION. (89e irCrurs 18-19.)

a
Bor mpimmmnt oi d4lloth4 1Pmp alide the hood and lens ~om the map Ilqht ~ssem-
MODEL 1SP SERIES SERVICE MANUAL
ITEMS 5, g, AND 7 ARE USED

ONLY WHEN MAP LIGHT
IS NOT INSTALLED.
’Q
16
15 13 a
~3 Is
711Q
127
A 7
oc~ail
18 3
16 17 16
A
i. Stationary panel Assembly

2. Control Wheel Assembly
3. Spacer t3
4. Map LightAssembly
5. Terminal Block A fPA 7
6. Cover
7. Screw
8. Spacer
7,IC_/ K\ lg
9. Screw
10. Shiel~
11.12. Cover
13. Clamp
14. Cable Assembly
15. Grommet
16. Nut
17. Fuse
16. LockWasher
q
19. Lamp
20. Rheostat 20
TBRU 13206808 LLND Alb01018.
Figure Con~P1 Wheel Map Light (Sbeel 1 oi t)
1S-17
1~ SERIES SERVICE IHANUAL
MODE~
le
9
’5
x
14
13
10
11
i’s
12
POP8~
;o 19 r.
8. Cootml Wh~sl
21 18
3. ku~t
3338 Ltght Assc~mbly
3. Sara
8. P~d
BEOINNPIO wfia lazasess AND albeloeo.

7. RhaaatPt
8.
9. Bnckst
r0. 901~
gnob
12. Sstw~
13. Sera
Wuhsr
13. CsNs h#mhb
18. Oromnut
t7. Ckmp
18.
Is. SEwo~
28. Wuh´•T
21. Nut
sgllfd 18-il´• Control M~ LSght IuutJkt8on (811831 2 91 2)
18-88
MODEL ’152 SERIES SERVICE MANUAL
BEGINN~NO WITH 1980 MODELS
´•13
ah~
6
e,5
I 7
I. Nut
2. Washer
3. Switch 10
4. Doorpost Shield
5. Grommet
8. Screw 11
7. Housing
8. Socket
9. Lamp
10. Expander Tube
ii. Lens 12
12. Hood
13. Insulator
BEGTNNING WLTII 1979 MOI)ELS
Figure lg-ltA Map Light InatalIation

MODEL ~52 SER~ES SERVICE MAWUAL
1
/:1
Detail A
i. Elechical Leads
2. PitotTube
3. Heating Element
16-r2, Heated Pitot fnetallation
t6-ls
b. Remove lamp irom socket and install new lamp.

c. For removal oi tbs mop light assembly. remove screws securing door poet shield.
d. Detach leads at the quick disconnect iostsners.
a. Disconnectground wirs.
i. Rsmove nut and wosher sscuring mop light assembly to door post shield
18-83. PITOT HEATER.
ls-84. DESCRIPTION. An electriool heoter unit moy be installed in the pitot tube. The heoter
ollsab tbs possibility oi ios iorrm)tioLI 011 tbs Pitot tube. The heater isintegrally mounted in
tbs pitot tube and is operated by o rocker switch on the instrument panel.
legb. REMOVAL AND INSTALWITION. (855 tfgure ig-lk.)
lege. CIGAR fJOHTER.
18-87. DESCRIIPIION. Thru 15285188 Fr3W)i891. A1320984. and FAlb~78. tbs cigar lighter is
mounbd on the instrument panel 510111 the pilots control A 7.5 Pmp iuse is
instollsd to protect the wire irom the cigar ligbter to the nmmstsr,
i. Decorative Cover
2. Screw
3. instrument Panei
4. Clock
Figure ls-12A. Digital Clock lnstollotion
le-50
16-88. CLOCK.
ie-ss. DEsCRZPLION. Thru 1978 Models electric oloolt may be installed in tbs airaraft Daring
an
the isls Models a digital oloo~ may be instslled Tbs digital eloch has the capability of date
and second readont 86 web as tiPI~. Both akya* am installed in the inatrnmsnt in the
same man~a. Refer to Wat~e OpantLPg fm opsrating instrncttons. Refer to
me re-tea.
Ie-oo. FMwnnwwCv UXI’BTOR
16-91. D~SCRIPTI[ON. The ELT is a afiit, having its own power +Pppb,
with an CIQDPUY moantsd antenna The nnit f´• monntsd in the tailsons, Mt of the baggage
designsd provide tom
curtain on the side. The transmittem an to a
that if narl(hmrdnt~ba i~ a swept arm the range M 1600 to S00 Hs in a 6L4lP4

sasily reoogniabls distress signal fm reception by smrah and mmm personnel and othsrs
monitoring tbs emergeney fmonmmiea The EELT tmnwniseian
teristias which correspond appronimately to 100 mllY at a march altitnds of 10´•000 ~t.
The CSe9dtt-OrOS transmitter, and tbs trsnsmitIm an with Cura-

dim registry, 414 nssd tbrn 16888061, L1680006, piegeteMi, and Fa1beOSI7. The
CLISg611-O111 trannnitter, and tbs CWO611-O118 tranmnhtm mt airraft with re
ussd 168nsrwe thro leenaeae, arb80808 thrn A1681019, thrn

glstry,am
Fibe01988, amd thrn FA168lwee, Reginning with 16866097, albS1OW),

F1Se019E9, and FA1680086, tbs b need an ah The
transmits an rated pmmr cotpPt for 100 eoQttnmms
181.6 ´•na~ M ee mw
hams in tbs tempsratnrs range Qb to 181’2 ~C to bb~. Tbs

transmits an lei,b MHs at ee mw 1~016 power OPtPZtt fm 100 QoP~tjPPOtU in tbs 4481-
of -t"F to 161’2 ~O´•C to 660. Tbs CMM6119100 transmits 0 let.s
psnt9ra rnnge
and e+S,O MRs simnltansonsly at I6 mw power optpnt fm se oontinmms ba~PI in tbs
rwso of ~OOEP to fsl´•F(-lO´•l:to ~C).Ibs ´•pd
010S trmmmitsm 181,6 and 666,0 Yis at 16 mw rated power antpnt for UI oontinsoes
hours in tbs temperature range of ~elp 00 181’2
power is sopplisd to tbs transmittsr by a battay484t Tbe and CblLO~lr-

anthnsd
0106 ELTs eLnippsd with a Ifthinm kcb~nlr mnat be modified by giL18~90 u
in Avionics 8ervioe Iatbr aVItMI1, ´•h+ul 80 Narembar MOl, to inssrparats b´•;1Stalr-

runtm, The rlhli~ have the mrrim bM 4d the hattsry-paoh
stamped m the an tbs 446 ed tbs ~mitL´•r bslow tbs switch and an am cf
the tranrrmift~. Tbe ham tbs replaoament date snd
date of instalatlan on the hattery-paab and tbs replasement date an the top ad tbs
tar.
16-92. OPERATION. A three position switch on tbs forward end of the unit controls operation
Placing the switch in the Oft position will snsrgiw the unit to start transnitting energency
in the ARM position
signals. In the OFF position, the unit is inoperative. Plaaing the switch
will the unit to start transmitting emergency signals only after the tmit has received a 66
set
(tolerances are +26 and -66) impact force, for a duration of 11-16 milliseconds.
CAUTIOIY
Do not leave the emergmmy locator transmitter in the

ON
than 1 moond (8 of the warble
position longer
tone) or yap may activate downed ahoraft proosdnrm by
C.B.P., D.O.T. ar F.d.B. personel.
1&51
Is-os. CRECROUT
too HOUR8 OR TBBEE MONTNS, WIIICBEVER COMES FIRsr.

a Torn aircraft master switah ON,
b. IbrP aircraft trsnsceiver ON and mt frequency on receiver to MHz,
c, Remove tbs EtTs antenna cahls from tbs ~LT unit.
d. PLos the ELTs fonotloln selector switch in the ON position for S seconds or less. Im-
mediately rapkos tbs EtT function selector switch in tbs BRM position after testing
EtT,
a. Tsst ahonkl he oonduotsd only within the time period mads up of the first Rve min-
utss after my fro9r.
CAUTION
Tests with the antenna oonnsotsd shonld be approved and

oonLrmed by ths nearest control.towsr. T114 FLLb/DOT a1-
lows free spsce tests frmn the aircraft My
time within Rve mfaotw ´•Sks ssch hmu, Tbs test tims
allowed is generally Rum sweeps of ths warbls toss, or
approsimately a ts~t. Tbs control tower
should be notified that a tsst is aboat to be psrlorms~
NOTE
Without its antenna oonnsote6 the ELT will produce

sufficient signal to rsaoh your rsoeiver, yet it will not
disturb other communications or damage output circui-
try,
CAUTION
Ensure that the direction Of Right arrows @lacardsd on

the transmitter) me pointing towards the nose of the
o~ircraft.
I re-s4. REMOVAL AM) INsTALLATION OF ANTENNA (Sss figure 16-13.)

a. Disconnect Co~arilrl cable from bass of antenna.
b. Remove the nut and lookwasher attaching the antenna base to the fuselage and the
antenna will be free for removal,
c. Ta reinstal1 the antennarevsrss the preceding steps.
NOTE
After accumulated test or operation time equals I hdur.

battery-pack replacement isrequired
f. Check calendar date for replacement of battery-pack. This date is supplied on a
sticker attached to the outside of the ELT case and to each battery.
16-95. REMOVAL AND ~STALLATfON OF TRANBMI’I"I~ER. (666 figure 16-13.)

a. Remove baggage curtain to gain access to the transmitter and antenna.
b. Disconnect co-adal cable from end of transmitter.
c. Remove the two #10 screws from the baseplate of the ELT and remove ELT.
d. To reinstall transmitter. reverse preceding steps.
18-52 Kevisionl
MODEI. 162 SERIES SERVICE MANUAL
~OC*IOI
*It 01 l~lS
*uIl (I ~OvlCID I* ´•CEOIO´•wL~ .-´•´•rt
lo
PLACARD LOCATED ON UPPER RH. 11
CORNER OF BAOOAOE CtTRTAIN I
I
.2´•´•, I
I
t
A 9
´•:’´•~1´•. a
i´•
L’B tZ
3
B
lii~>
s 7 1
Detail A
THRU 15282091. A1520808, FlbeOlSee
AND FA17208~7
i. CabinSkin 7. Arm Switch

2. Bracket 8. Go-axial Gable 1 10
3. Transmitter 9. Rubber Washer
4. Cover 10. RubbsrBoot 6 s
5. Screw 11. Antenna
6. BatteryPack 12. Doubler ROTATED 1%0"
PYg~s 10-12. Emegsnoy RurmPt#a InuLalttbn (Shaet 1 2)

MODEL leP SERIES SERVICE MANUAL
Il*Wlllnll
IC(II*LLIO O) tWO
I
I I
Y)11 )I WI*ICI´• ´•CCOIOIKI
10
I I ‘t
PLACARD LOCATED ON IfPPER RH.
CORNER OF BAaOAOE CZTRTAIN
c´•:rT’I I
.1
A ’.´•´•I::
1
9
~r;le I´•
~L’B
´•´•._ _´•´•
12
2´• ´•THRU 15888888
A1~20887, F15201783
Derail A
e s’
15888088 TBRO 15888888,
61~80808 T&RV A1581018, 1
TBRO F15801888
AND FIlbe0~8 TBRU
II,
(31,
ej 5
~t BEGMNTNG WITH
C
Detail
Al520888,
Fi5a01784~5283834, ROTATED l800
iz\
FQlli´• ~619. (88331 8 ad 3)
18-53
t*ILIGLWEI LOC*IOI
*It 01 I)U1
I
II I
ryn IL ItlvKIO H1 ~CCOID´•*CI
15
I´• I
PLACARS LOCATED ONUPPER RIL
CORNER OF BAOQAGE CURTAIN
A
1
Ls
1
12
3
´•-A
8
8/ 5
Detcru A
a
REOINNINOl6lTR i3BS3e37, I az~
alleloeo, Flaaozses AND
ELT IS LOCAfED BEHIND

THIS SURFACE
PLBCBRD U~CBTED ON sroar

5
EIlL~JI) 6166 OF TB~LXXINBI
TO ELT. ON AIRCRAFT.
Deuu C
ROTATED ~80"
Figure 16-13. Emergency I~ocator Tranr~mithr Ineteiietion (6heet 3 o~ 3)
16-35
MODEL 1SZ:SERIES SERVICE MANUAL
CAUTION
The C589511-0111 and C589fil1-0119 co-axial cable must

be installed as indicated on the cable sleeve. Cable end
marked ~O ANT" must be connected to the ELT antenna,
and the end marked "TO ELI"’ must be connected to the
~589511-0113/-0117 and C589511-0103/-0104 transmit-
ters.
NOTE
Upon reinstallation of antenna, cement rubber boot (10)

using RTV101, General Electric Co. or equivalent adhe-
sive, to antenna whip only; do not apply adhesive to fuse-
kge akin or damage-to paint may result.
16-96. REMOVAL AND INSTALLATION OF BATI%RY PACIC. (See figure 16-14).
NOTE
Transmitters equipped with the C589511-0105 or

C589511-0106 battery Packs can only be replaced with
C589511-0114 after modification by SK185-20 has been
completed.
CAUTION
Lithium battery pack must be replaced with alkaline b~t-

tery pack per SK185-20.
WARNING
Only Dome and EhargoMn (D&M) ELT battery packs

should be used as replacements in D&M ELTs. Use of in-
ferior substitute battery packs could jeopardize crash vic-
tim’s lives.
a. After transmitter has been removed from aircraft in accordance with paragraph 16-95,
place transmitter switch in the OFF position.
b. Remove four screws attaching cover to case and then remove cover to gain access to
battery pack.
c. Disconnect battery pack electrical connector and remove battery pack.
d. Place new battery pack in transmitter with four batteries in case as shown in figure
16´•14.
e. Connect electrical connector as shown in figure 16-14.
NOTE
Before installing the buttery pack, check to ensure that its

voltage is 7.5 volts or greater.
f. Replace the transmitter baseplate an the unit and pressing the baseplate and unit to-
geiher attach baseplate with four Nylok patch screws.
g. ´•Stamp the new replacement date on outside olthe ELT. The date should be noted on
the switching nameplate on the side of unit as well as on instruction nameplate on top
ofunit.
WARNING
The battery pack has pressurized contents, l)o not re-
charge, short circuit, compact, or dispose of in fire.
16-56 Revision 1
C389511-0103 TRANSMIITEK
C589511-0104 TRANSIYIITI~R (CANADIAN)
C589511-0105 BA?TEBY PACK

C589511-0108 BAT~ERY PACK (CANADIAN)
C589511-0117 TRANSMITTER
C589511-0113 TRANSMITI~ER [CANADIAN)
C5895r1-011I DOMESTIC a
CANADIAN
Figure 18-14. Bott4rg Pock
18-57
CAUTION
Be sure to enter the new battery-pack expiration date in

the aircralt records. It is also recommended this date be
placed in your ELT Owner’s Manual for quick reference.
16-97. TROUBLE 6HOOT~O. Should your Emergency Locating Transmitter fail the ~00 Hours
performance checks, it is possible to a limited degree to isolate the fault to a particular area
of the equipment. In performing the following trouble shooting procedures to test peak
eiiectivs radiated power, you will be able to determine iibattery replacement is necessary or
if your unit should be returned to your dealer for repair.
’POWER LOW Low battery voltage, i. Set toggle switch to ofi.

