Cessna 100 Series 1962 and Prior MM D138-1-13

SERVICE MANUAL
100 - SERIES
150, 172, 175, 180,
182, AND 185 SERIES
1962 AND PRIOR
REVISION 1
3 FEBRUARY 2003
D138R1-13
INSERT THE FOLLOWING REVISED

PAGES INTO BASIC MANUAL
Cessna
A Textron Company
SERVICE MANUAL
100 - SERIES
150, 172, 175, 180,
182, AND 185 SERIES
1962 AND PRIOR

MEMBER of GAMA
THIS SUPERSEDES ALL PREVIOUS SINGLE ENGINE SERVICE MANUALS.
FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION

THAT AFFECTS AIRPLANE TYPE DESIGN.
REVISION 1 TO THE BASIC MANUAL IS BEING SUPPLIED TO PROVIDE ADDITIONAL

INFORMATION NECESSARY TO MAINTAIN THE AIRPLANE AND INCORPORATES
TEMPORARY CHANGE 1, DATED 18 OCTOBER 1977, TEMPORARY REVISION NUMBER 1,
DATED 3 OCTOBER 1994, TEMPORARY REVISION NUMBER 2, DATED 7 JANUARY 2000,
AND ADDS A COMPONENT TIME LIMITS SECTION AND A FUEL QUANTITY INDICATING
SYSTEM OPERATIONAL TEST.
COPYRIGHT © 2003 FEBRUARY 1962

CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS. USA
D138-1-13 REVISION 1 3 February 2003

A Texb~ C-np.ny
TEMPORARY REVISION NUMBER 5

DATE July 1, 2007
MANUAL TITLE 100 Series (1953-1962) Service Manual
MANUAL NUMBER - PAPER COPY D138-1 -13
MANUAL NUMBER -AEROFICHE D1 38-1-1 3AF
TEMPORARY REVISION NUMBER D1 38-1 TR5
MANUAL DATE February 1962 REVISION NUMBER 1 DATE 3 February 2003
This Temporary Revision consists of the following pages, which affect and replace existing pages
in the paper copy manual and supersede aerofiche and CD information.
AEROFICHE AEROFICHE
SECTION PAGE FICHE/FRAME SECTION PAGE FICHE/FRAME
2 19 11B9
5 4 1D9
5 4A ADD
5 41B ADD
REASON FOR TEMPORARY REVISION

1.Incorporated inspection of horizontal stabilizer trim actuators (Section 2).
2. Incorporated inspection of flat spring main landing gear (Section 5).
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. For Paper Publications, file this cover sheet behind the publication's title page to identify the
inclusion of the Temporary Revision into the manual. Insert the new pages into the publication
at the appropriate locations and remove and discard the superseded pages.
2. For Aerofiche Publications, draw a line with permanent red ink marker, through any aerofiche
frame (page) affected by the Temporary Revision. This will be a visual identifier that the
information on the frame (page) is no longer valid and the Temporary Revision should be
referenced. For "added" pages in a Temporary Revision, draw a vertical line between the
applicable frames. Line should be wide enough to show on the edges of the pages. Temporary
Revisions should be collected and maintained in a notebook or binder near the aerofiche library
for quick reference.
3. For CD publications, mark the temporary revision part number on the CD label with permanent
red marker. This will be a visual identifier that the temporary revision must be referenced when
the content of the CD is being used. Temporary revisions should be collected and maintained in
a notebook or binder near the CD library for quick reference.
©Cessna Aircraft Company

Cessna
A Textron Company
TEMPORARY REVISION NUMBER 4

DATE 5 April 2004
MANUAL TITLE Model 100 Series Service Manual (1953 Thru 1962)
MANUAL NUMBER - PAPER COPY D138-1-13
MANUAL NUMBER - AEROFICHE D138-1-13AF
TEMPORARY REVISION NUMBER D138-1-TR4
MANUAL DATE February 1962 REVISION NUMBER 1 DATE 3 February 2003
This Temporary Revision consists of the following pages, which affect and replace existing pages
in the paper copy manual and supersede aerofiche information.
AEROFICHE AEROFICHE
SECTION PAGE FICHE/FRAME SECTION PAGE FICHE/FRAME
2 16 1/B06
REASON FOR TEMPORARY REVISION
1. To add the cleaning interval of the engine fuel injection nozzles.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. For Paper Publications, file this cover sheet behind the publication's title page to identify the
inclusion of the Temporary Revision into the manual. Insert the new pages into the publication
at the appropriate locations and remove and discard the superseded pages.
2. For Aerofiche Publications, draw a line with permanent red ink marker, through any aerofiche
frame (page) affected by the Temporary Revision. This will be a visual identifier that the
information on the frame (page) is no longer valid and the Temporary Revision should be
referenced. For "added" pages in a Temporary Revision, draw a vertical line between the
applicable frames. Line should be wide enough to show on the edges of the pages. Temporary
Revisions should be collected and maintained in a notebook or binder near the aerofiche library
for quick reference
© Cessna Aircraft Company

Cessna Aircraft Company
100 SERIES
SERVICE MANUAL
LIST OF EFFECTIVE PAGES
INSERT THE LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
Dates of issue for original and Revisions are:

Original ..................... 0...................February 1962
Revision ................... 1 ................. February 2003
Note: The portion of the text affected by the revision is indicated

by a vertical line in the outer margins of the page.
*The asterisk indicates pages revised, added, or deleted by current revision.
Page Revision Page Revision

No. No. No. No.
*Title. ..... 1 12-8A thru 12-8B .................... 0
*A ...................... 1 12-9 thru 12-12 ........................ 0
i ............................ 0 12-12A thru 12-12B ................ 0
ii blank............ 0 12-13 thru 12-31 ...................... 0
iii thru iv .................................. 0 12-31A thru 12-31B ................ 0
1-1 thru 1-8 .............................. 0 12-32 thru 12-36 ...................... 0
2-1 thru 2-14............................ 0 12A-1 thru 12A-6 .................... 0
*2-15 thru 2-16 ....................... 1 12A-7 thru 12A-12..................0
2-17 thru 18 ............................. 0 13-1 thru 13-2 0
*2-19 thru 2-22........................1 13-2A thru 13-B ...................... 0
3-1 thru 3-10....0 13-3 thru 13-9 .......................... 0
3-10A thru 3-10B .................... 0 13-9A thru 13-9B .................... 0
3-11 thru 3-14..........................0 13-10 thru 13-17 ...................... 0
3-14A thru 3-14B .................... 0 13-17A thru 13-17B ................ 0
3-15 thru 3-22..........................0 13-18 thru 13-19 ...................... 0
4-1 thru 4-15............................ 0 13-20 Blank ............................. 0
4-16 Blank. 0 14-1 thru 14-14 ........................ 0
5-1 thru 5-18 ....... 0 14A-1 thru 14A-4 .................... 0
5-18A thru 5-18B .................... 0 15-1 thru 15-10 ........................ 0
5-19 thru 5-20..........................0 16-1 thru 16-18 .0
5-20A thru 5-20B .................... 0 *16-19 ..................................... 1
5-21 thru 5-24..........................0 16-20 ....................................... 0
5-24A thru 5-24B .................... 0 *16-21 thru 16-22.................... 1
5-25 thru 5-30...... 0 16-23 thru 16-24 ...................... 0
5-30A thru 5-30B .................... 0 *16-25 ..................................... 1
5-31 thru 5-39...... 0 16-26 ....................................... 0
5-40 Blank 0 *16-26A thru 16-26C .............. 1
6-1 thru 6-12............................0 *16-26D Blank ........................ 1
7-1 thru 7-7..............................0 17-1 thru 17-143 ...................... 0
7-8 Blank ... 0 17-144 Blank............................0
7A-1 thru 7A-5 ........................ 0 18-1 ......................................... 0
7A-6 Blank 0 18-2 Blank ............................... 0
8-1 thru 8-7..... 0 19-1 thru 19-8 0
8-8 blank ....... 0 *19-8A .................................... 1
9-1 thru 9-6 0 19-9 thru 19-24 .... 0
10-1 thru 10-12 0 *19-25 thru 19-26.................... 1
11-1 thru 11-8 0 *19-26A ... 1
12-1 ......................................... 0 19-27 thru 19-36 ...................... 0
*12-2 ....................................... 1 20-1 thru 20-3 .......................... 0
12-2A thru 12-2B .................... 0 20-4 Blank ............................... 0
12-3 thru 12-8..........................0
Revision 1
A © Cessna Aircraft Company Feb 3/2003
SERVICE MANUAL Foreword
FOREWORD
This manual contains recommended procedures and instructions for ground han-
dling, servicing and maintaining Cessna single-engine commercial aircraft prior
to 1963 models. These include the Model 150, 172, 175, 180, 182, and 185. Al-
though not specifically written for earlier models which have been discontinued,
much of the information can be used as a guide for maintenance of the Model 120,
140 and 170. Besides serving as a reference for the experienced mechanic, this
book also covers step-by-step procedure for the less experienced man. This
manual should be kept in a handy place for ready reference. If properly used, it
will better enable the mechanic to maintain Cessna single-engine aircraft and
thereby establish a reputation for reliable service.
The material presented in this manual is divided into twenty sections. All sec-
tions and their major paragraph titles are listed in the table of contents at the
front of the book. A section table of contents, listing each paragraph and the
page on which it appears, is located at the front of each individual section. All
information, illustrations, and specifications contained in this manual are based
on the latest information available at the time of publication.
This information is supplemented and kept current by service letters and service
news letters published by Cessna Aircraft Company. This information goes to
all Cessna Dealers so that they have the latest authoritative information for servic-
ing Cessna Airplanes. Therefore, Cessna recommends that all Cessna owners
utilize the Cessna-trained Dealer Service Organization to the fullest, to receive
the benefit of their knowledge and experience.
SERVICE MANUAL
This page intentionally left blank.
ii
SERVICE MANUAL Table of Contents
TABLE OF CONTENTS
SECTION 1 - GENERAL DESCRIPTION Page SECTION 7 - FLAP CONTROL SYSTEMS
General Description ........... 1-1 Flap Control Systems. .......... 7-1

Reference Stations ............ 1-5
SECTION 7A - FLAP CONTROL SYSTEM
SECTION 2 - GROUND HANDLING, SERVICING, (ELECTRIC)
LUBRICATION AND INSPECTION
Flap Control System (Electric) ...... 7A-1
Ground Handling ............. 2-1
Servicing ................ 2-4 SECTION 8 - ELEVATOR CONTROL SYSTEMS
Cleaning .... .... .. ...... 2-6
Lubrication ............... 2-6 Elevator Control Systems. ........ 8-1
Inspection. ............ ... 2-13
SECTION 9 - ELEVATOR TRIM TAB CONTROL
SECTION 3 - FUSELAGE SYSTEMS
Windows and Windshields ......... 3-1 Elevator Trim Tab Control Systems . . . . 9-1
Cabin Doors .............. 3-4
Cabin Door Latches ........... 3-5 SECTION 10 - RUDDER CONTROL SYSTEMS
Baggage Doors ............. 3-9
Seats ................. 3-9 Rudder Control Systems ......... 10-1
Cabin Upholstery ............ 3-9
Headliner and Cabin Top SECTION 11 - STABILIZER CONTROL SYSTEM
Soundproofing ........... 3-16
Carpeting. .............. . 3-16 Stabilizer Trim Control System ...... 11-1
Baggage Compartment Upholstery ..... 3-16
Safety Belts ............... 3-16 SECTION 12 - POWERPLANT
Cargo Tie-Downs ............ 3-20
Description .............. 12-1
SECTION 4 - AIRFRAME Trouble Shooting. ............ 12-3
Engine Removal ............. 12-6
Wings ................. 4-1 Engine Installation ........... . 12-7
Wing Struts .............. 4-5 Extreme Weather Maintenance. ...... 12-7
Fin .................. 4-7 Starting Systems ............ 12-9
Horizontal Stabilizer ........... 4-12 Engine Controls ............. .12-12
Ignition . . . . . . . . . . . . . . .. 12-15
SECTION 5 - LANDING GEAR Engine Cowling ............. 12-32
Baffles . . . . . . . . . . . . . . . .12-32
Landing Gear .............. 5-1 Engine Mounts. ............ .12-32
Main Gear. ............... 5-3 Oil System . .......... . .12-34
Main Wheel and Axle . .......... 5-4 Exhaust System .... .... ..12-36
Main Wheels (Goodyear) ......... 5-5
Main Wheels (Cleveland) ......... 5-10 SECTION 12A - MODEL 185 POWERPLANT
Main Wheel Alignment .......... 5-16
Crosswind Wheels ............ 5-16 Description ............ .12A-1
Nose Gear. ............... 5-16 Trouble Shooting ......... .12A-3
Nose Wheel ............... 5-26 Engine Removal ......... .12A-5
Nosewheel Steering System ........ 5-29 Engine Installation ........... 12A-6
Tailgear ............... 5-30B Extreme Weather Maintenance . .... 12A-6
Anti-Swivel Mechanism (Model 185) . . .5-30B Starting System ............ 12A-7
Tailwheel .............. . 5-30B Fuel Injection System ......... .12A-7
Speed Fairings. ............. 5-31 Engine Controls ......... . 12A-10
Brake System ............... 5-33 Ignition ............... 12A-11
Parking Brake Systems. ......... 5-39 Engine Cowling ............ 12A-11
Baffles . .. .. .... .. . ... 12A-11
SECTION 6 - AILERON CONTROL SYSTEM Engine Mount ............. 12A-12
Oil System. .............. 12A-
Aileron Control System .......... 6-1 Exhaust System ............ 12A-12
iii
Table of Contents SERVICE MANUAL
TABLE OF CONTENTS (Cont)
SECTION 13 - FUEL SYSTEMS SECTION 18 - ELECTRONIC SYSTEMS
Fuel Systems ............... 13-1 Deleted. See the "Cessna Electronics Manual
and Parts Catalog.
SECTION 14 - PROPELLERS
SECTION 19 - STRUCTURAL REPAIR
Propellers ............. .. 14-1
Fixed Pitch Propellers .......... 14-2 Repair Criteria ......... . 19-1
Hartzell Propeller ........... 14-5 Equipment and Tools .......... 19-1
McCauley Propeller ......... . 14-9 Control Surface Balancing ........ 19-3
Propeller Governor .......... .14-12 Skin Repair Materials .......... 19-7
Wing . . ... . .. . . .. . . .... 19-8
SECTION 14A - PROPELLERS (MODEL BHC- Wing Skin ................ 19-8
C2YF-1) Wing Ribs. ............... 19-8
Wing Spars ............... 19-8
Propellers (Model BHC-C2YF-1) . . .. 14A-1 Ailerons ................ 19-8
Flaps. ................ .19-24
SECTION 15 - HEATING, VENTILATING Tail Group .............. .19-26
Vertical Fin and Dorsal Area ....... 19-26
Heating ........... . .. ... 15-1 Stabilizer ........... ... .19-26
Cabin Air Ventilation .......... 15-1 Elevators and Rudder ......... .19-26
Fuselage .............. 19-27
SECTION 16 - INSTRUMENTS AND INSTRUMENT Bulkheads. ................ 19-27
SYSTEMS Landing Gear Bulkheads ....... . .19-30
Replacement of Hi-Shear Rivets . .... .19-30
General.. ............... 16-1 Firewall Damage ........... .19-30
Instrument Panels ............ 16-1 Replacement of Portions of Skin Panels . .19-30
Pitot and Static Systems ......... 16-4 Engine Mount .............. 19-36
Vacuum Systems .......... .16-11 Baffles ................ .19-36
Engine Indicators ............ 16-18 Engine Cowling ............ 19-36
Magnetic Compass ......... ... 16-25 Royalite Repairs ............. 19-36
Stall Warning System .......... 16-26 Fiberglas Repairs ......... ... 19-36
Turn-and-Bank Indicator ........ 16-26
SECTION 20 - PAINTING
SECTION 17 - ELECTRICAL SYSTEMS
Painting ... ........ ..... 20-1
Electrical Power Supply System ..... . 17-2 Enmar 27H Series Lacquer ....... . 20-1
Battery and External Power System .... 17-2 Enmar 82A Series Vinyl ......... 20-1
Generator Power System ........ .17-10 Hi-Visibility Paint .......... 20-3
Aircraft Lighting System ........ .17-14 Fiberglas Speed Fairings ........ 20-3
Stall Warning Circuit. ......... .17-24
Pitot and Stall Warning Heat Circuits. . . .17-24
Index of Electrical Wiring Diagrams .... 17-25
Symbols Chart. .............. 17-27
iv
SERVICE MANUAL General Description
SECTION 1
GENERAL DESCRIPTION
1-1. GENERAL DESCRIPTION. The Cessna marked degree of fin and rudder sweep-back. Other
single-engine aircraft described in this manual are refinements, such as a lower ground attitude, wider
similar in that all models are of a high-wing mono- main landing gear, engine and propeller model
plane configuration, employing patented spring- changes, and internal and external styling, have
steel main landing gear struts, opposed air-cooled been made from time to time.
Continental engines, and all-metal semi-monocoque
airframe construction. Except for the Model 150 Leading particulars of each model, with dimensions
series aircraft, which have four-cylinder engines, based on gross weight, are given in the following
these aircraft use six-cylinder engines. The Model charts. If these dimensions are used for con-
150 is two-place and all others except the Model 185 structing a hangar or computing clearances, re-
are four-place. The Model 185 is a multi-purpose member that such factors as nose strut inflation,
aircraft, designed as a one-, two-, four-, or six- tire inflation, and load distribution may result in
place aircraft. An auxiliary seat may be installed some dimensions that are considerably different
in most models. The Models 180 and 185 are equip- from those listed. Control surface travels are
ped with tailwheels and the others have a tricycle- listed in nominal degrees; refer to the applicable
type landing gear. Beginning in 1960, Models 172, section of this manual for specific travels and
175, and 182 series aircraft were designed with a tolerances.
MODEL 150
DESIGN GROSS WEIGHT ......... 1500 lb ELEVATOR TRIM TAB TRAVEL

