SECTION

LAN DING G EAR

 SECTION 5

LANDING GEAR

TABLE OF CONTE~JTS Page

LANDINGGEAR 5-2 HEAVY-DUTYNOSE GEAR 5-32

TroubleShooting 5-2 NOSEWHEEL ...........,,,5-32
MAINGEAR 5-3 Replacement. .............5-32
Removal 5-3 DiMssembly. ............5-32
Installation 5-4 InspectionandRepair. .........5-32
Step BracketReplacement 5-4 Assembly 5-32
Brake Line Fairing Replacement 5-4 WHEEL BALANC~ING 5-32
MAINWHEELAM)AXLE. 5-4 NOSEWHEELSTEERING SYSTEM 5-38
Removal 5-4 Steering Tubesand Bungee 5-38
Installation 5-5 Adjustment .............38
5-5 TAILGEAR 5-38
Removal. 5-5 Replacement. .........,,,-38
Disassemblp. 5-5 TAILWHEEL. ...............5-38
InspectionandRepair 5-5 Replacement. ............5-30
Assembly 5-5 Tire Replacement 5-38
Installation 5-5 Cleaningandtubrication ........5-39
MAINWHEEIS(Cleveland) 5-5 TAILWHEEL LOCKING SYSTEM 5-39
Removal. 5-5 TroubleShooting ............-39
Disassembly. ............5-10 Replacement. ...........5-39
InspectionandRepair. .........5-10 Rigging 5-39
Assembly 5-10 TAILWHEEL FRICTIONCHECK 5-45
Installation ..............5-14 SPEEDFAIRINGS .............5-45
CESSNA MAIN LANDING GEAR CASTERING Replacement. 5-45
AXLES 5-14 Repair 5-47
Removal ...............5-14 Precautions .............5-47
Msassemblg. .............5-14 ScraperAdjustment ..........5-47
Cleaning, Inspection Repair, BRAI(ESYSTEMS.... .´•........5-47
andIwbrication 5-14 Brake Master Cylinders 5-41
Assembly 5-!4 ~ydraulicBrake Lines 5-48
Installation..............5-16 WheelBrakeAssernblies ........5-48
FunctionalCheck. ...........5-16 TroubleShooting .--........,.5-48
CheckingFluidauantity. 5-16 Replacement of Brake Lines 5-49
MAINWHEELALIGNMENT 5-16 Replacementof Master Cylinders 5-49
CROGSWINDWHEELS. 5-16 Repair of Master Cylinders 5-49
NaSECEAR 5-22 RemovalofWheelBrakes ........5-49
ShimmyDampener 5-22 Disassembly of Wheel Brakes 5-49
Torque Links 5-22 Inspection and Repair of Wheel Brakes 5-49
Replacement. 5-22 Assembly ofWheelBrakes. 5-49
Msaesemblg(Mode~lSO) 5-25 Installation of Wheel Brakes 5-49
Assembly (Model 150). 5-25 Checking Brake Linings 5-50
Disassembb (Models 172 and P172 5-28 Brake Lining Replacement 5-50
Assembly (Models 172andP112) 5-26 Brake Bleeding 5-50
Disassembly (Model 182) 5-31 PARKING BRAKE SYSTEMS 5-50
Assembly(Model 182).........5-31 Replacement. .............5-50

5-1
5-1. LAND~GGEAR to a maximum travel of 300 right or left of center.
Through use brakes, tricycle gear airplanes
of the
5-2. A tapered, spring-steel strut supports each can be pivoted about the outer wing strut fitting.
main wheel, and a steerable nosewheel is mounted
on an air-oil shock strut in all tricycle-gear equipped
Cleveland wheels and brakes are used on all Model
airplanes; Model 180 and 165 series airplanes are 150 and 185 series airplanes, Model 112F and on,

equipped with conventional gear utilizing spring-steel Model 180G and on, and Model 18211 and on. All
main gear struts and a tapered, tubular tailwheel strut, other models were equipped with Coodyear wheels
The tailwheel is steerable with the rudder Pedals up to and brakes. Cleveland and Coodyear nose wheels
maximum pedal deflection, after which it becomes are interchangeable on all models. Tube-type tires
free-swiveling. Model 185 series airplanes are are used on all models except the first ten Model
equipped with a tailwheel lock, which still permits 150C airplanes, which were equipped with tubeless
steering of approxilnately 2. 50 each side of neutral tires.
while the lock is engaged. The nosewheel is also
steerable with the rudder pedals up to maximum pedal Speed fairings of reinforced, resfn-bonded glass-
deflection, after which it becomes free-swiveling up fiber are standard equipment on some models and
optional equipment on others.

5-3. TROUBLE SHOOTING THE LANDING GEAR.

PROBABLE CAUSE ISOLATION PROCEDURE RE3LdEDY

AIRPLAWE LEANS TO ONE SIDE.

Incorrect tire inflation. Check with tire gage. Inflate to correct presmue.

Landing gear attaching parts Boist or jack airplane and Ti~ten loose parts and replace
not tight, cheek attaching parts. defective parts.

Landing gear spring excessively Check visually. Remove and replace.

sprung.

incorrect shimming at inboard If no defects are found, fnetall shims as required.

end of spring. incorrect shimming is Refer to paragraph 5-6 for
indicated. limitations.

Bent axles. Check visuallp. Replace axles.

WHEEL BOUNCE EVIDENT EVEN ON mOOTB SURFACE.

Out of balance condition. Check wheel balance. Correct in accordance with

NI~E WHEEL SHlMMY.

Nose strut loose in Raise nose, remove coarl and Tighten nose strut attaching
attaching clamps, check strut attachmet. clamp bolts.

Shimmy dampener lacks Refer to paragraphs 2-21, Refer to paragraphs 2-21,

fluid. 2-21A, or 2-21B. 2-21A, or 2-2111.

Defectiveshimmy Raise nose, bun nose Repair ar replace defective

dampener. wheel back and forth to shimmy dampener.
check dampening.

Loose or worn nose wheel Check for evidence of play. Ti~ten or replace defective
steering linkage. linkage.

5-a
,i~ TIRES WEAR EXCESSIVELY.

Incorrect bra Inilitioa Check with tire gage. Inflate to correct pressure.

Wheels out of alignment. Check toe-in and camber. All~ in accordance with
paragraph 5-23.

Landing gear spring excessively Check olsuallg. Remove and replace.

sprung.

incorrect shimming at inboard U no defects are found, install shlms as required.

end ct spring. Incorrect eMmming Is Refer to paragraph 5-6 for
indicated. Ilmftatlons.

Bentaxles. Check visually. Replace axles.

Drag~ns brakes. Jack wheel and spin to See paragraph 5-72.

check for friction.

Wheel bearings too tight. Jack wheel and check for Adlust properly.
bearing drag.

Loose torque links. Check for excessive Add washers or replace

clearances. as necessary.

Laose or defective nose Raise nose, check wheel Ti~ten wheel bearings properly;
wheel bearings. bearings,´• replace, ii defective.

Nose wheel art of balance. Check wheel balance. Correct In accordance with
paragraph 5-44.

i´• HYDRAULtC FLUID LEAI(ACE FROM NOSE STRUT.

Defective strut seals. Check for evidence of Replace defective seals.

fluid leakage.

NOSE STRUT WILL NOT BOLD AIR PRESSURE.

Ddective air filler valve, Check far air leakage at Check gasket and tighten
or valve not tight, valva. loose valve. Replace, ii
defective.

Defective strut seals. Check for evidence of fluid Replace defective seals.
leakage.

5-4. MAINGEAR. down arclund spring; drain hydraulic brake fluid and
hoist or lack airplane in accordance with Section 2.
5-5. RE~OVAL. b. On those models where the brake line isattached
to a bulkhead fitting through the fuselage skin, dis-
NOTE connectthebrakellne atthis fitting. Onthose
models where the brake line connection is inside
Three different methods are used to attach the the fuselage beneath the floor, disconnect the brake
main landing gear spring to the fuselage out- line from the spring and the wheel brake cylinder.
board structure. Wide U-bolts are used on Remove the gear, leaving the brake line protruding
some models, shims and wedges on others, from the fuselage.
and steel channels on others. The spring is c. On aircraft with U-bolts, remove the nuts and
attached to the fuselage inboard structure washers from the U-bolts and tap them free of the
with a bolt which passes through a hole In the attaching structure. On aircraft with shims and
end of the spring. wedges, remove the attaching bolts and pry the
shims and wedges out ed the fuselage. On aircraft
a. Remove floorboard access covers over spring, with a channel, remove the attaching bolts, washers,
remove screws and slide external fairing and seal and nuts and remove the channel.

5-3
d. Remove the bolt, washer, and nut attaching the inboard end of the spring and pull the entire gear out of the
fuselage. Note shims placed under the inboard end of the spring and mark them to be sure they are replaced
correctly at reinstallation of the landing gear.

5-5A CORROSION CONTROL ON LANDING GEAR SPRINGS.

a. General
(1) The main landing gear springs are made from high strength steel that is shot peened on the lower surface
to increase thefatigue life of the part.
(2) The shot peened layer is between 0.010 and 0.020 inch thick.
(3) If the protective layer of paint is chipped, scratched, or worn away, the steel may corrode trust).

NOTE: Corrosion pits that extend past the shot peen layer of the gear spring will cause a significant
decrease in the fatigue life of the spring.

(4) Operation from unimproved surfaces increases the possibility of damage.

b. Corrosion removal and repair.

WARNING: Do not use chemical rust paint strippers on landing gear

removers or

springs. High-strength parts steel

very susceptible to hydrogen
are

embrittlement, Acidic solutions, such as rust removers and paint

strippers, can cause hydrogen embrittlement, Hydrogen embrittlement

is an undetectable, time-delayed process. Since the process is time
delayed, failure can occur after the part is returned to service.

(1) Examine for signs of corrosion (red rust) if damage to the paint finish of the landing gear spring is found.
(2) Carefully remove any rust by light sanding.
(a) The sanding must blend the damage into the adjacent area in an approximate 20:1 ratio.
EXAMPLE: An 0.005-inch-deep pit. The pit must be blended to a 0.10-inch radius or 0.20-inch
diameter.
(b) Make sure the last sanding marks are along an inboard-to-outboard direction, or along the long
dimension of the spring.
(3) After the sanding is complete, measure the depth of the removed material from the damaged area.

NOTE: The maximum combined depth of removed material to the top and bottom or leading and trailing
edge is not to be than 0.063 inch at any two opposite points on the gear spring. This
more

measurement limitation includes areas that have previously been damaged and repaired.

(a) Make sure the depth of the damage area on the bottom of the gear spring is not more than 0.012 inch
deep.
1 If the damage is deeper than 0.012 inch deep and less than 0.063 inch deep, replace or shot
peen the gear spring. The gear spring must be removed and~ sent to an approved facility to be
shot peened.
a The shot peen specification is to be Almen intensity of 0.012 to 0.016 with 330 steel shot.
(b) Make surethe depth of any damage on the leading edge, trailing edge, or top of the gear spring is not
more than 0.063 inch
deep.
1 If the damage is deeper than 0.063 inch deep, replace the gear spring.
(4) Touch-up paint as required.

NOTE: Additional information regarding corrosion control can be found in FAA documents AC-43-4,
Chapter 6, or AC43.13-1B Chapter 6.

5-4 D637-1-13 Temporary Revision 7 July 1/2007

O Cessna Aircraft Company
 c. Axle boltholecorrosion.
(1) Operation of an airplane on skis increases the loads on the lower part of the gear spring because of the
unsymmetrical and twisting loads.
(a) The increased loads have produced spring fractures that originate from pits in the axle attach holes.
1 Catastrophic failures can occur from fatigue cracks as small as 0.003 to 0.010-inch long that
originated at pits.

NOTE: Although operation on skis causes more loads, the criteria apply to all airplanes.

(2) There is no damage depth for pits that develop in the axle bolt holes. If pits or corrosion is
maximum
found, ream to it, subject to the following limitations:
remove

(a) Remove the minimum material necessary to repair the damage.

(b) Make sure the diameter of the axle attachment holes are no more than 0.383 inch for 3/8- inch bolts.
(c) Make sure the diameter of the axle attachment holes are no more than 0.321 inch for 5/16- inch bolts.
(d) If reaming to the maximum dimension does not remove all signs of corrosion, discard the landing
gear spring.

5-6. INSTALLATION.
a. Slide seal and external fairing plate over upper end of landing gear spring.
b. Slide the spring place and work shims in position under inboard end of spring.
into Install bolt, washer, and
nut to secure inboard end of spring.

NOTE: Shims are installed under the inboard end of the spring as required to level the wings within a total
tolerance of three inches. Maximum number of shims permissible is three for the Models 150, 180, and
185, two for the Models 172 and P172; one for the Model 182.

c. Where U-bolts are used, install with washers and

nuts. Where shims and wedges are used, tap them securely
in place attaching bolts. Avoid excessive pounding of wedges to prevent deforming supporting
and install
structure, especially on the Model 150 prior to’ serial no. 15060127. After the noted serial, a bolt replaces a
rivet in the forward end of each lower inboard angle. Where a channel is used, install with bolts, washers, and
nuts. Make sure the identification arrow on the chahnel points outboard; it is possible to install it incorrectly.
i´• Lower aircraft to ground.
e. Connect brake lines; bleed brakes.
f. Install parts removed for access.

5-7. STEP BRACKET REPLACEMENT.

NOTE: The step bracket is secured to the landing gear spring strut with Conley-Weld, or a similar epoxy base
adhesive.

a. Mark the position of the bracket so that the replacement bracket will be installed in approximately the same

position.
b. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse

sand paper.
c. Leave surfaces slightly roughened or abraided, but deep scratches or nicks should be avoided.
d. Clean the surfaces to be bonded thoroughly. If a solvent is used, remove all traces of the solvent with a clean,
dry cloth. It is important for the surfaces to be clean and dry.
e. Check the fit of the step bracket on the spring. A-gap of not more than 1/32 inch is permissible.
f. Mix the adhesive carefully according to manufacturer’s directions.
g. Spread a coat of adhesive on the surfaces to be bonded, and place step bracket in position on the spring. Tap
the bracket upward to insure a tight fit.
h. Form a small fillet of the adhesive at all edges of the bonded surfaces. Remove excess adhesive with lacquer
thinner.
i. Allow the adhesive to cure thoroughly according to manufacturer’s recommendations before flexing the gear
spring or applying loads to the step.
j. Repaint gear spring and step bracket after curing is complete.

D637-1-13 Temporary Revision 7 July 1/2007 5-4A

O Cessna Aircraft Company
5-7A. BRAKE LINE FAIRrNG REPLACEMENT (182).
a. Disconnect brake line at wheel and drain fluid, or plug line’ to avoid draining. Flex brake line away.
b. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse
sand paper. Sand inner surface of fairing strip, running sanding marks lengthwise.
Leave surfaces slightly roughened or abraided, but deep scratches or nicks should be
c.
.d.dediova
Clean the surfaces to be bonded thoroughly. If a solvent is used, remove all traces of the solvent with a clean,
dry cloth. It is important for the surfaces to be clean and dry. Solvent should not be used on the vinyl fairing
strip.
e. Mix the adhesive (B.F. Goodrich A-1188-B) according to manufacturer’s directions.
f. Apply a thin. uniform coat of adhesive to each bonding surface. Allow adhesive to air dry until solvent odor is
gone (approx. 3 to 4 minutes at room temperature). Make assembly within ten minutes after solvent
evaporates.