2. Disconnect the battclry-
pack from the transmitter
and connect a Simpson 260
model voltmeter and mea-
sure Poltags. II the b´•ttery-
peck transmitters is 7.8

volts or less, the b~ttery-
pack is below speciiication.
Faulty transmitter. 3. 1l the battery-pack volt-

age meets the speciiications
in Step 2, the battery-peck
is ok. 1l the battery is ok,
check the transmitter as
iOUOOP(I:
a. Reconnect battery peck
to the transmitter.
b. By means of E. F. John-
son 105-0303-001 jackplugs
and 3 inch maximum long
leads. connect a Simpson
Model 1223 ammeter to
the jack.
c. Set the toggle switch to
AUTO and observe the ammeter
current drain. Ii the current
drain is in the 15-25 ma
range, the transmitter or

the cc-axial cable is faulty.
Faulty cc-axial 4. Check co-axial antenna

antenna cable, cable for high resistance
joints. Ii this is found
to be the case, the cable
should be replaced.
’Thls test should be carried out with the co-axlal cable provided with your unit.
1BIJ8
ELECTRICAL LOAD ANALYSIS CHART

ALL MODELS
STANDARD EOOIW6ENT Lnad) AMPS REOD

1978 1879 1980 IBB1 lss2 1983 1984 1983
Ratbrjr Contactor 0.3 0,3 0.5 0.5 0.5 0.5 0.3 0.5
0.1 0.1 0.1 0.I O. 1 0.1 0. 1 0. I
Flashing BeaconLight 8,0 8.0 g~0 8,0 8.0 8.3 8.0 7.0
Instnunent Lights 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.6
Position Lights 2.5 3.5 2.6 2.3 2.3 3.3 3.5 2.3
Torn Coordinator 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
OPTIONAL EOULPMENT (Running Load)

Poet Lights O.g 0.8 0.a 0,8 O.B
seated Pitot 9.9 2,9 2.9 2.9 2.9 2.9 2.8 2.8
Strobe Lights 3.0 3.0 3.0 3.0 3.a 3.0 3.0 2.0
Cessna 300 Nsv/Com(RT-386A) 1.0´• r.0´• 1.0’ 1.0’
Cesana 300 ADF rTgne R-348E) 1.0 1.0 r,O 1.0 I.O l.o r.o l.O
Cesana 300 Rnnscei~er Crype RT-385A) I.0’ 1.0’ 1.0’ 1.0’
Ceeena 300 Transponder Crype RT-3b8A) 1.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Ceeena 300 N(C (ARC Type RT-328T) 0.5

Cesena 400 GLide Slope
CI~gpe R443B) (40-Channel) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.3
Cessna 400 Marker Beacon

(Type R402A or R402B) 0.1 0.1 0. 1 0.1 0. 1 0~1 O. r O. 1
Cessna +00 Encoding Altimeter

CPype EA40rA) 0,1 0. 1 0. 1 0. I 0. 1 0. 1 0. 1 Q. 1
CessM 400 Ranspondsr(RT~38A) 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Altitude Encoder (Bltnd) o. 1 0. I 0. 1 0. I 0. t 0. 1 o. 1
Turn g Rank Indicator 0.2 0.2 0.3 0.3 0.3 0.2 0.2
Lnterphone System t t t
Avionics Fan 1.0 0.6 1.0
lTEMS NOT CONSIDERED PART

OF RUNNING LOAD
Cigar Lighter 7.0 7.0 7.0 7.0
Clock t t t t t t t
Dome Light 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
Flap Motor 8.3 8.5 8.8 8.5 8.5 8.5 8.3 1.8
Landing Lights (Cowl Mounted) 8.9 8.9 8.9 8.9 8.9 8.9 8.9
Landing and Taxi Lights @unl Cowl Mounted) 7.2 7.9 7.3 7.3 7.3 7.2 7.2
Landing Light CWing-Mounted) 8.9 8.9

Trud Light (Wfng-lldounbd) g.8 g~g
Map Light on Control Wbesl 0.1 0.1 0.1 0, 1 0. I 0.1 0.1 0.1
Man Light on Door Post 0.2 0.2 0.2 0.2 0.2 0.2 0.2
Standby Vacuum PllmP 13.0
t Negligible,
2.3 AMPS ior XMIT.
M~t)
gECIION 17
STRU~rKsr, REPP~IR
Pogo No.
T~LBLE 08 CONTBeJTB L~oaohJ
~nP´•l
STROClpRbL REPIIlR zQr~17-s Wing IMg~ 2015/17-5
8018/17-8 N´•qllgl~ D´•Pug´• 2015/17-5

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17-1
Repair of Reinforwment Corrsdon and Corredon

lSnglw Mesl~7-10 Control 2088/17-12
Repair 03 QlucFiba
Constructed Components 2088/17-12
17-1. STRUCTURAL REPAIR.
t7´•2. REPAIR CRITERIA Although this section outllnw repair permiwible on structure of tbs
ofrcrPft, the decision of whether to mpair or replscs a major unit of structum will be
influsnosd by suoh factors w time and labor avaiiabls, and by i compwiwn or labor costs
with the priw of mpIaosmsnt wwmblies, Past srperiencs indicatw that rspi~rcsment. in
many owes, is 1~ costly than major mpair, Certainly, whsn the aircraft mnst be lastorsd to
its airworthy cOndltlon in a limited lsngth of time, replacsment is pmfsrabls. Restoration of
a d~mlaui aircraft to its original dwign strength, shape, and aliCmment introlpw camful
svaluation of the Almlsr, followed by eracting orbnanship in performing tbs repairs.

This wction suggests tbs ettent of stmctnral repair practicable on tbs ´•ircr´•tt. and
supplements ZPsdsrJ Aviation Regulation, Pmt ~L3. Consult tbs factory wben in doubt about
a rspair not specifically mentioned hem,
17-3. EOUIPMENT AND TOOLS,
17-4. SUPPORT STANDS. Padded reiniorcsd sawhorss or tripod tgps supgort stands, sturdy
enough to support any ossg placsd upon them, must bs used to ston, a rsmo~red wing or
tailcone. Plans for local fabrication of support stands pre contained in tigurs 17-1, The
fuselage esaembly. from the tailcons to the firswau must NOT be supported from the
undenide. sines ths shin bulkheads ms not dssignsd for this purpose. Adapt support stands
to iasten to ths wing attach points or landing gem attach points when supporting a fuwlags.
r7´•15. FUSELAGE REPAIR naS, Whenever a repair is to be made which could affwt structural
alignment, suitable jigs must be uwd to wsum corset allgnnent of major attach points,
such as fusslage, fimwall, wing and landing geu. These fuwlage rap´•ir jigs ore obtiinabls
from tbs factory.
17-6. WING JIGS. Thew jigs ssros ea a holding iixn~re during ertsnsivs mpair of a damaged
wing, and Iwotes tbs mot rib, leeding edge and tip rib of the wing. Thsss jigs are also
obtainable irom the factory.
17-7. WING TWIST AND STABILIZER ANGLE-OF-INCIDENCE.
17-8. Wing twist (wwhout) and horlaontal stabilil;sr angle of incidence are shown below.
Stebili~rers do not have twist. Wings have no twist from the root to the lift strut station. All
twist in the wing panel occurs between this station and the tip rib. Rsfsr to figure 17-2 for
wing twist mewursment,
WING STABILIZER
Twist (PVeshout) 10 Angle of Incidencs -30
17-9. REPAIR TvLATERIALS. Thicknsss of a materiil on which a mpairis to bs made can sasily be
deterninsd by meeauring with

micmmetet.
a In gsnsral, material used in Cssna aircraft
covered in this manual is mads hum 2024 aluminum alloy, heat tmated to a -T3, ´•T1~. or -T42
condition. If the type of matsrial cannot rssdily be determined 2024-T3 may be uwd in
making repairs, sines tbs strength of -T3 is grsater then -T4 or -T42 (-T4 and-T12 may be used
intemhangeably, but tbsy may not be subrYtut~d for -TC). Whsn nscsswry to form a pmt
17-2
with a smaller bend radius than the standard cold bending radius for ~2CTI. use 2024-0 and
beat treat to 2024-T42 after forming. The repair material used in making a npair must equal
the gauge of the material being replaced unless otherwise noted, it Is often practical to cut
repair pieces from service parts listed in the Parts Catalog A lew components (cmpernage
tips, for example) are fabricated from thermo-formed plastic or glass-fiber constructed
material.
17-10. WING.
DESCRIPTION. The wing assemblies me a semicantilever type employing semimoncoque

type of structure, Basically, the internal structun consists of built-up front cad rar spu
assemblies, a auxiliary spar assembly and formed sheet metal nose, intermediate.
formed
and ribs. Stressed skin, riveted to the rib and spPr structures, completes the
trailing edge
npd structure. Access openings (hend holes with removabie cover plates) are located in the
underslde of the wing between the wing root and tip section. These openings afford access to
aileron bellcranks, flap bellcranks, electrical wiring, strut attach ftttings, control cables and
pulleys, and control disconnect points.
17- 12. WING SKIN.
17- 13. NECf~ICIBLE DAMAGE. Any smooth dents in the wing skin that are fne from cracks.
abrasions and sharp corners, wh~ch are not stress wrinkles and do not interien with any
mternal structure mechanism, may be considered as negligible damage. In aras of low

or
stress mtensity, cracks, deep scratches, or deep, sharp dents, which after trimming or stop-
drilling can be enclosed by a two-inch circle, can be considered negligible if the damage area
Is at least one d~ameter of the enclosmg circle away from all existing rivet lines and matena!
edges. Stop drilling is considered a temporary repair and a permanent repair must be made
as soon as practicable.
17- 14. REPAIRABLE DAMAGE. Figure 17-4 outlines typical npair to be employed in patchtng
skin. Befon installing a patch, trim the damaged ete´• to form a retangular pattern. leavin g
at least a one-half inch radius at each corner, Pad de-burr. The sides of the hole should lie
span-wise or chord-FRlse. A circular patch may also be used. Ii the patch is in an ana where
flush nvets are a flush patch type of repair, ii in an area when flush nvets are
used, make
not used, make an overlapping type of repair. Where optunum appearance and aunoar are
desued, the flush patch may be used. Careful workmanship will eliminate gaps at butt-
Joints; however, an epoxy type filler may be used at such joints.
17- 15. DAMAGE NECESSITATING REPLACEMENT OF PARTS. If a skin is badly damaged.