TOTAL FUEL CAPACITY ......... 26 gal Up .................. 10 °
OIL CAPACITY .... ... .... ... 6 qt Down .. . .. .... . . .. . ... 20 °
ENGINE MODEL (Continental) . . ... 0-200-A PRINCIPAL DIMENSIONS
HP RATING ......... ...... 100 Wing Span (prior to 1962) . ..... 33'4"
RATED RPM ............ . 2750 Wing Span (1962 & on) .. ..... 33'6"
MAIN WHEELS ............ 5:00 x 5 Tail Span ............... 10'
Pressure .............. 30 psi Length ............ .. *21'6"
NOSE WHEEL ............. 5:00 x 5 Height ............. **6'11"
Pressure .............. 30 psi Track Width .............. 6'5"
AILERON TRAVEL BATTERY LOCATION
°
Up .................. 20 Aft of baggage compartment
Down . ................ 15 ° SERIAL NUMBERS
FLAP TRAVEL .............. 39 ° 1959 ........... 17001 thru 17683
RUDDER TRAVEL 1960 ........... 17684 thru 17999
Right ................. 16 ° & 59001 thru 59018
Left . .... ... ... .. .... 16 ° 1961 (150A) .. ... 15059019 thru 15059350
ELEVATOR TRAVEL 1962 (150B) ......... 15059351 & on
Up .................. 25°
Down . . . . . . . . . . . . . . . . . 15 °
*If bullet-shaped spinner is installed, add approximately 6" to length.

**If rotating beacon is installed on vertical fin, add approximately 3" to height.
1-1
General Description SERVICE MANUAL
MODEL 172
DESIGN GROSS WEIGHT ELEVATOR TRIM TAB TRAVEL

Prior to 1962 ... ....... . 2200 lb Up .................. 28 °
1962 & on .............. 2250 lb Down .............. .. . 13 °
TOTAL FUEL CAPACITY ......... 42 gal PRINCIPAL DIMENSIONS
OIL CAPACITY ............. 8 qt Wing Span (prior to 1962) ........ 36'
ENGINE MODEL (Continental) Wing Span (1962 & on) ........ 36'2"
Prior to 1960 ........... O-300-A Tail Span .............. 10'8"
1960 & on ............. O-300-C Length (prior to 1960) ......... 25'
1961 & on (Skyhawk) ........ O-300-D Length (1960 & on) .......... 26'6"
HP RATING ................ 145 Height (prior to 1960) ........ **8'6"
RATED RPM ................... 2700 Height (1960) ............ **8'4"
MAIN WHEELS ............ 6:00 x 6 Height (1961 & on) ........... **8'
Pressure ......... ..... 23 psi Track Width ........ ...... 7'2"
NOSE WHEEL . . ..... 5:00 x 5 BATTERY LOCATION
Pressure (tube type tire) ...... 26 psi Forward left side of firewall
Pressure (tubeless tire) ....... 35 psi SERIAL NUMBERS
AILERON TRAVEL 1956 ........... 28000 thru 29174
Up .................. 20 ° 1957 ........... 29175 thru 29999
Down ................. 15 ° & 36000 thru 36215
FLAP TRAVEL .............. 39 ° 1958 ........... 36216 thru 36965
RUDDER TRAVEL 1959 ........... 36966 thru 36999
Right ................. *16 ° & 46001 thru 46754
Left ................. *16 ° 1960 (172A) ... . .... 46755 thru 47746
ELEVATOR TRAVEL 1961 (172B) ..... 17247747 thru 17248734
°
Up .. . . .. ...... .... .. 28 1962 (172C) ... . .. . .. 17248735 & on
°
Down ............ ......... . 26
*Rudder travel on swept tails measured parallel to water line. When measuring perpendicular to hinge
line, equivalent is 17°44 ' .
MODEL 175
DESIGN GROSS WEIGHT RATED RPM (Crankshaft) ......... 3200

Prior to 1962 . ........... 2350 lb MAIN WHEELS ............ 6:00 x 6
1962 & on .............. 2450 lb Pressure .... .. 23 psi
TOTAL FUEL CAPACITY ......... 52 gal NOSE WHEEL ............. 5:00 x 5
OIL CAPACITY . ............. 10 qt Pressure (tube type tire) .. . 26 psi
ENGINE MODEL (Continental) Pressure (tubeless tire) ...... . 35 psi
Prior to 1960 . ......... GO-300-A AILERON TRAVEL
1960 & on . ....... ...... GO-300-C Up .................. 20 °
1961 (Skylark) .......... GO-300-D Down ............. ......... 15 °
1962 & on (Skylark) ........ GO-300-E FLAP TRAVEL .............. 39 °
HP RATING . .......... 175
1-2
MODEL 175 (Cont)

RUDDER TRAVEL Length (prior to 1960) ......... 25'
Right ................. *16 ° Length (1960 & on) ........ 26'6"
Left ................. *16 ° Height (prior to 1960) ........ **8'6"
ELEVATOR TRAVEL Height (1960 & on) ........... **8'
Up .................. 28 ° Track Width ........ ..... 7'2"
Down .............. .. . 26 BATTERY LOCATION
ELEVATOR TRIM TAB TRAVEL Aft of baggage compartment
Up .................. 28 ° SERIAL NUMBERS
Down ................ 13° 1958 .............. 55001 thru 55703
PRINCIPAL DIMENSIONS 1959 ........... 55704 thru 56238
Wing Span (prior to 1962) ........ 36' 1960 (175A) ........ 56239 thru 56777
Wing Span (1962 & on) ........ 36'2" 1961 (175B) ..... 17556778 thru 17557002
Tail Span .............. 10'8" 1962 (175C) ......... 17557003 & on
*Rudder travel on swept tails measured paralled to water line. When measuring perpendicular to hinge
line, equivalent is 17 44 ' .
MODEL 180
DESIGN GROSS WEIGHT ELEVATOR TRAVEL

Prior to 1957 ... ........ . 2550 lb Up ................. . *25 °
1957 & on ..... . 2650 lb Down . .............. *23 °
TOTAL FUEL CAPACITY (prior to 1957) . . 60 gal STABILIZER TRAVEL (prior to 1960)
TOTAL FUEL CAPACITY (1957 & on) . . 65 gal Up .......... 1°50'
OIL CAPACITY ........ 12 qt Down ...... ......... . 8°20'
ENGINE MODEL (Continental) STABILIZER TRAVEL (1960 & on)
Prior to 1955 ........ .. . O-470-A Up . ................ 0°45'
1955 .......- 470-J Down .......... ..... 8°45 '
1956 thru 1959 .......... O-470-K PRINCIPAL DIMENSIONS
1960 & 1961 ........ O-470-L Wing Span (prior to 1962) ........ 36'
1962 & on. ........ O-470-R Wing Span (1962 & on) ....... 36'2"
HP RATING Tail Span ............. 10'10"
O-470-A and -J ........... 225 Length ......... 25'6"
O-470-K, -L, and -R ....... .. 230 Fin Height ....... **7'6"
RATED RPM Track Width ....... . . ..... 7'8"
O-470-A, -K, -L, and R ....... 2600 BATTERY LOCATION
O-470-J ............. 2550 Aft of baggage compartment
MAIN WHEELS ............ 6:00 x 6 SERIAL NUMBERS
Pressure .............. 28 psi 1953 ......... . 30000 thru 30639
TAILWHEEL ........... 8:00 S.C. 1954 .......... 30640 thru 31260
Pressure ....... ...... 35 psi 1955 ........... 31261 thru 32150
AILERON TRAVEL 1956 ........... 32151 thru 32661
Up ....... ... ........ 20 ° 1957 (180A) .. ...... 32662 thru 32999
Down ..................... 15 ° & 50001 thru 50105
FLAP TRAVEL .............. 39 ° 1958 (180A) ........ 50106 thru 50355
RUDDER TRAVEL 1959 (180B) ........ 50356 thru 50661
Right ...... ........ ... 24 ° 1960 (180C) .. ...... 50662 thru 50911
Left ................. 24 ° 1961 (180D) ..... 18050912 thru 18051063
1962 (180E) ......... 18051064 & on
*With stabilizer full down.

1-3
General Information SERVICE MANUAL
MODEL 182
DESIGN GROSS WEIGHT STABILIZER TRAVEL (1960 & 1961)

Prior to 1957 ... ........... 2550 lb Up ................. . 045'
1957 thru 1961 .......... . 2650 lb Down ............ 8°45'
1962 & on ............ 2800 lb ELEVATOR TRIM TAB TRAVEL (1962 & on)
TOTAL FUEL CAPACITY (prior to 1957) . . 60 gal Up .................. 25 °
TOTAL FUEL CAPACITY (1957 & on) . . 65 gal Down ... ............ 15 °
OIL CAPACITY ............. 12 qt PRINCIPAL DIMENSIONS
ENGINE MODEL (Continental) Wing Span (prior to 1962) ........ 36'
Prior to 1962 ........... O-470-L Wing Span (1962 & on) ........ 36'2"
1962 & on ............. O-470-R Tail Span .............. 10'10"
HP RATING ................ 230 Length (prior to 1960) ........ 25'4"
RATED RPM . . . . . . . . . . . . 2600 Length 1960 & 1961) ......... 27'4"
MAIN WHEELS ............ 6:00 x 6 Length (1962 & on) .......... 27'9"
Pressure (prior to 1962) ....... 28 psi Height (1956) ............ ***9'3"
Pressure (1962 & on) ......... 32 psi Height (1957 thru 1960) ..... . ***8'6"
NOSE WHEEL ............. 5:00 x 5 Height (1961) ...... ***7'5"
Pressure (tube type tire) ....... 29 psi Height (1962 & on) ......... ***7'10"
Pressure (tubeless tire) ....... 45 psi Track Width (1956) ..... ..... 7'8"
AILERON TRAVEL Track Width (1957 thru 1961) ...... 8'2"
Up .................. 20 ° Track Width (1962 & on) .... .. 7'11"
Down ................. 15 ° BATTERY LOCATION
FLAP TRAVEL .............. 39 ° Aft of baggage compartment
RUDDER TRAVEL SERIAL NUMBERS
Right ................. *24 ° 1956 ........... 33000 thru 33842
Left ................. *24 ° 1957 (182A) ........ 33843 thru 34753
ELEVATOR TRAVEL (prior to 1962) 1958 (182A) ........ 34754 thru 34999
Up . ................. **25 ° & 51001 thru 51556
Down ................ **23 ° 1959 (182B) ........ 51557 thru 52358
ELEVATOR TRAVEL (1962 & on) 1960 (182C) ........ 52359 thru 53007
Up .................. 26 ° 1961 (182D) ..... 18253008 thru 18253598
Down . .. . ............. 17 ° 1962 (182E) ......... 18253599 & on
STABILIZER TRAVEL (prior to 1960)
Up . . . . . . . . . . . . . . . . . . 1°50'
Down ...................... 820'
*Rudder travel on swept tails measured parallel to water line. When measuring perpendicular to hinge
line, equivalent is 27°13'.
**With stabilizer full down.
***If rotating beacon is installed on vertical fin, add approximately 3" to height.
MODEL 185
DESIGN GROSS WEIGHT ......... 3200 lb ELEVATOR TRAVEL

TOTAL FUEL CAPACITY ........ 65 gal Up .................. **25 °
OIL CAPACITY .............. 12 qt Down ................ .**23
ENGINE MODEL (Continental) ...... IO-470-F STABILIZER TRAVEL
HP RATING ................ 260 Up ................. 0°45 '
RATED RPM ............... 2625 Down ................ 830'
MAIN WHEELS ............ *6:00 x 6 PRINCIPAL DIMENSIONS
Pressure ............ . *35 psi Wing Span (prior to 1962) ........ 36'
TAILWHEEL .......... 10:00 x 3. 50-4 Wing Span (1962 & on) ........ 36'2"
Pressure .............. 45 psi Tail Span .............. 10'10"
AILERON TRAVEL Length . .............. 25'6"
Up .................. 20 ° Fin Height (including rotating beacon) . . 7'9"
Down ................. 15 ° Track Width .............. 7'7"
FLAP TRAVEL .............. 39 ° BATTERY LOCATION
RUDDER TRAVEL Aft of baggage compartment
°
Right ................. 24 SERIAL NUMBERS
Left ................. °
24 1961 ........ 185-0001 thru 185-0237
1962 (185A) ......... 185-0238 & on
*8:00 x 6 tires are also available. Inflate to 25 psi.
**With stabilizer full down.
1-4
22.12
31.75
44.12
11.0 / 70.69 76.44

36.0 49.69
Figure 1-1. Reference Stations - Model 150
1-5
23.62
39.0
57.125
71.37
Figure MODEL
1-2. Reference
175 Stations - Models 172 & 175
44.0
Figure 1-2. Reference Stations - Models 172 & 175
1-6
23.62
56.53
71.97
85. 87
100.5
118.0
172.0
190.0
23.62
39.0
PRIOR TO 1957 56.53 208.0
89.0
MODEL 182 (1962 & on) -

.- ,
92.0 110.0
0 17.0 65.33 90.0 108.0 140.0 172.0 209.0 230.18
*124. 0 *ADDITIONAL ON MODEL 182 (1962 & on)
44.0 MODELS 180 & 185; MODEL 182 (Prior to 1962)

45.0 MODEL 182 (1962 & on)
Figure 1-3. Reference Stations - Models 180, 182 & 185
1-7
TORQUE VALUES IN POUND-INCHES

FINE THREAD SERIES
STANDARD TYPE NUTS SHEAR TYPE NUTS
BOLT SIZE Alternate Alternate
(See Note 1) (See Note 2) Values MS20364, AN320 Values
AN310 AN316, AN7502 AN320
(See Note 4) (See Note 4)
10-32 20-25 20-28 12-15 12-19

1/4-28 50-70 50-75 30-40 30-48
5/16-24 100-140 100-150 60-85 60-106
3/8-24 160-190 160-260 95-110 95-170
7/16-20 450-500 450-560 270-300 270-390
1/2-20 480-690 480-730 290-410 290-500
9/16-18 800-1000 800-1070 480-600 480-750
5/8-18 1100-1300 1100-1600 660-780 660-1060
3/4-16 2300-2500 2300-3350 1300-1500 1300-2200
7/8-14 2500-3000 2500-4650 1500-1800 1500-2900
1-14 3700-5500 3700-6650 2200-3300 2200-4400
1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300
1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000
CAUTION
These torque values are derived from oil-free cadmium-plated threads.
COARSE THREAD SERIES
BOLT SIZE STANDARD TYPE NUTS SHEAR TYPE NUTS