WARNING: Keep catalyst away from heat, sparks, and open flame, Use with adequate
ventilation and avoid prolonged breathing of vapor, Avoid contact with
skin, eyes, and mouth,

g. Position fairing strip between brake line and strut, and press firmly against strut. Press brake line into groove
offairing strip and wrap immediately with masking tape in five equally spaced places. Excess adhesive may
be removed with solvent.
h. Allow the adhesive to cure thoroughly according to manufacturer’s directions before flexing the gear.
i. After the recommended curing time, remove tape and connect brake line.
j. Paint the area as required.
k. Fill and bleed brake system.

5-8. MAIN WHEEL AND AXLE.

5-9. REMOVAL.
a. Disconnect, drain, and plug the hydraulic brake line at the brake cylinder.
b. Remove the wheel in accordance with paragraph 5-12 (or 5-18 for Cleveland
wheels).
c. Remove the nuts and bolts securing axle and brake components to the spring strut. Note the number and
position of the wheel alignment shims. Mark these shims or tape them together carefully so they will
dellatsniereb
in exactly the same position to ensure that wheel alignment is not disturbed. Remove axle and
i´•
brake components.

i´•

5-4B D637-1-13 Temporary Revision 7 L

July 1/2007
O Cessna Aircraft Company
 d. Remove the and nut attaching the
bolt, washer, g. Spread a coat of adhesive on the surfaces to be
inboard end of the spring and pull the entire gear bonded, and place step bracket in position on the
out of the fuselage. Note shims placed under the spring. Tap the bracket upward to insure a tight fit.
inboard end of the spring and mark them to be sure h. Form a small filletof the adhesive at all edges
at reinstallation of the of the bonded surfaces. Remove excess adhesive
they are replaced correctly
landing gear. with lacquer thinner.
i. Allow the adhesive to cure thoroughly accord-
5-6. lNSTALLATION. ing to manufacturer’s recommendations before flex-
a. Slide seal and external fairing plate over upper ing the gear spring or applying loads to the step.
end of landing gear spring. i. Repaint gear spring and step bracket after cur-
b. Slide the spring into place and work shims in ing-is complete.
position under inboard end of spring. Install bolt,
washer, and nut to secure inboard end of spring. 5-7k BRAKE LINE FAIRING REPLACEMENT (182).
a. Disconnect brake line at wheel and drain fluid,
NOTE or plug line to avoid draining. Flex brake Line away.
b. Remove all traces of the original adhesive as
Shims are installed under the inboard end of well as any rust, paint, or scale with a wire brush
the spring as required to level the wings with- and coarse sand paper. Sand inner surface of fair-
in a total tolerance of three inches. Maximum i~ strip, running sanding marks le~gtharise.
number of shims permissible is three for the c. Leave surfaces slightly roughened or abraided,
but deep scratches or nicks should be avoided
Models 150, 180, and 185; two for the Models
172 and P112; one for the Model 182. 6 Clean the surfaces to be bonded thoro~ghly. H
a solvent is used, remove all traces of the solvent
with a clean, dry cloth, It is important for the sur-
Where U-bolts faces to be clean and dry. Solvent should not be used
e. used, install with washers
are
on the vinyl fairing strip.
and nuts. wedges are used, tap
Where shims and
them securely in place and install attaching bolts. e. (B. F. Goodrich A-1186-B)
Mix the adhesive ac-

Avoid excessive pounding of wedges to prevent de- cording to man~acturer’a directlrms.

f. Apply a thin, uniform coat of adhesive to each
forming supporting structure, especially on the
Model 150 prior to serial no. 15060127. After the bondingsurface. aird~7untilsol-
noted serial, a bolt replaces a rivet in the forward vent odor is gone (approx, 3 to I minutes at room

end of each lower inboard angle. Where a channel temperature). Make assembly within ten mirmtes
is used, install with bolts, washers, and nuts.
after solvent evaporates.
Make sure the identification arrow on the channel
points outboard; it is possible to install it in- IWARNINOI
correctly.
d. Lower aircraft to ground. Keep catalyst away from heat, sparks, and
e. Connect brake lines; bleed brakes. open flame. Use arithadeguate ventilation and
avoid prolongedbreathingof vapor. Avoid
f. Install parts removedforaccess.
contact with skin eyes, and mouth.

g.Position fairing strip between brake line and

5-7. STEP BRACKET REPLACEMENT. strut, and press firmly against strut. Press brake
line into groove of fairing strip and wrap immediate-
NOTE ly with masking tape in five equallg spaced places.
Excess adhesive may be removed with solvent.
The step bracket is secured to the landing gear h. Allow the adhesive to cure thoroughly according
to manufacturer’s directions before flexing the gear.
spring strut with Conley-Weld, or a similar
i. After the recommended curing time, remove
epoxy base adhesive,
tape and connect brake line.
Mark the position of the bracket so that the re- j. Paint the area as required.
a.
k´• Fill and bleed brake system.
placement bracket will be installed in approximately
the same position
b. Remove all tracee of the original adhesive as 5-8. MAIN WHEEL AND AXLE.
well as any rust, paint, or scale with a wire brush
and coarse sand paper. 5,0. REMOVAL.
c. Leave surfaces slightly roughened or abraided, Disconnect, drain, and plug the hydraulic brake
a.

but deep scratches or nicks should be avoided. line at the brake cylinder.
d. Clean the surfaces to be bonded thoroughly. If b. Remove the wheel in accordance with paragraph
a solvent is used, remove alltraces of the solvent 5´•12 (or
5-18 for Cleveland wheels).
with a clean, dry cloth. It is important for the sur- c. Remove the nuts and bolts securing axle and
faces to be clean and dry. brake components to’the spring strut. Note the
e. Check the fit of the step bracket on the spring, number and position of the wheel alignment shims.
A gap of not more than 1/32 inch is permissible. Mark these shims or tape them together carefully
f, Mix the adhesive carefully according to manu- so they will be reinstalled in exactly the same posi-
facturer’s directions. tion to ensure that wheelalignment is not disturbed.
NOTE( Please the Remove axle and brake components.
see

5-I
TEII~PORARY
flE\ns,oJv
IIII~ that revises this page.
5-10. INSTALLATION. ing grease before installation In the wheel.
a. Secure axle and brake components to spring
strut, making sure that wheel alignment shims are 5-15. ASSEMBLY.
reinstalled in their origl~al positions. a. fnsert tube in tire, aligning inde~ing mark on

b. Install the wheel assembly in accordance with tube with red dot on tire. Place outboard wheel half
paragraph 5-16 (or 5-22 for Cleveland wheels). in tire and position valve stem through valve hole.
c. Connect brake line. Fill and bleed the brake Insert thru-bolts, position inboard wheel half, and
system. secure with ads and washers. Take care to avoid
pinching tube between wheel halves. Torque to
5-11. MAIN WHEEIS (Goodyear). value marked on wheel.

5-12. REMOVAL. Ic*un~nl

NOTE Uneven or improper torque of thru-bolt nuts

may cause bolt failure with resultant wheel

This paragraph involves removing the wheel failure.
from the axle. The procedure may be used
for tire
replacement, wheel bearing replace- b´• Clean and repack bearing cones with clean
meat, and replacement ad wheel brake parts. wheel bearing grease.
c. Assemble bearing cones, seals, and retainers
a. Jack the whee2 using the universal jack paint. into the wheel halves.
b. Remarre the wheel speed;f~iring (11 installed),
or the attet dust cover. 5-16. INSTALtA?ION.
a. Remove cotter pins and axle mt. a. Placewheelonaxle. Priortothe Model 150F,
d. Pullthe nheelassembly off the axle, leaving the install collar (17, figure 5-6) on axle first.
brake disc in place in the brake assembly. Canti- b. Position disc in the wheel as the wheel is being
lever brake clips must be disengaged from disc. slipped into place. The cantilever anti-rattle disc
dips must be raised at one end while installing the
5-12. DISA~ISElldBLY. dfsc.
c. Make sure outer bearing, seal, and retaining
a. Completely deflate the tire by remc~Rips the
valve core. parts land the outer collar prior to the Model 150F)
are in place, then install axle nut and tighten until a

IWT~IININtl bearing drag is obvious when the wheel is

turned.slight
Back off the nut to the nearcs! castellation
and install colter pins.
Injury result from attemlltinn to separate
can
vheelbPhres~Pithtire inflated. AvoiddamaP- d. Install the speed fairings, if used, or the outer
ingwbeel ~pagee when tire beads loose. dustcover. Removejack.

b. BrenLtt.´•bePd. looBo. Ic~unonl

c. Remove thrn-bolts Lnd separate wheel halves.
d. RemoRe tire and tube. Whenever a tire is changed, a speed fairing is
e. Remove bearing retaining rings, grease seals, installed, scraper adjustment is disturbed,
or

and bearing canes. set scraper clearance in accordance with para-

graph 5-66.
NOTE
5-17. MAIN WHEELS (Cleveland).
To remove the bearing cups, heat the wheel
half in badling neter for 15 miIlutea. Using an 5-18. REMOVAL.

arbor mess, ii available, press out the bear-

NOTE
ing cup and mess in the new one while the
wheel is etlllhd.
It is not necessary to remove the wheel to re-
line brakes or remove brake parts (other than
5-11. INSPECTION AND REPAIR.
a. Clean all metal parts and the grease seal felts
the brake disc or torque plate) on Cleveland
wheel and brake assemblies.
in solvent and dry thoroughly.
b. Inspect wheel halves for cracks. Crackedwheel
halves should be replaced. Sand out nicks, gouges, a. Jack the wheel, using the universal jack point;
and corroded areas. Where the protective coating b. Remove the speed fairing (if installed), or the
has been remc~oed, the area should be cleaned thor- outer dust cover.
c. Remove hub cap to expose axle nut. Hub cap is
oughly, primed with zinc chromate primer, and re-
not used when speed fairings are installed, and is not
painted with alumirrm lacquer.
used beginning with the 1964 models. When not used,
c. Brake discs should be replaced ii excessively
scored or a*uped. Smallnicks and scratches should the hub cap is replaced with grease seals and retain-

be sanded smooth, er rings.

d. Bearing cups and cones should be inspected d. Remove cotter pins and axle nut.
carefully for damage and discoloration. After
cleaning, repack bearing cones with clean bear-

5-5
 t

tOlJ
ba

u.
a,
n a
a

i. SpringAlignment Shim
2. Wodgo ORIGINAL
3. Bolt d~ As Received By
ATP
4. Plate
5. Scre~u
6. Seal
7. Bolt
8. Landing Gear Spring a
9. Spring Adjustment Shim a
lO. Nut n
11. BrakeLine
12. Bose
13. Brake Line Retainer Bracket
14. Elb(rw
15. Nut
25. Washer
re. Gasket
26. Bolt
17. Axle
27. Bolt
re. Brake Aeaembly
WI. Washer
19. TireandTube
Wheel Assembly
29. Wishing
20.
30. Washer
21. CotterPin
31. Wheel Alignment Shims
aa. MeNut
32. Nut
23. DustCover
33. Nut
24. Screar

Figure 5-1. Main Gear Model 180P

5-8
 NOTE

t Hub cop (16) is not used on ihe

I
Model 180 series or tbe~ddel
185C and on. Outer dust cover
(17) is attached with three
screws at ite´•outet edge when
the hub cap is not used
I

Iii

15

a
a n

1 1)

1. 8hlm 13. Fitting 24. Bolt

2. Wedge 14. CotterPln 25. Bolt
3. Bolt 15. Not 20. Washer
4. Flats re. HubCap 27. Washer
5. 8crew 17. Outer Dust Cover 28. Brake Assembly
B. Bolt 18. Lochwasher 29. Shlms
7. BrakeLine 19. Screw 30. Washers
8. BrP~bLineCllp 20. Screw 31. Nuts
9. Hose 21. Loclraroeher 32. spring
to. Fitting 22. CotterPin 33. Nut
11. BraLeHose 23. Wheel Assembly 34. Shim
11. Axle 35. Seal

Figure 5-2. Main Gear Model 185 Series, and 180G and on

5-7
 =1~-´•
MODEL 182

*~a,´•
i iCe~l a

P :\j II
a :I SEE FIGURE 5-4A
rQ~r
NOTE

1?
Torque bolts attaching channel (43) to
I 660-750 pound-inches, with at least
809; contact between channel and etru+

10 4

1´• Bolt f ~h 11 Ii

3.2. WasherNutNut 35 :hi-

7.5. ScrewBracket
6. Plate

15
II I!
11
n

si~ii= ~w
8. Hose
U
9. Brake Line 13
8EE FIGURES
lO. Spring Strut
Line Strap It1( 5-5, 5-6, A 5-1

1 .13.14. NutScreatBrake
I)
12. Clamp

15. Screw
n
16. Brake Housing
17. Casket j
18. Nut
19. Elbow
29
20. Bolt
21. Wheel ill

a,
22. Axle Nut 1~
23. Dust Cover (Hub Cap) NOTE
24. Screw
25. Washer Brake line (9) is shorter and
26. Cotter Pin connects to a flexible hose at

27. Bolt the brake housing on some

28. Axle models.

29. Brake Disc Cover
30. Wheel Alignment Shim 44. Washer-Faced Nut
31.
32.
Nut
Washer
45.
46.
Washet
Nut
ORIGINAL
As Received By
´•3
tl
33. Nut 47. Screw ATP

34. Nut 48. Doubler

35. Step 49. Speed Fairing
50. NOTE
36. Screw Scraper
37. U-Bolt 51. Screw
52. Bolt A vinyl plastic brake line fairing
38. Seal
39. Nut 53. Lockwasher is installed between the spring
Washer strut and the brake line on the
40. Washer orShhrn 54.
41. Bolt 55. Axle Nut Model 182 series only.
42. Countersunh Washer 56. Nutplate
43. Channel 57. Support Plate

Fl~uc 5-3. Ippical Tricycle ~ntn Gear (Eacept Model 150)

1-8
 NOTE

(13 15)
and
are used with 5. 00 x 5 wheels
only.CollarsBeginning
with the 150F, 6. 00 x 6 wheels are
standard equipment. A small hub cap covers the
axle nut prior to the 150D, unless speed fairings
17 c?´•:´•t:~ are installed. Refer to flgure5-6 for wheel and
brake details.

daif I

21’ \~\1( !l a
NOTE
n Ir ’a
Brake Bm (4) is shorter and
connects to a flexible bose at
the brake housing on some
models. II

a a 16
15

SEE FIGURE 5-6

n
I
NOTE

1)
During the 1966 model-year, shims are used as
required between outboard forgings and wedges
when the landing gear is ihstalled. This thicker 11
wedge, shlmmed as required, replaces the thin-
This combination ORIGIMAL
ner wedges formerly used.
As Received
By
may also be used on earlier Model 150 airplanes.
ATP