repair must be made by replacing an entire skin panel, from one structural member to the
next. Repair seams must be made to Ire along structural members and each seam must be
made exactly the regard
same in to nvet size, spacing and
pattern as the marrulactured
seams at the edges of the ong~nal sheet. If the manufactured seams an different, the stronger
must be cop~ed. If the rep~ur ends at a structural member where no seam is used. enough
reps~r panel must be used to allow an extra row of staggered rivets. with suiii~lent edge
margm, to be installed.
17-16. WING STRlNGERS.
17- 17. NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-18. REPAIRABLE DAMAGE. Figure 17-5 outlines a typical wing stringer repair. Two such
repairsmay be used to splice a new section of stringer material in position. without the filler
material.
I7-3
17-19. DAMAGE NECESSITATING REPLACEMENT OF PARTS. Ii a stringer is so badly

damaged that more than one section must-be spliced, replacement is recommended.
17-20. WING AUXILIARY SPARS.
17-21. NEGLIGIBLE DAMAGE. (Reier to paragraph 17-13.)
17-22. REPAIRABLE DAMAGE, Figure 17-8 illustrates a typical auxiliary spar repair.
17-23. DAMAGE NECESSITATING REPLACEMENT OF PARTS. Ii damage to an auxiliary spar

would require a repair which could not be made between adjacent ribs, the auxiliary spar
must be replaced.
17-24. WING RIBS,
17-25. NEGLIGIBLE DAMAGE. (Reier to paragraph 17-13.)
17-26. REPAIRABLE DAMAGE, Figure 17-8 illustratesa typical wing rib repair.
17-27. DAMAGE NECESSITATING REPLACEMENT OF PARTS. Leading and trailing edge ribs
that are extensively damaged can be replaced. However, due to the necessity of unfasteomg
an excessive amount of skin in order to replace the rib, they should be repaired ii practicable.
Center ribs, between the front and rear spat should always be repaired if practicable.
17-28. WING SPARS.
17-29. NEGLIGIBLE DAMAGE, Due to the stress which wing spats encounter, very little damage
can be considered negligible, All cracks, stress wrinkles, deep scratches. and sharp dents
must be repaired Smooth dents, Light scratches and abrasions may be considered negligible.
17-30. REPAIRABLE DAMAGE, Figure 17-7, illustrates typical spat repairs. It is often practical to
cut repair pieces from service parts listed in the Parts Catalog. Service Kits are available for
certain types of spat repairs,
17-31. DAMAGE NECESSITATING REPLACEMENT OF PARTS. Damage so extensive that

repair is not practicable requires replacement of a complete wing spar. Also refer to
paragraph 17-2.
17-32. AILERONS.
17-33. NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-34. REPAIRABLE DAMAGE. The repair shown in figure 17-9 may be used to repair damage to
aileron leading edge skins. Figure 17-4 may be used to repair damage to flat surface between
conugati6ns. when damaged area includes corrugations refer to figure 17-13A. It Is
recommended that material used for repair be cut from spare parts of the same gauge and
corrugation spacing. Following repair the aileron must be balanced. Refer to paragraph 17-
36 and figure 17-3 for balancing the aileron. If damage would require a repair which could not
be made between adjacent ribs. see the following paragraph.
t7-35. DAMAGE NECESSITATING REPWLC~MENT OF PARTS. If the dam~s would repuire a re-
pair which could not be made between adjacent ribs, complete skin panels must be replaced.
Ribs and spare may be repaired, but replacement is generally prtierable. Where extensive
~nmpbe has occurred, replacement of the aileron assembly is recommended. After repair
and/or replacement, balance aileron in accordance with paragraph 17-38 and figure t7-3.
17-4
17-33A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 17-4)
i. It Is permissible to stop dnll crack(s) that ongrnate at the trailing edge of the control surface prov~ded the
crack Is not more than 2 Inches In length
2. Stop drrll crack using a #30 (.128 Inch) dnli.
3. A crack may only be stop dnlled once.
NOTE: A crack that passes through a trailing edge nvet and does not extend to the trailing edge of the
skin may be stop dnlled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop dnlled hole shall be repaired. Refer to
paragraphs 17-33, -34, and -35 as appl,cable for repair Information
5. A control surface that has any of the following conditions shall have a repair made as soon as practlcaSle:
A. A crack that Is longer than 2 Inches.
B. A crack that does not onglnate from the trailing edge or a trall~ng edge nvet.
C. Cracks In more than six trailing edge nvet locations per skin.
Refer to paragraphs 17-33, -34, and -35 as applicable for repair Information.
6. Affected control surfaces with corrugated skins and having a stop dnlled crack that does not extend past
the stop dnlled hole, may remain In service without additional repair.

7
January 2 2000 17-4AI
repair Mdlor replacement, balance oLleron in accordance with parogrsph 17-36 and figure
17-3.
17-38. art.FnnN BALANCING. Following repair, replaoement or painting, the aileron must be bo-
Iland. Right eQntroi
A b´•1´•P;OIP6 kit t availahle 51831513-1). 899 RggPe 17-3
for promdnree pertaining to the me of ~thL´•ldt.
17-37. WING FLAPS.
17-38. NEGLIGIBLE DAMAGE, (Refer to paragraph 17-13,)
17-39. REPAIRABLE DAMAOE~ Flap repairs should be similar to aileron repairs discussed tn
paragraph 17-34. A flap leading edge repair is down in Rgure 17-10. If mt overlapping potch
is to be used, be sum it will not interfere with the wing during nap opet´•tion.
17-40. DAMAGE NECESSITATING REPLACEMENT OF PARTS. Flap repairs which require

replacment of ports should be similar to aileron repairs discussed in paragraph 17-35. Since
the flap is not considered a movable control surface, no balancing is required
17-41. WING LEADING EDGE.
17-42. NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)
17-43. REPAIRABLE DAMAGE. A typical lading edge skin repair is shown in figure 17-9. An
epoxy-type filler may be used to fill gaps at butt-jointa. To facilitate repair. extra access
holes may be installed in locations noted in fugure 17-11. 1l the damage would requrn s
repair which could not´•bs mode between adlaoent ribs, refer to the following paragraph.
17-44. DAMAGE NECESSITATING REPLACEMENT OF PARIS. For extensive dua~m, Com-
plate leading edge skin panels must be replaced To faciliate replacemen+ extra access holes
may be installed in the locations noted in figure 17-if.
17-45. ELEVATORS AND RUDDER.
17-46. NEGLIGIBLE DAMAGE. Refer to paragraph 17-13. The exception to negligible damage on
the elevator surfaces is the front 8par, where a crock appearing in the web at the hmge
fittings or in the structure which supports the overhanging balance weight is Dot conside red
negligible. Cracks in tbs overhanging tip rib, in the area at the front spar intersection
the web of the rib, also cannot be considered negligible.
17-47. REPAIRABLE DAMAGE. Skin patches illustrated in figure 17-4 may be used to repair skm
damage between corrugations. For sldn damage which includes corrugations. refer to figure
17-4. Following repair, the elevator/rudder must be balanced Refer to figure 17-3 for
balancing. If damage would require a repair which could not be made between adjacent nbs.
see the following paragraph.
17-48. DAMAGE NECESSITATING REPLACEMENT OF PARTS. It the damaged

area would
require a repair which could not be mds between dfacent ribs, complete skin panels must
be replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where
extensive damage has occurred, replacement of the entire assembly is recommended. After
repair andlor replacement. balance elevators and rudder in accordance with paragraph 17-
49 and figure 17-3.
17-49. AND RUIIDE3R BALANCPJG. Following lapJr, replseement or painting. the
17-5
MODEL 152 SERIES ERVIOEE MANUAL
elevators and rudder must be hnlnnaad, B Sight control surface balancing kit is available (P!
N 2150002-1), See figure 11-3 for procedurespertainlng to the use of this kit,
17-50. FLN AND STABILIZER,
17-51. NEGLIGIBLE DAMAGE. (Rsier to paragraphl7-13,)
1j-52. REPAIRABLE DAMAGE, Skin patches illustfated in figure 17-4 may be used to repair skin
damage. Access to the dorsal area of the fin may be gained by removing the horiaontal
closing rib at the bottom of the fin, Access to the internal fin structure is best gained by
removing skin attaching rivets on one side of the rear spar and ribs, and springing back the
skin. Access to the stabilizer structure may be gained by removing skin attaching rivets on
one side of the mar spar 8LId ribs, and springing beck tbs skin. Ii the damaged area would
require a repair which could not be made between adjacent ribs, or a repair would be located
in an area with compound curves, see the following paragraph,
17-53, DAMAGE NECESSITATING REPLACEMENT OF PARTS. Ii the damaged area would

require a repair which could not be made between
adjacent ribs, or repair the would be
located in an area compound curves, complete skin panels must be replaced. Ribs and
with
spars may be repaired, but replacement is generally preferable. Where damage is extensive,
replacement of the entire assembly is recommended.
17-54, FUSELAGE.
17-55. DESCRIPTION. The fuselage is of semimonocoque construction, consisting of formed

bulkheads, longitudinal stringers, reinforcing channels. and skin panels,
17-56, NEGLIGIBLE DAMAGE. Refer to paragraph 17-13, Mild corrosion appearing upon alclad
surfaces does mt necessarily indicate incipient.tailurs of the base metal. However,
corrosion of all types must be carefully considered, and approved remedial action taken,
Small cans appear in the sldn structure of all metal aircraft, It is strongly recommended
however, that ~Prinkles which appear to have originated from other sources, or which do not
follow the general appearance of the remainder of the skin panels, be thoroughly investl-
gated. Except in the landing gear bulkhead areas, wrinkles occurring over strmgers which
disappear when the rivet pattern is removed, may be considered negligible. However, the
stringer rivet holes may not align perfectly with the skin holes because of a permanent’’set"
in the stringer. 1l this is apparent, replacement of the stringer will usually restore the
original strength characteristics of the area.
NOTE
Wrinkles occurring in the skin of the main landing gear

bulkhead areas must not be considered negligible, The
skin panel must be opened sufficiently to permit tho-
rough examination of the lower portion of the landing
gear bulkhead and its tie-in structure.
Wrinkles occurring in open areas which disappear when the rivets at the edge of the sheet
are removed, or a wrinkle which is hand removable, may often be repaired by the addition of
a t/ 2 i 1/ 2 .060 inch 2024-T4 extruded angle, nveted over the wrinkle and extended to with~n
1116 to 1/8 Inch of the nearest structural members. Rivet pattern should be identical to
existing manufac+ured seam at edge of sheet. Negl~gible damage to stringers, formed skin
fianges, bulkhead channels. and like parts Is similar to that for the wing slun, given ~n
paragraph 17-13.
17-6
MODEL 152 SERIES SERVTCE MANUAF,
17-38A. CRACKS IN CORRUGATED F=LAP SKINS (Contlnued from page 17-5)
1. It is permissible to stop dnll crack(s) that onglnate at the trailing edge of the control surface provided the
crack is not more than 2 Inches In length.
2. Stop dnll crack using a #30 (.128 Inch) doll.
3. A crack may only be stop dnlled once
NOTE: A crack that passes through a trailing edge nvet and does not extend to the trailing edge of the
skin may be stop dnlled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-38, -39, and -40 as applicable for repair Information.
5 A control surface that has any of the following conditions shall have a repair made as soon as pract~cabte:
A. A crack that Is longer than 2 Inches.
B A crack that does not originate from the trailing edge or a trallng edge nvet.
G Cracks In more than six trailing edge nvet locations per skin.
Refer to paragraphs 17-38, -39, and -40 as applicable for repair information
6. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past
the stop dnlled hole, may remain In service without additional repair.

72
January 2000
i
MODU 152 SUIIES SERVIC~ MANUAL
17-17. REPLLIIULBLE BAMCLCB. FuwlSge ´•Idn wpein nulr b´• wwmpiiShed in the wme nuprur u
artng: sdn rsp´•in outlned b pusgnph 17-18. 8111pgus, iormod sIdn Iknnw, bulkhsd
abenaete end PISts ms9 be npsind IS ´•bOlP bBgon 17-3.
17-33. IlbMISCIE B&PLILQPYIENT Op PbIfTB. hu4r ´•Ictn nujar npsin

k Ip the asu menan ly be ering npsjn oothnsd LP PSngnph 17-13- DU~-
wed Fittlnge must b rapkaed. 8731 nib wm u strPotuti psrtS oi the end mrut
k npkod fi
17-as. BONDIED DOOR8.
17-80. REPIIl~LBLE DIIMIPOE. Bonded doon muy be npSind bl the mt methods wed lor ri-
nted etnotnn, Binte Sn s eubstitnte 10~ bonded eesme on thwe mbhw.
The sbnngth oi the bonded rune ip dun my b nptwd b~ dagb 3/22, 2117-bD rivet
per running inoh oi bond wsm. The ´•t´•pd~d npeir pnwdnne ontlted fn em
´•1w ´•ppllwble to bonded doon.
17-at. BVLI~BEbDB.
17-82. LANDWO OEIUI BULILHEIIDB. thws bulLhwde ´•rs hi9hl~ etrsewd Lr~qu-
1Priy Formed to provide ouwnnw Fm oontrot wblw, tPel Ilnw, ac., the p´•bh-t~ps
uhi be, iOh the mOlt put, impr´•ttooJi Ytnor dlm~a, eondettng Oi Imltl phi´• Or ´•erttbdw.
auy be repeind t~ dnedng wt the Sne( w bJ repiwement QI ~LPf other
must be reIuitad t~ repiSoing the lending gwr support w u eligned
unit.
REPLUR HLUU) LLLNDINO. BuoLrled shin or end bow or ´•berrd rivets

in be Sns oi the mlia
q´•u support eill giveovldmw ed duuege to the from ´•s
hud Whw mnh wdePa L ~mt, the enttn npput etrnetnn muSt
be ~E´•IPIDdd, ~Ld ´•11 eUpport iorgPk m9´•t be nhaL1~ iu Of´•Ob, uSing e d~J´• P´•P´•O~Pt
end proper megniFiwtbn Bullrh´•d´• ip the mneL b oh´•olud ior ´•liqnm~Pt.
end deiormetion oi the bullhsd mnet k detumined ~tth the eid oi etreightedge.
Dun~ged support etroetnn, buokied ilorboord´• ´•pd ´•pd d´•nuged or qPwtLonutls
iorgings must be npiwod.
17-(WI. FIREWAtt BAbdCB. Finaeii ´•hwte be npeind bl nmovSng the metuiei
(.013-inch sluminiwd iron ehwt or 301, 902, 331 at 387 etsiniwe eteei), end rplldpg in
near wotion. The ne~p portion must be Lpped onr the oM mstuisi, wobd ~Lth ProSeei No.
700 (Cout Co., Chemici Mvision, 2293 Bhd.. irn dngesw, C´•lliornis).
compound ar equiPaent, ~nd wound afth ´•tssl ~b68e01b0) rivets. The FLrsmll b e#rhed to
the iinvpeh afth ~6820170 rivets. Nntpiste us ettSohed to the hnaah rtth MSZ0138
rints.
17-63. pligPBNBpB. Fwtenen uwd in the sinnFt us wild siuminnm rinte. blind
rivtb, ud sbsl-thrssded iwbnen. Uesge oi woh L beds ro be itmctlon oi the
culrisd. wwwiMhtg, end irsquenoy oi nmovsi. Rlnte rued In einwFt oonrtruction es uru-
shy From Pluminum crlooJs. IP ~YI monst, wrroSion-ndetut ´•twl md
mild ´•teei, ooppsr, end inn rivets ´•rs uwd.
17-7
MODEL 152 SERIES SERVIOE MANUAL
17-008. RTVeiS. MS rivets me those genmally used in aircait