(See Note 1) (See Note 3) MS20364, AN320, AN316
8-32 12-15 7-9

10-24 20-25 12-15
1/4-20 40-50 25-30
5/16-18 80-90 48-55
3/8-16 160-185 95-100
7/16-14 235-255 140-155
1/2-13 400-480 240-290
9/16-12 500-700 300-420
5/8-11 700-900 420-540
3/4-10 1150-1600 700-950
7/8-9 2200-3000 1300-1800
1-8 3700-5000 2200-3000
1-1/8-8 5500-6500 3300-4000
1-1/4-8 6500-8000 4000-5000
NOTES:
(1) AN3, AN23, AN42, AN173, MS20004, NAS334, NAS464 Series bolts;
AN502, AN503, NAS220 and NAS517 Series Screws.
(2) AN310, AN315, AN345, AN362, AN363, MS20365, AN366, "EB","1452",
"Z1200," "UWN" and other self-locking nuts.
(3) AN310, AN340, MS20365, AN366 and other self-locking anchor nuts.
(4) When using AN310 and AN320 castellated nuts where alignment between
bolt and cotter pin holes is not reached using normal torque values, use
alternate torque values or replace nut.
These torque values are recommended for all procedures contained in this book
except where other values are stipulated.
1-8
SERVICE MANUAL Ground Handling/Servicing
Ground Handling
SECTION 2
GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION
TABLE OF CONTENTS Page
GROUND HANDLING ............ 2-1 Nose Gear Shimmy Dampeners ...... 2-5
Hoisting ................ 2-2 Hydraulic Brake Systems ......... 2-5
Jacking ....... ....... .. . 2-2 Oxygen Cylinder ............. 2-5
Parking ............... . 2-2 Oxygen Face Masks ......... . 2-6
Tie-Down ............... 2-2 CLEANING ............... 2-6
Hangar Storage ............. 2-2 Windshield and Windows ......... 2-6
Outside Storage ............. 2-3 Plastic Control Wheels .......... 2-6
Extended Storage ............ 2-3 Aluminum Surfaces. ........... 2-6
Leveling ................ 2-4 Painted Surfaces............. 2-6
SERVICING ............... 2-4 Engine Compartment ........... 2-6
Fuel Tanks ............... 2-4 Upholstery and Interior. ......... 2-6
Fuel Drains .......... ..... 2-4 Propellers ............ . 2-6
Engine Oil . ........... . 2-4 Wheels . ... ........... 2-6
Induction Air Filters .......... 2-4 SERVICING AND LUBRICATION ....... 2-7
Battery ................. 2-4 INSPECTION. ............... 2-13
Tires ................. 2-5 25-Hour Inspection. ........... 2-13
Nose Gear Struts ............ 2-5 100-Hour Inspection ........... 2-13
2-1. GROUND HANDLING. nose wheel clear of the ground, the airplane can be
turned by pivoting it about the main gear.
2-2. Moving the aircraft by hand is accomplished by
using the wing struts and landing gear as push points.
On tricycle gear airplanes, a tow bar attached to the .
nose gear should be used for steering and maneuver- CAUTION
ing the airplane. Never turn the nose gear more than
30 degrees in either direction or damage will result. Do not push on control surfaces or outboard em-
When no tow bar is available, press down at the hor- pennage surfaces. When pushing on the tail-
izontal stabilizer front spar, adjacent to the fuselage, cone, always apply pressure at a bulkhead to
to raise the nose wheel off the ground. With the avoid buckling the skin.
STANDARD TOW BAR
TOW BAR USED WITH SPEED-FAIRING-

EQUIPPED AIRCRAFT
Figure 2-1. Typical Tow Bars
2-1
Ground Handling/Servicing SERVICE MANUAL
Ground Handling
MAKE JACKING BLOCK OF

4"x 4" WOOD. TRIM ENDS
TO BEAR AGAINST UPPER UNIVERSAL
LANDING GEAR SPRINGS. JACK POINT
CONTOUR TO
CLEAR FUSELAGE
JACK
NOTE
DIMENSION "A" WILL VARY WITH

DIFFERENT MODELS AND YEAR OF
MANUFACTURE. THE JACKING
BLOCK MUST BE LONG ENOUGH
TO BEAR AGAINST THE LANDING
GEAR SPRINGS, CLEAR OF THE
FUSELAGE.
Figure 2-2. Jacking Details
2-3. HOISTING. The airplane may be hoisted with available. In severe weather, follow tie-down and
hoists of two-ton capacity, either by using hoisting storage procedures described below if inside storage
rings (optional equipment) or by using suitable slings. is not available.
The front sling should be attached to each upper engine
mount at the firewall and the aft sling should be posi- 2-6. TIE-DOWN should be accomplished in anticipa-
tioned around the fuselage at the first bulkhead for- tion of high winds. Tie down aircraft as follows:
ward of the leading edge of the stabilizer. a. Tie ropes or chains to the wing tie-down fittings
located at the upper end of each wing strut. Secure
2-4. JACKING. A special main gear jack point the opposite ends of the ropes or chains to ground
which slips over the main gear strut may be used to anchors.
jack one wheel at a time. DO NOT use the brake b. Secure a tie-down line through the nose gear tie-
casting as a jacking point. down ring. On tricycle gear aircraft without a nose
gear tie-down ring, use a rope (no chains or cables)
CAUTION to secure the outer strut to ground anchors.
c. On tricycle gear aircraft, secure the middle of
Flexibility of the gear strut will cause the main a length of rope to ring at tail. Pull each end of rope
wheel to slide inboard as the wheel is raised, away at a 45 ° angle and secure to ground anchors at
tilting the jack. The jack must then be lowered each side of tail. On aircraft with conventional tail-
for a second jacking operation. Jacking both gear, tie down the tailwheel.
wheels simultaneously with universal jack d. Install surface control locks between flap and
points is not recommended. To jack both aileron and over fin and rudder. Be sure electric
wheels use the jacking block illustrated in flaps are not operated inadvertently.
figure 2-2. Keep the airplane from tipping e. Install control lock on pilot's control column if
while using this block. available; if control lock is not available, tie pilot's
control wheel back with front seat belt.
On tricycle gear aircraft, the nose wheel may be f. If rain, sleet, snow, or blown dust are antici-
lifted by weighting the tail down. pated, cover the pitot tube.
2-5. PARKING precautions depend principally on 2-7. HANGAR STORAGE. The aircraft stored in a
local conditions. As a general precaution, it is wise hangar will require little attention. The following
to set the parking brake and install a control lock if operations will maintain it in serviceable condition.
2-2
Ground Handling
NOTE 4. Remove air cleaner and inject corrosion-pre-

ventive oil into induction airbox at the rate of 1/2 gal-
If the airplane is to be stored foralongperiod, lon per minute until smoke comes from the exhaust
see EXTENDED STORAGE instructions. stack, then increase spray until the engine stops. Do
not turn crankshaft after engine stops.
a. Turn the propeller over by hand every few days -
to maintain an oil film on the internal parts of the CAUTION
engine.
b. Keep the fuel tanks full to prevent moisture con- Injecting oil too fast can cause a hydrostatic
densation in the tanks. lock.
c. Keep the battery fully charged to prevent it from
freezing in an unheated hangar. 5. Remove spark plugs and spray corrosion-pre-
ventive oil into upper spark plug holes, then into low-
2-8. OUTSIDE STORAGE. Short-term outside storage er spark plug holes.
of the aircraft requires secure tie-down combined with 6. Replace lower plugs or install solid plugs.
the precautions listed in paragraph 2-6. In addition, 7. Install dehydrator plugs in upper spark plug
suitable protective covers, if available, should be holes.
installed. 8. Install shipping plugs or other suitable covers
over detached spark plug cable terminals.
2-9. EXTENDED STORAGE. Lengthy storage re- 9. Cover all engine and accessory openings.
quires the following precautions besides good tie-down 10. Drain corrosion-preventive oil from sump and
or hangaring. replace plug.
a. Engine: 11. Post a conspicuous warning against propeller
1. Warm up engine and drain engine oil. movement on the aircraft.
2. Fill sump with pre-heated corrosion preventive b. Airframe:
oil (Continental recommends Cosmoline No. 1223, sup- 1. Lubricate all airframe items.
plied by E. F. Houghton & Co, 310 W. Lehigh Ave, 2. Seal and cover all openings.
Philadelphia, Pa.). c. Battery:
3. Operate engine five minutes at 1200-1500 rpm 1. Remove from aircraft and service periodically.
with 215-225°F oil temperature. d. Block up fuselage to take weight off tires.
TAIL
WHEEL
SECURE CONTROL WHEEL

SET PARKING BRAKE OR WITH CONTROL LOCK
USE WHEEL CHOCKS OR SAFETY BELT
Figure 2-3. Tie-Down Details
2 -3
Leveling
NOTE minimum-for-flight quantities listed. Oil should be

added to the full mark on the dipstick if extended
Tires will take a set, causing wheels to flight is planned.
become out-of-round, if an airplane is left
parked for more than a few days. For this MODEL 150 172 175 180, 182
reason a stored airplane should not have its & 185
weight on the tires. Total Capacity
(quarts) 6 8 10 12
2-10. LEVELING. An upper cabin door sill may be Add oil
used to level the aircraft longitudinally, and corres- if below 4 6 6 9
ponding points on both sills may be used to level the
aircraft laterally. Oil should be changed every 25 hours. At the time
of oil change, remove the engine oil screen and
2-11. SERVICING. (See figure 2-4.) wash with solvent (Fed. Spec. P-S-661). On air-
craft equipped with a Fram oil filter, the oil should
2-12. FUEL TANKS should be filled immediately still be changed at 25-hour intervals and the filter
after flight to lessen moisture condensation. Tank element should be replaced every 100 hours. On
capacities are given below in U.S. gallons. Some aircraft equipped with a Winslow or AC full-flow oil
aircraft have optional larger tanks. filter, change engine oil and filter element at 50-
hour intervals. Change oil every four months even
MODEL 150 172 175 180, 182 though less than 50 hours have accumulated. Re-
& 185 duce these periods for prolonged operation in dusty
areas, in cold climates where sludging conditions
TOTAL exist, or where short flights and long idle periods
CAPACITY 26 42 52 65 are encountered which cause sludging conditions.
Always change oil and replace filter element when-
CAPACITY ever oil on dipstick appears dirty.
EACH TANK 13 21 26 32.5
It is recommended that detergent oil not be used
RECOMMENDED during the first 25 hours of engine operation, in
FUEL GRADE: 80/87 octane minimum, aviation order to permit piston rings to seat properly. This
grade, for all except the Model 185, which requires applies to an overhauled engine as well as a new one.
100/130 octane, aviation grade. After the first 25 hours, either straight mineral oil
or detergent oil may be used. If a detergent oil is
NOTE used, it must conform to Continental Motors Corpo-
ration Specification MHS-24.
Fuel capacity for Models 180 and 182 prior
to 1957 is 60 gallons total, 30 gallons each 2-15. INDUCTION AIR FILTERS keep dust and dirt
tank. from entering the induction system. They should be
serviced every 25 hours, oftener under dusty condi-
2-13. FUEL DRAINS are located at various points in tions. Under extremely dusty conditions, daily main-
the fuel systems to provide for drainage of water and tenance of the filter is recommended.
sediment. Each airplane is equipped with a fuel a. Remove the filter and wash in solvent (Fed. Spec.
strainer drain valve, fuel line or selector valve P-S-661). The newer "dry" filters used on some
drain plugs or valves, and fuel tank sump drain models may be cleaned by blowing with compressed
plugs or valves. In many aircraft the fuel strainer air (not over 100 psi) from the back side, or they
drain valve may be operated by a control located at may be washed with mild household detergent and
the instrument panel. warm water.
b. Drain and dry, then dip flock-coated screen
2-14. ENGINE OIL should be checked with the oil filters in same grade of oil used in engine, and drain
dipstick 5 to 10 minutes after shutdown to allow the off the excess oil. The newer type should be allowed
oil to flow back to the sump. When adding or chang- to dry if washed.
ing oil, use the following aviation grades: c. Be sure airbox is clean, inspect filter and re-
place if necessary, then install. Maximum recom-
mended life of the dry (paper element) filters is 300
hours.
Below 40°F (150, 172, 175) SAE 20
Below 40°F (180, 182, 185) SAE 30 NOTE
Above 40°F (150, 172, 175) SAE 40
Above 40°F (180, 182, 185) SAE 50 Keeping a supply of clean, serviced filters
on hand will speed up air filter servicing.
Refer to figure 2-5.
Oil capacities for the various models are given be-
low. If the aircraft is equipped with an external 2-16. BATTERY servicing involves adding distilled
filter, one additional quart is required when the fil- water to maintain the electrolyte even with the hori-
ter element is changed. When servicing the oil sys- zontal baffle plate or split ring at the bottom of the
tem, oil should be added if the oil level is below the filler holes, checking the battery cable connections,
2-4
Servicing
and neutralizing and cleaning off any spilled elec- off with a clean dry cloth to remove dust and
trolyte or corrosion. Use bicarbonate of soda (bak- grit which may cut the seals in the strut barrel.
ing soda) and water to neutralize electrolyte or cor- Do not wipe the strut with hydraulic fluid, since
rosion. Follow with a thorough flushing with water. this tends to collect even more dust and grit.
Brighten cables and terminals with a wire brush,
then coat with petroleum jelly before connecting. The 2-19. NOSE GEAR SHIMMY DAMPENERS should be
battery box also should be checked and cleaned if any serviced at least every 100 hours. The dampener
corrosion is noticed. Distilled water, not acid or must be filled completely with fluid, free of en-
"rejuvenators" should be used to maintain electro- trapped air, to serve its purpose. Two types of
lyte level. Check the battery every 25 hours (or at dampeners were used, one of which must be removed
least every 30 days), oftener in hot weather, to check fluid level and refill. If the dampener has a
filler plug, refill as follows:
2-17. TIRES should be maintained at the air pres- a. Remove the filler plug.
sures specified below in psi. When checking tire b. Using the tow bar, turn the nose gear in the
pressure, examine tires for wear, cuts and bruises. direction that places the dampener piston at the end
opposite the filler plug.
MODEL 150 172 175 180 182 185 c. Fill with MIL-H-5606 hydraulic fluid.
d. Install and safety the filler plug.
MAIN If the dampener does not have a filler plug, refill as
TIRES 30 23 23 28 *28 **35 follows:
a. Remove the dampener from the airplane.
NOSE b. Pull the fitting end of the dampener shaft to its
(OR TAIL) travel limit.
TIRES 30 ***26 ***26 35 ***29 45 c. Fill through the opposite end with MIL-H-5606
hydraulic fluid, while holding the dampener vertical.
*32, 1962 and on. d. Push the shaft upward slowly to seal off the
**35, for 6:00 x 6 tires; 25, for 8:00 x 6 tires, filler hole, and reinstall the dampener on the air-
***These pressures are used for tube-type tires and plane. Be sure to keep the shaft protruding through
magnesium nose wheels only. The pressures for the filler hole until the dampener is installed.
tubeless tires and aluminum nose wheels are: 172 An alternate method of filling either type shimmy
and 175, 35 psi; 182, 45 psi. The older, magnesium dampener is to submerge it in clean hydraulic fluid
wheels used on these models can be easily identified and work the dampener shaft back and forth (filler
by the presence of six webs which are evenly spaced plug removed) to expel air and fill completely
between the rim and center hub. The newer, alumi- with fluid.
num wheels do not have these webs. The higher
pressures help prevent damage to wheel flanges. NOTE
NOTE Keep the shimmy dampener, especially the ex-

posed portions of the dampener shaft wiped off
Since low tire pressure may result in leakage with a clean dry cloth to remove dust and grit
around tubeless tire beads, the recommended which may cut the seals in the dampener barrel.
tire pressures should be maintained. Es- Do not wipe the shaft with hydraulic fluid, since
pecially in cold weather, remember that any this tends to collect even more dust and grit.
drop in temperature of the air inside a tire
causes a corresponding drop in pressure. 2-20. HYDRAULIC BRAKE SYSTEMS should be
checked for fluid at least every 100 hours. Add MIL-
2-18. NOSE GEAR STRUTS require periodic check- H-5606 hydraulic fluid at the brake master cylinders
ing to ensure that the strut is filled with hydraulic as required. Brakes should be bled of entrapped air
fluid and is inflated to the correct air pressure. The whenever there is a spongy response to the brake
servicing procedure is stated on the strut placard, pedals.
or the following procedure may be used.
a. Remove valve cap and release all air. 2-21. OXYGEN CYLINDER. Some aircraft are
b. Remove valve housing assembly. equipped with an optional oxygen system. The oxygen
c. Compress strut completely (that is, with the cylinder should be refilled when oxygen system pres-
stops in contact with the outer barrel hub). sure is below 300 psi. When fully charged, the
d. Fill strut level to valve hole with MIL-H-5606 cylinder contains 48 cubic feet of oxygen at 1800
hydraulic fluid. psi at 70°F. To refill the oxygen cylinder:
e. Lift nose of aircraft and extend strut, a. Unfasten baggage compartment rear wall or
f. Replace valve housing assembly and inflate the access plate to gain access to the oxygen cylinder.
strut with nose wheel off the ground. Inflate to 35 b. Turn off oxygen cylinder valve by turning it
psi (20 psi on the Model 150 and 50 psi on the full clockwise.
Model 182, 1962 and on). c. Disconnect oxygen line from cylinder.
d. Loosen clamps securing cylinder and remove
NOTE cylinder.
e. Refill cylinder with aviators' breathing oxygen
Keep the nose gear shock strut, especially (Fed. Spec. BB-O-925, or equivalent).
the exposed portion of the strut piston, wiped f. Reverse the above steps to install the cylinder.
2-5
Cleaning
WARNING 2-26. ALUMINUM SURFACES require a minimum of