Bolt 13. Collar 25. Nut 37. Inner Support

2. Outboard Support 14. Wheel Assembly 26. Bracket 38. Screw
3. Washer 15. Collar 27. Screw 39. Doubler
4. Brake Line 16. Outer Bust Cover 28. Nut 40. Speed Fairing
5. Spring 17. Cotter Pin 29. Step 41. Scraper
6. Screw 18. Nut 30. Screw 42. Screw
7. Brake Line Clamp 19. Elbow 31. Plate 43. Bolt
8. Screw 20. Nut 32. Seal 44. Washers
9. Brake Line Clip 21. Gasket 33. Bolt 45. Support Nut
10. Hose 22. Brake Assembly 34. Wedge 46. Anchor Nut
11. Axle 23. Shim 35. Washer 47. Support Plate
12. Bolt 24. Washer 36. Nutplate 48. Anchor Nut

Figure 5-4. Main Gear Model 150

5-9
 e. (See figure 5-6. On the Models 150, 172, and NOTE
182, remove bolts (29) and washers (31) securing
back plate (39) and shim (36), and remove the back The bearing cups are a press fit in the wheel
plate and shim. Shim (36) is used only on the Model halves and should not be removed unless re-
150 (prior to 1966). Pull the wheel from the axle, placement is necessary. To remove the bear-
removing collars (8 and 1?) and bearing cone (9) as ing cups, heat the wheel half in boiling water
the wheel is removed. The collars are used only an for 15 minutes. Using an arbor press, if
the standard Model 150 wheel (prior to 1966). 1l available, press out the bearing cup and press
speed fairings are installed, the bearing cone and in the new one ar~ile the wheel is still hot.
grease seals will be removed during disassembly.
f. (See figure 5-7. On the Models 180 and 185, 5-20. INSPECTION ANDREPAIR. Instructions
remove bolts (29) and washers (30) securing back given in paragraph 5-14 for the Goodyear wheels
plates (41) and shim (36), and remove the back also apply to the Cleveland wheels.
plates and shim. The shim is not used beginning
with the 1964 models. Rtll the wheel from the 5-21. ASSEMBLY.
axle, removing bearing cone (5) as the wheel is a. Insert thru-bolts through brake disc and posi-
removed. Beginning with the 1964 models, the tion in the inner wheel half, using the bolts to guide

bearing cone and grease seals will be removed the disc. Assure that the disc is bottomed in the
during disassembly. wheel half.
b. Position tire and tubewithinflation valve thraugh
5-19. I)ISASSEhBBLY. hole In outboard wheel half. Place the other wheel
a. Deflate tire and break tire beads loose. half inposition Apply allghtforce to bring the wheel
halves together. Maintaining the light force, assem-
Ic~unowl ble a washer and nut on one thru-boEt and tighten
snugly. Assemble the remaining nuts and washers
Avoid damaging wheel Ranges when breaking on the thru-bolts and torque to the value marked on

tire beads loose. A scratch, gouge, or nick the wheel,

may cause wheel failure.

b. Rem~ethru-bob uld separatevheel bplves,

Ic*un~TI
removing tire and tube and brake disc.
c. Remove anal, ring, grease sealfelt, grease Uneven or improper torpue of thru-bolt
seal rings or plates, and bearing cones from both mts may cause bolt failure, with resultant
wheelhalves. Details of parts used in a particular wheel failure.
wheel are shown in figures 5-6 and 5-7.

1967 MODELS
173 AND 182

:´•i

’´•s ’4

MAIN GEAR
i. AttachPlate’
2. gpeedFgiring
3. Scraper
4. AxleNut
5. HubCap

Figure 5-4A Main Wheel Speed Fairing

5-10
 NOTE

Wheel bolt torque is stamped an~ the outboard

wheelhalf. It is recommended that AN bolts
CI) be replaced with NAS bolts for increased
strength and closer tolerances.

11 ORIGINAL
As Receivec! By
I ATP
B

I
B

L
APPLICABLE THHII MODELS
P~?aD, 17aE, 1809, 182G, AND
Fl?a THRU IERIAL F172-0095, 11
O -102, -108, 9110 and -0112. 10

IS

2tII If’ej1)19 M

1. Nut 9. Bearing 16. Piston

a. Washer 10. MscCllp 17. O-ring
3. OutboardWheelBalf lr. Tube 18. Cylinder Head
I. Tire 12. Housing 19. RetainingRing
5. InboardWheelHalf 13. StationaryLMng 20. Bleeder Seal
6. Washer 14. PistonLining 21. BleederScrear
7. Bolt 15. O-ring 22. BrakeDise
8. Seal 23. Plug

Figure 5-5. Goodgear Wheel and Brake

5-11
 NOTE
These parts are also used in the
Wheel bolt tonlue is stamped on the opltboard wheel half when speed
i I outboard arheelbsrlf. Collars (8 and fairings are installed on the
11) me used only with the standard Model 150C.
I
slee wheels prior to the Model 150F.
I

lo

o
t ii

nf ’I 1(
ii

i
10
I)ust cover attached I
with a screws on the
MODEL 150C
Models 15011 and on,
1729 and on, and
O (STANDARD)
1828 and on.
NoTE
"ri
Ihere me minor physical dtf~erences
between the brake assembHes nsed ao
21 the9uicu, models,
procedures ore the same.
1 b
Shim (38) is not used on t I I I APPLICABLE TO MODEL 150
the Models 1728 and on, ts I I SERIES, 1729 8 ON, 1gaH 4
18211 and on, or 150F-’ 31 M ow, AND F172 8ERIAL Fl’ld-
and on. tr 0096 THRU -0102, 41~, -0106
jl TIIRU 9109, -011l, AND -0~1S
8 ON.
NOTE

Oo~,
Some wheel brakes have
’Isidney-ehaped" washer
installed under the head
MODEL 15011 THRU 1508
´•of bolts (34).
(STANDARD)

2.~. ScrewI~ockarasher
~Y MODEL 150C
(OVERSIZE)
3. Order Dust Cover
4. LnchRtng
MODELS 15011 4 ON
5. HubCap
Cotter Pin
(OVERSIZE), ITLF Q
7. AxleNut 19. Beari~g Cup ON, 18211 8 ON, AND
8. Collar 20. Washer
150F ON (STANDARD)
9. BearillgCone 21. Nrt
is. ~kter Wheel Half 22. BralteDise 31. Washer
11. Tire 23. TorluePLate 32. O-Ring
12. Tube 24. PressurePlate 33. Piston
13. InnerWheelHalf 25. AnchorBolt 34. Thru-Bolt
14. BearingCone 28. Baka Cylinder 35. BrakeLinins
15. GreaseSeal Rings ZI. Washer 36. Shim
is. SnapRing 28. Nut 37. BrakeRivet
11. Collar as. Bolt 38. Brake Lining
18. GreaseSeal Felt 30. BrakeBleeder 39. BackPlate

Figure C6. Cleveland Wheel and Brake

5-12
 1800 0 ON
MODEL 18X 0 ON

i’ ~asa
r i7
nn
a
d,f
to

Duclt cover attached ~ith

d12
9 ecre~as rm the Models
1800 and o~ and 1850
and an.
ii, 11 11

APPLICABLE TO MODEL 185 SERIES,

AND IsOG AND ON.

NOTE
j Ha

Some aheel brakes bava i/

"P3
"ki~sey-ehaped" arasher
installed older the head
at bolts (98). 11
~"i"9
t~tl
st

nrr~

Wbeel bolt torque is stamped

Brake cylinder (32) redesigned to
on the otltbaord wheel ball.
eliminate shim (36) on the Models
180G and an, and 185C and on.

1. OuterImetoowr 15. GreaseSealRLng 98. Nut

a. IIubCap Is. BearlngCup 19. Bolt
9. CotterPtn 17. Washer 30. Washer
4. Nut 18. Nut 31. BrakeBleeder
5. BearingCone 19. 39. BrakeCyllnder
s. O\rterWbeelHall as. Screar 33. PLton
7. Tire at. IPcgwaaher 34. O-rlng
8. Tube aa. Sbeop 35. Brake Lining
g. Inner’Wheel Hall as. BralreDlec 38. Shlm
Is. BearlngCone 94. Pressure mate 37. TorquePlate
II. GreaeeSealPlate 95. AnchorBo~t 38. Thru-Bolt
19. GreaeeSealFelt as. Brake Line Fitting 39. RLvet
13. Screar 97. Washer’ 40. Brake Lining
14. Lochwasher 41. BackPlates

Figure 5-7. Cleveland Wheel and Brake

 c. Clean and repack bearing cones with clean 5-2211. REMOVAL.
wheel bearing grease. z Remove wheel from axle and pill Boding brake
d Assemble bearing cones, grease seal plates assembly from brake torque plate (17).
or rings, and grease seal felts into both wheel
b. Remove bells (38) and washers (35)
eecuri~g
~alves. Details of parts used in a particular arheel axleassembly (32) to landing gear suing strut. Note
are show in figures 5-6 and 5-7. ~n models using number and position of wheel aligmned shime (33).
the small inner hub cap, the outer bearing cone will Tape them together so they may be relnstalled in
be assembled as the wheel is installed exactly the same positions.
e. Infiate tire to seat tire beads, then adlud to
correct preesure. 5-22C. DISASSEMBLY.
a. Remove urea (5) securing stop block (4) and
5-22. INSTALLATION. Pin (2).
a. Place wheelonaxle. Collars (8 and 17, figure b. Deflect axle ud
remove etop blocL,

5-6) are used on the Model 150 with standard size
wheels only @rior to 1966). Place the inboard collar
on the axle before positioning the wheel on the axle.
b. Install outei bearing cam on those models using
the small inner hub cap. Bearing cone is already as-
sembled into wheel if the small hub cap is not used
c. lndall axle nut and tighten until a slight bearing
drag is obvious when the wheel is turned. Back off
mt to neared castellation and install cotter pina.
d Install hub cap, if used, and outer dust cover.
Outer dust covers are not used when speed fairings
areinstalled
e. (See figure 5-6.) On the Model 150, place shim
(36) and back plate (39) in position and secure with
bolts (29) and akishers (31). Safety the bolts, except
where self-locldng bolts are used Shim (36) is mt
used beginning with the 1966 model.
f. (SeefigureS-5.) OntheModels 172andr82,
place back plate (33) in position and secure with bolts
(29) and washers (31). Safety the bolts, except where
self-locking bolts ore used.
g. (SeefigureS-l.) OntheModels180and185,
place shim (36) plates (41) in position and
and back
secure (29) and arsbers (31). Safety the
with bolts
bolts, except where self-locking bolts are used.
Shim (36) is not used beginning with the 1964 models.
h. Install speedfairings, if used
c, Using a soft punch, drive o\b pivot pin f2) ud
pull ule assembly from adapter (I).
d. Remove bleeder screpp(l5), washer and seal
(II), ;Lnd pluager (16).
e´• Remove Mernal retainer ring (7), orifice plate
(8), piston (9), and spring (10).
f. Removebolts(28) and aashus (29) to remove
brake torque plate (17). Note relative position of
torque plate to facilitate assemb~.
5-2211. CLEAMNC, INSPECTION, REPADS AND
LUBRICATION.
a. Clean all parts in solvent (Fed Spec. P-8-66I,
or equivalent) sad dry thoroughly. Make wue tbe
small hole in the arince phte and the bleeder
pas-
sage in tbe p~uaeer pre not redrrcted
b. Inspect puts far excessive wu, crocls, nicks,
delds, scratches, scoring, and dhet obirioue defects.
c´• Repair, other than dressi~e out minor
nicks, dents, and scratches, is limited to replPce-
ment of defective puts.
d. Lubricate pivot pdn (2) with IlblGGTI11
during assembly. Ali~o lubricate the pin thmPeh the
grease fittings after assembly.
5-223. ASSEMBLY. Sincetoo muchhydraulicfluid
or insufficient hgrrtraulle fluid both will reduce the
efficiency of the castering axle, it is important that

Ic*unow(
Whenever a cha~ged, a speed fairing is
tire is
installed, or scraper adjustment is disturbed,
set scraper clearance in accorcBnce with para-
graph 5-66.
5-2211 CESSNAMAIN LANDPJGGEARCASTERING
AXL~S. Beginning with the 1967 Models 180 and Sky-
wagon, optional castering axles may be irrstalled on
the main landing g;ear. In the event of improperdrift
correction at touchdown, the castering axles permit
the main wheel on the downwind side of the airplane
to momentarily swivel outboard to align with the
drifting ground track of the airplane. Aowe\rer, the
NOTE
Because d the very s~nall hole in the orifice
plate,ii is essential that internal ports be
clean. Only clean hgdraulic fluid should be
used to lubricate Ule plunger, orifice plate,
piston, spring, O-rings, and the inner bore
of the axle during assembly.
a. Install nea O-rings on piston (9) and plrmger (16).
b. Position spring (10) on piston (9), and insert in-
to axle, spring first.
Place orifice plate (8) against piston. Using a
c.

brass or aluminum rod, press the assembly Mo Me

opposite (uparind) wheel is incapable of swiveling in-
board, and it scrubs lightly until the drifting motion axle, compressing spring (10) until retainer ring (7)
has ceased. The net effect is to minimize the lurch- can be installed. Be sure the retainer ring seats

ing action at touchdown caused by sideward drift and properly in its groove.

to restore the intended ground track during the land-

d. With the open end of the axle up, fill to the top
with MIL-H-5606 hydraulic fluid.
ing roll. During normal taxi, the castering axles
arill not swivel. The axle is essentially a spring- e. With bleeder screw (I5) removed, slowly slide

loaded, fluid-filled, orifice-dampened cylinder. Fig- plunger (16) into the axle until all air has been ex-
me 5-7A shears details of the axle assembly. pelled and fluid darts to flea from the bleeder hole.
f. Continue forcing plunger sl<naly into axle until
scribe nrark "A" is flush with axle surface. Install
SCRIBE MARK LXK=ATION HOLE ENGAC~D BY SCREW (5)

1.Sg’1 \I
´•I

SCRIBE MARK "A"

11e

II
1~
11
It
ORIGINAL
As Received By
ATP

RIGHT GEAR SHOWN

17
1. Adapter a
2. PLvatPin
3. Gre~eePitting
4. StopBloch 11
5. Scre~
6. Scre~
a
7. RetainerRing
8.
9.
OiiiicePhte
Piston 25
/f( II
10. Compression Spring
11. a
12. AxleO-Ri~ n
13. O-Ring
Washer and Seal
15.
16.
BleederScrew
Plunger
26.
TI.
Axle~Jut
WheelAssembly
g I
n a
17. Brahe Torque Plate 28. Bolt
is. CotterPln 29. Washer a
Is. HubCap 30. BrakeAssembly
20. DustShield 31. Bra~e Hose Fitting tl
21. Screar 32. AxleAssemblg
22. Washer 33. WheelAlignment Shims
23. Screar 34. Landing Gear Spring
24. Washer 35. Countersunk Washers
25. CanerPln 38. Bolts