They ore iollowlng head types: roundhesd, iWhed,
iabaioatsd in the head, cad
brasier bed. Flatbed rivets ore generally used In the airorait interim where held eiemanm
is reqnirsd. M880480 caPntasnnh b~ rivets me used m tbs sttlim snrlams ed tbs ~iir-
erait to turhnlsnt airilow. MB80470 hrasisr head rivets am nesd oa~ the erMLm
suriams oi the IPronCt whas strssgth requhmmnts nmcsutats a strongm rivet head than
that oi the oountersnnh head rivet Both the brasisr head and the aountasnnt held rivets
me used OP the eaterim od the airerait where head elsaranee is required. Bi-~hur rivets am
splwkl. patented rivets having a hf-shsar strength equivalent to that oi standard hB bolts.
They am used fn spsokl ossm fP locations where hilllh~UP loads 424 present, such P´• fP
spars, wings, and fn heavy bullrbssd ribs. This rivet consists oi a pin oi
alloy steel. Srrm~ have a ooll9r oi pluprfnum alloy. 80014 oi these rivets osn be rsadily fd~n-
ttihd by the presenoe oi the attached aoilm in place oi the lormed had on standard rivets.
Blind rivets am u#d, where strength requirements permit where me side oi the structure
is inaomssihle, mlLi~s´• it impOdbl4 or IJpWmbl~al to drive standard SOLid-~h´•Pk rivets.
17-868. REPLLICIEMENT OF B](~BEbR BiyBFB. BeplsoePnsnt oi hi-sheu rivets with

bolts ar othm eommmeiai equivalent strength propertim is psrmi´•dbl´•. Bois
ct
must not be slbaatd~ pOd the bi3brr Imb´•tltub must be a 8nooth, pnah-Elt. PYsld repiace-
msnt oi main gear ior%ngs on bnlhheads may be aoeomphshsd by using the
ing
a Nds~slP´•´• bolt, M881048-’ nut pnd 1PNseo-’ washsr fa place oi rivets lor
imggngs with hat atriPcss mound attsshment holes.
b. NLLB3itUF-’ bolt, mating bess washm and ESN~ ssll-
aligning nut ior iorgags (11118 draft angls oi up to a 03 eq without
Bat mnimm attsohmsnt hotes.
aroUnd
’Duh nrmbbs to he determinsd aoomding to the she oi the holes and the grip lengths rs-
quired. Bolt grip length abouli he chaen m that no threads nmuin in the heming mL
z7-eaC. SDBSITI1CPIION OF RTVLFIS.

a. (IldS0Ma0dD and lld8e0170bD). When placing rivets in instollo-
rivets
tlons which require raised had: rivets, it is dssirabls to use rivets identical to the
type oi rivet removed. Counbrmrnh-hmd rivets (M~0118) ms to he replaced by
rivets oi the same type and degree oi counbrsinlt. When rivet holes become enlarged,
daormsd, or otherwise rllm~sul, ~W tbs nest larger sim rivet m a rsplsoment. Ra
placement 4808 not be made with rivets oi lower sb´•s~gh material.
b. Ei´•shear Rivsts. uRhen hi-shs~r rivets are not 001j14bl~, repiamment oi aims 3/18-
inch or grsatr rivets shah he made with bolts oi equal or greater strength than the
rivet b*tn~ repiamd, and with seii-lmhing nuts oi the same diameter
c. Tbs iolloving pages contaLn approved hi-ehear rivet substitutions.
MODEL ~52 SERIES SERVICE MANUAC
Replace In thickness With

(or thicker)
MSZ0470A03 .025 NAS139884, NAS13~804

.020 NASt73884, NAS173804, NASt768W.
0832134, CR32434
MSZ0470A04 .050 NAS139884, NAS139804

.040 NAS139885, NAS139805, NAS173884.
NAS1738E4, NAS176804, CR3213d
.032 NAS173885, NASf738E5, NAS176805,
CR3213-5, CR32Q3~
.025 CR3243-5
MSZ0470AD5 .063 NAS139885, NAS139805

.050 NAS139886, NAS139806, NASt39685.
NAS1738E5, 083213-5
.0150 NAS173886, NAS1738E6, NAS176605.
CR32136, 083243-5
.032 CR3243a
MS20470A06 .080 NAS1 39886

.071 NAS13980~6
.063 NAS173886, NAS1738D6, NAS176606,
CR32136
.050 CR32436
MSZ0426AD3 NAS139984, NASt39904

(Countersunk) .040 NAS176904, CR31129
(See Note 1) .025 NAS176984, NAS1739E4, CR32424
MS20426AD4 .080 N;9S139984, NAS139904

(Countersunk) .063 NASt73984, NAS173904. 083212-4
.050 NAS176904
.040 083242-4
(See Note 1) .050 CR3212-5

.040 NAS 173985, NAS1739D5. NAS 176904
.032 CR3242-5
MSZ0426A04 .063 NAS173984. NAS1739D4

(Dimpled)
f7-0
Replace In thickness With

(or thicker)
MSZ0425A05 .090 NAS1399B5, NAS139905

(Countersunk) .080 08321 2-5
.071 NAS173985, NAS1739E5
.063 NAS1769D5
.050 083242-5
(See Note 1) .063 NAS173986, NAS173906, NAS176906,

083212-6
.040 C1~3242-6
.032 AN509-10 Screw with MSZ0365 Nut
MSZ0426A05 .071 NAS173985, NAS173905

(Dimpled)
MSZ0426A06 .osa NAS173986, NAS173906, CR3212g

(Countersunk) .071 NAS1 76906
.063 CR3242-6
.032 AN509-10 Screw with MS20365 Nut
MS20426AD6 .096 NAS173986, NAS173906

(Dimpled) .032 AN50910 Screw with MSZ0365 Nut
NOTE 1: Rework required. Countersink oversite to accommodate oversire rivet.
NOTE 2: Do not use blind rivets in high-vibration areas or to pull heavy sheets extrusions together.
or
High vibration areas include the nacelle or engine compartment including the firewall. Heavy
sheets or extrusions include soar caps.,
17-10
REPLACE DIAMETER WlTH
Fastener Collar Fastener Collar
a NAS178 NAS 179 (See Note 1) a NAS1054 NAS179, NAS518

(See Note 1l a NASIIXX NAS1080C. NAS1080E.
NASf~OG
(See Note 1) aNAS529 NAS52~A
(See Notes 1 and 2) i NAS1446 NAS1080C, NAStO~OAG
(SaM Note 1) i CJAS7034 NAS1080K
(S~ Note 1) a NAS464 AN364, MSZ0364, MSZ1WZ
oNASI103
a NAS1303
a NAS6203
aAN1M AN305, MS10305. MS21044.

MS21 045
a NAS1054 NAS179, NAS528 a NAS14XX NASt080C. NAS1080E

a NAS523 NAS524A
(See Note 21 i NAS1446 NAS\080C, NAStOsOA6
i NAS7034 NAS1080K
oNAS464 AN364, MSM304. MS2t042
oNAS1103
a NAS130S
a NAS6203
a NAS14XX NAS 1080C a NAS529 NAS524A

NAS 10805 i.NAS1446 NASI~OC. NAS1080A6
NASlOs0G INAS’IMS NAS1080K
oNASI(W AN3~. MSt0364, MS2rW2
oNAS1103
a NAS1303
a NAS6M3
a NAS529 NAS524A (See Note 3) a NAS1446 NAS1080C, NAS1080A6
NOTE 1: See appropriate tables for nominal diameters available.
NOTE 2: Available in oversite for repair of elongated holes. Ream holes to provide a
.001 inch Interference fit.
NOTE 3: NAS1446 oversize only permitted as a replacement for NAS529.
a Steel shank fastener designed for drive-on collars.
i Steel shank fastener designed for squaezesn collars. Installation requires sufficient space
for the tool and extended shank of the fastener.
3 Threaded fastener.
17-66. ENGINE MOUNT.
17-67. DESCRIPTION. The "dynafocal" type engine constructed of

mount is chrome-molybdenum
steel tubing. The gear shock strut is secured to the tubular engine mount. Refer
nose to
Section 18 of this manual for engine mount painting procedures following repair.
17-68. GENERAL CONSIDERATIONS. All welding on the engine mount must be of the highest
quality since the tendency of vibration is to accentuate any minor defect present and cause
fatigue cracks. Engine mount members pre preierably tepeirsd by using a larger diameter
replacement tube, telescoped over the stub of the original member using fishmouth end
rosette-type welds. However, ninioned 30´•degree scarf welds in place of the fishmouth
welds are considered satisiactory for engine mount work. Refer to Section 18 for engine
mount painting.
17-69. ENGINE MOUNT RADIAL SUPPORT DAMAGE. Minor damage such as a crack adj scent to
attaching lug may be repaired by rewelding the support tube and extending 8
an engine
gusset past the damaged area. Extensively damaged parts must be replaced.
17-70. DAMAGE INVOLVING ENGINE MOUNTING LUGS AND ENGINE MOUNT TO FUSE-
LAGE ATTACHING FI?-muOS. Engine mounting lugs and engine mount-to-fuselage
attaching fittings should not be npaind but must be replaced.
17-71. BAFFLES. Baifies ordinarily require replacement ii damaged or cracked. However, small
plate reiniorcements riveted to the baffle will often prove satisfactory both to the strength
and cooling tequirementa of the unit.
17-72. ENGINE COWLINO.
17-73. REPAIR OF COWLING SKINS, Ii extensively damaged, complete sections of cowling must
be nplaced. Standard ins~rttgpe skin patches, however, may be used ii repoir parts are
formed to iit.SmP11 cracks may be stop-drilled and dents straightened if they are reinforced
on the inner side with a doubler of the some material. Bonded
cowling mag be repaired by the
same methods used for riveted structure. Rivets satisfactory substitue for bonded
an a
seems on these assemblies. The strength of the bonded seams in cowling may be replaced by
a single 3/32. 2117-AD rivet per running inch of bond seam. The standard repau procedures
outlined in AC43.13-1 are also applicable to cowling.
17-74. REPAIR OF REINFORCEMENT ANGLES. Cowl reinforcement angles, if damaged, must be

replaced. Due to their small siae. they are easier to replace than to repair.
17-75. RI~PAIR OF C)LASSFIBER CONSIRUCTED COMPONENTS. Glass-fiber constructed com~
nents on the aircraft may be repaired as stipulated in instructions furnished in Se~ice Kit
S8182-12. ObserPe the resin manufacturer’s recommendations concerning and ap-
plication of the resin. Epoxy rssins an prsisrsble for mnlrin~
repairs, since epoxy com-
pounds an usually mote stable and prsdictoble than polyester and, in addition, give better
adhesion. In addition, repair kits are also 895115515 for the repair of cracls fn 15B8, PBC,
PVPC, graphite and fiberglass material. These kits P!Ns 51543 thru 51548, are available
from Cessna Supply Division.
17-7e. CORROSION AND CORROSION CONTROL.
NOTE
For information on corrosion and corrosion control for

aircraft, rsier to FAA Advisory Circular AC434.
17-13
12 INCH WIDE HEAVY CANVAS
WING
´•12´•30-3/4
30-3/1
1´•~2´•48
I
h:
2´•4.20
~I ii :"I
Tx12.8.´•1-1/2
1´•
3/8 INCH DIAMETER
BOLTS
5 INCH COTTON WEBBING
i 2´•4
/I LR
34
o
a
ooo
O o
0~ O
?o i´•4
2´•6
1´•4
~.4 o o
30
e´•o
ALL DIMENSIONS ARE IN INCHES
Figure 17-1.Wing Md Fus~l´•ge Support
17-13
r
A B
C t
ii4’GI~MD MODEL A B C i WING STATION
.001~.00129.50 39.00
152
66 Il. oo 29.50 84.00
i. 38)1.00)24. 00 191.00
As’´•B I I
Lh~b
ALL WING TWIST OCCURS BETWEEN
STA. 84.00 AND STA. 191.00
(Refer to paragraph 17-7 for angle of incidence).
MEASURING WING TWIST
if damage has occurred to wing. it is advisable to check the twist. The following method can be used
a
w~th a minimum of equipment. which includes a straightedge (82’ mmimum length of angle. or
equivalent). three modified bolts for a specific wing. and a protractor head with level.
i. Check chart for applicable dimension for bolt length (A or B).
2. Grind bolt shanks to a rounded point as illustrated. check~ng length periodically.
3. Tape two bolts to straightedge according to dimension C.
´•I. Locate inboard wing station to be checked and make a pencil mark approxunately one-
half ~nch aft of the lateral row of nvets In the wing leading edge spar flange.
9. Holding straightedge parallel to wmg station (staymg as clear as possible from "cans").
place longer bolt on pencil mark and set protractor head against lower edge of stra~ght-
edge.
6. Set bubble in level to center and lock protractor to hold this reading.
7. Omlttmg step 6. repeat procedure for each wing station. using dimensions specified In
chart. Check to see that protractor bubble is still centered.
8. Proper twist is present in wing if protractor readings are the same (parallel). or
aft bolt may be lowered from wing .r0 inch maximum to attain parallelism.
Figure 17-2. Checking Wing Twist

FUOIfi CONTROL 80821108 BAL~LNCINO PYTUII~ gfT

~PART NUMBER b180002-~)
’6180002-12
~Kluoar
WASRllCR AI;IO BOLT
’6160003-6
SLIDING WEIOBr
’5 180008-14
MANDRELS
n~UM ~wrlnsRLp
PJCLUDED IN 5180002-1 PLIOBT CONTRO