care, but should never be neglected. The airplane
Oil, grease, or other lubricants in contact may be washed with clean water to remove dirt, and
with oxygen create a serious fire hazard, and with carbon tetrachloride or other non-alkaline
such contact must be avoided. Only a thread grease solvents to remove oil and/or grease. House-
compound approved under MIL-T-5542 can be hole type detergent soap powders are effective
used safely on oxygen systems. Apply only to cleaners, but should be used cautiously since some
the first three threads of male fittings to pre- of them are strongly alkaline. Many good aluminum
vent thread seizure. cleaners, polishes, and waxes are available from
commercial suppliers of aircraft products.
NOTE
2-27. PAINTED SURFACES are best cared for by
Some oxygen systems are equipped with a washing with clean water and a mild soap, then wax-
filler valve so the system may be refilled ing with any good automotive wax. Use only clean,
without removing the oxygen cylinder. cold water and a mild soap during the initial curing
period of the paint, which may be as long as 90 days.
2-22. OXYGEN FACE MASKS. Disposable oxygen
face masks are normally stowed in a plastic bag on 2-28. ENGINE COMPARTMENT cleaning is essen-
the baggage shelf. Oxygen servicing should include tial to minimize any danger of fire, and for proper
checking the condition of the face masks and a re- inspection of components. The engine and engine
plenishment of the supply as required. compartment may be washed down with a suitable
solvent, then dried thoroughly.
2-23. CLEANING.
2-29. UPHOLSTERY AND INTERIOR cleaning pro-
2-24. Keeping the aircraft clean is important. Be- longs the life of upholstery fabrics and interior trim.
sides maintaining the trim appearance of the airplane To clean the interior:
cleaning lessens the possibility of corrosion and a. Empty the ash trays.
makes inspection and maintenance easier. b. Brush out or vacuum clean the carpeting and
upholstery to remove dirt.
2-25. WINDSHIELDS AND WINDOWS should be c. Wipe off leather, Royalite, and plastic sur-
cleaned carefully with plenty of fresh water and soap, faces with a damp cloth.
using the palm of the hand to feel and dislodge any d. Soiled upholstery fabrics and carpeting may be
caked dirt or mud. A sponge, soft cloth or chamois cleaned with a foam-type detergent, used accord-
may be used, but only as a means of carrying water ing to the manufacturer's instructions.
to the plastic. Dry with a clean, damp chamois. e. Oily spots and stains may be cleaned with
Rubbing with a dry cloth will build up an electro- household spot removers, used sparingly. Before
static charge which will attract dust particles. Oil using any solvent, read the instructions on the con-
and grease may be removed by rubbing lightly with tainer and test it on an obscure place in the fabric
a kerosene-moistened cloth. to be cleaned. Never saturate the fabric with a
volatile solvent; it may damage the padding and
CAUTION backing materials.
f. Scrape off sticky materials with a dull knife,
then spot clean the area.
Do not use gasoline, alcohol, benzene, acetone,
carbon tetrachloride, fire extinguisher fluid, 2-30. PROPELLERS should be wiped off occasion-
de-icer fluid, lacquer thinner or glass window ally with an oily cloth to clean off grass and bug
cleaning spray. These solvents will soften stains. In salt water areas this will assist in
and craze the plastic. corrosion-proofing the propeller.
2-25A. PLASTIC CONTROL WHEELS and other 2-31. WHEELS should be washed off periodically
plastic parts, such as some fuel valve handles, and examined for corrosion, chipped paint, and
should be cleaned with soap and water. Observe cracks or dents in the wheel castings. Sand smooth,
the precautions listed in the preceding paragraph. prime, and repaint minor defects.
2-32. LUBRICATION. (See figure 2-4.)
2-6
Servicing
1 2 3 4 5 6
DAILY
3 FUEL TANK FILLERS

Fill after each flight. Keep full to retard condensation. Refer to paragraph 2-12 for tank
capacities and fuel grades.
5 FUEL TANK SUMP DRAINS

If optional quick-drain valves are installed, drain off any water and sediment before the first
flight of the day.
6 OXYGEN CYLINDER
Check for anticipated requirements before each oxygen flight. Refer to paragraph 2-21 for de-
tailed servicing instructions.
8 PITOT AND STATIC PORTS

Check for obstructions before first flight of the day.
SERVICING
Figure 2-4. Servicing and Lubrication - Sheet 1 of 5
2-7
Servicing
12 OIL DIPSTICK
Check on preflight. Add oil as necessary.
17 FUEL STRAINER
Drain off any water and sediment before the first flight of the day.
25 HOURS
7 BATTERY
Check level of electrolyte every 25 hours (or at least every 30 days), oftener in hot weather.
Maintain level of electrolyte even with the horizontal baffle plate or split ring at the bottom of
the filler holes by adding distilled water only.
13 OIL FILLER AND DRAIN

Change engine oil and clean oil screen every 25 hours, oftener under severe operating con-
ditions. Refer to paragraph 2-14 for detailed servicing instructions.
16 INDUCTION AIR FILTER
Service every 25 hours, oftener under dusty conditions. Refer to paragraph 2-15 for detailed
servicing instructions.
50 HOURS
18 WINSLOW OR AC OIL FILTER
Change engine oil and replace filter element every 50 hours. Refer to paragraph 2-14 for
oil filter servicing.
100 HOURS
FUEL/AIR CONTROL UNIT SCREEN
Every 100 hours, remove and clean the screen in the bottom of the fuel/air control unit on
fuel injection engines, then reinstall and resafety the screen.
2 GYRO INSTRUMENT AIR FILTERS

Replace every 100 hours and when erratic or sluggish responses are noted with normal suction
gage readings.
4 FUEL LINE DRAIN PLUGS OR VALVES

Every 100 hours, remove plugs, drain off any water and sediment, reinstall plugs, and
resafety. Some aircraft use drain valves instead of drain plugs.
5 FUEL TANK SUMP DRAINS
If quick-drain valves are not installed, remove plugs and drain off any water and sediment
every 100 hours. Reinstall and resafety plugs.
SERVICING
2-8 Figure 2-4. Servicing and Lubrication - Sheet 2 of 5

Servicing
10 BRAKE MASTER CYLINDERS

Every 100 hours, check fluid level and refill if required with MIL-H-5606 hydraulic fluid.
14 SHIMMY DAMPENER
Every 100 hours, check fluid level in shimmy dampener, refill if required. Refer to paragraph
2-19 for detailed instructions.
17 FUEL STRAINER AND ELECTRIC FUEL PUMP SCREENS

Disassemble and clean strainer bowl and screen every 100 hours. On fuel injection aircraft,
remove and clean screens in electric fuel pumps every 100 hours.
18 FRAM OIL FILTER
Replace filter element whenever oil on dipstick appears dirty; maximum interval, 100 hours.
Refer to paragraph 2-14 for detailed instructions.
19 VACUUM SYSTEM OIL SEPARATOR

Remove, flush with solvent, dry with compressed air every 100 hours.
20 SUCTION RELIEF VALVE SCREEN

Every 100 hours, check inlet screen for cleanliness. Remove, flush with solvent, and dry with
compressed air if required.
AS REQUIRED
9 TIRES
Maintain proper tire inflation as given in paragraph 2-17. Remove oil and grease with soap and
water; periodically check tires for wear, cuts, and bruises.
GROUND SERVICE RECEPTACLE
Connect to 12-volt, DC, negative-ground power unit for cold weather starting and lengthy
ground maintenance of the electrical system. Master switch should be turned on before con-
necting a generator type external power source; it should be turned off before connecting a
battery type external power source.
15 NOSE GEAR SHOCK STRUT

Keep strut filled and inflated to correct pressure. Refer to paragraph 2-18 for servicing
instructions.
The military specifications listed throughout this book are not mandatory, but are
intended as guides in choosing satisfactory materials. Products of most reputable
manufacturers meet or exceed these specifications.
SERVICING
Figure 2-4. Servicing and Lubrication - Sheet 3 of 5 2-9

Lubrication
HARTZEI L-
PROPE LLER STEERING SYSTEM TAIL ,
GB NEEDLE BEARINGS GEAR
SHIMMY
DAMPENER
PIVOTS TORQUE
BATTERY
NOSE GEAR
* When lubricating Hartzell propellers.
use any good quality general purpose
lithium base waterproof grease. Re-
move grease fitting adjacent to the **WHEEL **Clean and repack at first 100-hours;
fitting being greased and fill until the BEARINGS thereafter, at each 500-hour inspec-
grease oozes from adjacent hole. The tion, or more often in dusty or humid
newly-designed Hartzell propellers areas, or if more than usual number
should be lubricated in the same way. of take-offs are made. Use MIL-G-
25760 (or equivalent) grease.
CONTROL COLUMN
MODEL 182 (1962 & ON) NOTE
The military specifications listed

below are not mandatory, but are
intended as guides in choosing
MAIN satisfactory materials. Products
GEAR of most reputable manufacturers
THRUST BEARING meet or exceed these specifications.
FREQUENCY (HOURS)
NEEDLE BEARINGS
NEEDLE BEARING ........ METHOD OF APPLICATION
NOTE HAND GREASE OIL SYRINGE

GUN CAN (FOR POWDERED
Sealed bearings require no lubrication. GRAPHITE)
McCauley propellers are lubricated at overhaul LUBRICANTS

and require no other lubrication. GG- POWDERED GRAPHITE
GB -MIL-G-7711 GREASE
Do not lubricate roller chains or cables except OGP-MIL-L-7870 GENERAL PURPOSE OIL
under seacoast conditions. Wipe with a clean VV-PETROLATUM
dry cloth.
Lubricate unsealed pulley bearings, rod ends,

Oilite bearings, pivot and hinge points, and
any other friction point obviously needing WHERE NO INTERVAL IS SPECIFIED,
lubrication, with general purpose oil every LUBRICATE AS REQUIRED AND
1000 hours or oftener if required. WHEN ASSEMBLED OR INSTALLED.
LUBRICATION
2-10
Lubrication
CONTROL. AILERON BELLCRANK

WHEEL SHAFT NEEDLE BEARINGS
UNIVERSALS
GB
OGP FLAP BELLCRANK
NEEDLE BEARINGS
CONTROL "T" AND RELEASE BUTTON &

CONTROL "Y" RATCHET LATCH
OGP
OILITE BRGS.
NEEDLE BRGS. FLAP LEVER

NEEDLE BRGS.
ALL
PIANO
ELECTRIC FLAP
HINGES DRIVE MECHANISM
BEARINGS
SCREW JACK
GB THREADS
SPRING-LOADED
OGP FRICTION STOPS GB
STABILIZER ACTUATORS
GB OGP
ALL TRIM WHEEL ELEVATOR TRIM RUDDER PEDAL
NEEDLE BEARINGS TAB ACTUATOR OILITE BEARINGS
NOTE
Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft.
Lubricate door latches with an automotive type door latch lubricant, and
the latching mechanism with general purpose oil, every 1000 hours or
oftener if binding occurs.
LUBRICATION
2-11
Air Filter Servicing Box
HOLDER BRACKET
2 REQD
MATERIAL: (. 040)
HANDLE 2024-T4 CLAD
.50 FLANGE
BEND RADII .09
.75 1.62
BEND EDGES OF BOTTOM .25

AND LID .50 FLANGE 1.25
LID
1 REQD .88
BOTTOM
1 REQD
WELD BOTTOM BOX AND

ENDS AS REQD
1.62 48.00
ANGLE
1.25 1. 00 x 1.00 x 1/8(OR EQUIV)
DRILL 1/4 (.250) DRAIN HOLES
4 INCH CENTER
BOX ASSEMBLY
MATERIAL FOR BOTTOM AND ENDS
6061-0 (.062), MATERIAL FOR TOP
2024-T3 (. 051)
RIVET HINGES, BRACKET, AND ANGLE
WITH AN470AD4 RIVETS AS REQD.
AN470AD4 RIVET - AS REQD ON HINGE
AN470AD3 RIVET - AS REQD
Figure 2-5. Construction of Induction Air Filter Servicing Box
2-12
Inspection
INSPECTION
25-HOUR INSPECTION
Before beginning the inspection, determinethat engine and propeller performance is normal and
that all systems function properly.
1. Engine and engine compartment for fuel and oil leaks, security of parts, correct engine
and propeller control travel, proper safetying, and visible defects.
2. Propeller and spinner for apparent damage or defects.
3. Remainder of airplane for security of attaching bolts, screws, and rivets, broken spot-
welds, fuel leaks, and apparent exterior damage or defects.
4. Items for servicing and lubrication in accordance with Figure 2-4 as required at 25-
hour intervals.
NOTE
50-hour and 75-hour inspections are 25-hour inspections repeated at

these intervals. Also check any items of servicing and lubrication
required at these intervals.
100-HOUR INSPECTION
The 100-hour (periodic) inspection is a thorough, searching inspection of the entire airplane.
Unless the progressive inspection method is used, it is required every twelve months as a
periodic inspection or every 100 hours, if the airplane is operated for hire, in accordance
with Civil Air Regulations.
ENGINE RUN-UP.
Before beginning the inspection proper, start, run up, and shut down the engine in accordance
with instructions in the Owner's Manual. During the run-up observe the following, making
note of any discrepancies or abnormalities:
1. Engine temperatures and pressures.
2. Static rpm.
3. Magneto drop; note particularly any difference between the drop on the two
magnetos.
4. Engine response to changes in power.
5. Any unusual engine noises.
6. Propeller response through pitch range.
7. Fuel tank selector or shut-off valve; operate engine on each tank and off positions long
enough to make sure the valve functions properly.
8. Idling speed and mixture; proper idle cut-off.
9. Generator warning light or ammeter.
10. Suction gage.
11. Fuel flow indicator.
After the inspection has been completed, an engine run-up should again be performed to ascertain
that any discrepancies or abnormalities have been corrected.
PREPARATION.
Remove engine cowling, and loosen or remove all fuselage, wing, empennage, and upholstery
inspection doors, plates, and fairings as necessary to accomplish the inspection. Replace
after the inspection has been completed.
2-13
Inspection
ENGINE COMPARTMENT.
1. Engine oil for changing, screen for cleaning; filler cap, dipstick, drain plug, and
screen for security and safetying as required. Refer to Figure 2-4 for aircraft
equipped with external oil filters.
NOTE
Examine oil screens, filters, and sump oil for metal particles or
contamination that could indicate internal damage to the engine.
2. Oil cooler for security, leaks, and obstructed air passages.