Figure 5-7A. Cessna Castering Axle

5-15
bleeder screw, washer, and seal, and tighten bleed- NOTE
er screw (15) while maintaining this position.
The quantity of fluid is determined by check-
NOTE ing the torque required to dehect the axle just
clear of the stop block.
Scribe mark "A" is used during assembly and
refilling. It indicates the correct amount of a. Using universal jack point, jack onewheel clear
hydraulic fluid in the unit. of the ground.
b. Remove wheel and measure the torque required
g. Lubricate pivot pin (2) with MIL-G-’l’lrlgrease to deflect axle just clear of the stop block, as shown
and assemble adapter (1) to axle (11) with the pivot in figure 5-78. If the torque required is 1#) Ib-inor
pin. Be sure to align the hole for screw (5) less, hydraulic fluid must be added.
properly, c. To add nuid, proceed as follows:
h. axle, forcing plunger (16) into the axle,
Deflect 1. Remove wheel and axle assembly in accord-
until stop block(4) can be installed. The beveled ance with paragraph 5-228.

edge of the stop block must be inboard for clearance. 2. With stop block (4) removed, remove pivot
Tighten screws (5 and 6) and safety to each other. pin (2) and gull axle from adapter (1).
i. Attach torque plate (17) to the axle with washers 3. Remove bleeder screw (15), washer and seal
(29) and bolts (28), positioning torque plate as noted (14), and plunger (16).
during disassembly. Tighten the bolts and safety in 4. With open end of axle up, Iifl to the top with
pairs. MfL-H-5606 hg~draulle fluid
5. Install a near O-ring on pluneer (16) and lub-
5-22F. INSTALLATION. ricate with lprdraullc fluid.
a. Place wheel alignment shims (33) between spring 6, With bleeder screw (15) removed, slowly
strut (34) and axle assembly (32), in the ~ame posi- slide plunger (16) into the axle until all air has been
tions from which they were removed, and install expelled and fluid starts to flea from the bleeder
countersunk washers (35) and bolts (36). hob.
7. Continne forcing phmser slowly; into axle un-
NOTE til scribe mark "A" is Rush with aule wuface. ~n-
stall bleeder screw, wasber, and ee~l, and tighten
AN960-516, -516L, -616, and -616L washers bleeder screw (15) while this position.
are to be added between the countersunk wash-
ers and the spring strut as required to make NOTE
bolts (36) Rush with the outhoard flat
foecafrus
adapter (1). Scribe mark "A" is used ckring assembly ~d
refflltng. It indicates the correct amount of
b, Perform a functional check in accordance with hychaulic fluid in the unit.
paragraph 5-22C.
c. Position floating brake assembly on torque plate 8. Lubricate pin (2) with MIL-G-TI11 grease
(~1), and install wheel and brake assembly. and assemble adapter (1) to axle (11) witb the pivot
pin. Be sure to align the hole for screw (5) properly.
5-226. FUNCTIONAL CHECK. 9. Deflect axle, forcing plunger (16) into the
a. Measure torque required to deflect axle
just axle, until stop block (1) can be inet8lled. The
clear of stop block as shown in figure 5-7B. During beveled edge of the stop block must be inboard for
assembly, torque required should not be less than clearance. Tighten screws (5 2nd 6) and safety to
180.lbrin. On an aircraft in service, torque re- each other.
quired should be more than 1#) IbLin. Failure to 10. Reinstall wheel and axle assembly in occord-
meet these requirements indicates a weak or broken ance with paragraph 5-228.
compression spring, or insufficient hydraulic fluid in d. Inwer wheel to ground and remove jack.
the unit.
b. Operate axle rapidly through its fullra~ge of 5-23. WREEL ALIGNMENT.
travel and check for hydraulic leaks. Defective O-
rings or a scored inner bore of the axle are the 5-24. Refer to figure 5-8.
usual causes of leakage.
c. Check that castering travel is 250 minimum. 5-24A. CROSSWINDWHEELS. (Seefig~reB-’IC.)
Too much hydraulic fluid will restrict travel, and
not enough will cause too little axle torque as 5-248. Crosaartnd wheels are optional equipment on
measured in figure 5-7B. the Model 189. The crosswind wheel installation re-
d. Deflect axle to the full castered position, then quires a flexible, rather than rigid brake line be-

let it sllap back. The plunger should remain in con- cause of the castering movement of the wheel. Com-

tact with the a(8pter. Failure to maintain contact ponents of the crossarind wheel are illustrated in
indicates a weakor broken compression spring, or figure 5-7C, which map be used as a guide during
insufficient hydraulic fluid. mainte~ance. Ruther information may be found
In Goodyear plblicatione.
5-2211. CEIECKINC FLUID BUANTTTYONAIRCRAFT
(See figure 5-7A.)

5-16
 C ORIGIN*L
FWD As Received By
ATP

~I
a´•

spReJe STRUT I STOP BLOCK

AXLE

ADAPTERPLUNC;ERi/
LOOP OF WIRE

RIGHT GEAR
VIEWED
FROM ABOVE

NOTE SCALE

Torque required to deflect axle just clear

stop block
of the on initial assembly must
be at least 180 Ib-in. During se~ice, if
torque required is 120 lb-in or less the
unit must be refilled with hydraulic fluid
in accordance with paragraph 5-22K

Figure 5-7B. Castering Axle Torque Measurement

5-17
 ORIGINAL *t~\
As Received BY
ATP

g
g
idj
II

It
10 II
1)
n

a
’I n
i/
a
w
a
r
a

o~Y
tan a a
53

#Plt n

2.1. Clunplire 4
3. Wheel, Brlte and Collar Assembly II

4.5. ~oltElboar 10.39. BoltBolt

a
6. Bolt 41. Washer
a
7. HoseAsaemblJt 42. Bm~eBoustng
8. Union 43. BnheDise
9. 24. BearingCup 44. Anti-RattleCllp
10. Hub and Axle Subassembly 25. InboudWheel Half 45. BnLeStatlonary Lining
ii. Wisher 26. Key RetalnerScm 46. InletPtug
12. Nut 27. DiscDriveKey II. InlctGidret
1J. Lockwasher as. LnboardBeuingScal Plate 48. ’BmLe Piston Side Lining
14. Bolt 29. BearingSeol Gadret 49. Brake Cylinder Head
Ii. JO. Deflector Left Plate 50. Washer
is. Stabiliter GasLet 31. Bolt 51. Cylinder BeadScal
ii. Stabiliter Tap Gaslret Plate 32. CrwJswind Wheel Axle Collar 52. PistonSeal
19. Stabilizer Brake Lining 33. Wisher 53. BraltePlston
19. Stabilioer Bnke Spring 34. Nut 54. BleederScrear Sell
20. OutboardWheel Hall 35. Clamp 55. BleederScrepr
21. BelringCup 36. AxleBoot 56.
aa. PaehShim 37. Serear 57. Dise Retaining Ring
23. BearlngCone 38. Lockwasher 56.StudFastener

Figure 5-1C. CrossrlodWheel

blB
 Block straightedge against
tires just below axle height.’
Place grease plates under wheel and rock
wings before checking wheel.alignnent.

Aluminum plates
approximately
18" square

As Received By
ATP

Crease between plates

L Place carpenter’s square against straightedge

and let it touch wheel just below axle nut.

Positive Camber Negative Camber

Carpenter’s Square

Measure toe-in at edges

ofwheelflange. Mffer
ence in measurements is
toe-i for one wheel (half
INBOARD
of toll toe-in).
FORWARD

camber by reading
protractor level held vertically
against outboard Ranges of wheel.

TOP VIEW OF Straightedge FRONT VIEW OF

TOIEIIN CHECK CAMBER CHECK

NOTE

Setting toe-in and camber in accordance with the

chart while the cabin and fuel tanks are empty
AIRPLANE I TOTAL I POSITNE will give approximately zero toe-in and zero
MODEL TOE-IN CAMBER camber at gross weight. Ideal setting is zero
toe-in and zero camber at normal operatirg
150 0" to .06’" 40 to 6´•
weight. Therefore, if normal operation is at
less than grosc~weight and abnormal tire wear
171 1 O" to .Og" 3" to 50
occurs, realign the wheel to attain the ideal
setting for the load condition under which the
Pin I 0" to .08" 3" to 5"
airplane normally operates.
180 0" to .12" 10 to 60 The maximum accumulated shim thickness,
measured at the thickest corner (60 not include
181 0" to .Og" I BO to 70
cover plates), is .22
any speed fairing plates or
inch for all except the Model 182. Refer to sheet
185 0" to .12" 40 to 60 3 for shim combinations permitted on the Model
182. Always use the least number of shims pos-
sible to obtain the desired result.

Figure 5-8. Wheel Alignment (Sheet 1 of 3)

5-18
 gRIM CWRT MR MODELS 180 AND 185

SHIM POSITION OF CORRECTION IMPOSED ON WHEEL

PART THICKEST CORNER
NO. OF SHIM TOE-IN TOE-OUT POS. CAMPER NEG. CAMBER

0541111-2 UP FWD .11" 2 "56’

UP 6 AFT .25" 2"11’
DOWN a FWD .25" 2"11’
DOWN AFT .11" 2"56’

0441139-5 UP 8 FWD .1Q’ 0"30’

UP AFT .12" 0"5’
DOWN FWD .12" 0’5’
DOWN 6 AFT .10’ 0030’

0441139-6 UP 8 FWD .20’ 1"0’

UP AFT .25" 0010’
DOWN 6 FWD .25" 0010’
DOWN& AFT .20’ 100’

CRARTFORI MODELS 171, Pn2, I~ND 150r L.ON

SHLM POSITION OF CORRECTION IMPOSED ON WHEEL

PART THICKEST CORNER
NO. OR EDGE OF SHIM TOE-IN TOE-OUT POS. CAMDER NEC. CAMBER

0541157-1 1 AFT I .Og’ I 1 003’

FWD .Ogl 0"3’

0541151-2 UP .006" 0030’

DOWN ____ .006" 0"34

0541157-3 AFT 12" 007’

FWD .12" 007’

0541111-2 UP FWD .15" 2’5(8

UP AFT .23" 2"29’
DOWN FWD .23" 2"29’
DOWN AFT .15" 205(r

0441139-5 UP 8 FWD 0"25’

UP 6 AFT .12’ 0"11’
DOWN 8 FWD .12" 0"11’
DOWN AFT .11" 0"25’

0441139-6 UP FWD .22" 0050’

UP AFT .24" 0"22’
DOWN FWD .24" 0"22’
DOWN 6 AFT .22~’ 0"50’

1241061-1 UP FWD .03" 2’50’

UP AFT .06" 2049’
DOWN FWD .06" 2049’
DOWN AFT .03" 2050’

Figure 5-8. Wheel Wgnmellb (Sheet a of 9)

6-20
I,,,,~ MODEL 182

SIIIllb POL~ITEON OF CORRECTION IMPOSED ON WEIEEL

PART TBICEEST CORNER
NO. OR EDGE OF SHI1 TOE-IN TOE-OUT POS. CAMBER NEG. CAMBER

0541157-1 AFT .Ogl 0"3’

FWD ____ .06" 003’

0541157-2 UP .008’ 0"34

DOWN ____ .006" 0"30’

UP 8 FWD .091 a´sol

UP 8 AFT .00’ 2 "49’
DOWN 8 FWD ____ .06" 2 "49’
DOWN 8 AFT ____ .03" 2"5(r

0411139-5 UP 8 FWD .11" 0"2P

UP 8 Afi 0"11’
DOWN 8FWD .12" 0011’
DOWN 8 AFT .11" 0"25’

0441199-6 UP 8 FWD .22" 005(Y

UP 8 APT .24" 0"22’
DOWNB FWD .24" 0"22’
DOWN 8 APT .29’ 0"50’

0541151-9 AE~T .1P’ O"P

FWD .1T’ 007’

MODEL 192

1241061-1
0441139-6
0441139-5
0541157-1
1157-
0541
r241061-1101010 01010
1139-6 10101011lrl0
0441199-510 01111 210
0541157-2_0OL1L1141 3 1 0
054115’1~110 r11131110
157-9 1010111all 0
~dax, number of
6111361111. laMmntobepaed
~aith shime in
column I
COLUMN I I COLUMN 2

NOTE
MODEL 150 911191 DATA (PRIOR TO 150F)
Model 150 shims may be
0441157-1 1/2" Camber Cotrection .06" Toe-in or Toe-out Correction
rotated to any one of four
0411157-2 2" Camber Correction .23" Toe-in or Toe-out Correction
positions to obtain the
0411157-9 1" Camber Correction .la" Toe-in or Toe-out Correction
deuired result.

Figure 5-6. Wheel Alignment (Sheet 3 of 3)

5-31
5-25. NOGEGEAR 5-21. NOSE GEARSHIMMYDAMPENER. The
shimmy dampener provided far the nose gear offers
5-26. A 8teerable wheel mounted air-oil resistance to shimmy by forcing hydraulic
nose on an

through small orifices in a piston. housing ehTdiun

except 150,
the the shock strut is attached to
forg- or the piston rod is secured to a stationary part and

ings riveted to the firewall and lower fuselage. In the other is secured to a part which moves as the
the 150, the shock strut is secured to the tubular nose wheel turns, causing relative motion between

engine mount. Nose wheel steering an all models tne dampener and rod.
except the 182 is afforded by two spring-loaded
push;pull tubes linking the nose gear to the rudder 5-28. NOSEGEARTORQUELINICS. Forgedahun-
pedalbars. The Model 182 has one steering bungee inum alloy torque links, which keep the lower strut
linking the nose gear to a bellcrank which is operated aligned with the nose gear steering system but per-
by push-pub rods from the rudder pedalbars. The mit shock strut action, me prorrided for the nose
aft end of the bungee incorporates sproclret-oper-
a
gear.
ated screw mechanism to furnish rudder trim when
airborne. A fluid-filled shimmy dampener is pro- 5-29. REPLACEMENTOF NOSECEAR. (6ee f~g-
vided apr all models to minimize arheelshimmy. A urea 5-9, 5-10, or 5-11.)
speed fairing of reinforced, resin-bonded glass- a. Remove the e~ae coral and weight or tie down
fiber construction is standard equipment on some the tail to mise the nose wheel odf the grau3d.
models and optional equipment on others, b. Msconnect the nose gear steering tubes ar
bungee item the nose gear.

i liiiiii~

cctcoc,, i

ORIGIMAL
As Received By
ATP t

~FY NOTE

Tbs iSb.he~aYtp´• mss Cenr Ls

installed 1800 fmm the standard gear
shown, with the torque links at tbs front.

i. SMmmy Dampener 4. RaLlPfn 7. Steering’R~be

a. Nose Gear Shock Strut 5. Firewall 8. Bait
a. EngineMolmt 6. Steeringnube Root 9. Axle Bo~t

Figure 5-9. Nose Gear Model 150

5-23
 t ORIGINAL
As Received By
ATP

.,1

\-J

I
1~5

i. Bolt
2. Strut Assembly
3. Bolt
4. RH Steering Tube
5. LH Steering Tube
6. Clamp

1(
7.8. BoltRod End
9. Steering Arm Assembly
10. Shimmy Dampener Arm
11. StrutClampCap
12. Shimmy Dampener
13. Rivet
14. Nut
15. BallJoint
II 16. CheckNut
11. Clevis
18. Wheel

When installing cap (11), chech the gap between the cap and
the strut fitting before the attaching bolts are Lightened. Cap
tolerance is .010" minimum and .016" maximum. If gap ex-
ceeds maximum tolerance, install shims, Part No. 0543042-1
(.016") and Part No. 0549049-3 (.032"), as required to obtain
gap tolerance. Replace thecap if gap is less than minimum,
again using the shims to obtain proper gap. Install shims as
equally as possible between aides.