SURFACE nnlvna glT.
GENEIULL NOTES
i. Balance control surfaces in a draft-free area
2. Placehinge bolts through control surface hinges and position on knife edge
balancing mandrels. Be sure hinge bolt shank rests on knife edge.
3. Make sure all control surfaces are in their approved flight configurotions:
painted (if applicable), trim tabs installed, aLI foreign matter removed from
inside of control surface, elevator trim tab push-pull rod installed and all tips
installed.
4. Place balancing mandrels on a table or other suitable flat surface.
5. Adjust trailing edge support to tit control surface being balanced while cen-
ter of balancing beam is directly over hinge line. Remove balancing beam and
balance the beam itself by moving the sdiustable weight (fastened by bolt and
washer). Fine balance may be accomplished by use of washers at long screw
on end of beam.
6. When positioning balancing beam on central surface. avoid rivets to provide a

smooth surface for the beam and keep the beam 900 to the hinge line of the control
surface.
Figure 17-3. Control Surface Ralancing (Sheet 1 of 5)
t7-13
MOD’EL 152 SERIES´•SERVICE MANUAL
7. Paint is a considerable weight factor. In order to keep balance w.ight to a minimum.

it Is recommended that existing paint be removed before adding paint to a control
surface. increase in balance weight will also be limited by the amount of specs
available and clearance with adjacent parts. Good workmanship and standard repair
practices should not result in unreasonable balance weight.
8. The approximate amount of weight needed may be determined by taping loose weight
at the balance weight area.
9. Lighten balance weight by drilling off part of weight.
10. Make balance weight heavier by fusing bar stock solder to weight after removal from
control surface. The ailerons should have balance weight increased by ordering
additional weight and gang channel, listed in applicable Parts Catalog and installing
next to existing inboard weight the minimum length necesary for correct balance.
except that a length which contains at least two attaching screws must be used. If
necessary, lighten new weight or existing weights for correct balance.
CPITIILLIWI ON RaaU 1YlOd

BI IIlJO~CICT) wnn CONTROL 9mVArr BEAU ABBLGHBLY
BMOE CEHTERLINE
IIANOAR
1189~YBLI
BP(OL
CIMTIGRLOHE CONTROL SURFACE
CBORD
IDD As MCPIIULLI
To mM BALANCE THE BEAU
ARmsFABLE
~REIORF
WNDRQ.
RANOAR
(TO BE M PROPER POSITION)
READ CONTROL
9Lm[NO SURFACE YOMENT
AT CENTER OF WGIOHT
BEAU AssEIYBLY
CHORD LINE
MANDREL FLAT IIORIACE
Figure 17-3. Control Surface Balancing (Sheet 2 of 5)
17-18
D2064-1-13 Temporary Revision Number 9 – Aug 1/2019

© TEXTRON AVIATION INC. 17-17
ADLERON8
DETAIL AIA
HINGE LINE
HORIZONTAI,
t PLANE
ri I
.sr,
Balance ailsron inoerted, with trailing edge at point op

posits cutout for middle hinge .85" below hinge line
horizontal plans.
17-3. Control Surface Balancing (Sheet 4 of 5)

CONTROL SURFACE BALANCE REQUIREMENTS
NOTE
Balance limits for control surfaces me srpressed for "Approved Flight’’ configuration.
"Approved Flight" configuration is that condition of the control surface as prepared for
night of the 8irplane whether it be painted or unpainted.
"Agproved Flight" limits must never be exceeded when the surface is in its final configu~-
tion for flight.
DEFI~NITIONS:
UNDERBALANCE is defined as the condition that exists when surface is trailing edge
heavy QZid is defined by a symbol(+). II the beam ´•liAin~ weight must be on the
edge side oi the hinge line (to balanoe the oontroI surface), the contrd surface is
considered to be
OVERBALANCE is defined
~eS as leading edge
the condition that exists when surface is
heavy and is defined by a symbol ~LI the balanoe beam shding weight must be on the
trading edge side of the hinge line (to hpl~m the control s1rfa0e). the 00ntrol surface is
considered to be
APPROVED FLIGHT CONFIGURATION

CONTROL SURFACE
BALANCE LIMITS (Inch-Pounds)
AILERON 0.0 to ’11.3f
RUDDER 0.0 to ~10.68
RIGHT ELEVATOR 0.0 to -19.52
LEFT ELEVATOR 0.0 to +~9.52
iv-to
i/4" MINIMUM
EDGE MARGIN
PATC
USE EXISTING RIVET

PATTERN AM)
RIVET SIZE
ri
i
PATCH OVERLAP
OR BE INS%RTED UNDER
EXISTING AILERON SKIN
I
a
A
a
I a
1 a
a
CUT OUT
d
DAMAGED AREA
O
O
O
AILERON
A A
I I ORIGINALPARTS
I:i:i:i:i:i:3 REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-3A. Corrugated Skin Repair
17-26
MS20470AD4 RIVETS
24 REOD
PATCHES AND DOUBLERS-
2024-T3 ALCLAD
130
PATCH REPAIR FOR 3 INCH DII~ETEFI HOLE
6~50 DIA
Pi PAfCH
1.00 DIA.
~i ~CI
´•.J´• ´•I´•´• ~´•1
EXISTING SKIN
DOUBLER
3.00 DIA. HOLE
MS20470AD4 RIVETS
LGREOD
PATCH REPAIR FOR 2 INCH DIAMETER HOLE
~23
1/30
4.00 DIA.
..´•1.
3.00 DIA
2.00 DIA HOLE PATCH
~i3j
~’:´•O EXISTINGSKIN
MS20470AD4 RIVETS
8 REOD
PATCH REPAIR FOR 1 INCH DIAMETER HOLE
EXISTING ’ICJ 2.50 DIA.
SKIN
1.00 DIA. HOLE

PATCH
I I ORI~INALPARTS (510 DOUBLER REQD)
REPAIR PARTS
OVERLAPPING
CIRCULAR PATCH
Figure 17-4. Skin Repair (Sheet 1 or g)
17-21
PATCH 2024-33 ALCLAD
EDGE MARGIN
/T~r ´•:´•:´•fii~si I 2 II RIVET DIA.
RAD~US
:´• :´• :´•: ´•: ´•f :´•:´•:´•:.´•.´•/;´•.´•.´•.´•.´•.´•.´•~i´• :´•:´•I:
j´•:´•I´•;Ccr´•r´•:~:
~U’´•’
I:
’´•’´•:´•:´•f´•´•´• IOVERLAPPINO REC- I
CLEAN CJUT (TANGULAR PATCH_ I
DAMAGED AREA
A
d d
~f( I C9
a4 RADIUSd
d
1/P
EDGE MARGIN
2 RIVET DIA.
(3 ~4,
6~ I
d i _RIVET SPACING
g ´•RIVET DTA.
:::::::::::Lj’
´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•:´•´•L´•
112"
RADIUS
b:
EDGE MARGIN 5
DOUBLER
2 RIVET DIAMETER
2024-73
´•:a:
´•:´•:~3( SKI~J
CAGE DfA.
1/4B B
.020
.023 I 1/3
.032 1 I/s
1/2 B A~n .040.051 1/B5/32
Figure 17´•4. Skin Repair (Sheet 2 oi 6)
17-23
PATCH-
2024-T3
B ´•I´•r´•:´•:´•’´•~´•
EDGE MARGIN
2´• RIVET DIAI
::´•:´•19.
´•..~´•_´•-´•-´•´•´•´•´•´•´•´•-´•´•
´•:´•:a: ´•.1/~´• RADIUS
CLEAN OUT
DAMAGED AREA
EDGE MARGIN
2´•RIVET DIA. d
d
8j
1d 1/2"
RADIUSZ
a
,I
6~ I
6~ I EDGE MARGIN
s RIVET DIA.
6~ I ~I’
a~a
A
EDGE MARGIN
2 RIVET DIA.
DOUBtER- 202PT3--\
1/2’ RADICS
i 6::::::::::b
::::::::;a::
NOTE C,:~ FLUSH RECTANGULAR PATC
(CIRCULAR FLUSH PATCH IS
For optimum appearance and ISIMILAR)
auflow. use flush rivets. dim
pled skin and patch. and counter-
sunk doubler. SKIN I RIVET
EXISTING GAGE DIA.
´•´•-´•-k- 1/4 B
SKIN
.0250201/8
032 I18
040
C
1/8
DOUBLER .05L 5:32

A A 1/2 B
Figure 17-4. Skin Repair (Sheet 3 oi 8)
t7-23
MODEL 152 SERIES SERV)CE MANUAL
~"UBLER
L.ISTINO SKIN
PATCn-JDOUBLER
A A
A
Countersmk doublers, and
dimple skm and patch.
NOTE
This procedure is not reo-

ommended in areas
stringers are nveted to

bulkheads.
a
61e
P~ ~\d
EXISTING SKIN Od~o‘
,rls~d a
a
.50 Ri MIN. TYPICAL a a
a a O‘
a a
a
EDGE DISTANCE 20 MIN. ~/O C~d t~0
O a a
a a
a
SKIN RIVET
CAGE i DIA. I I LCARRY EXISTING
RIVET PATTERN
PITCH 4-80 a THRU PATCH
020 1/8
TYPICAL
’.´•.6:
.025 1/8 O
a ´•’0;
032 1/8
.040 1 r/8
.051 5/32
´•c~. a´•
:C)
PATCII
I I ORIGII~AL PARTS
(:i:i:j:l:j:~ REPAIR PARTS

FLUSH PATCH AT
STRINGER/BULKHEAD
REPAIR PARTS IN CROSS SECTION INTERSECTION
Figure 17-4. Skin Repair (Sheet 4 oi 8)
t7-24
ORIGINAL
As Received By MODEL 152 SERIES SERVICE MANUAL
ATP
EXISTING SKIN~DOUBLEIIS
~P1 114 B
(BVT NOT
LESS THAN 4D)
CL~-Zi´•v_V
f PATCH
A A
DGuBLER
A
i:
io
:f´•::I’:;´•
a
PITCH TYPICAL FOR
PATCIISKW a DOUBL~R A
(~sD)
a
OIC
a
EXISTING SKIN a a
a
~ecl
a a
a ~o a
a a O
a a
0.5" MIN. RADfUS TYPICAL

o a
a
oa
EDGE DISTANCE 2D MIN. a
CARRY EXISTING
RIVET PATTERN
SKIN RIVET SPACER ~4‘ THRU PATCH
GAGE DIA. O´•
a
ig:
.020 118 d
:4.
.025 1 1/8 :O Ob"
.052 r/e a
.040 1/8 3
a
.05 1 5/32 a
O
a. a
..6~´•
.´•a´• a
a
a
~>´•’d ´•O~
PATCH
1 I ORIGIPIAL PARTS OVERLAPPING PATCH AT

STRINGER/BULKHEAD
´•´•´•´•II~´•´•´•´•´• INTERSECTION
Figure 17-4.Skin Rep~ir (Shect 3 of 6)
I7-2b
MODEL 1.52 SERIES SERVICE MAIYUAL
PICK UP EXISTING
SKIN RIVET PATTERN
CLEAN OUT DAMAGED AREA
FUSELAGE SKZN O
O
O
O
O
O O
O
O
O
O Ic´•RADmsl
O FILLER 2024-T4 ALCL*AD
O
O
:´•1
liq =;i?
;r
ct~j :":M~
=.v:~
10 RIVETS EACII SIDE 11 4" EDGE MARGIN

OF DAMAGED AREA
DOUBLER 2024-T4 ALCLAD
I I oelcrrrAf. PARTS
REPAIII PARTS IN CROSS SECTION
Figure 17-4. Skin Rep"air (Sheet g oi 6)
17-28
MODEL 152 SER1ES SERVICE MANUAL
A
lr´•
c;:~r´•
::h.=’:=´•=~
~Oj101;=j: : : t.’ ´•;-´• =:=%3i-’’!