3. Induction air filter for servicing, proper fit, security, cracks in frame, and tears or
bare spots in filter element. Paper element "dry" filters for replacement every
300 hours.
4. Entire engine assembly for cleanliness.
5. Induction airbox for internal cleanliness, cracks, and security; air valve and doors
for operation and sealing; controls for security and operation.
6. Cold air and hot air flexible hoses for security, kinks, holes, chafing, and burnt
spots.
7. Engine baffles for security, sealing, cracks, metal deformation, and attachment of
sealing strips.
8. Cylinders for security, cracks, broken cooling fins; rocker box covers and push
rod housings for security, oil leaks, cracks, and dents.
9. Crankcase, oil pan, reduction gear housing, and accessory section for security,
oil leaks, safetying; front crankshaft seal for oil leakage.
10. All lines and hoses for security, leaks, cracks, dents, kinks, corrosion, hose
deterioration, and chafing.
11. Intake system for security, leaks, deteriorated hoses, and loose or corroded
clamps; manifold drains for proper operation, drain lines and hoses for
security, leaks, and chafing.
12. Exhaust system for security, leaks, cracks, and burned-out spots. Refer to
paragraph 12-74.
13. Ignition harness for security, chafing, burning, defective insulation, and loose
or broken terminals.
14. Spark plugs for proper gap, cleanliness, and evidence of reliable operation.
(Also see paragraph 12-40.)
15. Crankcase and vacuum system breather lines for security, obstructions,
corrosion, cracks, and chafing.
16. All electrical wiring in the engine compartment for security, chafing, defective
insulation, and loose or broken terminals.
17. Vacuum pump for security, oil leaks, and safetying.
18. Vacuum relief valve for security and the inlet screen for cleanliness, holes,
corrosion, and safetying.
19. Vacuum system oil separator for security, cracks, oil leaks, and servicing.
20. Engine and propeller controls and linkage for security, proper rigging, binding,
excessive wear, cracks, misalignment, corrosion, safetying, and chafing.
21. Engine shock mounts for security, safetying, deterioration; engine mount for
cracks, corrosion, dents, bends, and evidence of overheating; ground straps
for security, corrosion, fraying of braided straps, and cracking of metal
straps.
22. Cabin heater valve and door for proper operation, sealing, cracks, and defor-
mation; controls for security, binding, proper rigging, and alignment.
23. Starter for security, oil leaks, tight electrical connections; engagement lever for
proper rigging and return spring tension. Every 200 hours, check starter brushes
for sufficient length, binding; brush leads for fraying, chafing; commutator for
glaze, pits, grooves, high mica, and cleanliness.
24. Generator for security and oil leaks if generator is fastened to accessory case;
drive belt for cuts, fraying, and excessive wear; electrical connections for
security. Every 200 hours, check generator brushes for sufficient length,
binding; brush leads for fraying, chafing; commutator for glaze, pits, grooves,
high mica, and cleanliness.
25. Voltage regulator for security and tight electrical connections. Every 200
hours, check contact points for discoloration, pits, and corrosion.
26. Starting vibrator for security and tight electrical connections. Every 500
hours, check vibrator contact points for discoloration, pits, and corrosion.
2-14
SERVICE MANUAL
Ground Handling/Servicing
Inspection
27. Bendix-Scintilla Magnetos.
a. Breaker compartment for dirt and grease.
b. Breaker points for security, pits, burns and carbon deposits.
c. Cam followers for correct lubrication.
d. Ventilator screens for cleanliness and security.
e. Magnetos for correct internal timing, timing to engine, and security of attachment.
28. Slick (formerly Case) Magnetos.
a. Magnetos for correct timing to engine and security of attachment.
NOTE
As long as Slick magneto timing is correct, the magnetos need be checked internally only
at 500-hour intervals. Check the following items whenever a magneto is disassembled.
b. Breaker points for security, pits, burns, and carbon deposits.

c. Cam oilier pad for correct lubrication.
d. Ventilator screens for cleanliness and security.
e. Carbon brush for excessive wear. The brush should protrude a minimum of 1/32" from the shaft.
f. Each end of the distributor gear shaft for correct lubrication.
g. The magnetos for correct internal timing during reassembly, timing to the engine, and security of
attachment.
29. Carburetor for security, cracks, corrosion, fuel leaks, cleanliness of inlet screen and proper safetying.
30. Fuel/air control unit for security, cracks, corrosion, fuel leaks, cleanliness of inlet screen, proper safetying, and
security of cooling shrouds.
31. Engine-driven fuel pump for security, cracks, leaks, proper safetying, and security of cooling shrouds.
32. Fuel manifold valve (fuel injection distributor) for security, proper safetying, and leaks.
33. Fuel injection lines for security, kinks, cracks, dents, leaks, and chafing.
34. Fuel injection nozzles for cleanliness and security.
35. Engine cowling for cleanliness, proper fit, security, cracks, dents, cuts, tears, loose or broken hinges, defective
latches or fasteners, and deteriorated paint.
36. Cowl flaps for cleanliness, proper fit, security, cracks, dents, cuts, tears, loose or broken hinges, and
deteriorated paint; control for security, proper rigging, and binding.
PROPELLER
1. Fixed-pitch propeller for track, nicks, cracks, corrosion, bends, dents, security and proper safetying.
2. Constant-speed propellers for nicks, cracks, corrosion, bends, dents, loose nuts and bolts, oil leaks, freedom
of blade movement, excessive looseness of blades, security, and proper safetying.
3. Hartzell constant-speed propeller for correct lubrication.
4. Propeller governor for security, safetying, cracks, oil leaks; control for correct rigging, security, binding and
proper safetying.
5. Spinner and spinner bulkhead for cracks, dents, alignment, security, and condition of paint.
FUEL SYSTEM
1. Fuel strainer for internal cleanliness, security, leaks, and safetying; drain valve and control for proper rigging,
operation, leaks and security.
2. Electric fuel pumps for cleanliness of filter screens, security, leaks, proper operation, and tight electrical
connections.
3. Fuel tank sump drains for water and sediment, leaks, security, and safetying; quick drain valves for proper
operation.
4. Under side of wings for evidence of fuel leaks; rubber fuel cells for loose fasteners attaching upper surface of
wing; fuel tank filler cap placards for legibility; caps for leaks and security.
NOTE
At engine overhaul periods (or approximately 1000 hours), drain all fuel and inspect interior of rubber
fuel cells for checks and cracks, and the area around the filler opening for visible defects. On metal
fuel tanks, remove the wing skin above the tanks and check for deformed metal, chaffing, condition of
straps and rubber pads, and security. On rubber or metal tanks, check outlet screens for
contamination. These are coarse screens, designed to filter out larger foreign particles.
Revision 1
Feb 3/2003 © Cessna Aircraft Company 2-15
SERVICE MANUAL
Inspection
5. Fuel vents for obstructions, operation of check valve, leaks, security, and proper position of vent behind wing
strut.
6. Fuel selector valve, or shut-off valve, for proper operation, security, leaks, positive detent positions, and
legibility and correct indexing of placard.
7. All fuel lines for security, chafing, leaks, cracks, dents, kinks, and corrosion.
8. Fuel line and selector valve drains for servicing, security, leaks, and safetying.
9. Fuel accumulator tank for cracks, dents, leaks, and security.
10. Fuel quantity gauges (direct reading), electrical fuel quantity gages, and fuel quantity electrical transmitters for
security, correct indication, defective electrical wiring, cracked glass, legibility, and leaks.
11. Engine primer for proper operation, leaks and security.
12. Vapor return line solenoid and fuel system check valves for proper operation, leaks and security.
13. Fuel quantity indicating system operational test is required every 12 months. Refer to Section 16 for detailed
accomplishment instructions.
14. Carburetor fuel bowl drain, drain fuel from carburetor and check for fuel contaminants. Refer to Cessna
Service Bulletin SEB99-19, Engine Carburetor Fuel Inspection (or latest revision) for detailed accomplishment
instructions.
15. For airplanes equipped with a TCM fuel injected engine: Inspect/Clean the fuel injection nozzles. At the first
100-hour inspection on new, rebuilt, or overhauled engines, remove and clean the fuel injection nozzles.
Thereafter, the fuel injection nozzles must be cleaned at 300-hour intervals or more frequently if fuel stains are
found.
LANDING GEAR
1. Brakes for proper operation, sponginess, failure to hold pressure, and fluid level.
2. Master cylinders, brake lines, and hoses for security, leaks, cracks, dents, and chafing.
3. Brake linings for wear, cleanliness, chips, cracks, and security.
4. Brake discs for scoring, warping, excessive wear, and loose or broken brake clips.
5. Wheel and brake assembly for cracks, dents, corrosion, leaks, loose bolts, defective paint, freedom of moving
parts, and excessive wear.
6. Axles for security, cleanliness, cracks, bends, defective threads, axle nuts for proper adjustment and
safetying.
7. At the first 100-hour inspection and at 500-hour intervals thereafter, remove wheel bearings and inspect for
cleanliness, rust, cracks, pits, scoring, brinelling, discoloration, excessive wear, and lubrication.
8. Main landing gear spring struts for security, cracks, bends, deep scratches, dents, chipped paint, and security
of steps.
9. Tires for proper inflation, sufficient tread, cleanliness, cuts, blisters, breaks, and uneven wear.
10. Tail wheel for lubrication, security, cracks; tire for proper inflation, cuts, sufficient tread, breaks, and blisters;
tailwheel spring, steering and anti-swivel mechanism for security, proper operation, cracks, frayed cables, and
worn links.
11. Nose gear shock strut for proper servicing, leaks, cleanliness, proper operation, excessive wear, looseness,
visible damage, and security.
12. Nose gear steering linkage for correct alignment, proper steering travel, lubrication, excessive wear, and
visible damage or defects.
13. Torque links for lubrication, cracks, binding, security, safetying, and excessive wear.
14. Shimmy dampener for servicing, security, proper operation, leaks and excessive wear.
15. Speed fairings for security, cleanliness, proper adjustment of scrapers, cracks, tears, separation of laminate,
and condition of paint.
16. Parking brake for proper operation, correct adjustment, security, excessive wear, and full release.
AIRFRAME
1. Pitot and static ports for obstructions; pitot and static lines for security, cracks, kinks, chafing, and moisture;
pitot and static systems for leaks; pitot tube for alignment.
2. Aircraft exterior for cracks, metal distortion, broken spot welds, loose or missing rivets, screws, and bolts,
corrosion, condition of paint, and any other apparent damage or defects. Especially check wing and
empennage tips for damage.
2-16 D138-1-13 Temporary Revision Number 4 - Apr 5/2004

Inspection
3. Aircraft structure for corrosion, cracks, metal distortion, loose or missing rivets,
screws, and bolts, and evidence of excessive loads.
4. Windows and windshield for cleanliness, proper attachment, sealing, crazing, cracks,
deep scratches, and discoloration.
5. Door and window hinges and latches for lubrication, alignment, proper operation,
cracks, distortion, binding, and security.
6. Seats for ease of movement, positive locking, security, and seat stops; seat up-
holstery for rips, tears, holes, and cleanliness; seat structure for cracks, bends,
and corrosion; seat rails for security, cracks, and damage.
7. Safety belts for security, proper latching, cuts, tears, fraying, and broken stitching;
attaching parts for cracks, deformed metal, and excessive wear.
8. Control column for security, binding, cracks, looseness, and restricted travel;
bearings, sprockets, and pulleys for cleanliness, lubrication, binding, security,
and excessive wear; cables and chains for security, cleanliness, corrosion, fray-
ing, binding, broken links, and misalignment; turnbuckles for safetying; bell-
cranks for cracks, distortion, and binding.
9. Control wheels for alignment, binding, security, bent tube, and excessive wear;
control lock for proper operation and availability.
10. Instruments for cracked glass, security, proper operation, cleanliness, and
legibility of markings; gyro instrument air filters for replacement.
11. Magnetic compass for security, fluid discoloration, leaks, lighting, and proper
operation. Accuracy of the compass on all cardinal headings should be checked
whenever equipment replacement, modification, or relocation might cause
compass deviation, and at engine overhaul periods (or approximately 1000 hours).
Compensate the compass and record deviation on the compass correction card.
12. Instrument wiring and plumbing for security, chafing, leaks, cracks, kinks,
defective insulation, loose terminals, and interference with control column
travel.
13. Instrument panel for security, deteriorated shockmounts, cracks, damaged
decorative cover, and legibility of all decals and labeling.
14. Defrosting, heating, and ventilating systems for proper operation, security,
chafing, and deterioration; controls for proper rigging, binding, and security;
ram air inlets for obstructions.
15. Cabin upholstery and trim for cleanliness, rips, tears, holes, and security;
sunvisors for security and proper operation; ash trays for cleanliness and
security.
16. Area beneath floor for cleanliness, chafing and security of lines, hoses, and
electrical wires; control cables for fouling.
17. Stall warning horn and light for proper operation and security.
18. Electrical switches, circuit breakers, and fuses for security, proper functioning,
correct rating, and legibility of placarding; wiring for security, proper insulation,
and chafing; spare fuses for availability.
19. Instrument and cabin lights for proper operation, security, and cleanliness;
instrument light rheostat for proper functioning.
20. Radios and radio controls for proper operation and security.
21. Radio components in the aft fuselage for security, proper shock mounting, cracked
or deformed mounting brackets, and cleanliness.
22. Oxygen system for proper operation, leaks, security of oxygen bottle, lines,
regulator, and gage; mounting brackets for cracks, security, and damaged
metal; oxygen masks and hoses for availability; oxygen supply for servicing
for anticipated requirements.
23. Battery for servicing, security, and corroded terminals; battery cables for
condition of terminals, security, and defective insulation; battery box for
cracks, corrosion, damaged mounting brackets, and security; vent line for
corrosion, security, and obstructions.
24. Firewall for proper sealing, security of grommets and shields, cracks, dents,
wrinkles, loose or missing rivets, screws, or bolts, and evidence of excessive
loads.
25. Radio antennas for cleanliness, security, proper connections, corrosion, and
cracked insulators; external loop housing for security, cleanliness, cracks,
loose or missing screws, sealing, and obstructed drain hole.
26. Navigation lights, landing lights, and rotating beacon for proper operation,
security, cleanliness, and cracked glass.
27. Stall warning sensing unit for freedom of vane, security, cleanliness, and
proper operation.
28. Pitot and stall warning heaters for proper operation.
2-17
Inspection
29. Aileron control system:
a. Ailerons for correct direction of movement when operated from the cabin.
b. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked
or deformed pulley brackets, and chipped or broken flanges.
c. Cables for cleanliness, security of terminals, corrosion, fraying, correct
tension, and safetying of turnbuckles.
d. Bellcranks and push-pull rods for cleanliness, lubrication, security, bind-
ing, cracks, and distortion.
e. Fairleads and cable guards for security and excessive wear.
f. Aileron system for correct rigging and proper travel.
30. Ailerons for security of attachment, smooth operation, security of balance
weights, cracks, corrosion, and skin or structural damage.
31. Flap control system:
a. Pulleys for security, cleanliness, binding, misalignment, cracks,
cracked or deformed pulley brackets, and chipped or broken flanges.
b. Cables for cleanliness, security of terminals, corrosion, fraying, correct
c. Bellcranks and push-pull rods for cleanliness, lubrication, security, bind-
ing, cracks, and distortion.
d. Fairleads and cable guards for security and excessive wear.
e. Flap system for correct rigging and proper travel.
f. Flap control lever for security, proper operation of latch, lubrication, and
binding; flap decal for legibility.
g. Electric flap motor and transmission assembly for security, proper opera-
tion, security of electrical wires, and cleanliness; flap motor hinge for
cracks, distortion, binding and cleanliness; screwjack threads for clean-
ing and relubrication as required.
h. Electric flap position transmitter for security, proper adjustment, proper
operation of actuating linkage, cracked or deformed mounting bracket, and
tight electrical connections.
i. Flap position indicator for cracked glass, security, proper indication, clean-
liness and legibility of markings.
32. Flaps for security of attachment, smooth operation, binding rollers, cracked,
bent, or loose tracks, corrosion, and skin or structural damage.
33. Elevator control system:
a. Elevators for correct direction of movement when operated from the cabin.
b. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked
or deformed pulley brackets, and chipped or broken flanges.
c. Cables for cleanliness, security of terminals, corrosion, fraying, correct
d. Bellcranks and push-pull rods for cleanliness, lubrication, security, binding,
cracks, and distortion.
f. Elevator downspring system for security and proper operation. Where the
attachment to the push-pull tube is adjustable, check that the downspring
system applies load to the elevator as it reaches the streamlined position
(with stabilizer leading edge full down).
g. Elevator system for correct rigging andproper travel.
34. Elevators for security of attachment, smooth operation, security of balance weights,
cracks, corrosion, and skin or structural damage.
35. Elevator or stabilizer trim control system:
a. Elevator trim tab or stabilizer for correct direction of movement when operated
from the cabin.
b. Pulleys and sprockets for security, cleanliness, binding, misalignment, cracks,
cracked or deformed brackets and chipped or broken flanges or teeth.
c. Cables and chains for cleanliness, security of terminals, corrosion, fraying,
correct tension, broken or damaged links, and safetying of turnbuckles.
d. Push-pull rod for security, cracks, and distortion.
e. Fairleads, cable guards, and chain guards for security and excessive wear.
f. Trim control wheel for lubrication, cleanliness, security, binding, and opera-
tion of friction stop and position indicator; indicator for correct indexing and
legible markings.
g. Trim tab or stabilizer actuators for security, cleanliness, lubrication, proper
operation, corrosion, cracks, and excessive wear.
h. Trim control system for correct rigging and proper travel.
2-18
SERVICE MANUAL
Inspection
i. For model 180, 185, and 182 serials 33000 thru 53007, 18253008 thru 18253598 airplanes: Each
1000 hours, measure the amount of free play between the horizontal stabilizer and the fuselage. To
measure the free play:
1 Set the trim wheel to the takeoff position.
2 Lift up on the horizontal stabilizer forward spar adjacent to the fuselage and measure the free
play between the front spar of the stabilizer and the fuselage. Do this procedure again on the
opposite side of the fuselage.
3 The maximum permitted free play is 0.01 9 inch with a maximum difference between the two
sides of the stabilizer is 0.010 inch.
a If the free play is 0.01 9 inch or less and within 0.01 0 inch of each side, this inspection is
complete, no more action is necessary.
b If the free play is more than the permitted tolerance, remove the horizontal stabilizer and
examine the free play between the top and bottom of each actuator.
c The maximum actuator free play is 0.01 9 inch. If an actuator free play is greater than
0.01 9 inch or 0.01 0 inch of each side, remove and repair the actuator.
d If an actuator has 0.01 9 inch or less of tree play and is within 0.01 0 inch ot each side,
examine the attach brackets and attach hardware for wear.
e Replace worn attach brackets and hardware.
4 Install the brackets, hardware, actuators, and horizontal stabilizer as applicable.
5 Do steps 35. i. 1 thru 3 again, as applicable.
36. Movable stabilizer or elevator trim tab for security of attachment, smooth operation, cracks, corrosion,
and skin or structural damage.
37. Rudder control system:
a. Rudder for correct direction of movement when operated from the cabin.
b. Rudder pedal assembly for binding, cleanliness, lubrication, security, cracks, bent linkage, and
excessive wear.
c. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked or deformed pulley brackets,
and chipped or broken flanges.
d. Cables for cleanliness, security of terminals, corrosion, fraying, correct tension on "closed" systems,
and safetying of turnbuckles.
f. Rudder system for correct rigging and proper travel.
38. Rudder for security of attachment, smooth operation, security of balance weight, cracks, corrosion, and
skin or structural damage.
39. Rudder trim control system:
a. Trim control wheel for lubrication, cleanliness, security, binding, and proper operation.
b. Position indicator for proper operation, correct indexing, legible markings, and security.
c. Bungee for cleanliness, security, proper operation, excessive wear, and correct safetying.
d. Chain for cleanliness, proper tension, broken or damaged links, corrosion, and binding.
e. Sprockets and connecting shaft for security, binding, misalignment, cracks, excessive wear,
cleanliness, and chipped or broken teeth.
f. Trim control system for correct rigging.
40. Wings, wing struts, and empennage for security of attachment, cracked fittings, loose or missing rivets
and bolts, security of hinges, defective bearings, and evidence of elongated bolt holes and excessive
wear of attaching parts.
PAPER REQUIREMENTS
1. Check that all aircraft and engine documents are in accordance with current 14 C.F.R. Part 43.
2. Check FAA Airworthiness Directives, Cessna Service Letters and Service Bulletins for compliance at the
time specified by them.
Revision 1 D138-1-13 Temporary Revision 5 -July 1/2007