Figure 5-10. Nose Gear Models 112 and P172

5-23
 to ,I 4

YODEL fB~g Q ON

1(’

u tl

NOTE

Unshaded parts of the nose gear turn

as the nose gear steering system is
operated on the ground, but do not turn
while airborne. As the lower strut e´•-
tends, a centering block on the upper
torque link contacts a Bat spot on the
bottom end of the upper strut, thus
keeping the lower strut;uad wheel from
turning.

i. Bolt 8. Upper TorQue Link 15. Bolt

2. Nut 8. Bolt 18. 8teeringCollar
3. Upper Forging 10. lnwer Torque Link rl. 8crew
4. Bolt 11. Tolgue Link Fitting 18. Bolt
5. UpperStNt 12. NoseCearFork 18. Steering Torque Arm
8. SteeringBungee 13. Wheeland’IYre 20. Shimmg Dampener
7. Lower Forging l4. Bolt 21. Bolt

Figure 5-11, Nose Gear MoQl 182

5-28
 c. Deflate the strut completely and telescope it to f. Slide packing support ring (13), scraper ring
its shortest length. (14), retaining ring(l5), and lock ring (16) fmm
lower strut, noting relative position and top side of,
IWARNIN61 each ring; wire together if desired.
g. Remove O-ri~gs and backup rings from packing
Be sure strut is deflated completely before support ring (13).
removing bolt or roll pin at top of strut. h. Remove bolt (26) and tear-bar spacers (27), and
slide torque link fitting (28) from lower strut. Tow-
d. (See figure 5-9.) On the Model 150, remove bar spacers are located at a different position when
roll pin (4)securing top of strut and loosen bolt (8) speed fairings are installed.
which clamps strut to lower part of engine mount.
Pull strut down through lower attachment to remove. NOTE
e. (See figure 5-10. On the Models 112 nnl Pile,
remove bolt (3) securing top of strut and remove Bolt (26) also holds base plug (21) in
bolts (1) securing strut at lower attachment. Pull place.
strut dowl4 out of upper forging to remove.
f. (See figure 5-11. On the Model 182, either of i. Remove bolt (25) and pull base plug (21) and
two methods may be used to remove the strut. The assembled parts out of lower strut. Remove O-rings
followi~g procedure outlines removing the strut along and metering pin from base plug. Beginning with
with the lower for~ng at the fuselage. An alternate SerialNo. 15061784 through the 1966 model-year
method is to remove and disconnect parts as required (standard gear), an orifice piston with a smaller
to slide strut down through lower forging, leaving hole is used and the metering pin is deleted. A
the forging attached to the fuselage. straight metering pin replaces the contoured meter-
i. Remove bob (4) securing top of strut. ing pin for all service parts prior to the 1967 models
a. Remove bells (1) and the tate bolts on the (where a metering pin was used). The 1967 model
undereide of lower forging e). Remove rudder bar standard gear uses a shorter contoured metering pin.
shields from inside the cabin for access to the nuts. Beginning with the Model 150C, the heavy-duty nose
3. Pull strut assembly down, aut of upper forg- gear is Mt available.
ing to remove.
To install the the NOTE
g, nose gear, reverse preceding
steps. Always tighten theupper attachment before
strut in lower support to prevent mis- are a press fit, drilled
Inwer strut and fork
allgnmeot. on assembly. Separation of these parts is
not recommended, except for replacement of
5´•30, DISASSEMBLYOFMODEL 1L0STRUT. C3ee parts.
figare 5-12. The following procedure applies to the
shock strut after it has been removed from the air- j. Pull orifice piston support (3) out of upper strut.

plane, and the speed fairing (if used) and the nose Remove O-ring and valve.
wheel have.been removed from the strut. In many k, Remove retaining ring (6), then slide steering
cases, separatille the upper and lower st~ts will arm from upper strut. Remove washer
0) (9) and

permit inspection and parts replacement without any shims used next to the washer.
removal m complete disassembly.
5-31. ASSEMBLYOFMODEL IZOSTRUT. (See
IWARNINGI figure 5-12.
a. Thoroughly clean all parts in solvent and ex-

Be etrFlt is deflated completely before

sure amine them carefully. Replace all worn or defective
removing roll pin at top of strut, lock ring (16), parts, and all rubber or plastic seals and rings.
or bolt CaeE Do not disconnect torque links
until st~b Is ciei~ted NOTE
completely.

a, Removetorquellnks. Notepositionofaraehers Packing support rings with different width

a~d spacers. inner grooves and various seals have been
b. Remove nhimmo dampener. used in the strut. On packing support rings
c. Remove lock iing (16) from groove inside lower with the wide groove, install a contoured rub-
end of upper strut. A small hole is provided at the ber back-up ring above and below the O-ring.
lock ring groove to facilitate removal of the lock ring. If strut is equipped with a packing support
ring having the groove, install one
narrow

NOTE contoured rubber back-up ring below the 0-

ring. If any struts are found with Teflon or

Hydraulic fluid will drain as lower strut is leather back-up rings installed in the packing
pulled from upper ~trut. support ring inner groove, replace with the
contoured back-up rings above and below the
d. Use a straight, sharp pull to separate upper and O-ring.
lower struts. Invert lower strut and drain remain-
ing hydraulie´•nuid.
e. Remove lock ring (10) and bearing (11) from top
end of lower strut.

5-25
 b. Assemble the strut by reversing the order of f. Slide packing support ring (12), scraper ring
the procedure outlined in paragraph 5-30. Note that (13), retaining ring (14), and lock ring (l5) from
bearing ~11) must be installed with beveled edge up lower strut, noting relative position and top side of
(next to lock ring). each ring; wire together if desited.
c. Lubricate needle bearing in steering arm 0) g. Remove O-rings and back-up rings from packing
with MIL-C-?’I11 grease (or equivalent) before in- support ring (12).
stalling. 1l needle bearing is defective, replace h. Remove bolt (24), bushing (23),
and pull base
the entire steering arm assembly. plug (20) and assembled
parts out of lower strut.
d. Used sparingly, Dow CorningDC-l compound Remove O-ringis and meteri~g pin from base plug.

is recommended for O-ring l~ibricatioh All other

internal parts should be liberally coated with hy- NOTE
draulic fluid during assembly.
I~oarer strut and fork
are a press fit, drilled
e. Sharp metal edges should.be smoothed eith 9400
emery paper, then cleaned. Tape or other coverings
on assembly. Separation of these parts is
should be used to protect seals where possible. Re- not recommended, except for replacement

move after seals are past edges. of parts.

f. Cleanliness and proper lubrication, along with
careful workmanship, are important during assem- i. Pull orifice piston support (3) out of upper stnR.

bly of the shock strut. Remove O-ring and valve.

g. When installing lock ring (16), position the lock
ring so one of its ends covers the small access hole
in the lock ring groove,
h. Temporary bells or pins of correct diameter
and length are useful tools for holding parts in cor~
rect relation to each other during assembly and in-
stallation.
i. Service shock strut after installation.
5-32. DlSASSEMBLY OF MODELS 172 AND Pl’la
STRUT. GSeefigureS-13.) Thefollo~aingpmcedure
applies to the shock strut after it has been removed
from the airplalle, and the speed fairing (11 used) and
the wheel have been removed from the strut. In
nose
many cases, separating the upper and lower struts
will permit inspection and parts replacement arith-
out removal or complete disassembly.
IW*RNINCiC
1´• Remove retaining ring (8),
then slide steering
arm 0) from
upper strut. Remove pasher (8) and
any shims used ne~b to the washer.
5-33. ASSEMBLY OP MODELS 378 AND Pl’fS
STRUT. CSeefigure b~9.)
a. Thoroughly clean all parts in eoloeot and e´•-
amine them carefully. Replace all porn or defective
parts, and all rubber or plastic seals and rings.
NOTE
packing support rings pith different ptdth
inner grooves and various seals have been
used in the strut. On packing support rings
with the Pide groove, install a coatourad Nb-
ber back-up ring above and belop the O-rfng.
ff strut isequipped with a packing support
ring ha~ing the narrow groove, install ooe
contoured rubber back-up ring belclarthe O-

Be surestrut is deflated completely before ring. If am strats are fc~nd with Teflon or
leather back-up rings InstPLled in the packing
removing bolt at top of strut or lock ring (15).
Do not disconnect torque links until strut is support ring inner gnnnre, replace pttb the
contoured beck-up ri~gs above and’belop tbe
deflated completely. Although it is possible
to remove bolt (24) without deflating the strut, O-ring.
some airplanes were not equipped with bush-
b. Assemble the strut by reversing the order of
illg (23) which makes this possible. UanO
doubt exists whether the bushing is present,
the procedure outlinehin that

deflate the strut as a safety precaullon. bearing (10) must be installed pith beveled edge up
(next to lock ring).
c. Lubricate needle bearing in steering arm
a Removetorquelinks. Notepositionofwashers with Ma-G7111 grease (or equivaleld) before in-
and spacers.
b. Remove shimmy dampener.
stalling. It needle beari~g is defective, replace the
edire steering arm assembly.
c. Remove lock ring (15).from groove inside lower
d. Used sparingly, Dow Coming M=-4 compound
end of upper strut. A small hole is provided at the
is recommended for O-ring lubricalion. All other
lock ring groove to facilitate removal of the lock ring.
internal parts sLould be liberally coated pith hy-
draulli: fluid during assembly.
NOTE
e. Sharp metal edges should be smoothed with
1400 emery paper, then cleaned. Tape or other
Hydaulic fluid will drain as lower strut is
coverings should be used to protect seals where
pulled from uppet strut. Remove after seals are Past edges.
possible.
f. Cleanliness and proper lubrication, along aritb
d. Use a straight, sharp pull to separate upper and
Ca’eful workmanship, are important during assem-
lower struts. Invert lower strut and drain remain-
bly of the shock strut.
i~g hydraulic nuid.
e. Remove lock ring (9) a~d bearing (10) from top
end of lower strut.

5-26
 NOTE

Shims are available to use

as required above washer (9).

ORIGINB1
As Res-eived By
~T-
ATP 1 I

Is

n~

~1

i
MODEL 150G 8 ON
H

SEE PARAGRAPB
5-50I

Roll pine me used to prevent 1 L20

ar~eel ferrules from turning.
a~ I~

1. Valve 11. Bearing 21. BasePlug

a. O-Ring 12. LowerStrut 22. Nut
3. Orifice PLabOnSupport 13. Backing Support Ring 23. O-Ri~g
UyperStrut 14. ScraperRing 24. Fork
5. Deczl 15. EetainingRtng 25. Bob
8. RetainingRing 18. LockRing 28. Bolt
7. Steering Arm AseemblJr 17. Nut 27. Tow-Bar Spacer
8. Shimmg f)ampener Support 18. Nut 28. Torque Link Fitting
9. Waeber 19. WeteringPin 29. Back-UpRing
10. LockRing 20. O-Ring 30. O-Ring
31. O-Ring

Figure 5-12. Nose Gear Strut Model 150

5- 27
 NOTE

Sbims are available to use

as required above washer (8).

OR\G\NAL :´•i
As Received BY
ATP

I I 1 L ,n

t7’
i~ 11

I ~a

I ~II

I, o
-r

~1
re

r
a

NOTE

Bushing (23) was not used on early ii" I

1963 serials, but is installed on
service parts assemblies.

r. Valve to. Bearing 19. O-Ri~g

2. O-Ring 1r. LowerStrut 20. Base Pl~g
3. Orifice Piston Support la. Packing Support Ring 21. Nut
4. UpperStrut 15. ScraperRing 22. O-Ring
5. Decal 14. RetainingRing 25. Bushing
6. RetainingRing 15. LockRing 24. Bolt
7. Steering Arm Assembly re. Nut 25. Back-DpRing
8. Washer 17. Fork 28. O-Bing
9. LockRillg re. MeteringPin 27. O-Ring

Figure 5-13. Nose Gear Strut Models 17211d Pr72

5-28
 NOTE

ShLms are available to use

as required above araeher (10).

ORIGIMAL
As Received sy
ATP

a 1
a A~h------15

al

I I fl/

I~;´•´•-;iB1 I ~pC/ I Iri

aI I
I
I I/il i II
o
1 ill~ a

1. V~kve
a. o-wae
3. Orifice Pietonsupport
19.
14.
15.
IrrsserStrut
PacldngSupport Ring
ScraperRing
U
I~--.
4. UpperStrut re. RetainingWng
5. Decal 17. InckRing
18. Nut 25. Fork
B. Steering Torque Arm
1. Scre~a is. Nut 28. Bolt
8. RetainingRing 20. MeteringPin 2?. Bolt
a. SteeringCoUar 21. O-Ring 28. Torque Link Fitting
id. Washer 22. Base Plug zs. Back-~pRing
11. LockWng 23. Nut 30. O-Ring
24. ~Ring 31. O-Ring
12. Bearing

Figure 5-14. Nose Gear Strut Model 182

&29
 MODELS 172.
PR~OR n~
Pl’i2, 0 102 MOnEI. 1 liOG
fNclt used rn Mndels 17211
i, and 1R2K O nn.

I~Nnt urecl cn later aerlnlp

or lCie)7.ice ~VhlCh
hare fimaller hnteP
a

//I
7

7
S

h´•i d
o

I
1(

I II

NOTE
1. Huh
i. Neter Ic~ fipate ~-21 fc~r attachinp Farts 1t Rpc?crd
J. are uPed.
Nut
15. fclP‘-Rar Spacer I~uytr (9) are ~l*ecl nu the Mcrtel 1Ra cmll.
8. Washer
7. Nut nuahinZt (101 cn M~PI 17211 and c~n.

a. Washet
9. lu~ Mtdel IliQ ke~vv-ctutv mnc! qenr lp l~tal\cd aith

10. I~1II ~he tnrque Ilnkp at the front.

11. Ikllt
12. P~,rk
13.
10. t\\lPhiuY

npl~re li-fFi. HP~wo-nrdp NoeP C1eRr Q(tlt

&SO
 g. When installing lock ring (15), position the lock NOTE
ring so one of its ends covers the small access hole
In the lock ring groove. I~ower strut and fork
are a press fit, drilled

h. Temporary bolls~ or pins of correct diameter on assembly. Separation of these parts is

and lellgth are useful tools for holding parts in cor- not recommended, except for replacement of
teet relation to each other during assembly and in- parts.
stallation.
i. Service shock strut after installatioa k. Pull orifice piston support (3) out of upper strut.
Remove O-ring and valve.
5-34. DISASSEMBLYOFMODEL 183STRUT. dsee 1. Remove retaining ring (8), then slide steering
figure 5-16) The following procedure applies to the collar (9) from upperstrut. Remove washer (10)
shock strut after it has been removed from the alr- and any shims used ned to the washer.
plane, and the speed fairing Cif used) and the nose
wheel have been removed from the strut. In many 5-35. ASSEMBLYOF MQDEL, 182 STRUT. Gsee
cases, separating the upper and lower struts will figure 5-14.
permit inspection and parts replacement without a. Thoroughly
clean all parts in solvent and ex-
removal or complete disassembly. amine them carefully.
Replace all worn or defective
parts, and all rubber or plastic seals and rings.