MS20470AD4 RIVETS
I- I ORIGINAL PARTS
I:.:l:i:l:i:il REPAIR PARTS
A A
Figure 17-4. Skin Repair (Sheet 6 oi 6 continued)
t7-27
1/4" EDGE MARGIN
DOUBLER 2024-T4
RIVET SPACING TO hlATCH
PATTERN IN SKIN
O~
6 RIVETS EACH SIDE
6\O O
OF DAMAGED AREA
STR~WGER

I i a
a
A A
FILLER 2024-T4 ALCLAD
A\ MS20470AD4 RNETS
I I ORIGINALPARTS
REPAIH PALlTS
SKIN
Figure 17-5.Stringer and Channel Repair (Shset i oi 4)
17-28
MODEL 152 SERIES SERVICE MANUAL.
2024-T4 ALCLAD STRIP 2024-’1"5 ALCLAD

FILLER
j3:
I
~1 h ~>\O O
O
Po OUT DAMAGED AREA ;L~QI
2/4" RIVET
SPACING O
O
o
SIRINGER
o
O
e= f: L~
1/4" EDGE MARGW
~NGLE- gOCZ1-TI ALCLAD A

5 RIVETS EACH SIDE
OF DAMAGED AREA
PICK UP EXISTING
SKIN RIVETS
´•.´•Is~
MS20470AD4
I ORIGINAL PARTS
.1 SKIS
REPAIR PARTS
A A
Figure 17-5. Stringer ana Channel Repair (Sheet 8 of 4)
17-28
STOP DRIU CRACK

3/4" RIVET
SPACING d
(3 2 ROWS OF RIVETS
d OUTBOARD OF
d
O \LIOHTENING HOLE
O a~h ~CHANNEL
O O
a
O
3=;:
O
0~’´• d
~ri=´•.´•:´•´• o
u..´•.´•.= O
.d
´•h=’´•’..’´•=:’´•’´•~’==’ a~O
.´•_.´•
a\
DOUBLER
:;j~ ’I´•I=´•0~.9:
-2024-T4 L. ~r-
t´•..´•.h=’
6~ b´•I :O
´•’==a,
~:==I=]
SKIN
O 1/4" EDGE MARGIN
O
O
O r"
O
~-czl´•´• c.~.
To´•
MS20470AD4 RIV ~cl..’´•´•.’´• ´•r;;r´•:´•.´•.’´•::´•.´•´•’´•
I I ORIGINAL PARTS
A A
(:i:.:i:1:t:fl REPAIR PARTS
r=A L SKIN
REPAIR PARTS [N CROSS SECTION
Figure 17-5. Stringer and Channel Repair (Sbeet 3 oi 4)
17-30
DOUSLER -2024-T4 ALCLAD
.´•;~´•CS;´•´•T=:’:0´•
:I~)´•:: : ’ .´• ’I
c
-h-
:-==´•tL;´•=:=;´•:´• :I.. ´•N;=
;0:´•´• I
I
: : ’=1E~
I
=s
C~i´• O
2 ROWS RIVETS
OUTBOARD
OF LIOHTENINO HOLE
s I=:
r:
´•I:5::.:’=´•~0=::
d
d:i
f
a
CHANNEL j3 FILLER 2024-T4 ~LLCLAD
O a
1/4" RAD
a
a
a
o
Q::-´• O O
O
O
O
´•T;´•´•
o
a
O
a
3/4" RIVET
SPACING \4:q=:’’ a
t::::t´•~ DOUBLER
2024-T4 XLCLAD
I j ORIGI~IAL PARTS
.I:.:i:i:.:i:il REPAII~ PARTS
REPAIII PARTS (N CROSS SECTION \-1/9" MARGrN
Figure 17-5.Stringer and Channel Repair (Sheet 4 of I)
17~r
MS20470ADl1 RIVETS
O
O
O
t’"
O
O
o
L~´•’.
’:´•i~f3i:’´•’’´•
iO::
.´•.~i´•..l.:....
I i ORIGINAL PARTS
1:1:1:1:1:1:11 REPAIR PARTS
A A
Figure 17-5. Stringer and Channel Repair (Sheet ct oi 4 continued)
1758
a
a
STOPDRILL CRACK IF CRACK DOES NOT
EXTE~JD TO EDGE OF PART
a
a
O‘ a
Q a
O U
b\-
:6~::
DOUBLER 2024-T3 A~CLAD
tl 1/4" EDGE MARGIN
I I ORlclNr~LPARTS
I:l:i:i:i:i:ll REPAIR PARTS
REPAIR P~RTS IN CROSS SECTION
Figure 17-8. Rib Repair (Shset 1 of 2)
17-22
a
a
a\ I "S20470AD4 RIVETS
6’
a
a
..´•..´•d
a
’1
b\l
I I ORICINALPARTS
REPAIR PARTS
A A
Figure 17-6. Rib Repair (Sheet 1 at 2 continued)
17-34
FILLER .2024-T3 ALCLAD
RIVET SPAC~G
t/4" EDGE MARGIN--S
c:
Qa O
U
(j
dO
:.0~´•I´•-´•’´•’´• ._l:´•:´•´•.´•:´•:´•:´•r´•r´•´•r´•:
u
:I´•:´•´•´•’..:´•:´•I´•´•´•’..;
3::~
L’´•-. ;Cr
8d t´•.´•:´•---.´•.´•.
~::::El::
ANGLE 2024-T3 ALCLAD O
\O
RIB j
ONE ROW RIVETS AROUND DAMAGED AREA
~sj
I I ORICINALPARTS
I:l:1:i:i:i:3 REPAIR P*RTS
Figure 17-6.Rib Repair (Sheet 2 oI 2)
17-36
E)
O
0‘
0‘
0~
o
8 O
A A
!O
MS20470AD4 RIVETS
L I ORICINALPARTS
REPAIRPARTS
Figure f7-6. Rib Repoir (Sheet 2 af 2 continued)
17-38
MS#H70AD4 RIVETS
9
a
O A
d
d
A A
O ´•.~K a
Oo a
o
o a
o O a
O
O LQ~ a
o-
o
o ~cs,
I I ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SEC~ION
Figure 17-7.Wing Spat Repair (Shset I oi I)
17-37
FILLER M2CTI ALCLAD
CLEAN OUT
DAMAGED AREA
DOUBLER
5
’C024-T4 ALCLAD
0
O
O
O O
o o
o ,\i;~.’
O
O a
O O a :=3
O O d.´•´•
O O =:;.´•t :T’´•:
o o d
O O O
o ::s
O
.´•:CL~ 00 O
O
´•.´•..´•.-o
O
;-.i~i..´• 3/ 8" RADIUS
ANGLE
2024-T4 ALCLAD
3/8" EDGE ~MARGIN (TYPICAL)

SPAR
I I ORIGINALPARTS
REPAIR PARTS
Figure 17-7. Wing Spar Repair (Sheet 1 oi I continued)
~1-88
MODEL 152 SERIES
FILLER 2024-T4 ALCLAD
I I OR(OINAL PARTS
REPAIR PARTS

’/4" EDGE
MARGIN cmp.,
This repair applies to either
front or roar gpar ii the 8POt
is a single channel.
DOUBLER
2024-T3
ALC
´•_´•’.

:ci´•
WING SPAR
´•.´•.´•´•´•:Q=
a
a
o d
´•.d~:´•´•’´•’:´•’´•,
ANGLE 2024-T4 ALCLAD :´•´•~=-:´•:Ci
7/8.7/8..M~
SROWS RNETS
LC~1: :0:
~a: ~h´•:´•´•.´•´•
EACH SIDE Or t= O :~6-
DAMAGED AREA
O
1 O
a
:’´•:"filj~.:´•
e 1/4" MINIML’M
(3 EDGE
O
O
S=i
.6-" o
:s
1:d:~
´•:~0:==,
DOUBLER
3/4" RIVET SPACING 2024-T4 ALCLAD
(TYPICAL ALL PARTS)
1/4" EDGE MARGIN (TYP.)
Figure 17-7.Wing Spar Repair (Shett 2 of 4)
1739
(2>
02
MS20470AD4 RIVETS
a
O
O
A A A
:6:~´• b,
O
c)
c3
a
;~dL::’´•‘i ’.1 i;~:

´•~I =.´•\i
i.=.:
~5:’’’´•’’
I’Q:
I´•*C;;
.V~=
C::~:
.~S==
WING SKIN
r I ORIGINAL PARTS
~f3:
L; ´•´•~L´•
REPAIR PARTS
Figure 17-7. Wing Spar Repair (Shest 2 of 4 continued)

MODEL 11i2 SERIES SERVICE MANUAL
FTI.I.FIR- 2324-T4 ALCLAD
3/4" RIVET
SPACING~ /--SPAR
i~:
/d
d
d
a
f CLEAN OUT
a DA~UL9GED AREA
a
O
O
r; O
1S~a’’ a
O
O
a-\,’3
´•~=;L´•
ANGLE -2024-T4 ALCLADI::
~-114"
I I ORIGINAL PARTS EDGE MARGIN
REPAIR PARTS
Figure 17-7.Wing Spar Repair ~Shset 3 of If
17-11
A A
if:::
:I::
MS20470AD4 RIVETS
I I ORIGIPIAL PARTS
]:t:f:1:.:f:3 REPA[H PARTS
I(l.:1´•nli( IN CI~()SS SI.C’I’I()N
Figure 17-7. Wing Sper Repeir (Sheet 3 oi 1 continued)

ANGLE- 2024-0
ALCLAD ~-FIUER -2024-0
HEAT TREAT TO 2024-74-\ ALCLAD

HEAT TREAT TO 2024-T4
ANGLE- 2024-11
ALCLAD
TO 3~3CTIHEAT TREAT
STRIP
PILLER 2024-73 1 202"T3
i
r
´•c~
~qt
DOUBLER 3/8" RADIUS ~::Q=.
2024-T3 O a‘
O o-
v
o.
:O;´•
xr
O \3
O
iCrl
4:’’’’’’
´•´•´•´•´•’~3;´•. P1~
O
00
;O.i FILLER 2024-T3 ALCLAD
ANGLE -2024-0 SPAR

ALCLAD 6:
HEAT TREAT TO 2024-T4
3/4" RIVET SPACING
2 3/8" EDGE MARGIN (TYPICALI
I I ORIGINAL PARTS
REPAIR PARTS
Figure 17-7.Wing Spar Repair (Sheet 4 of 4)

MS20CirOAD~RfVETS
MS~OIMADI RIVETQ
a
a
d
d
A
"e:’
=1
~II
:=c=;
=1
~=-?a
a
t´•-´•
d
A A
o
d
a
r´•sr a
a
~I
i I ORIGINAL PARTS
REPAIH PARTS
REPA1R PARTS IN CROSS SECTJON
Figure 17-7. Wing Spar Bspeir (Shset 4 o~ J continued)

A A
~d
"8 ~e sb A
8
O ~:5=:3-=.
wrrra SKIN
Q
o
8
;s
O´•´•´•I:’
OI
O
8
o o
8
80
MSZ0470AD4 RIVETS
Og
I I ORIGINAL, PARTS
REPAIR PARTS
At~
Figure 17-8.Auxiliary Spar Repeir
17~
=;´•9´•=~C
3/ 4" RIVET SPACING ´•..~0;
n
’,7
1/4" EDGE MARGINr I=;´•
::::::~:P.
r’´•_=:=
=.´•=´•´•d’:
O ´•~t:i-~:i ´•:’´. •’; ;.o.´•

o
d=’´•:´•.:=.;
,a
d =~=:=.=FS=´•
O
d
~a
O
O bd
0(
O/ t d
o I /O
V
ol L~
A 20 RIVETS EACH SIDE OF
DAMAGED AREA
CLEAN
OUTDAMAGED AREA SPAR
I
:o
PILLER 2024-T4 ALCLAD
I 1 ORIGIFIAL PARTS
::~t:’:: REPAIR PARTS
Figure 17-8, Auxiliary Spar Repair (continuad)
17-40
MODEL ’166 SERlES SERVICE hnANOAL
NOTES:
I. Dimple leading edge skin and filler material; countersrnk the doubler.
2. Use MS20426i~D4 rivets to install doubler.
3. Use MSUF126ADI rivets to install filler, except where bucking is impossible. Use CR1~-4
Cherry (blind) rivets tRhere regular rivets cannot be bucked.
4. Contour must be maintained after repair has been completed use epoxy filler as necessary
and sand smooth before painting
5. Vertical size is limited by ability to install doubler clear of front spar.
6. Lateral sim is limited to seven inches across trimmed out area
7. Number of repairs is limited to one in each bay.

LI
C)
1" MAXIMUM RIVET C,
SPACING (TYPICALI
TRIM OUT DAMAGED AREA--\
DOUBLER NEED NOT
BE CUT OUT IF ALL ´•´•4~
RIVETS ARE ACCESSIBLE
FOR BUCKING
/C CI,
CI/ MINIMUM
EDGE
=’9~ C), CI/ MARGIN
I:..
´•r5 I (TYPICAL
~P
o
a´•
´•´•-.’1
FILLER MATERIALEPAIR DOUBLER

.´•b´• 2024-T3 ALCLAD 2024-T3 ALCLAD
040~’ THICKNESS
.’´•:´•.’´•=9=
LEADING EDGE
SKINj
Figure 179.leading Edge Repair
t747
REPAIR DOUBLER TO BUTT

AGAINST CORRUGATED SKIN
AT TOP AND BOTTOM OF FLAP
r~
::1-:’:::::´•:~;:
FLUSH PATCH SIMILAR

TO THIS MAY BE USED
´•:=:0´• IFNEEDED
.QI
y 8" DIA. RIVETS
I I ORIGINAL PARTS
I:.:r:i:::.:3 REPAIR PARTS
Figune l’l-iO.Flap Leading Edge Repair
11-an
1" MAXIMUM RIVET SPACIN
a
1/4" MINIMUM EDGE MARGIN
a
a
a
a, a a
a~a a
a
a a
a a
a
d a
a c~ d
O d
a a
O a
O ~d
a
O
O a
O
a a O TRIM OUT DAMAGED AREA
FI*AP
ECDAL SKINING
rrrb
5t~):´•d´•
,.´•.´•I;;´•-´•l;;´•-´•_b
’d
0:
""i:::
’LS i
´•%7..´•´•~:;;´•´•1::;´•´•
i.
´•.’::´•i::::=i::::I;::::::=:~o:
i
i:::’:
la´• I
:i: E::I:::::;:::::;
DOUBLER 2024-T3 L, 1/4" MINIMUM EDGE MARGIN

ALCLAD .020
Fi~gute 17-10. Flop Leeding Edge Repair (coatinued)
17-42
ORIGINAL
As Received By
Es~nbli´•h sxnct loc´•tion
for inspection cover and ATP
inscribe centerlines.
Determine position oi
8 S- i443-1 Doubler
doubler on wing skin
end center over
csnterlinss. Mark the C)
e
ten rivet hole locations
and drill to si~ shown
8
8-.
Cut out 9cc6ss hole,
using dimensions
shown.
Flea doubler and 140 (0. 098-inch) Role

io3ert thmugh
access hole, and
’ib (10 resulrea)
rivet in place. Lower Wing Skin
e
Position cover and
I (Feference)
secure, using screws e
as shown.
8
8
5, 062-inch Diameter
S-225-4F Cover
VIEWED FROM
INSIDE WING
-1 i
a
LOOKING DOWN
1;OP OF 1 A ~e? ~c/ Ritrets
SKIN.AT
LOWER WING
PARTS ARE AVAILABLE

FROM TEIIE´•CESSNA
SUPPLY DIVISION S-10222-8-6 Screws
i. Add the nmlmum number of access holes necessary.