SERVICE MANUAL
Component Time Limits
2-33. COMPONENT TIME LIMITS
a. General
1. Most components listed throughout Section 2 should be inspected as detailed elsewhere in

this section and repaired, overhauled or replaced as required. Some components, however,
have a time or life limit, and must be overhauled or replaced on or before the specified time
limit.
NOTE: The terms overhaul and replacement as used within this section are defined as
follows:
Overhaul - Item may be overhauled as defined in FAR 43.2 or it can be replaced.
Replacement - Item must be replaced with a new item or a serviceable item that is
within its service life and time limits or has been rebuilt as defined in FAR 43.2.
2. This section provides a list of items which must be overhauled or replaced at specific time
limits. Table 1 lists those items which Cessna has mandated must be overhauled or replaced
at specific time limits. Table 2 lists component time limits which have been established by a
supplier to Cessna for the supplier's product.
3. In addition to these time limits, the components listed herein are also inspected at regular time
intervals set forth in the Inspection Charts, and may require overhaul/replacement before the
time limit is reached based on service usage and inspection results.
b. Cessna-Established Replacement Time Limits
1. The following component time limits have been established by Cessna Aircraft Company.
Table 1: Cessna-Established Replacement Time Limits
COMPONENT REPLACEMENT OVERHAUL

TIME
Restraint Assembly Pilot, Copilot, 10 years NO

and Passenger Seats
Trim Tab Actuator 1,000 hours or 3 years, YES

whichever occurs first
Vacuum System Filter 500 hours NO
Vacuum System Hoses 10 years NO
Pitot and Static System Hoses 10 years NO
Vacuum Relief/Regulator Valve Filter 500 hours NO

(If Installed)
Engine Compartment Flexible Fluid 10 years or engine overhaul, NO

Carrying Teflon Hoses (Cessna- whichever occurs first
Installed) Except Drain Hoses (Note 1)
(Drain hoses are replaced
on condition)
Revision 1
2-20 © Cessna Aircraft Company Feb 3/2003
SERVICE MANUAL

TIME
Engine Compartment Flexible Fluid 5 years or engine overhaul, NO

Carrying Rubber Hoses (Cessna- whichever occurs first
Installed) Except Drain Hoses (Note 1)
(Drain hoses are replaced
on condition)
Engine Air Filter 500 hours or 36 months, NO

(Note 9)
Engine Mixture, Throttle, and

Propeller Controls At engine TBO NO
Engine Driven Dry Vacuum Pump 6 years or at vacuum NO

Drive Coupling pump replacement,
(Not lubricated with engine oil) whichever occurs first
Engine Driven Dry Vacuum Pump 500 hours NO

(Not lubricated with engine oil) (Note 10)
Standby Dry Vacuum Pump 500 hours or 10 years, NO

(Note 10)
c. Supplier-Established Replacement Time Limits
1. The following component time limits have been established by specific suppliers and are
reproduced as follows:
Table 2: Supplier-Established Replacement Time Limits

TIME
ELT Battery (Note 3) NO
Vacuum Manifold (Note 4) NO
Magnetos (Note 5) YES
Engine (Note 6) YES
Engine Flexible Hoses (Note 2) NO
(TCM-Installed)
Auxiliary Electric Fuel Pump (Note 7) YES
Propeller (Note 8) YES
Revision 1
SERVICE MANUAL
NOTES:
Note 1: This life limit is not intended to allow flexible fluid-carrying Teflon or rubber hoses in a deteriorated
or damaged condition to remain in service. Replace engine compartment flexible Teflon
(AE3663819BXXXX series hose) fluid-carrying hoses (Cessna-installed only) every ten years or at
engine overhaul, whichever occurs first. Replace engine compartment flexible rubber fluid-carrying
hoses (Cessna-installed only) every five years or at engine overhaul, whichever occurs first (this
does not include drain hoses). Hoses which are beyond these limits and are in a serviceable
condition, must be placed on order immediately and then be replaced within 120 days after
receiving the new hose from Cessna.
Note 2: For TCM engines, refer to Teledyne Continental Service Bulletin SB97-6, or latest revision.
Note 3: Refer to FAR 91.207 for battery replacement time limits.
Note 4: Refer to Airborne Air & Fuel Product Reference Memo No. 39, or latest revision, for replacement
time limits.
Note 5: For airplanes equipped with Slick magnetos, refer to Slick Service Bulletin SB2-80C, or latest
revision, for time limits.
For airplanes equipped with TCM/Bendix magnetos, refer to Teledyne Continental Motors Service
Bulletin No. 643, or latest revision, for time limits.
Note 6: Refer to Teledyne Continental Service Information Letter S1L98-9, or latest revision, for time limits.
Note 7: Refer to Cessna Service Bulletin SEB94-7 Revision 1/Dukes Inc. Service Bulletin NO. 0003, or
latest revision.
Note 8: Refer to the applicable McCauley or Hartzell Service Bulletins and Overhaul Manual for
replacement and overhaul information.
Note 9: The air filter may be cleaned, refer to Section 2 of this service manual for servicing instructions. For
airplanes equipped with an air filter manufactured by Donaldson, refer to Donaldson Aircraft Filters
Service Instructions P46-9075 for detailed servicing instructions.
The address for Donaldson Aircraft Filters is:
Customer Service
115 E. Steels Corners RD
Stow OH. 44224
Do not overservice the air filter, overservicing increases the risk of damage to the air filter from
excessive handling. A damaged/worn air filter may expose the engine to unfiltered air and result in
damage/excessive wear to the engine.
Note 10: Replace engine driven dry vacuum pump not equipped with a wear indicator every 500 hours of
operation, or replace according to the vacuum pump manufacturer's recommended inspection and
replacement interval, whichever occurs first.
Replace standby vacuum pump not equipped with a wear indicator every 500 hours of operation or
10 years, whichever occurs first, or replace according to the vacuum pump manufacturer's
recommended inspection and replacement interval, whichever occurs first.
For a vacuum pump equipped with a wear indicator, replace pump according to the vacuum pump
manufacturer's recommended inspection and replacement intervals.
Revision 1
SERVICE MANUAL Fuselage
Windows and Windshield
SECTION 3
FUSELAGE
WINDOWS AND WINDSHIELDS ........ 3-1 SEATS .................. 3-9

Cleaning ............... 3-1 Removal and Replacement of Forward Seats. 3-9
Waxing ................. 3-1 Removal and Replacement of Rear Seats . . 3-9
Repairs. ............. ... 3-1 Repair of Seats ............ 3-9
Scratches ... ............ . 3-1 CABIN UPHOLSTERY. ........... 3-9
Cracks ................. 3-2 Upholstery Materials and Tools ...... 3-9
WINDSHIELDS ............... 3-2 Soundproofing ............. 3-9
Removal ................ 3-2 HEADLINER AND CABIN TOP
Replacement .............. 3-4 SOUNDPROOFING ........... 3-16
MOVABLE WINDOWS ............ 3-4 Removal ................ 3-16
SIDE AND REAR WINDOWS ......... 3-4 Installation ............... 3-16
CABIN DOORS ............... 3-4 UPHOLSTERY SIDE PANELS ....... . 3-16
Removal and Replacement ........ 3-4 Removal and Replacement ........ 3-16
Cabin Door Weatherstrip ......... 3-5 WINDLACE (DOOR SEALS) ......... 3-16
Adjustment ............... 3-5 CARPETING ............... 3-16
CABIN DOOR LATCHES. .......... 3-5 BAGGAGE COMPARTMENT UPHOLSTERY . . 3-16
Removal and Replacement. ........ 3-6 SAFETY BELTS .............. 3-16
BAGGAGE DOORS ............. 3-9 Removal and Replacement ........ 3-16
Removal and Replacement ....... . 3-9 CARGO TIE-DOWN PROVISIONS ...... 3-20
3-1. WINDOWS AND WINDSHIELDS. CAUTION
3-2. CLEANING. (See paragraph 2-25.) Do not use a coarse grade of abrasive. No. 320
is of maximum coarseness.
3-3. WAXING will fill in minor scratches in clear
plastic and help protect the surface from further b. Continue the sanding operation,usingprogressively
abrasion. Use a good grade of commercial wax ap- finer grade abrasives until the scratches disappear.
plied in a thin, even coat. Bring the wax to a high c. When the scratches have been removed, wash the
polish by rubbing lightly with a clean, dry flannel cloth, area thoroughly with clean water to remove all gritty
particles. The entire sanded area will be clouded with
3-4. REPAIRS. Damaged window panels and windshield minute scratches which must be removed to restore
may be removed and replaced if the damage is exten- transparency.
sive. However, certain repairs as prescribed in the d. Apply fresh tallow or buffing compound to a motor-
following paragraphs can be made successfully with- driven buffing wheel. Hold the wheel against the plastic
out removing the damaged part from the airplane, surface, moving it constantly over the damaged area
Three types of temporary repairs for cracked plastic until the cloudy appearance disappears. A 2000-foot-
are possible. No repairs of any kind are recommend- per-minute surface speed is recommended to prevent
ed on highly-stressed or compound curves where the heating, distortion, or burns.
repair would be likely to affect the pilot's field of
vision. Curved areas are more difficult to repair than NOTE
flat areas and any repaired area is both structurally
and optically inferior to the original surface. Polishing can be accomplished by hand but it
will require a considerably longer period of
3-5. SCRATCHES on clear plastic surfaces can be time to attain the same result as produced by
removed by hand-sanding operations followed by a buffing wheel.
buffing and polishing, if steps below are followed care-
fully. e. When buffing is finished, wash the area thoroughly
a. Wrap a piece of No. 320 (or finer) sandpaper or and dry it with a soft flannel cloth. Allow the surface
abrasive cloth around a rubber pad or wood block. to cool and inspect the area to determine if full trans-
Rub the surface around the scratch with a circular parency has been restored. Then apply a thin coat of
motion,keeping the abrasive constantly wet with clean hard wax and polish the surface lightly with a clean
water to prevent scratching the surface further. Use flannel cloth.
minimum pressure and cover an area large enough to
prevent the formation of "bull's-eyes" or other
optical distortions.
3-1
Fuselage SERVICE MANUAL
Windows and Windshield
WOOD REINFORCEMENT
WOOD
ALWAYS DRILL END OF CRACK CUSHION

RUBBEROF -
TO RELIEVE STRAIN OR FABRIC
WRONG
SOFT WIRE CEMENTED

LACING FABRIC PATCH
TEMPORARY
REPAIR SANDING REPAIR
OF CRACKS
Figure 3-1. Repair of Windows and Windshield
NOTE No. MIL-T-6094 can also be used to secure the patch.

d. A temporary repair can be made by drilling
Rubbing the plastic surface with a dry cloth will small holes along both sides of the crack 1/4 to 1/8
build up an electrostatic charge which attracts inch apart and lacing the edges together with soft wire.
dirt particles and may eventually cause scratch- Small-stranded antenna wire makes a good temporary
ing of the surface. After the wax has hardened, lacing material. This type of repair is used as a
dissipate this charge by rubbing the surface with temporary measure only, and as soon as facilities are
a slightly damp chamois. This will also remove available the panel should be replaced.
the dust particles which have collected while
the wax is hardening. 3-7. WINDSHIELDS. (See figure 3-2.) Windshields
are single-piece, "free-blown" acrylic plastic panels
f. Minute hairline scratches can often be removed set in sealing strips and held by formed retainer
by rubbing with commercial automobile body cleaner strips riveted to the fuselage. In all aircraft except
or fine-grade rubbing compound. Apply with a soft, the 150 series, a windshield centerstrip supports the
clean, dry cloth or imitation chamois. center of the windshield. Various sealants have been
used to prevent leakage around the windshield. How-
3-6. CRACKS. (See figure 3-1.) ever, Presstite No. 579.6 sealing compound used in
a. When a crack appears in a panel, drill a hole at conjunction with a felt strip at the top and sides, and
the end of the crack to prevent further spreading. The EC-1202 tape (manufactured by the Minnesota Mining
hole should be approximately 1/8 inch in diameter, and Mfg. Co., St. Paul, Minnesota) used at the bot-
depending on the length of the crack and thickness of tom of the windshield will give satisfactory results.
the material. If desired, the EC-1202 tape, which is available in
b. Temporary repairs to flat surfaces can be ef- different widths and thicknesses, can be used as a
fected by placing a thin strip of wood over each side sealant at all edges of the windshield.
of the surface and then inserting small bolts through
the wood and plastic. A cushion of sheet rubber or 3-8. REMOVAL.
airplane fabric should be placed between the wood and a. Remove the screws and attaching parts at the
plastic on both sides. windshield centerstrip.
c. A temporary repair can be made on a curved b. Drill out all rivets securing the retainer strip at
surface by placing fabric patches over the affected the front of the windshield.
areas. Secure the patches with airplane dope,Speci- c. Remove wing fairings over windshield edges.
fication No. MIL-D-5549; or Lacquer, Specification d. Pull windshield straight forward, out of side and
No. MIL-L-7178. Lacquer thinner, Specification top retainers.
3-2
Windshield
NOTE
PRESSTITE NO. 579.6 SEALER SHOULD BE APPLIED TO

ALL EDGES OF WINDSHIELD WHERE FELT SEALING
STRIP (7) IS USED. THIS SEALER MAY BE USED TO SEAL
ANY LEAKS AROUND WINDSHIELD. WHERE EC-1202
TAPE (10), MANUFACTURED BY THE MINNESOTA MINING
AND MFG. CO., ST. PAUL, MINNESOTA, IS USED, THE
PRESSTITE SEALER IS NOT REQUIRED.
1. Inner Centerstrip 7. Felt Seal

2. Washer 8. Retainer Strip
3. Nut 9. Windshield
4. Washer 10. Sealing Tape
5. Screw 11. Inner Retainer Strip
6. Outer Centerstrip 12. Outer Retainer Strip
Figure 3-2. Typical Windshield Installation
3-3
Windows
1. Window Frame 7. Latch Handle