NOTE
Be strut is defated completely before
sure

removing bolt at top ad strut, lock ring (17), Packing support rings with different width
orbolt (a7). Do mt disconnect torque links inner grooves and various seals have been
until strut is deflated completely. used in the strut. On packing support rings
with the wide groove, install a contoured rub-
a Remws´•tarquellnbs. Hotapoeitionot~aashers ber back-up ring above and below the O-ring.
and spacers. If strut isequipped with a packing support
b. Remove shimmy dampener. ring having the narrow groove, install one
c. Remove steering torque arm (8) and lower contoured rubber Ir~ck-up ring below the O-
forging CI, figure 5-11) if these parts have not been ring. If any struts are found with Tefion or
removed previously. leather back-up rings installed in the packing
6 Remove bet rim (17) from groove inside lower support ring inner groove, replace with the
end of upper et~t. empll hole is provided at the back-up rings above and below the
Akcol
rock rim gra79e to facilitate removal of´•the O-rfag.contoured
rim.
b. Assemble the strut by reversing the order of
NOTE theprocedure outlined in paragraph 5-34. Note that
bearing (12) mustbe installed with beveled edge up
Bydraullc apM will drain as lower strut is (nelrt to lock ring).
plllod from upper etnb. c. Lubricate needle bearings in steering torque
arm (6) and steering collar (9) with MIL-G-7711

a
Use a straight, sharp pull to separate upper and grease (or equivalent) before installing. If needle
lower struts. Invert lower strut and drain remain- bearings are defective, replace the entire steering
ing hydraulic fkdd torque arm assembly or steering collar assembly.
i. Remope lock rlag (11) and bearing (12) from top 6 Used sparingly, Dow Coming DC-4 compound
end of lower strpt, is recommended for O-ring lubrication. All other
g. Slide packing support ring ~U, scraper ring (15),
internal parts should be Ilbeally coated with hy-
draullc fluid during assembly.
retaining rfng(l8), sad lock ring (17) from lower
strut, noting relative position and top side d each e. Sharp metal edges should be smoothed with
ring; wire together if de~ired. 4400 emery paper, then cleaned. Tape or other
h. Remove O-rings and bad-up rings from plddnn coverings should be used to protect seals where
support ring (14). possible. Remove after seals are past edges.
Remove bolt C27) and slide torqne link fitting (28) r´• cleanliness and proper lubrication, alongwith
from lower strot. careful arorgmanship, are important during assem-
b1y of the shock strut.
NOTE g. When installing lock ring (17), position the lock
ring so one of its ends covers the small access hole
in the lock ring groove.
Bolt (21) also holds metering pin base plug
(21) in place. h. Temporary bolts or pins of correct diameter
and length are useful tools far holding parts in cor-

j. Remove bolt (26) and pull base rect relation to each other during assembly and
plug (22) and
assembled parts out of lower strut. Remove O-rings i"stallation.
and metering pin from base plug.

5-91
 i. The bwer stnn-to-hreelage forging must be in
place on the strut before installing steering torque
arm’ (6). If the Loarer forging was left on the fuselage,
the steering torque arm must be positioned on the
strut after R has been inserted through the roarer
forging and before inserting the strut into the upper
forging.
i. Service shock strut after installation.
5-36. HEAW-DU?IYNOSEGEAR. Theoptional
heavy-duty gears ate shown in figure 5-15,
nose
which may be used as a guide during mainte~ulce.
Removal and dtsassembly procedures are the same
as those given for the standard nose gear except for
the differences shown in the illustration.
5-3?. NO~E WLIEEt.
5-38. The Goodyear nose wheel is illustrated in fig-
ure 5-17 and the Cleveland nose wheel is illustrated
in figure 5-18. They may be used intetchaIlgeabb
on all models.
5-39. REPLACEMENT. GSeefigureS-lgL)
a Tie down or weight the tail of the airplane to
raise nose wheel off the ground.
b. Remove nose wheel axle bob.
c. Use a rod or bag pnncb Inserted through one
axle bob bucket or ferrule to top the opposite one
out of the fork. Remove both buckets or ferrules
and pull the nose wheel from tbe for&
NOTE
Buckets are used on aircraft arithold
Iairings and on the Model 150 heavy-duty
b. Remove thru-bolte and separate wheel bslves.
c. Remove tire and tube.
d. Remove bearing tetaining ri~gs, grease ee~le,
and bearing cones.
NOTE
The bearing caps are a press fitin the wheel
halves and should not be removed unless te-
placemet is necessary. To remove, beat
the wbeel halt lo boiling water for 15 min-
utes. Using an arbor press, if available,
press out the bearing cup and press b the
nea one arhile the Prbeel is sllll bat.
5-41. fWPECTIONANDREPAfR Instructions
given in paragraph 5-14 for tbs main wbeeb may be
used as a guide for inspection Pnd repair of the ~ose´•
wheels.
5-42.
ASSEMBLY.
a. Insert tube in tire, alignbg Inbe~dag math m
tube with red dot on tire. Place tire oil wheel hPlf
and position valve stem through valve hole. loeert
thru-bolte, position other wbeelhalf, and secure
with rmte and wasbers. TPke cam to mob
ing tube betwseo wheel halves. Torque bolt´• to
value mnrted ao abeel.
luvno*l
Uneven or improper torqne of tbs thrp-bolt
n~ds may came bolt faihre attb
speed wbeel failure.
nose

gear with speed fairings. With this exception, b. Clean ud repack bearing cooee with clapn wheel
solid ferrules Pre used on all other aircraft bearing grease.
with speed fairings and on all other Model c. Assemble bearing canes, seole, and retainers
150 aircraft. into Ule wheel hnli.
d. Inflate tire to sePt tire beads, then adjust to
d. Remove spacers and axle tube before disassem- correct pressure.
bllng the nose wheel.
e.Reverse the preceding steps to ilrstall the nose 5-43. WBEEL BALANCING.
wheel Tighten axle bolt until a slight bearing drag
is obvious when the wheel is turned. Back off the 5-44. Since uneven tire wear is urmaRy the cPme of
rmt to the nearest castellation and install cotter pin ameelunbalance, replacing the tire will probably cor-
On the Model 150, position the ferrules so the slots rect this condition. Tire and tnbe manufactPrlng
in the ferrules e~gage the roll pins in the fork. tolerances permit a specified amount of static un-
balance. The Ilghftaei~tt point oi tbe tire L marked
Ic*urro~ with a red dot on the tire eidenall, and the hen~y-
weit point of tne tube is marked with a contrasting
Whenever a tire is changed, a speed fairing color Ilne ~suallg near the valve stem). When in-
is installed, or scraper adjustment is dis- stalling a near tire and tube, place these marks zdfP-
turbed, set scraper clearance in accordance cent to each other. II a wheel becomes unbalanced
with paragraph 5-66. during service, it map be statically rebalanced.
Wheel balancing equipment is available from the
5-40. DISASSEMBLV. Cessna SeRice Parts Center.
a. Completely deflate the tire and break tire
beads loose.

IwAnNtwcl
Injury can result from attempting to separate
wheel halves with tire inflated. Avoid dam-
aging wheel flzngee when brealdng tire beads
bose.

632
 I

;P; --7

PRIOR TO 1961 MODELS

NOTE

Tighten bolts (8) to 20-25 paund-

inches, then safety the bolts by
bending tips of safety lug (10).

I Tighten outs (7) snugly, then

tighten to align next castellation
with cotter pin hole.

Shims (3) ate available to use as

1 required to remove any looseness.

/A

1961 MODELS AM) ON

i. Spacer q. Beshfng B.Boli’

2. GreaseFittiag s. StopL~g 9. Lcrwer Torque Link
3. Shim g. Upper Torque Link to. Safety Lug
Nut

Figure 5-19. Torque Links

5-33
 ORIGINAL ~?g
As Received By
ATP 11

AXLE INSTALLATION

NOTE

Wheel bolt torque is stamped on each Prbeel halt.

It is recommended that AN bolts (8) be replaced
arith NAS bolts on 6.00 ad nose ~irheels ior in-
creased strength and closer tolerances.

I. Nut 6. Tube 10. Co#erP;in

2. Washer BearingCup Il. Nut
3. Bearing 6. Bolt 12. AaleBoltBuchet
a. Wheelaalf O.’Thru-Bolt 13. AxleSpacer
5. Tire 1a. ArleTube

Figure 5-17. Goodyear Nose Wheel

SHOP NOT~S=

cM
 NOTE

t
~cW
Wheel bolt torque is stamped
on each arheel h~U.

Il

II
11
1~

AXLE MSTALLATION

II

r
1. 1
2.
3. snapRineTire
Grease 8eJ
BearlngCone

d. Tube
Ringe t

6. Greaee8eatFelt
1. Thru-Bolt
a. BearingCup
9. ]daleWbeelBall 14. CotterPfn
lO. Female 7RheerBali 15´• Nut
11. Waeber id. Axle Bolt Bucket
ii. Nut 17. Adeelpacer
13. Bolt 18. AxleTube

Figure 5-18. Cleveland Nose Wheel

SHOP NOTIES=

5-35
 b 1

s
I1

MODELS 150, 172, AND PITS

MODEL 182 PRIOR ~O SERIAL
NO. 18255195

Ed11I 1 _/ ,18
1

II
d1
MODEL 182 SERIAL NO. 18255195 THRU
1966 MODEL, AND SERVICE PARTS
PRIOR TO 1961 MODEL

MODEL 112 HEAVY-DUTY NOSE GEAR

SERIAL NO, 17252235 8 ON, AND
SERVICE PAR’IS

MODEL F112 HEAVY-DUTY NOSE GEAR

SERIAL NO. F172-0114 ON, AND
SERVICE PARTS

1. O-Ring 5. PistonRod 8. Wishing

2. Barrel 6. RoLlPin g~ Bolt
3. RetainingRia% 7. Piston 10. Stat-O-Seal
I. BearingRead 11. Bach-VpWng

Figure 5-19. Nose Gear Shimmy Dampeaer gheet 1 d 2)

636
 t
THREAD INSERT

NOTE
1
Orifice in piston (10) connects
to passage in rod (7).

ORIFICE I
2

r:

1D

X ~9 \ 2 ´ • 1
tt

11
1961 MODEL 182 AM) ON

l/lg( BOLE

NOTE

When installing the shimmy dampener,

use washers as required between the

dampener and the steering torque arm

to cause a snug fit.

1. Retainer 5. Stat-O-Seal 10. Piston

a. o~wng 8. Ffiler mug 11. FloatingPiston
3. BearingHead 7. Rod 12. Spring
4; Banel 8. Back-UpRing 13. SetScrew
9. RoLlPin

Figure 5-19. Nose Gear Shimmy Dampener (Sheet 2 of 2)

5-51
5-45. NOSE WHEEL STEERING SYSTEM.
5-46. Nose wheel steering is accomplished through
use of the rudder pedals. On all models except the
182, two spring-loaded push-pull tubes connect the
rudder bars to the nose gear. On the 182, a steer-
ing bungee links the nose gear to a bellcrank which
is operated by plsh-pull rods connected to the rud-
der bars. Steering is afforded up to approximately
10" each side of neutral, after which brakes mao
be used to gain a maximum deflection of 300 right
or left of center. Flexible boots seal the fuselage
entrance of the steering tubes or bungee. A sprocket-
operated mechanism to provide rsdder trim
screw
on the 182 isincorporated at the aft end of the bun-
gee. The trim system is discussed in Section 10.
5-41. STEERING TUBE AND BUNGEE ASSEM-
BLIES are spring-loaded and should not be disas-
sembled internally. The steering tubes are con-
nected by devises to rod ends extending from the
steering arm assembly on the nose gear and by a
ball joint connection at the rudder pedal crossbars,
The steering bungee is connected to the steering
torque arm by a bearing end assembly and to the
steering bellcrank by a rod end.
5-48. ADJUSTMENT OF NOSE WHEEL STEERING.
Since the nose wheel steering system, rudder sys-
tem, a~d rudder trim system are interconnected,
adjustments to one system may affect the others.
Section lO contains rigging instructions for the nose
wheel steering system as well as the rudder and
rudder trim systems.
5-49. TAlLGEAR
5-50. A steerable mounted on a tubular
tailwheel,
spring strut, comprises the tail gear of the Models
180 and 185. The spring strut is mounted in rubber
bushings to cushionvibration. The tailtvheel is
steerable, in response to rudder pedal actuation,
through an are of 240 each side of neutral, and is
free-swiveling beyond this travel The Model 185
tailarheel is provided with a tailarheel locking system,
either an automatic system operated by linkage to the
elevator control system or a manual system opera-
ted by a control lever in the cabin When the tail-
wheel is locked, it is still steerable approadmatelg
2. 5´• each side of neutral. The locking lug is spring-
loaded to the disengaged position.
5-51. TAIL GEARREPLACEMENT. CSeefigure
5-to.
a, Place a suitable padded stand under an aft fuse-
lage bulkhead to raise the
tail.gear off the ground.
b. Disconnect steering cables from tall gear.
c. On the Model 185, disconnect tailwheel Lock
control from the tail gear spring and tailwheel lock-
ing yoke.
d. Removefuselage stinger.
e. Remove cotterpins (l0) and clevis pins (4)
securing tube (18) to spring fitting (5). Tap the tube
out through the spring fitting and pill tailarheel spring
(2) ah, out of hose (l) which is cemented to a mount-
ing structure in the fuselage.
5-38
f. Replace hose (1) and rubber bushings (8) if de-
teriorated, and inspect and replace spri~g and at-
taching parts as
.g.deriuqer
Reverse the preceding steps to install the tail
gear. Refer to paragraph 5-59 for rigging of the
Model 185 tailarheel locking system.
5-52. TAULWHEEL REPLACEMENT.
5-20.
a. Place a suitable padded stand under an aft fuse-
Lage bulkhead to raise the tailarheel off the ground.
b. Noting position of washers, loclnvashers, and
spacers, remove cotter pin aad axle mt and pill axle
bolt out of fork to remove tailarheel
NOTE
After removal of the tailwheel, the steering
mechanism and Model 185 tailopheel locking
system map be cllsassembled and parts re-
placed as necessary.
c. Install taifarbeel by reversing the preceding
steps.
6 When assembling the steering mechanism and
iorl5 tighten mt (35, figure 5-10) in acoorda~ with
paragraph 5-66
e. Tighten axle nut until a slight bearing drag is
rotated. Backoff the
mt to the first casteHation and install carter pia
5-53. TAUWHEELTIRE REPLACEMENT. CSee
figure 5-21.
GOODI~ICH TAUWIIEEL:
a After remooing the taihahee~ remove cooer
plates and deflate tire by removing valve core.
b. Grease seals, retainers, and bearing cones
need not be removed to replace a tire, tbeir
removal for cleaning and lubrication is recomme~ded.
c. Press flange e) in~aard, forcing the tire beads
together, until Range retaining rillg .(2) can be re-
moved. Remove the Range rehi~ing ring, Rallge,
and the tire and tube.
6 Bearing cups may be replaced as outlined in
paragraph 5-13.
SCOTT TAILWBEEL:
a. After removing the tailwheel, deflate tire by
removing valve core.
b. Grease seals, retainers, and bearing cones
need not be removed to replace a tire, althougb their
removal for cleaning and lubrication Is recommended.
c. Remove bolts (18) fastening the wheel halves
together, then separate the wheel halves, removing
tire, tube, and gasket between tbs wheel halves.
d´• Beari~g cups may be replaced as outlined in
paragraph 5-13.
NOTE
After cleaning and lubricanon In accordance
with the followfng paragraph, reassemble by
reversing the preceding applicable steps.
5-54. CLEAMNG AND LUBRICATION. Wash all The latest system fsa manually controlled system
metal parts and seals in solvent and dry with com~ operated by a control lever in the cabin. Prior to
pressed air. Remove felt seals from service if, the manual system, automatically controlled systems
after normalclaaing, they are embedded with were used. These two automaticsystems are Ule
foreign matter, the Selt is not pliable, or the ma- same in method ofoperation, although routing and
terial is broken or does not retain the shape neces- detail parts differ. The three types of tailwheel

sary to afford proper sealing. Pack all bearing
cones with IldIL-G-?’I11 grease. Oil the seals with
a light machine oil before installation,
5-55. MODEL 185 TAILWBEEL LOCIC[NG SYSTEM.
5-58. Three different configurations of tailwheel
locking systems are illustrated in figure 5-22.
Cessna Service Kits and Accessory Kits are avail-
able from the Cessna Service Parts Center to
modify early type elevator-operated systems to the
later type elevator-operated systems, and to change
either of these systems to the manual system used
on current models.

lockillg systems may be fo~md on the Model 185.