2. Any circular or rectangular access hole which is used with approved optional equipment
Insta)latlons may be added in lieu of the access tlole illustrated.
3. Use landing l~ght installations instead of adding access holes where possible. Do not add access
holes at outboard end of wing; remove wing tip instead.

4. Do not add an access hole in the same bay where one is already located.
5. Locate new access holes near the center of a bay (speawise).
6. Locate new access holes forward of the front spars as close to the front spar as pract~cable.
7. Locate new access holes aft of the front spar between the first and second stringers aft of the spat.
When mstalling the doubler, rotate it so the two straight edges are closest to the stringers,
8. Alternate bays, with new access holes staggered forward and aft of the front spat, are preferable.
9. A maximum of five new access h6les in each wing is perm~ssible: if more is required. contact the
Cessna Service Department.
10. When a complete leading edge skin is being replaced, the wrng should be supported In such a
manner so that wing alignment is
Figure 17-11. Access Role Installation
1160
MODEL ~52 SERIES SERI/ICE MANUAL
ORIGINAL
As Received By
ATP f I ORIGIPIAL PARTS
Y
i/ v’EDGE
REPAtl~ PARTS IN CROSS SECTION
MARGIN
~0’
=,:f~S OUT D~IAGED AREA
.v.´•=;
i~Ci: ANGLE 2023-T~ ALCLACI

?O
I
O
y:
6’ O
g_
a O
a t´•´•-.´•´•´•
r0 RIVETS EACH SIDE

OF DAMAGED AREA T I
O
a o; o
a
a
FIREWAU ANGLE a
~Ci=
202~-TI ALCLAD
MS20430 RIVE-TS
FUSELAGE
SKIN
T´•:0~
AA n-,l
Figure 17-12. Firewall Angle Repair
17-21/(17-22
SECTION 18
PAINT
Page No.
TABLE OF CONTENTS Aeroficbe/
Manual
MBTEBMIS 2fee/lB~e eJlulse
PaintingBB8...; afnnlla-a Priming 858/15-5
IntsriorParts auee/le-e Prepainting,., .........,.855/1s7
~terior Parts 8185/1&5 PaPnttng 955/16-7
e18Y184
MBTEBMIS zfau184 Tapoh~Jp eja~lss
Flcilltg eJt/tBd RepairofDents ............4dY188 I
Clean-Up zJi/lsa
NOfE
This section contains a listing of standard factory mate-

rials and areas of application. For paint number and col-
or, refer to Aircraffhirn Plate and Parts Catalog. In all
cases determine the type of paint on the airplane, be-
cause some types of paipa~nt are not c6mpatib~e. Contact
Cessna Parts Distrib~tion (CPD ’L) or a Cessna Service
Station for materials acquisition information.
NUTS
Do not paint pitot tube. fuel caps. aileron gap seals nor
antenna covers that oPere not painted at t~e factory.
NOfE
Control surfaces. elrcept for oPing naps. requin bal~nc-

ing after painting. Refer to Section 17 for ~olrmcing
procedures.
Revision 1 t8-1
MATERIAL NO/TYPE DOMESTIC FRENCH AREA OF

APPLICATION
PAMT ACRYLIC X NOTE 1

lit
LACBUER
LACBUER X
CES-iOJe215
Heat Resistant X X NOTE 6
Enamel
PRIMER P60G2 WITH

R7II~44 X X NOTE 2
REDUCER
EX-ER-’I WITH
T-ER-4 X X
REDUCER
THINNER T-8402A X NOTE 4
T-6;094A X X NOTE 3
SOLVENT MethglEthyl X X NOTE 5

getone OYIEg)
NOtES
i. Used on aircraft exterior.

2. Used with lacquer or acrglic lacquer on aircraft exterior.
3. Usedtothinlacquer andforburndown.
4. Used to thin acrylic lacquer and for burndown.
5. Used to clean aircraft exterior prior to priming.
6. Used on Engine mount,
~e THRU SERIALS 15280431, 15280434, 15280438,

15280439, 15280447 and A1520759
NOTE
When stripping paint from aircraft, do not a;llow stripper

to contact ABS parts, Contact of stripper or thirrPers with
ABS parts can cause damage.
18-1. PAINTING OF FORMED ABS PLASTIC PARTS. The following procedures outline
some basic steps which are useful during touch up or painting of formed ABS plastic
parts.
18-2. MTERIOR PARTS (Finish Coat of Lacquer).

a. Painting of Spare Parts.
i. Ensure a clean surface by wiping with Naphtha to remove surface contamina-
tion,
18-2
MODEL 16P SERIES SERVICE MANUAL
CAUnON
Do not use strong solvents such L(I Xylol. Toluol or
Lacquer Thinner sines prolonged exposure can soften Or
embrittle ABS.
2. After the part is thoroughly dry it is ready for the lacqner topcoat Paint must be
thinned with lacquer thinner and applied u a wet coat to ensure adhesion.
b. Touch Up of Previously Painted Parts.
i. Light sanding is aoceptahle to remove scratches upd repair the surface but cue
must he exercised to maintain tbs surface texture or grain
2. Ensure 8 clean surface by wiping with Naptha to remove surface coauminotlon.
CAUTION
Do not use strong solvents such u Xylol. Toluol or
Lacquer Thinner sines prolonged exposure can soften or

embrittls ABS.
3. After the pert is thoroughly dry it is ready for the lacquer topcoot. Paint must be
thinned with lacquer thinner and applied M a wet coat to ensure adhesion.
NOTE
Lacquer paints can be successfully spotted in.
i8-3. EXTERIOR PARTS (Acrylic Topcoat).

a. Painting of Spare Parts.
i.’ Light scuff sand to remove scratches and improve adhesion.
2. Edsure a clean surface by wiping with Naphtha to remove surface contpmma-
tion.
CAUTION
Do not use strong solvents such as Xyiol. Toluoi or
Lacquer Thinner since prolonged exposure can soften or
embrittle ABS.
3. After the part is thoroughly dry it is ready for the topcoat. Paint must be Shinned
with appropriate acrylic thinner and applied as a wet coat to ensure adhesion
b. Touch Up of Previously Painted Parts.
i. Lightly scuff sand to remove scratches and improve adhesion.
2. Ensure a clean surface by wiping with Naphtha to remove surface contamina-
tion.
CAUTION
Do not use strong solvents such as Xylol. Toluol or
lacquer Thinner smce prolonged exposure can soften or
embrittle ABS.
3. Apply a compatible primer surfacer and sealer.
183
4. Atter the part is thoroughly dry it is ready ior the topcoat. Paint must be thinned
and applied os a coat to ensure adhesion.
NOr5
Acrglio topco9b can be snooessinlly spotted in.
18-4. REF~NISHING ENGINE MOUNTS. After completing a repair as directed in Section 17.
reiinish fffth P/N CE8 1054-215 Heat Resistant Enamel, Black Degrease and scutl sand or
grit blast entire area to bare-metal. Spray enamel to a dry iilm thiolmess oi 0.001" to 0.0013".
and cure at 2500F ior 15 minutes. Part can be handled as soon as cool to touch.
NOrr
BEGINNLNG SERIALS 15280432 15280133, 15281435,

15280438, 15280437. 15280440 THRU 15280448. and
AtS#rmO.
IMRON MODIFIED URETHANE
MATERIAL NO/TYPE AREA OF APPLICATION
PRIMER WASH PRIMER P80G2 Used to prime aircratt ior Imron Enamel
REDUCER Catalyst Reducer R7K44 Used to tsduce PgOQ2
PAINT Imron Enamel Used m corrosion pmoi topcoat
IMRON 1925 Activator Catalyst ior Imron Enamel
THINNER IMRON Y84858 Reducer Used to thin fmron Enamel
NOr5
Do not paint pitot tube, gm caps, or ai1erOn gap seals.

Also do not paint antenna covers ~Phich ~wsre not
painted at the iactory.
18-4
MODEL 15i! SERIES SERVICE MANUAL
REOUIRED MATERIALS
MATERUU, NO/TYPE AREA OF APPLICATION
STRIPPER Strypesse Stripper Used to strip primer overspray
CLEANER DXILQO Wu and Grease Used to cls´•n aircraft extuior

Remover
Imperial Cleusr Used to remove grease, bug stains, etc~
Klad Polish Used to cles ´•lumin~lm finish
808 Polishing Compound Uud to rub out ovuspray
SOLVENT (hcIEg) Methyl Ethyl Ketone Used to cleu aircraft prior to topcoat
CLOTH HEX Wiping Cloth Used to cben aircraft sxurior
FILLER Whits Streak Used to till small denu
MASKING Class A Solvent Proof Paper Used to m´•ak ueu not to be painted
Taps Y218 Used for muking small uses
Tape Y231 Used for maa~ing small Precrs
18-8. FACILltTY. Painting facilities must include the ability to nuiPt~in control to
min~mum of850P,, liPd positive pmunm inside to prsolude the possibility of
a tempuatum a
foreign material dunags. All paint equipment must be clen, urd accurau measuring
conuinsrs available for mixing protsotivs coatings. Modified Urethus bu a pot life of four
to sight hours, depending on ambient tsmpettme ´•nd relative humidity. Use of approved
respirators while painting is a must, for personal safety. All solvent conf´•insrs should be
grounded to prevent static build-up. Caulyst materials us toxic, therefore, brsathin g fumes
or allowing contact with skin cM cause serious irritation. M´•teri´•l stock should
be routed
to allow use of older materials first, because its useful life is limited All supplies should be
stored in an usa where temperature is higher than SOOF.. but lower thu gOOF. Storage pt
900F. is allowable for no more than sixty days providing it is returned to room temperature
for mixing and use.
Modified urethane pamt requires a mmlmum of seven days to cure under normal coDditlons.
if humidity and temperature is lower, curing tune will be extended to a maximum of 19 days.
cleaners
During the curing period, indiscriminate use of maskin g tape, abrasive po I Ishes, or
to finish. Desirable curing temperature for modified urethane Is 600P. for
can cause damage
a resulting satisfactory finish.
18-6. CLEAN UP.

a. Inspect airplane for any surface defects. such as dents or unsatisfactory previous
repairs, and correct according to Paragraph 18-13.
18-8
b. Wipe excess sealer from around windows and skin laps Mask windows, ABS parts.
and any other areas not to be primed, with 351 tape and Class A Solvent Proof Paper.
Cars must be exercised to avoid cute, scratches or gouges by metal objects to all
plexiglass suriacss, because cuts and scratches may contribute to erasing and
failure of plexiglass windows.
c. Methyl Ethyl Ketone (MEK) solvent should be used for final cleaning of airplanes
prior to painting. The wiping cloths shall be contaminant and lint free HEX. Saturate
cloth in the solvent and wring out so it does not drip. Wipe the airplane surface with
the solvent satnrated cloth in one hand and inunediately dry with a clean cloth i]D the
other hand. It is important to wipe dry solvent before it evaporates.
When airplane has paint or 5195 chromate overspray on tbs exterior. stripper may be used
mt
to remove tbs overspray. The stripper may be applied by brush and will require a few
minutes to soften the overspray. Heavy coatings may require mom than one application of
the stripper. Use extreme care to prevent stripper from running into faying surfaces on
corrosion proofed airplanes. After removal of the overspray, clean the airplane with Methyl
Ethyl Ketone (MEK) solvent in the prescribed manner
NOTE
It is imperative that clean solvent be used in cleaning

airplanes, Dispose of contaminated solvent immediately.
Fresh solvent should he used on each airplane.
WARNING
Use explosion proof containers for storing wash solvents

and other flammable materials.
l8-7. PRE-PRIM~G.
a. For all standard aircraft, P60C;2 primer shall be mixed one port primer to one and one
hall parts R7R4(1 catalyst by volume, mix only in stoinlsss steel or lined containers.
After mixing. allow ´•primer to set for:thirty tIljnutes before spraying Pot life of the
mired primer is sir hours. Allmixed material should be discarded ii not used within
this time. Pat pressure during spray operation should be approximately 10~1 psi.
Air pressure should be 40 to 50 psi at the gun. Blow loose contaminant oh the airplane
witha jet of clean, dry air. Cover the flap tracks, nose gear strut tube. wheels, and
shimmy dampener rod ends. ABS parts and other pre-primed parts do not receive
wash primer.
WARNING
AIRCRAFT SIIdULD BE GROUNDED PRIOR TO