3. Rivet 9. Screw
4. Hinge Pin 10. Pin
5. Cabin Door 11. Window Latch
6. Window Panel
Figure 3-3. Typical Door Windows

3-9. REPLACEMENT. as well as some door windows, are fixed. One or
a. Apply felt strip and sealing compound or sealing more side windows are located aft of the cabin doors,
tape to all edges of windshield. and beginning in 1962, the Model 182 has a "wrap
b. Reverse steps listed in preceding paragraph to around" rear window divided at the centerstrip.
install windshield. Fixed windows are mounted in sealing strips and
sealing compound, and are held in place by various
NOTE retainer strips. To replace the side windows, re-
move upholstery and trim panels and drill out rivets
Screws and self-locking nuts, or screws and as necessary to loosen or remove the retainer strips.
Rivnuts may be used instead of the factory-in- Replace the Model 182 rear window as follows:
stalled rivets which fasten the front retaining a. Remove external centerstrip.
strip to the cowl deck. If the Rivnuts are prop- b. Remove upholstery as necessary to expose the
erly installed and at least No. 6 screws are retainer strips securing the window to be replaced.
used, no loss of strength will result. c. Drill out rivets as necessary to remove the re-
tainer strips at the top, bottom and outboard edges
3-10. MOVABLE WINDOWS (see figure 3-3), hinged of the window. Do not remove any rivets at the cen-
at the top, are installed in some doors. Window terstrip.
assemblies, that is, the clear plastic and frame unit, d. Slide the outboard edge of the window down,
may be replaced by pulling the latch pins and hinge pulling the inboard edge away from centerstrip hat-
pins depicted in figure 3-3. To remove the frame section, then remove. The window may be flexed
from the plexiglas, it is necessary to drill out the slightly if necessary to clear the hat-section.
blind rivets where the frame is spliced. Design e. When installing a window, be sure to use seal-
changes have been made from time to time, but the ing strips and sealing compound to prevent leaks.
rivets to be drilled out will always be the ones se-
curing the frame splices. When replacing a window 3-12. CABIN DOORS. (See figure 3-5.)
in a frame, make sure that the sealing strip and an
adequate coating of Presstite No. 579. 6 sealing com- 3-13. REMOVAL AND REPLACEMENT of cabin
pound is used all around the edges of the plastic panel. doors is effected by removing the screws which
attach the hinges. If the type door stop illustrated
3-11. SIDE AND REAR WINDOWS (see figure 3-4), in figure 3-5 is used, it must also be disconnected.
3-4
Windows
2. Cabin Skin
3. Retainer
4. Centerstrip
5. Screw
6. Stringer
rear door post. The plate should be adjusted to fair

9. Rivet
10. Left Rear Window
11. Nutplate
TYPICAL METHODS OF 12. Window
RETAINING WINDOWS
Figure 3-4. Fixed Cabin Windows
Some models have removable hinge pins securing 3-15. ADJUSTMENT OF CABIN DOOR is provided
the door hinges to facilitate door removal. The by adjusting the latch strike plate mounted in the
door latch and door handles may be replaced, using rear door post. The plate should be adjusted to fair
figures 3-5 and 3-6 as a guide. When fitting a new in the door
cabin
skin with the outer skin. To ad-
door, some trimming of the door skin at the edges just the plate, loosen the attachment screws, re-
may be necessary to achieve a good fit position the strike plate, and then tighten screws.
3-14. CABIN DOOR WEATHER STRIP is cemented 3-16. CABIN DOOR LATCHES are held in place by
around all edges of the door. New weatherstrip may screws accessible with the door upholstery panel re-
be applied after mating surfaces of weatherstrip and moved. Latches are actuated by a flush-mounted out-
door are clean, dry and free from oil or grease. side door handle and a conventional inside door handle.
Apply a thin, even coat of adhesive to each surface The left cabin door is equipped with a key-operated
and allow to dry until tacky before pressing strip in lock and the right cabin door either is equipped with a
place. Minnesota Mining Co. No. EC-880 cement thumb latch or can be locked by inside handle rotation.
is recommended. On later Model 150 airplanes, the inside door handles
3-5
Cabin Doors
are flush, similar to the outside handles. d. Remove door lock assembly by removing lock
lever and then removing door lock attaching nut and
3-17. REMOVAL AND REPLACEMENT. (See washer.
figure 3-6. ) e. Replace door lock and latch by reversing steps
a. Remove the inside door handle, arm rest, and listed above. Set inside door handle on its splines
door upholstery panel. The door handles are secured in the same position as the opposite door handle.
with spring clips or pins. Late Model 150 door handles
are secured with clevis pins and cotter pins. NOTE
b. Remove screws securing door handle bearing
plate. On some later models, the door latch mecha-
c. Remove screws, pins and cotter pins as neces- nism is installed in a removable panel for ease
sary to disconnect and remove door latching mechan- of maintenance.
ism, and work removed parts out of the door.
NOTE
This is a typical door, details

of which do not apply to all
models. Various models dif-
fer in hinge arrangements,
types of door stops used, the
method of upholstery attach-
ment, and other minor parti- 6
1. Upholstery Panel
2. Upholstery Retainer 17. Hinge
3. Weatherstrip 18. Spacer 28
4. Window Hinge 19. Pin
5. Window Frame 20. Screw
6. Door Latch 21. Lower Hinge
7. Washer 22. Nut
8. Door Lock 23. Upholstery Clip -
9. Door Structure 24. Upper Hinge 29
10. Screw 25. Hinge Fairing
11. Roll Pin 26. Roll Pin or Rivet
12. Spacer 27. Reinforcement
13. Bracket 28. Arm
14. Spring 29. Stop Assembly MODEL 182
15. Door Stop 30. Spring Assembly 31
16. Bolt 31. Hinge (1962 & ON)
Figure 3-5. Cabin Doors
3-6
Door Latches
MODELS 180 & 182 (1957 THRU 1960).
11
MODELS 180, 182 & 185 (1961 & ON)

EXCEPT MODEL 150 HAVE A SIMILAR MECHANISM IN-
STALLED IN A REMOVABLE PANEL
FOR EASE OF MAINTENANCE.
21 22
10 20
2 28 11 1 23
9 24
11 25
22
26 27
MODEL 150 (1961 & ON).

MODELS 150, 172 & 175, AND MODELS
180 & 182 (PRIOR TO 1957).
MODEL 150 (PRIOR TO 1961).
1. Screw 9. Inside Handle 17. Outside Handle 25. Housing

2. Washer 10. Cotter Pin 18. Spring 26. Latch Pan
3. Bracket 11. Strap 19. Spacer 27. Rivet
4. Shaft Assembly 12. Spring 20. Latch Spacer 28. Bracket
5. Bearing Plate 13. Clevis Pin 21. Shaft 29. Spacer
6. Spring 14. Latch Bolt 22. Spring 30. Nut
7. Escutcheon 15. Roll Pin 23. Catch 31. Pin
8. Clip 16. Pull Bar 24. Pull Bar
Figure 3-6. Cabin Door Latches
3-7
Doors
NOTE
Early aircraft used the push button and latch

rod shown. Beginning in 1957, these were
replaced with a flush-mounted outside handle
and a key-operated lock. Beginning in 1962,
the baggage door latch can be operated from
the inside, after the door is unlocked, on
all models except the 182.
1. Baggage Door 8. Latch 14. Cotter Pin

2. Nutplate 9. Nut 15. Strike Plate
3. Screw 10. Washer 16. Reinforcement
4. Door Stop Chain 11. Hinge 17. Push Button
5. Screw 12. Bolt 18. Spring
6. Door Seal 13. Clevis Pin 19. Retainer
3-8
Seats/Upholstery
3-18. BAGGAGE DOORS. 3-23. REPAIR OF SEATS may be accomplished by

replacing defective components. Paraffin wax rubbed
3-19. REMOVAL AND REPLACEMENT of the bag- on seat rails will ease sliding the front seats fore and
gage door involves removing the hinge pins and dis- aft.
connecting the door stop. Typical baggage door
installation is shown in figure 3-7. 3-24. CABIN UPHOLSTERY. (See figure 3-13.)
3-20. SEATS. (See figures 3-8 thru 3-12A.) 3-25. Due to the wide selection of fabrics, styles and
colors, it is impossible to depict each particular type
3-21. REMOVAL AND REPLACEMENT OF FOR- of upholstery. The following paragraphs describe
WARD SEATS is accomplished by removing the stops general procedures which will serve as a guide in
on the seat rails, sliding the seat aft until the rear removal and replacement of upholstery. Major work,
rollers may be lifted from the rails, then sliding the if possible, should be done by an experienced trim
seat forward to release the front rollers. Be sure to mechanic. If the work must be done by a mechanic
replace the stops after the seats are installed. Stand- unfamiliar with upholstery practices, the mechanic
ard Model 150 seats may be removed by unlatching should make careful notes during the removal of each
the top of the seat back and releasing the spring item to facilitate its replacement later.
loaded pins at the bottom of the seat back. After
removal of the seal back, the seat bottom can be 3-26. UPHOLSTERY MATERIALS AND TOOLS will
pivoted at the forward pins for removal. Head- vary with the job. Scissors for trimming upholstery
rests may be removed as desired, to size and a dull-bladed putty knife for wedging the
material beneath retainer strips are the only tools
3-22. REMOVAL AND REPLACEMENT OF REAR required for most trim work. Adhesive cement such
SEATS. The rear seat is removed by unlatchingthe as U.S. Royal No. 6134 is necessary for holding
top of the seat back and removing the bolts which soundproofing mats and headliner edges in place.
secure the seat bottom to the fuselage. Remove the Refer to paragraph 19-64 for Royalite repairs.
seat back pivot bolts to remove only the seat back.
Use care not to damage upholstery when removing 3-27. SOUNDPROOFING the cabin is accomplished
seats. Additional clearance may be gained by re- by the installation of spun glass mat-type insulation
moving one or more arm rests. Headrests may be panels installed in the firewall, ceiling, wing root,
removed as desired. The optional center stowable and door panel areas. To assure proper soundproof-
seat for the Model 185 is removed by releasing the ing of the cabin, these insulation mats must be re-
upper and lower catches. The center seat bottom is installed in their original location. In addition to the
removed by unscrewing the four eyebolts which mats installed inside the cabin, a soundproofing panel
attach it to the fuselage. The rear stowable seat is placed inside the gap between the wing and fuselage
on the Model 185, as well as a similar installation before the gap is covered by the wing root fairing.
used as an auxiliary seat on some other models, is The inner surface of some skins are brushed with
removed by unsnapping the seat back cushion and re- a sound-deadener composition to help reduce noise.
moving the pivot bolts securing the seat bottom. The
seat bottom may be pivoted up against the baggage
compartment rear wall.
SHOP NOTES:
3-9
Seats
10A*
2
1. Front Seat Skirt 12. Bolt Pin 24. Seat Adjustment Pin 35. Bushing
11.
2. Safety
BottomBelt
Cushion 23.
13. Clevis
Nut Figure 3-8. Typical Front 46. Nutplate
OPTIONAL RECLINING 25. Bolt Seat 36. Bolt
1. Front SEAT MECHANISM
3.
2.
3. BottomSeatSkirt
Cover
Cover
Assembly
Cushion
Assembly
12. Safety
14.
13.
14.
Bolt Belt Bracket
Nut
Safety Belt Bracket
24.
26.
25.
26.
Seat
Bolt Adjustment Pin
Bushing
Bushing
35.
37.
36.
37.
Bushing
Bolt
Washer
Washer
4.
4. Seat Back Assembly 15. Bolt 27. Roller 38. Washer
5. Bottom Framework 16. Spacer
Spacer 28. Nut 39. Handle
6. Bolt 17. Nut 21 29.
29. Spring
Coil Spring 40. Rollpin
Rollpin
7.
7. Nut 18. Nut 30. Screw 41.
41. Rollpin
Rollpin
8.
8. Safety Belt Bracket 19. Cotter Pin 31. Seat Adjustment Knob 42. Stop
9.
9. Bolt 20.
20. Clevis 32. Handle
Handle Tube 43.
43. Screw
Screw
10. Washer Cotter Pin
21. Cotter Pin 33.
33. Washer 44.
44. Cam
10A.
10A. Plate 22. Clevis
Clevis Pin 34. Pin
Pin 45.
45. Cotter Pin
Pin
11. Safety Belt 23. Clevis Pin 46. Nutplate
Figure 3-8. Typical Front Seat
3-10
Seats
2 2
20. Latch Pin Torque Tube

1. Recliner Cam 21. Adjusting Screw Nut
2. Bottom Frame 15 22. Adjusting Screw
3. Recliner Tube 23. Roll Pin
4. Cam Return Spring 12. Latch Pin 24. Handle
5. Cotter Pin 13. Spring 25. Bearing Block
6. Washer 14. Bolt 26. Torque Tube
Arm
7. Clevis Pin 15. Bushing 27. Actuator Rod
8. Seat Springs 16. Roller 28. Bellcrank
9. Collar 17. Nut 29. Nut Plate
10. Torque Tube 18. Seat Latch Arm 30. Back Frame
11. Clevis 19. Knob 31. Stop Screw
Figure 3-8A. Vertically Adjustable Seat Mechanism

3-10A
Shop Notes
SHOP NOTES:
3-10B
Seats
NOTE
Design changes, including contours,

materials, and methods of attach-
ment, have occurred from time to
time .
1. Roll Pin 8. Cover Assembly 14. Bolt

2. Latch Handle 9. Upholstery Button 15. Bolt
3. Latch Spring 10 Tufting Button (Some Airplanes) 16. Spacer
4. Latch 11. Bolt 17. Bolt
5. Latch Assembly (Some Airplanes) 12. Bolt 18. Tufting Button
6. Cover Assembly (Some Airplanes) 13. Nuts 19. Bolt
7. Safety Belt 20. Screw
Figure 3-9. Typical Rear Seat
3-11
Seats
1. Roll Pin or Rivet

2. Latch Handle
3. Latch Spring
4. Seat Back 10
5. Latch Assembly (Early Airplanes)
6. Latch Arm
7. Right Seat Bottom
8. Left Seat Bottom
9. Pin
10. Cotter Pin
11. Washer
12. Spring
Figure 3-10. Model 150 Seats
3-12
Seats
NOTE
8
The baggage and cargo tie downs 9
for the Model 150, illustrated in 37 11
figure 3-19, must be provided 12
when reclining seats are installed.
29 28 27 26 25 24 23
1. Seat Bottom 13. Shaft 26. Seat Adjustment Pin
2. Seat Back 14. Nut 27. Spring
3. Seat Rail 15. Bolt 28. Seat Adjustment Clevis
4. Seat Stop 16. Rollpin 29. Seat Adjustment Knob
5. Cotter Pin 17. Cotter Pin 30. Clip
6. Clevis Pin 18. Clevis Pin 31. Seat Spring
7. Screw 19. Seat Adjustment Tube 32. Seat Reclining Knob
8. Nut 20. Roller 33. Seat Reclining Tube
9. Cam 21. Bushing 34. Nut
10. Spring 22. Bolt 35. Bolt
11. Cotter Pin 23. Cotter Pin 36. Bolt
12. Clevis Pin 24. Nut 37. Nut
25. Clevis Pin
Figure 3-11. Model 150 Optional Reclining Seats

3-13
Seats
NOTE
This seat is optional equipment on the Model 150 21

prior to 1962. See figure 3-12A for 1962 and on.
1. Forward Hinge Half 11. Stop Angle 22. Seat-Bottom Upper Front
2. Rear Hinge Half 12. Seat-Back Stiffener Angle Angle
3. Screw , 13. Safety Belt 23. Seat-Bottom Top Panel
4. Support Angle 14. Nut 24. Nutplate
5. Nut 15. Safety Belt Bracket 25. Screw
6. Seat-Back Panel 16. Seat-Bottom Lower Rear Angle 26. Seat-Bottom Front Panel
7. Seat-Back Pad 17. Bolt 2. Seat-Bottom Pad
8. Hinge Pin 18. Bushing 28. Finishing Washer
9. Seat-Back Side Angle 19. Seat-Bottom Upper Side Angle 29 Screw
10. Seat-Bottom Upper Rear 20. Seat-Bottom Lower Side Angle 30. Seat-Bottom Lower Front
Angle 21. Seat-Bottom Side Panel Angle
Figure 3-12. Model 150 Child Seat

3-14
Seats
NOTE
See figure 3-18 for safety belts and cargo tie-downs.
Beginning in 1962, an auxiliary seat installation similar

to the Model 185 rear stowable seat is optional equipment
on all models except the 182.
1. Screw 7. Washer 14. Cotter Pin