5-57. TROUBLE SBOOTING.

PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

EXCEGSIYE TAILWBEEL SHIMMY.

Improper rigging. See paragraph 5-59. Rig per paragraph 5-59.

Nut fastening steering mech- See paragraph 5-60. Tighten per paragraph 5-60.
anism to fork improperly
ti~tened

Incorrect tire pressure. Check pressure. Inflate to correct pressure.

NOTE

The l0-inch tires are more susceptible to shimmy than the 8-inch tire.
If desired, the id-inch tire and tube may be replaced with the I-inch
tire and tube. Either size will fitthe wheel assembly.

PREMATURE WEAR/BREAKAGE OF STEERING ARM AND PAWL SPRING.

Early style locking system Install 810185-11 and SI~185-12,

installed. which convert the early system
to the latest elevator-operated
system.

WBIPPING ACTION AT TOUCH-DOWN WITH TAUIWHEEL DEFLECTED.

Early style locking system InstallAK185-28, which is a man-

installed, ually operated locking system. II
this system is to be installed, do
NOT install SK185-1l.

5-58. REPLACEMENT. Figure 5-22 shows de- EARLY ELEVATOR-OPERATED SYSTEM. (See
tails of the various tailwheel locking systems, and figure 5-22.
may be used as guides for removal and installation.
Refer to paragraph 5-59 for rigging of the applicable a. With tailwheel on ground, rotate stabilizer trim
system, control wheel until leading edge of stabilizer is 2. 62
inches down from upper edge of fuselage splice
5-59. RIGGING. plate.
b. Adjust turnbuckle to provide engagement of
locking pin when elevator is moved to the Ibdegree
up position.

5-39
 ORIGINAL
As Received By
ATP

NOTEt I

Model 185 tailwheel Locking sgstem

is shown in Figure 5-22.

Ears on arm (22) are bent upward

asshown on early models only. is

1)

1~

Os~
88g PlOllBE 5-

rt
1. Rose 24. 8bking Pin
a´• Spring 25. S2pcer
23 3. Bolt 28. Spring
4. Clevis Pin 27. FosL
5. Spring Fitting 28. Bearing
H 1 8. Washer 29. Spacer
7. Nut 30. Crease Retainer
1 8. Bushing 9L Washer
9. Washer 32. Cotter Pin
10. CotterPin 33. Nut
1f. Bolt SI. Axle
12. Bolt 35. Ladtarasher
13. Taihaheel Assembly 38. Spacer

f n ~n
14.
15.
18.
17.
LWr
Nut
Cable
Spring
37.
38.
39.
Washer
Nut
Cotter Pin
39A. toching Collar
b
18. Tube 40. Spacer
f
fa 19.
20.
21.
Bearing
Upper I)ust
Formica Washer
Cap
If.
42.
43.
Loner I)ust
Pawl
Washer
Cap

37
22. Arm Assembly 44. Spacer
23. Washer 45. Bracket
I tt

tl

Figure 5~20. Typical ~ilGeor

5-40
i OR\G\MA~-
t A~ Received BY
I ATP

7
COODRICR TAILWHEEL

3
1
1 ii- 11
ii

MODEL 180 PRIOR ii

TO SERIAL 18051263 13

ii

ai i II

20

MODEL 185 SERIES

MODEL 180 SERIAL NO.
9: 1D
18051263 B ON, AMD
SERVICE PARTS

SCOTT TAILWBEEL

1, 8, Tube 14. Grease Retainer

FairingPlate
a, g, Tire 15. Nut
Flange RetaininPRing
3. 10, WheelHub 16. WheelHall
BearlngCwer
4. Casket 11, FeltSeal 1?. Casket

5. la. valve Access Plate 18. Bolt

BearingCone
6. BearingCup 13, Screw 19. Spacer
7. 20. Spacer
Flange

Figure 5-21. TailwheelAssemblies

5-41
 1

ORIGINAL
1. Nut By
As Received
2. Washer _~SQ\El ATP
3. Elevator Bellcrank
4. Eye-Bolt
5. Spacer
6. Spring
CableAssembly U
8. Washer
9. Nut
10. Bushing
11. Pulley

,\1
Is.14.17. WasherBoltBolt
16.

18.
Collar

Nut
i,’1
19. Bracket k
20. Nut
I
21. Pin 2)
22. Pin 2)
23. Spri~ \L
24.
25.
Washer
Pin
a/
\dn
26. Pin
L: Ir

28.
29.
30.

32.
.1372recapS. WasherPin
Bellcrank
Washer

CotterPin
J;
2t n i/’ 11
I 1)
33. Washer
34. ’L~mbuckle
35. Nut Y"
36. Clamp
37. Nut
38. Bolt

Figure 5-22. Model 185 Talhvheel Lnc~ine System (Sbeet 1 of 9)

5-43
 .t&v’

ELEVATOR PUSR-PULL TUBE

9e~_ S

11

TAIL GEAR 8PReSG

13

II

i~C

T, mcK POSITION I~

L~1
ORIGINAL
As Received By
ATP
LOCKING LUG

1. Bushing 7. CableGuard 12. Turnbuckle Eye

2. Pulley 8. Pulley 13. Spring
3. 9. Spacer 14. LockingYoke
Spacer
(1. CableGuard 10. Cable 15. ReturnSpring
5. Eyebolt 11. Turnbuckle 16. Clamp
s. Clamp 17. ClampAssembly

Figure 5-22. MoQ1185 Tailwheel Locking System (Sheet 2 of 9)

5-43
 TO
TAILWHEEL
(UNLOCKED)
.50’

I
5

O 11
It; 3~1 P$
to

.1(

CSb

´•C´•’ It

ii ´•:I
tL
QWGIMAL
Ae Received By
ATP
II

i. Floorboard Tunnel TAIL GEAR SPRING

2. Knob
3. Scre~v
4. Cable
5. Washers 11
6. Pulley
7. Spacer
8. ControlCasing
9. ControlWire A~
TO U)CK POSITION
10. Nicopress Sleeve
ii.
12.
StopSpacer
Hose
I~ i´•-

13. Washer
14. Bell
15. Spring 19. ReturnSpring
16. Turnbuckle 20. Bushing
II. LockdngYoke 21. Connector Linlr
Tailwheel LOCKING LUG
18. Assembly 22. I~Rver

Figure 5-22. Mode1185 Tall~aheel Locking System (Sbeet 3 d 3j

LATER ELEVATOR-OPERATED SYSTEM. dsee large enough to permit the nose gear fork to pass
figure 5-29. through the fairi~g. A plate covers the opening.
Speed fairings used with heavy-duty nose gear as-
a. Withtailarheelonground, rotate stabilizer semblies are replaced in a different manner.
trim control wheel to the full nose down position
(trim control wheel completely forward). STANDARD NOSE WHEEL SPEED FAIRZN~s AM)
b. With elevator in~the neutral (streamllned) MODEL 150F HEAVY-DUTY. (See figure 5-23.)
position, locate the pivot point of clamp (6) at
station 215. 68, which is 14. 50 inches forward of a. Tie down or weight the tail of the airplane to
the rearmost fuselage bulkhead. raise the nose wheel off the ground.
c. Adjust turnbuckle to remove slack in the cable. b. Deflate strut and remove cover plate (26).
I~ock shoulo be fully engaged when elevator is moved
to the l~degree np position, while the stabilizer ~s IWARNINCI
still in the full nose down position (trim control
wheel completely forward). The cover plate is secured by the lower torque
link attaching bolt on Models 172 and P172,
MANUALtYOPERATED SYSTEM. dSee figure 5-22.) and by the fork attaching bolt on the Models
150 and 182. Some Models 112 and P172 were

a. Withcotrdllever intheunlockedposition, equipped withbushing at the fork attaching

a

check that there is .I~inch clearance between
forward end of control casing and Nicopress sleeve
(10) as shown in figure 5-22. Shift casing in clamps
ii necessary to adjust clearance,
b. With control lever still in the unlocked position
adjust turnbnckle so that ]ocldng lug is not engaged
with slot in tailwheel assembly.
c. Move control lever to the locked position and
check that locking lug is positively engaged with slot
in tailwheel asaemhlg.
6 Safety the turnbuckle.
~80. TAILWHEEL PIUCTIONCHEC& (Models
180 and 185.) At eachO5-honr inspection until
the first 100-hour inspection, and at each 100-hour
iaspection thereafter, perform the following friction
check
a Place a saitable padded stand under an aft
fnselage bulkhead to raise the tailwheel off the
gronnd.
b. Disconnect steering cables. Make sure that the
IYbodel 185tailwheel locking system is disengaged.
c. Using a spring scale hooked into a steering cable
attach hole, measure friction required to pivot the
taihirheel i&t Force required should be 5 to 6
pounds (appraJdmateb 29 to 38 pound-inches of
torclue). This applies to 8-inch as wellas id-inch
tailwheels. Adjustment of friction Is provided by
bolt to make it possible to remove the speed
fairing without deflating the strut. If any
doubt exists whether the bushing is presenti
deflate the strut as a safety precaution.
c. Remove bolt (27) securing speed fairing to strut
assembly, it it was not removed during cover plate
removal.
d. Remove nose wheel axle stud. On the Model
150F and on heavy-duty gear, remove the axle stud
after brackets have been disconnected from speed
fairing and speed fairing raised.
e. Slide speed fairing up and remove the nose wheel.
Loosen scraper (33) if necessary.
i. Rotate speed fairing 90’ and pull it down over the
fork to remove.
g. Install the speed fairing by reversing ihe pre-
cedingsteps. Tightenaxle studuntilaslightbear-
ing drag is obvious when the wheel is turned. Back
off the nut to the nearest castellation and install
cotter pins. On the Model 150, position the ferrules
so the slots in the ferrules engage the roll pins in
the fork.
Ic~iunonl
Whenever a tire is changed, a speed fairing is
installed, scraper adjustment is disturbed,
or

the castellated nut (99, flgpre 5-20) which fastens set scraper clearance in accordance with para-
the fork and steering mechanism together. Be sure graph 5-66.
to install cotter pin after adjnsting the rmt.
6 Reconnect steering cables and remove padded MODEL 182 HEAVY-DUTY NOSE WHEEL SPEED
stand to lower tailwheel to the gmund. FAIRINGS. (See figure 5-23.)

5-61. SPEED FATRIN~B. a. Tie down or wei~t the tail of the airplane to
raise the nose wheel off the ground.
5-62. Optional equipmet on some models and b. Remove nose wheel axle stud (4).
standard on others, speed fairings of reinforced, c. Remove bolt (10) securing speed fairing
to strut
resin laminated glass fiber construction are used assembly. It is not necessary to remove bolt (11),
on tricycle gear Cees~a airplanes, but if bolt (11) is to be removed, be sure to deflate
strut first.
5-63. REPLACEMEKT. The main~aheelspeediatr- d. Slide speed fairing up and remove the r~ose wheel.
ings may be replaced by removing the screws attach- Inosen scraper (17) if necessary. Use a rod or long
ing the inboard side of the fairings to the adapter punch inserted through one ferrule (18) to tap the
plate, and removing the bolt securing the outboard opposite one out of the fork.
Remove both ferrules
side to the axle mt. Nose wheel speed fairings have and pill the wheel from the fork.
nose

an opening in the top of the speed fairing which is e. Remove bolts (11, figure 5-15) to free fork and
speed fairing from strut.

5-45
 19 it 1C

\1 on
with the
for the
the Model
same
NOTE

heavy-duty speed lairing used

182, speed falrings are attached
bolt that secures the nose gear
fork. Cover plate (26) is also secured with
this bolt on some models, and on other models
the covet plate is shorter and is fastened with
the bolt that secures the lower torque link.
Location of tow-bar spacers also varies with
the model.

;i
ii n

a a a, q
MODEL 182 HEAW-DUTY SPEED FAERING

is
aii
MODEL 1509
AEAYY-DUTY
STANDARD SPEED FAIRING
AND MODEL 150F HEAVY-
DUTY ~P

2.1. CotterPinNuts.
3. Washer

Jn
4. AxleStud
5. Nut
a
6. Washer a
a
7. Tow-By Spacer
8. Nut
9. Washer
10. Bolt
11. Bolt
12. SpeedFairing 19. CotterPin
IS. Screw 28. Nut a. Cover Plate 32. Washer
1I. CotterPin 21. Washer 27. Bolt 33. Scraper
15. Nut 22. A~leStud a. Speed~tring SI. Ferrule
18. Washer 23. Nut a. Screw 35. Bucket
17. Scraper 24. Washer 30. CotterPin je. Bracket
18. Ferrule 25. Tow-Bar Spacer 31. Nut 37. Screw

Figure Speed Fairings (Sheet 1 of 2)

5-48
 i. Install the speed fairing by reversing the pre- Model Nose Wheel Main Wheel
ceding steps. Tighten axle stud until a slight bearing
drag is obvious when the wheel is turned. Back off 150 (Stanctard) .25" to .38" .25" to .38"
the nut to the nearest castellation and install cotter 150 (Heavy-Duty) .40" to .60"
pins. 172 .38" .25" to .38"
P172 .38" .25" to .38"
182 .38" 25" to .38"

38" for 8.00 x 6 tires.