PAINTING TO PREVENT STATIC
BUILD-UP AND DISCHARGE.
18-8. PRIMING.
a. Apply primer in one wet even coat. Dry him thickness to be .0003 to .0005 inches. Do
not topcoat uutil sufficiently cured. When scratching with firm pressure of the
fingernail does not penetrate the coating, the primer is cured Primer should be
topcoated within four hours after application.
18-8
18-9. PREPAINTI~JG.
a. On standard aircraft mix the required amount of Imron with Imron 1828 Activator in
a thoroughly (no induction time required before spraying). Imron
3 to 1 ratio. Mix
shall be thtnned with Y8183S fmron Reducer to obtain a spraying viscosity of 18 to 22
seconds on a No. 2 Zahn Cup, Viscosity sbould be cbscksd aftu I hours and adfustsd if
necessuy.
b. When applying modified urethane finishes, the paintu should weu ´•n approved
respirator, which has a dust filter and organic vapor cartridgs, or ´•p air supplied
respimtor All modified nrnthans contain some isocysnace, which may
cause irritation to the rsspiratory tract or ´•n allergic r~b´•etloa Individuals may
become sensitissd to isocyauatsa
c. The pot life of ths mixture in approximately 68 bours at 73´• F. Pot pressurs should be
approximately 12 pd during application. Air prsuurs u the gun sboutd be 10 to 50
pd.
d. Scuff sud the primer only where rum or dirt particles us evidsnt Minor roughnsss
orgrit msg be removed by rubbing the surface with brown Kraft paper which has
bun thoroughly wrinkled, Unmask AB8 ´•nd other prsprimsd parta and check tapes.
Clean surfacs with a fet of low prsssurs-dry ah.
18-10. PAINTING ALL-OVER WHITE OR COLX)R

a Complete painting of the plus should 85 dens with 2 or 3 wet even coats. Dry coats
will not reflow, ´•nd will leave a gniny appsuance.
b. Allow 5 minute period for the pnl~h to flsh oh before movi~ aircraft to the oven.
c. Move to the force dry ovsn ud dry for approximately i 1/2 hours u 1#)OF to t~OOF.
d. Dry him thiclrness of tbs overall color should be approximstely 2.0 mils. Films in
excess of 3.0
mils us not dssirsbls,
18-11. MASKING FOR STRIPES.

a Remove airplane from the oven. Allow ~Frpl´•he to cool to room temperature before
b. h4uk stripe usa nsing 351 Tape Y231 or 355 Tape Y213 ´•nd Clam A solvent proof
papu. Double tape ah skin laps to prevent blow by.
c. Airplanes which will have a stripe only configuration shall be masked cleaned ud
primed in stripe uea.only,
d. Ii the bus coat is not over 72 hours old the stripe usa does not rsquirs sanding. Ii
sanding is necssesrg becauss of age or to remove surface defects, use s100 or e800
sandpaper. Course paper will leave sud muks which will decrease glo´• ´•nd depth
of gloss of the finish. The use of power suders should be held to a minimum, if used.
exercise cue to preclude sanding through the white base coat. Wipe surface to be
striped with a tack cloth ud check all tapes.
e. Stripe color will be the same u the hue coat mix as outlined in puagraph 18-9,
i. Painting of tbs
strips should be done with 2 or 3 wet. even coats. Dry coats will not
reflow, end will leave a grainy appeuance. Stripes may be force dried or air dr~ed.
Film thickness of a stripe is approximtely 1.3 mil to 2.0 mils.
g. Do not remove masking tape and paper until tbs paint hss dried to a "dry to touch"
condition. Cars should be exercised in rsmoval of the masking to prevent dunage to

the finish.
h. Modified urethane finishes are sensitivs to moistlre and, thersfore, should be noted
out of rain until cured.
r&?
Is- 12, TOUCH-UP.

When necessary to touch up or rsfinish an area, the defect should be sanded with n400 and
followsd by rB00 sandpaper. Avoid, ii possible, sanding through the primer. ii the primer Is
psnetratsd over mt area 1/2 inch square Or larger, repriming is nscessary. Avoid spray~ng
primer on the adjacent paint as much as possible. Since ursthans finishes cannot be "spotted
in" repairs should be in sections extsnding to sldn lap or stripe lines.
a Dry ovsrspray and rough areas may be compoundsd out with DuPont #808 rubbing
compound
b. Orsass, bug stajna etc., may be removsd from painted surfacss with DX440 Wat end
Orsass Rsmovsr or Imperial Cleaner. KIPd Polish may bs used on bars aluminum to
remove stains, oxides, etc,
c. Rework areas, whers paint or primsr removal is rspuired, may be stripped with
Strypsezs Paint Remover. All traces of stripper must be rsmoved bsfore refinishing.
18-13. REPAIR OF DENTS.

a. To repair dents use White Streak Filler or equivalent. Mix White Streak in the correct
proportion as recommended by the moauioctur~r.
b. Do not apply Whits Strsak Fillsr over point, All p9int shell hs rsmoved in the repair
area and the aluminum surface sanded lightly to incrsass adhesion Apply the White
Streak to a level slightly above the surouning skin, After dryingfor 10-15 minutes,
sand the filler flush with the skin surfacs, using cars to feathsr the edges.
NOrr
Application of a top coat thickness in ercsss of 5.0 mile.

requires a central surface balance check.
18-8
Is
WDONO DIAGRAMS
P´•io No,
TBELE OF CONTENT8 I~opiohd
NLILJ
Cinndt
I ctamit Coao bfbn 2712’19-2
Cn#uIRbsrsnos tt´•t~LPg 251418-4 QooLt 2121 Yress
D,C, POWEIL o~nrleos
23151196
2518/196 0444 I~L1S/1997
8e~ofas 214494414 L~Qht´• O~UIOIOCI
CircPit bp BPI Ekr 251819-8 Ipd TUd Li(ht~
80-BmpsrsMt´•rP~tor 251419-8 NII1~Ltbnllght´• orrs/teso
80´•dmpars eJe~/18-31 FluhfPg Bwamf~ght t
ICINLTION YIP Ilg~t. CoP~olTRbrl 25211418-82

~LrobfJltht ;IO~tfQlre83
ENGINE CONTROL
Conteotors 2525/19-15 2424/1998
~LI;eY18-t4 IruOolnInt Lfgbt 8122141457
OontMfoPI 8Ht/19~tb ´•pd TILL ~ght´•
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Wing FkP, EL~b
Hourm4f4~ eK7/~8´•el’ Wing R´•p~ ELIonio
Fpel 288/19-eQ VIonnm Oat W´•rPtns
....289/19-e5 2541414
FIJOaT INSTROMEIVTS St~Pdbg VIonPm Runp 8L7/1943
’Ibm IILd Rr~lr
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ORIGINAL
As Received By
ATP
Revision 1 19-1
CIRCUIT ANI) SPECIFIC CIRCUIT CODE LETTERS
A-Armament
LB -Instrument
B-Photographic
C-ControlSurface LC Landing
CA Automatic Pilot LD Navigation
LE Taxi
CC Wing Flaps
CD Elevator Trim LF Rotating Beacon
Engine LG Radio
D Instrmnent (Other Than Flight or
LH De-ice
Instrument)
LJ Fuel Selector
DA-Ammetar
LK Tail Floodlight
DB Flap Position Zndicator
Clock
M-Miscellaneous
DC
DD Voltmeter MA-CowlFlaps
MB Electrically Operated Seats
DE Outside Air Temperature
NC Smoke Generator
DF Flight Hour Meter
E-Engine~LPstrument
MD Spray Equipment
Carburetor Air Temperature
ME Cabin Pressur~a#on Equipment
EA
MF Chem Oz Indicator
EB krel Ouantity Gags and Transmitter
P D.C. Power
EC Cylinder Head Temperature
ED Oil Pressure PA Battery Circrtit
PB Generator Circuits
EE Oil Temperature
PC External Power Source
EF Fuel Pressure
8 Fuel and Oil
EG Tachometer
8A Al~*iliarg Fuel Pump
EH -TorqueIndicator
8B Oil Dilution
EJ Instrument Cluster
&C Engine Primer
F-Fli~btInssument
8D Main Fuel Pumps
FA Bank and Turn
8E Fuel Valves
FB Pitot Static Tube Heater and Stall Warning
Heater
R Radio (Navigation and Communication)
FC Stall War~nSng RA Instrument Landing
RE Command
FD Speed Control System
FE Indicator Lights RC Radio
Direction Finding
RD -VHF
G Landing Gear
GA-Actuator
RE Homing
RF Marker Beacon
GB Retraction
GC Warning Device (Horn)
RG Navigation
GD Light S~itches
RW High Frequency
-Interphone
GE -Indicatorl;i~hts RJ~
RK UHF
H Westing, Ventilating and De-Iciag
RL Low Frequency
HA Anti-icing
HE Cabin Heater
RM Frequency Modulation
RP Audio System and Audio Amplifier
HC Cigar Li~hter
RR Distance Measuring Equipment @ME)
MD De-ice
RS Airborne Public Address System
HE Air Conditioners
S Radar
HF Cabin Ventilation
U Miscellaneous Electronic
J-Ignition Foe
UA Identification Friend or
JA Magneto
W Warning and Emergency
K Engine Contrpl
WA Flare Release
KA Starter Control
KB Propeller Synchronizer
WE Chip Detector
WC Fire Detection System
L-Lighting
Cabin X-A.C. Power
LA
19-2
BASE STRIPE
FUNCTION GAUGE
CIRCUITS COLOR COLOR
(Or solid)
A+Power id Red None
id Red None
18 Red BIaelr
G+Power Red White
20 Red O~wn
22 Red Yellow
Ground id Blrrck None
18 Black White
Mike Ground 22 Black None
Radio Dim 18 Yellow None

Lights
Mike Audio 22 Tan None
Tan (Shielded) None
Mike Key 22 White Black
Radio Speaker 20 Green None
Headphones 22 Blue None
Dev´•´• 22 Grey Red
DeV 22 Gray Green
"Dev´•" and "Dev-" circuits are for use in Nav-o-matic 300 autopilots and
any associated omni indicator circuit to which it connects.
NOTE
All other color coded wires are for general use in multi-
conductor radio and autopilot harness assemblies.
19-3
MODEi 162 SER~ES SE~RVICE MANUAL
CROSS REFERENCE LISTING OF SERIAL REOUEST

NUMBERS LISTED ON DIAGRAMS VS. AIRCRAFT
SERIAL NUMBERS.
SR NO. AIRCRAF~ SERIAL NO. SR NO. AIRCRAFT SERIAL NO.
SRBUW) 15279106 SROiOi l~rzrmee
SRBlbl A~Sam35 SROiOO A1320879
SRBI1~ 6119103
8118889 15280170, A1521~. SR8195 Irrrw?z~a a A1SM831

F15201629 a FA1520337
SR9870 A1520879, F13#)187L a
8118770 a F15201529
SR87I1 SR9821 1328~W2
5~772 FA15#M17 9RgB~L2 A13~1
SR8881 15280680, A1522180, FA~5#1317 a SR9712 ~lyslUge, A1520968, F15201809 a

Fi520rS39 FA1320373
SR8921 ALS20T78, F15201529 a SRlO~ie f5285162, A152098l, F15201891 a

FA1520367
SRW)11 15283131, A15208~, F15201529 a

FA15#1317 LFA~3e0988
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Amm Cessna 152 D2064-1-13

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Cessna

FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA

REVISION 1 INCORPORATES TEMPORARY REVISION i. DATED OCTOBER 1994.

SECTION PAGE NO.

4. WINGSAND EMPENNAGE 1D22’4-1

5. LANDING GEARAND BRAKES 1E16/5-1

6. AILERON CONTROL SYSTEM 1G14/6-1

7. WTNGFLAP CONTROLSYSTEM 1H4/7-1

8. ELEVATOR CONTROLSYSTEM 1H22/8-1

9. ELEVATORTRIMTAB CONTROLSYSTEM 1113,’9-1

10. RUDDERCONTROL SYSTEM 157/10-1

11. ENGINE .........____

12. FUELSYSTEM 2A2/12-1

13. PROPELLER 2A20/13-1

14. UTILITYSYSTEMS 2B5,’14-I

16. ELECTRICAL SYSTEMS 2D9/16-1

17. STRUCTURALREPAIR 2Gll:17-1

18. PAINTING 2121,’18-1

19. WIRINGDIAGRAMS 2511/19-1

When performing any inspection or maintenance that

propeller as if the ignition switch were ON. Do not stand,

KEEPING CESSNA PUBLICATIONS CURRENT

ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS,

i. REVISIONSICHANGES. These are issued to the dealers by Cessna Aircraft Company

2. REISSUE. Manual is reissued to dealers as required, and is a complete manual incorpo-

CU STOM ER CARE SUPPLIES AND PUBLICATIONS CATALOG

SUPPLEMENTAL fVPE CERTIFICATE INSTALLATIONS

CUSTOMER COMMENTS ON MANUAL

GENERAL DESCRIPTION 1A9/1-1 AircraftSpecification 1A9/1-1

1-l. GENERAL DESCRIPTION.

MODES 152 AND Fi52 SERIES,

high-wing monoplanes of PIl-metPL construction. They rue equipped with

1-4. MODEL A152 AND FA152 SERIES,

qairmnaPts mt forth in Acrobatic Category, CAR, Part 3. In addition, quick-nlease cabin

1-6. AIRCR~T SPECI~CATIONG. Leeding particulprs of these aircraft with dimensions

GROSS WEIGHT CTakeoff or Landing) 1670 Lbs.

Figure i-i. Aircraft Specifications

0.00 18.50 56.69 70.69

Figure 1-2. Fuselage Stations

Figure 1-3. Wing Stations

i-a. BOLT TOROUEB. The importanoe oi oofisot apphmtion be

on 1~dtmLnr Or mtting ior a snapover-type vrenoh.

BOLT TORQUE VALUES

AN3 thtu AN20 I mszoo~ tkn, MS20024 I NAS464

AN310 AN320 AN310 I AN320

FINE THREAD SERIES FINE THREAD SERIES

COARSE THREAD SERIES

Figure 1-4. Torque Values

gniree tPrning an tbs ~Yt,saritch, instsIiing BbPttd]rg.

coPld cause the propeller to rotate.

GROUND ILANDLING 1A16/2-2 Engine Induction Air Filter 1E37:2-14

INSPECTION TIME LIMITS - STRUCTURE

D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 1

B. Section 2A-10-01, Inspection Time Limits.

4. Inspection Time Limits

D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 2

5. Inspection Time Limits Legend

6. Inspection Interval Requirements

D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 3

10 - Supplemental Inspection Document items that are to be examined after

D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 4

D2064-1-13 Temporary Revision Number 5 - Dec 1/2011 2A-10-00 Page 5

INSPECTION TIME LIMITS