Whenever a tire is speed fairing is
changed, a

installed, or scraper adjustment is disturbed, 5-67. BRAKE SYSTE~JIS.

set scraper clearance in accdrdance with
paragraph 5-66. 5-68. The hydraulic brake system consists of two
master cylinders, brake lines connecting each master
5-64. REPAIR Aspeedfairingrepairkit, S1U82-12, cylinder to its wheel brake cylinder, and the single-
is availablfromthe Cessna Service Parts Center. disc type brake assemblies, located on each main
landing gear.
b65. PRECAUTIONS. Wipefwlandoilftomthe
speed fairfng;s to prevent stains and deterioratioa If 5-69.BRAKE MASTERCYLINDERS. Thebrake
the airplane is flown from surfaces with mud, snow, master cylinders, located just forward of the pilot’s
or ice, the fairings should be checked to make sure rudder pedals, are actuated by applying toe pres-
there is no accumulation which could prevet normal sure on the rudder pedals. A small reservoir is
wheel mdatioa incorporated with each master cylinder to supply
it with fluid. When dual brakes are installed, me-
5-66. SPEED FAIRING SCRAPER ADJUSTMENT. chanical linkage permits the copilot’s pedals to
EL is important that speed fairing
scraper ad~pstmerd operate the master cylinders.
be maintained in accordance with the following ch;ut.

ATTACHES AT LOWER

a~l MODEL 17211

f
I

‘5 ~ODEL1IP.

i. SpeedFdring 4. ForkBolt 6. AxleStud

~2. Tow-BarSpacer 5. Scraper Ferrule
3. CoverPlate 8. HubCap

Figure 5-23. Speed Fairings (Sheet 2 of 2)

5-4’1
5-70. HYDRAULIC BRAKE LINES are of rigid alu- 5-71. WHEEL BRAKE ASSEMBLIES. BothGood-
minum tubing, except for flexible hose used at the year and Cleveland brakes are used on Cessna air-
master cylinders and at the wheel brake assemblies planes ccnrered in this To transmit the
on some models. A separate line is used to connect gnfkarb.launaM
force from the disc to the wheel, Goodyear
master cylinder to its corresponding wheel brake assemblies use a gear-tooth arrangement. Good-
cylinder. During the 1961 Model year the 1/4 inch year brakes contain a fixed brake assembly, with
aluminum brake lines were changed to 3/16 inch a floating brake disc. The Cleveland brake uses
aluminum lines and the 1/4 inch brake hose was a disc which is affixed to the wheel, and a Hating

changed to the smaller automotive type brake hose. brake assembly.

5-72. TROUBLE SEIOOTING THE BRAKE SYSTEM.

PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

DRACQNO BRAKES.

Brake pedal Mn6iq. LI brake pedals fail to return psog C~cL and djust properly.
erly, check pedal for binding.

parking bake linkage holding Check parking brake if pedal fails Check and ad~ust properly.
brake pedal down. to return when released.

Worn or broken piston return II bake pedals fails to return after Repair a replace mater
spring. (In master cylinder.) it is released and linkage is not cylinder.
binding, the master cylinder is
hultp.

Insufficient clearance at Lock- If pressure remains in brake sys- Ad~usS as shown in figure 5-24.
O-Seal in master cylinder. tem when pedals ate released,
disassemble master cylinder ad
check Lock-O-8eal cleannce.

Restriction in hydraulic lines Jack up wheel to be checked. Dain brake lines and clean the
or restriction in compensating Have someone apply and then re- inside of the brake line with Iil-
port in master brake cylinders. lease brakes. Wheel should rotate tered compressed air. nUaad
freely as soon as brakes are re- bleedbakes. Ifcl~nInnthe
leased. If wheel fails to rotate lines fails to give satisfactory
freely, loosen brake line at brake results, the master cylinder mag
housing to relieve any pressure be faulty and should be repaired.
trapped in the Line. U wheel now
turns freely, the brake Ilne is
restricted or there is a testric-
Ha in the bake master cylinder.

Worn,scored, or warped brake Visually check discs. Replace bake discs and Ilnings.
discs.

Damage or accumulated dirt Check patte far freedom of Clean and repair or replace parts
restricting free movement movement. as necess~uy.
of wheel brake parts.

BRAKES PAIL TO OPERATE.

L~eak in system. Check entire system for leaks. If bake master cylinders or wheel
bake asemblies are laking, they
should be repaired or replaced.

Air in system. Bleed system.

5-~8
 PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

BRAKES FAIL TO OPERATE (Cont).

Lack of fluid in master Check fluid level. Fill and bleed if necessary.
cylinders.

cgli~der deteeti~s. Repair m repkce master

cylinder.

5-73. REPLACEMENTOF BRAKE LINES. After
draining, replacement of brake lines and hoses can
be accomplished with common tools. All fittings are
canventional. If a lubricant is needed when
bling, use clean hydraulic fluid of the type used in
the system. If ~llinn is encountered, use petro-
labum on male threads only, omitting the first bra
threads. After installation, fill and bleed the brake
system.
5-74. REPLACEMENT OF MASTER CYLINDEIIS.
a. Drain hydraulic fluid from brake system.
b. Remove front seats and rudder bar shield to
gain to master cylinders.
access
c. Disconnect parking brake Ilnhrre and master
cylinders from rudder pedals.
d. Disconnect master cylinders at bottom attach-
merk point.
e. Disco~nect hydraulic bases from master cylln-
ders and remove cylinders.
f. Plug and cap hydraulic fittlngs, lines, and
hoses to prevent entry at forai~ materials.
g. Reverse the steps listed above to install master
cylinders, then fill pod bleed brake system.
5-77. DISASSEMBLY OF WHEEL BRAKES. Details
of wheel brake assemblies are shown in figures 5-5
through 5-7, which may be used as guides during
assem- disassembly.
NOTE
Use of compressed air applied to the brake
line fitting is permissible when removing the
piston from the brake cylinder.
5-78. INSPECTION AND REPAIR OF WHEEL
BRAKES.
a. Clean all parts except brake linings and O-rings
in dry cleaning solution and dry thoroughly.
b. O-rings are usually replaced at each overhaul.
If their re-use is necessary, they shcluld be wiped
with a clean oiled cloth and inspected for damage.
MOTE
Thorough cleaning is important. Dirt and
chips are the greatest cause of malfunctions
in hydraulic brake systems.

5-75. REPAIROFMASTER CYLINDERS. Figure
5-14 may be used os a guide during disassembly
and assembly of the brake master cylinders. Re-
pair is limited to replacement of parts, cleaning,
and adjustment. Use clean hydraulic fluid as
lubricant during assembly of the cylinders.
5-78. REMOVAL OF WHEEL BRAKES. Goodyear
wheel brake assemblies are secured with the axle
attaching bolts. To remove, remove the wheel and
axle in accordance with paragraph 5-9. Cleveland
brake assemblies are a floating type and can be re-
moved after disconnecting the brake line and re-
c. Check brake Ilnings for deterioration and maxi-
mum permissible wear (see paragraph 5-81).
d. Inspect brake cylinder bore for scoring. A
scored cylinder may leak or cause rapid O-ring
a arear. A scared brake cylinder should be replaced.
e. If the anchor bolts on Cleveland brakes are
nicked or gouged, they should be sanded smooth to
prevent binding with the pressure plate or torque
plate. When the anchor bolts are replaced, they
should be pressed out. New ones can be installed
by tapping them in place with a soft hammer.
5-79. ASSEMBLYOFWHEEL BRAKES. Lubricate

moving back plates (39, figure 5-6, or 41, figure parts with the type of hydraulic fluid used in the sys-
tem and assemble components with care to prevent
5-7).
damage to O-rings. Use figures 5-5 through 5-7 as
guides during assembly.
NOTE
5-80. INSTAUATIONOF WHEEL BRAKES. On
On Cleveland brakes, the brake disc can be Goodyear assemblies, install the brake assembly
removed after wheel removal and disassem- as the wheel and axle are installed. Refer to para-
bly. Refer to paragraphs 5-18 and 5-19. To graph 5-10. On Cleveland assemblies, place the
remove the torque plate, remove the wheel brake assembly in position with pressure plate in
and axle in accordance with paragraph 5-9. place, then install the shim and back plate, and
safety attaching bolts, unless they are self locking.

5-49
 NOTE slide into torque plate (23).
j. install shim (36) and back plate (39) with bolts
On Cleveland brake assemblies, if the torque (29) and washers (31). Safety the bolts, except ~Rhere
plate was removed, install as the wheel and sell-locking bolts are used.
axle are installed in accordance with para-
graph 5-10. If the brake disc was removed 5-83. BRAKE BLEEDING. Standardbleeding, with
from the wheel, install as the wheel is as- a clean hydraulic pressure sauce connected to the
sembled and installed in accordance with wheel cylinder bleeder, is recommended.
paragraphs 5-21 and 5-22. a. Remove the master
cylinder filler plug and
screw a flexible hose with a suitable fitting into the
5-81. CRECIClNG BRAKE LIMNCis. To check filler hole. Immerse the tree end of the hose in a
Goodyear brake linings for wear, set the parking can containing enough hydraulic fluid to cover the

brake and attempt to insert a strip of 5/16 inch end of the hose.
material between the inbaard face of the brake disc b. Connect a clean hydraulic pressure sauce,
and the brake hcusing. Replace the linings when the such as a hydraulic hand pump, to the bleeder
pro-
strip can be inserted. Cleveland brake lintngs vision in the wheel cylinder.
should be replaced when they are worn to a mini-
mum thiclmess of 3/32 inch. Visually compare a NOTE
3/32 inch strip of material held adjacent to each
lining to measure the thickness of the lining. The Either a bleeder valve or a
bleeder screw is
shank end of correct size drill bits make excellent prwided in the wheel cylinder.
tools for checking minimum thickness of brake
Ilnings. c. As fluid is pumped Mo the system, observe the
immersed end of the bose at the master cylinder for
5-82. BRAKE LININGREPLACEMENT. OnGood- evidence of air bubbles being forced from the brake.
year brakes, remove the wheeZ replace the brake system. Whenbubbllngbas ceased, remorrethe
IlNngs, and reinstall the wheel. Replace brake bleeder eauce: from the brake wheel cylinder and
Ilnings an Cleveland brakes as follows: tf~ten the bleeder valve or install the bleeder
screw with a near seal.

NOTE
NOTE
The folla~vlng procedure applies specifically
to the Cleveland brakes used an the Modell5q insure that the free end of the hose from the
as shown in figure 5-6. Although brakes used master cylinder remains immersed during
on other models are not identical, the same the entire bleeding process.
general procedure can be followed
d. Remove hose from master cylinder Pod replace
a. Remove bolts (29), washers (31), back plate (39), filler plug.
and sbim (36).
b. Pull the brake cylinder out of torque plate (23) 5-84. PARMNGBRAKE SPSTQMS.
and slide pressure plate (24) off anchor bolts (25).
c. Place back plate on a table with lining side down 5-85. ~vo different types of parking brake systems
flat. Center a 9/64 inch (or slightly smaller) punch ate employed in the different airplane models. ~ne
in rolled Uses a knob-operated control which actuates locking
rivet, and hit punch crisply with a hammer.
Punch out all rivets securing linings to back plate levers on the master cyll~ders. The levers trap
and pressure plate in the same manner. pressure in the system after the master cylinder
piston rods have been depressed by toe-operation
NOTE of the rudder pedals. The dher´•~gpe parki~g brake
system uses a handle and ratchet mechanj8m con-
A rivet setting kit, Part No. R561, is avail- nected by a cable to linkage at the master cylinders.
able from the Cessna Service Parts Center. Pulling ad the handle depresses bath master cylln-
This kit consists of an anvil and punch. der piston rods and the ratchet locks the handle in
this position until the handle is turned and released.
d. Clamp the Rat sides of the anvil in a vise.
e. Align new lining (38) on back plate (39) and place 5-86. REPLACEMENT. Thevariouspartsafthe
brake rivet (37) in hole with the rivet head in the ln- handle-operated parking brake sys-
lmob-operated or
ing. Place rivet head against the anvil. tem are shown in figure 5-25, which mag be used as
f. Center rivet setting punch on lips of rivet. a guide when replacing parts. The knob-operated
While holding back plate down firmly against lining,
system should be adjusted so that the locking levers
hit punch with a hammer to set rivet. Repeat blows cannot, under am circumstances, be actuated as
on punch until lining is firmly against back plate.´• long as the control knob is pushed fullin. At the
B;´• Realign the lining on the back plate and instal same time, the locking levers must be engaged
the remaining rivets. when the control knob is pulled ~t. Various design
h. Install a new lining on pressure plate (24) in the have been made in the locking mechanism
changes
same manner.
an the laob-operated control, but each has a clamp
i. Position pressure plate (24) on anchor baits (25),
provided for adjustment to attain proper rigging.
and place cylinder (26) in position so the anchor bolts

CJO
 Z
r
j

VENT HOLE
2
17
Note 17

I12 Washer (19), spacer(20),

spring (21), and plate(22)
are not used with cable-
operated parkingbrake 71
system.

gll 7

1~ V~6:
I i, Ic 5
NOTE

Filler must be veled so

plug (17)
pressure cannot build up in the
reservoir during brake operation
Remove plug and drill 1/16" hole, Ij ~1
30" from vertical, if plug is not
vented.

.040"

DO NOT DAMAGE J ii 1~ 12 1!
LOCK -O -SEAL

OBIGINAL
As Received IBy
7 if 15
ATP
ASSEMBLY OF PISTON

i. Clevis 9. O-Ring 15. Lock-O-Seal

2. JambNut 10. Cylinder 16. Compensating Sleeve
3. PistonRod 11. Piston ReturnSpring 17. Filler Plug
4. Cover 12. Nut 18. Screw
5. Setscrew 13. PistonSpring 19. Washer
6. CoverBoss 14. Piston 20. Spacer
7. Body 21. Spring
6. Reservoir~ 22. Plate

Figure 5-24. Brake Master Cylinder

5-51
 5 11 ,11

P~ s.

1~12 a----a1( ac
KNOB-OPERATED
PARKBJO BRAKE
Il

HANDLE-OPERATED II
10
P~RKMG BIuKE I 1
a

~L3
rVp,

a a t,P a

11 61

31
2elj a
NOTE

Changes in lake line routing and

~a:
resulting changes in fittings occur
among the various model.

i. AttachingAngle 12. TubeAssembly 23. Clamp

2. StitfenerAngle 13. Nut 24. Plate
3. Bolt 14. Goiter Pin 25. Spring
4. Nut 15. Cable 26. MasterCpHnder
5. Handle 16. Clevis Pin 2’1. Grommet
6. Housing 1’l. Bushing 25.BrakeLine
7. Bolt 18. Spring 29. Nut
8. Clamp 19. Bellcrang: Assembly 30. Washer
9. Cotter Pin 20. Pulley 31. Elbo~a
10. Positioning Pin 21. Chain 32. BrakeHose
11. Nut 22. Spring 33. O-Ring

Figure 5-25. Ippical Brake System

5-52