2. Clamp 8. Nut 15. Spring
3. Support 9. Rear Seat Back 16. Center Seat Bottom
4. Center Seat Back 10. Spacer 17. Eyebolt
5. Rear Seat Bottom 11. Hinge 18. Clevis Pin
6. Clip 12. Bolt 19. Cable Yoke
13. Handle
Figure 3-12A. Model 185 Stowable Seats
3-14A
Shop Notes
SHOP NOTES:
3-14B
Upholstery Panels
NOTE
Many changes in the design of interior upholstery and trim

have occurred from year to year. The shape, size, mater-
ial, method of attachment, and the location of ash trays,
arm rests, and sound-proofing, vary with the different
models, their date of manufacture, and the configuration
of each airplane. Royalite, instead of fabric, is used for
upholstery panels in utility versions of the Model 185. The
Model 182 (1962 and on) has a metal cover which shields
aileron chains at the firewall.
1. Arm Rest 9. Assist Strap 16. Retainer

2. Door Panel 10. Ash Tray 17. Retainer
3. Screw 11. Rear Door Post Fairing 18. Cowl Deck Cover
4. Upholstery Fastener 12. Screw 19. Cowl Deck Sound-proofing
5. Forward Side Panel 13. Aft Side Panel 20. Upper Firewall Panel
6. Door Post Cover 14. Arm Rest 21. Lower Firewall Panel
7. Sound-proofing 15. Baggage Compartment Upholstery 22. Defroster Outlet
8. Ventilation Grommet 23. Radio Ventilator Screen
TYPICAL EXCEPT MODEL 150
Figure 3-13. Upholstery Panels
3-15
Upholstery/ Safety Belts
3-28. HEADLINER AND CABIN TOP SOUNDPROOF- 3-32. REMOVAL AND REPLACEMENT.
ING. (See figures 3-14 and 3-16.) a. Remove front and rear seats.
b. Remove the sidewall front panels by removing
3-29. REMOVAL. the attaching screws and retaining strips.
a. Remove sun visors, all inside finish strips and c. Remove door panel assembly by removing
plates, door post upper shields, front spar trim door handle and arm rest, then pulling out on panel
shield, dome light panel, rear baggage shelf and any at each spring clip. Work the panel down, free of
other visible retainers securing the headliner. top retainer channel.
b. Work edges of headliner free from metal tabs
which hold the fabric. NOTE
c. Starting at the front of the headliner, work the
headliner down, removing screws through metal tabs Automotive type clips attach the door uphol-
which hold the wire bows to the cabin top. Pry loose stery panels. A dull putty knife is an excellent
the outer ends of the bows from the retainers above tool for prying loose the panel fasteners.
the doors. Detach each wire bow in succession.
d. Remove the screws aft of the door posts secur-
NOTE ing the rear arm rests from outside the fuselage.
Remove rear ash trays and aft upholstery panels.
Always work from front to rear when removing e. Reverse the steps above to reinstall panels.
the headliner; it is impossible to detach the wire
bows when working from rear to front. 3-33. WINDLACE (DOOR SEAL) is installed to pro-
vide additional sealing and provide an ornamental
d. Remove the headliner assembly and bows from edging for the door opening. The windlace is held in
the airplane. position by sheet metal screws and is mounted be-
tween the upholstery panels or trim and the doorpost
NOTE structure.
Due to the difference in length and contour of 3-34. CARPETING. Cabin area and baggage com-
the wire bows, each bow should be tagged to partment carpeting is held in place by rubber cement,
assure proper location in the headliner. small sheet metal screws, and retaining strips. When
fitting a new carpet, use the old one as a pattern for
e. Remove the spun glass soundproofing panels. trimming and marking the screw holes. Utility ver-
sions of the Model 185 have a rubber mat instead of
NOTE carpeting on the floor. Royalite is used on the door
and side panels on these aircraft.
The lightweight soundproofing panels are held
in place with industrial rubber cement. 3-35. BAGGAGE COMPARTMENT UPHOLSTERY
is washable, fabric-backed plastic or Royalite, held
3-30. INSTALLATION. in place by small screws and retainers. A baggage
a. Before installing headliner, check all items shelf is provided in the upper part of the baggage
concealed by the headliner to see that they are mounted compartment on most models. The floor covering
securely. Use wide cloth tape to secure loose wires is cemented to the floor on some models, and is se-
to the fuselage, and to seal any openings in the wing cured by screws and retaining strips on others.
roots. Straighten any tabs bent during removal of
the headliner. 3-36. SAFETY BELTS. (See figures 3-8, 3-9
b. Apply cement to inside of skin in areas where and 3-18.)
soundproofing panels are not supported by wire bows,
and press soundproofing in place. 3-37. REMOVAL AND REPLACEMENT.
c. Insert wire bows into headliner seams, and se- a. Front seat safety belts may be removed by re-
cure rearmost edges of headliner after positioning moving the bolts, spacers, and nuts that secure them
the two bows at the rear of the headliner. Stretch the to their safety belt attachment brackets. The brack-
material along the edges to make sure it is properly ets are bolted to floorboard structure and may be re-
centered, but do not stretch it tight enough to destroy moved if necessary.
the ceiling contours or distort the wire bows. Secure b. Rear seat safety belts are attached directly to
the edges of the headliner with sharp tabs or, where the seat bottom structure with bolts, spacers and
necessary, rubber cement. nuts. Rear seat belts may be removed if necessary.
d. Work the headliner forward, installing each wire c. Model 185 stowable-seat safety belts are quickly
bow in place with the tabs. Wedge the ends of wire bows removable to permit rapid change from passenger to
into the retainer strips. Stretch the headliner just cargo configuration. After unsnapping the safety
taut enough to avoid wrinkles and maintain a smooth belts, the safety belt attachment fittings are used to
contour, tie down cargo. See figure 3-18 for details of these
e. When all bows are in place and fabric edges are fittings.
secured, trim off any excess fabric and reinstall all
items removed.
3-31. UPHOLSTERY SIDE PANELS. (See figures

3-13 and 3-16.)
3-16
Headliners
13 10 7
9 8
1. Soundproof Panel 8. Screw

2. Rear Soundproof Panel 9. Headliner Hanger
3. Headliner 10. Wire Bows
4. Coat Hanger Hook 11. Tiara
5. Washer 12. Fastener
6. Zipper 13. Front Spar Trim Shield
7. Cabin Top Skin
Figure 3-14. Headliner and Headliner Soundproofing
3-17
Carpeting
2 3
NOTE
Carpeting in deluxe versions of the Model 185 is similar to that
used in the Model 180, while utility versions use rubber matting
instead of carpeting. The aft floor covering of utility aircraft
is secured with metal cargo runners. Beginning in 1962, the
floorboard tunnel on the Model 182 has been replaced with an
upright console containing trim wheels, fuel selector valve and
cowl flap control.
1. Rudder Bar Shield 9. Scuff Plate

2. Screw 10. Baggage Carpet
3. Retainer 11. Floor Mat
4. Screw 12. Screw
5. Rudder Bar Shield 13. Washer
6. Screw 14. Kick Plate
7. Tunnel Cover Plate 15. Tunnel Carpet
8. Screw 16. Control Tee Shield
Figure 3-15. Cabin Carpeting
3-18
Upholstery
12
NOTE
Beginning in 1961, the baggage shelf

is made in two parts. The forward
part is removable for increased
baggage area or installation of the
optional child seat.
20
1. Fastener 10. Support 20. Rudder Bar Shield

2. Cover Strip 11. Baggage Shelf 21. Tunnel Carpet
3. Headliner Strip 12. Baggage Compartment Upholstery 22. Control Tee Shield
4. Headliner Wire 13. Window Trim Panel 23. Firewall Panel
5. Screw 14. Rear Doorpost Panel 24. Doorpost Trim
6. Clip 15. Side Panel 25. Assist Strap
7. Soundproofing 16. Soundproofing 26. Ventilation Grommet
8. Channel 17. Forward Side Panel 27. Shield Assembly
9. Headliner 18. Carpet 28. Soundproofing
19. Kickplate
Figure 3-16. Model 150 Upholstery
3-19
Cargo Tie-Down Provisions
3-38. CARGO TIE-DOWN PROVISIONS. Optional the Model 185, six cargo tie-down rings, similar to
cargo tie-down rings may be installed in all aircraft the one shown on the seat rail in figure 3-17, are
except the Model 150. Excluding the Model 185, available as optional equipment. Two rings are in-
which has a different tie-down ring arrangement, stalled at the front of the copilot's seat rails when
provisions for the rings consists of six nutplates in- the seat is removed; the remaining four are installed
to which eyebolt-type tie-down rings may be installed. on the aft end of the front seat rails. Additional
One is installed in the floorboard on each side of the tie-down provisions on the Model 185 are the six
cabin near the rear doorpost. One is installed in stowable-seat safety belt attachment fittings in the
the floorboard on each side of the baggage compart- rear cabin area (refer to figure 3-18). Removal of
ment just in front of the rear wall. One is installed the quick-release safety belts permits use of the
in the floorboard on each side of the cabin at the fittings for cargo tie-down. In the Model 150, cargo
bulkhead just in front of the baggage door. Begin- tie-down provisions consist of two adjustable tie-
ning in 1962, the Model 182 utilizes the nutplates in down straps secured to the center of the floorboard
the rear seat support brackets, when the rear seat just aft of the seats, running aft and outboard to
is removed, instead of the floorboard nutplates in bulkhead attachments at the baggage compartment
front of the baggage door. Additional rings of a rear wall (refer to figure 3-19). Whenever the
different type may be attached to the aft end of front Model 150 is equipped with optional reclining seats,
seat rails. Both types are shown in figure 3-17. In installation of the tie-downs is mandatory.
CARGO TIE-DOWN
LUG SLIDE ASSEMBLY
CARGO TIE-DOWN RING
SEAT RAIL
Figure 3-17. Cargo Tie-Down Rings
SHOP NOTES:
3-20
Safety Belt/Cargo Tie-Down Provisions
BE SURE CENTER SEAT BELT BRACKET

IS IN LOCATION SHOWN. THE FLOOR-
BOARD IS REINFORCED AT THE AFT HOLE
FOR STRUCTURAL REQUIREMENTS OF THE
SEAT BELT AND CARGO TIE-DOWN ATTACH-
MENTS.
NOTE
Model 185 stowable-seat safety belts can be

removed quickly by unsnapping them from
their brackets. These same brackets then
serve as cargo tie-down brackets.
1. Safety Belt 6. Floorboard

2. Bolt 7. Nutplate
3. Bracket 8. Bulkhead (Station 90)
4. Bulkhead (Station 108) 9. Anchor Plate
5. Nut
Figure 3-18. Safety Belt and Cargo Tie-Down Provisions (Utility Model 185)
3-21
Cargo Tie-Down Provisions
5. Bolt 12 Nut
6. Spacer 13. Spacer
7. Nut
Figure 3-19. Model 150 Adjustable Cargo Tie-Down Straps
3-22
SERVICE MANUAL Airframe
Wings
SECTION 4
AIRFRAME
WINGS .... . . .. . . .... .. . . 4-1 FIN .. ... . .... . . .... . .. . 4-7

Removal ................ 4-1 Removal ............... . 4-7
Repair ................ 4-1 Repair ................. 4-7
Replacement. .............. 4-3 Replacement .............. 4-7
Adjustment ............... 4-3 HORIZONTAL STABILIZER ......... 4-12
WING STRUTS .............. 4-5 Removal ............. . 4-13
Removal and Replacement. ........ 4-5 Replacement ........... . 4-13
Repair .............. ... 4-5
4-1. WINGS. (See figure 4-1.) be attached to each cable before it is pulled
free of the wing. Then disconnect cable from
4-2. Each all-metal wing panel is a semicantilever, wire and leave the guide-wire routed through
semi-monocoque type, with two main spars and suit- the wing; it may be attached again to the cable
able ribs for the attachment of the skin. Skin panels during reinstallation and used to pull the cable
are riveted to ribs, spars, and stringers to complete into place.
the structure. An all-metal, piano-hinged aileron,
a high-lift flap, and a detachable wing tip are mount- f. Support wing at outboard end and disconnect strut
ed on each wing assembly. A single fuel tank is at wing fitting. Tie the strut up with wire to prevent it
mounted between the wing spars at the inboard end of from swinging down and straining strut-to-fuselage
each wing and the leading edge of the left wing may fittings. On the Model 182, 1962 and on, the fuse-
have optional landing and taxi lights installed. lage fitting projects from the fuselage and is covered
Colored wing tip lights are mounted at each wing tip. by the strut fairing. Loosen the fairing and slide it
up the strut; the strut may then be lowered without
4-3. REMOVAL. Removal of a wing panel is ac- damage.
complished most easily if three men are available to g. Mark position of wing attachment eccentric bush-
handle the wing. Otherwise the wing should be sup- ings; these bushings are used to rig out "wing-heavi-
ported with a sling or maintenance stand when the ness."
fastenings are loosened. To remove a wing: h. Remove nuts, washers, bushings and bolts at-
a. Remove the wing root fairings and fairing taching wing spars to fuselage.
plates.
b. Remove all wing inspection plates. NOTE
c. Drain fuel from tank of wing being removed.
d. Disconnect: It may be necessary to use a long drift punch
1. Electrical wires at wing-root disconnects. to drive out wing-attaching bolts, or to rock
2. Fuel lines at wing root. the wing slightly while pulling bolts.
3. Pitot line (left wing only) at wing root.
4. Cabin ventilator hose at wing root. j. Remove wing and lay on padded stand.
e. Slack off tension on flap and aileron cables by
loosening turnbuckles, then disconnect cables at the 4-4. REPAIR of a damaged wing panel may be ac-
flap and aileron bellcranks. complished in accordance with instructions given in
Section 19. Extensive repairs of wing skin or struc-
NOTE ture are best accomplished using the wing repair jig,
which may be obtained from the manufacturer. The
To ease rerouting the cables, a guide wire may jig serves not only as a holding fixture, making work
4-1
Airframe SERVICE MANUAL
Wing
Landing lights on later models are secured to adjustable

plates, so thatadjustment.
turbing their the lamps may be replaced
A new without dis-
wing tip contour,
12 a dir -
are changes which have been made on later models. See

1. Bolt 16. Aileron Control Pulley 31. Channel or Bracket
8.
9. Screw
Fairing 23.
24. Rubber Channel Moulding
Nut 38.
39. Grounding
Grounding Nut
Screw
10.
11. Screw
Lens 25.
26. Dome Nut
Fuel Tank 40.
41. Screw
Washer
12. Gasket 27. Inspection Plate 42. Fairing Assembly
13. Gasket 28. Stall Warning Wing Unit 43. Rub Strip
14. Detector 29. Spring 44. Screw
15. Aileron 30. Washer 45. Rub Strip
Figure 4-1. Typical Wing Installation
4-2
Wing
on the wing easier, but also assures absolute align- 1. Install all inspection plates and interior panels
ment of the repaired wing. and upholstery.
4-5. REPLACEMENT. 4-6. ADJUSTMENT (CORRECTING "WING-HEAVY"

a. Hold wing in position and install bolts, bushings, CONDITION). If considerable control wheel pressure
washers and nuts attaching wing spars to fuselage is required to keep the wings level in normal flight,
fittings. a wing-heavy condition exists. To correct wing
heaviness:
CAUTION a. Remove wing fairing strip on the wing-heavy
side of the airplane.
Beginning with the 1962 Model 182D, forward b. Loosen nut and rotate bushings (5) simultane-
bushing (5) is approximately half the length of ously until the bushings are positioned with the thick
the aft bushing. Care should be taken to inside of the eccentrics up. This will lower the trail-
stall the short bushing in the forward side and ing edge of the wing, and decrease wing heaviness
the long bushing in the aft side. At least one by increasing the angle-of-attack of the wing.
washer should always be installed under the
bolt head and under the nut. Torque to the
value listed in the Torque Table in Section 1. CAUTION
b. Install bolt, spacer, and nut to secure upper Be sure to rotate the eccentric bushings simul-
end of wing strut to wing fittings. On the Model 182, taneously. Rotating them separately will de-
1962 and on, reinstall the strut fairing at the lower stroy the alignment between the off-center bolt
end of the strut. holes in the bushings, thus exerting a shear-
c. Route flap and aileron cables. ing force on the bolt, with possible damage to
d. Connect: the hole in the wing spar.
1. Electrical wires at wing-root quick-disconnects.
2. Fuel lines at wing root. c. Tighten nut and reinstall fairing strip.
3. Pitot line (if left wing is being installed). d. Test-fly the airplane. If the wing-heavy con-
4. Ventilator hose. dition still exists, remove fairing strip on the
e. Rig aileron system (Section 6). "lighter" wing, loosen nut and rotate bushings
f. Rig flap system (Section 7). simultaneously until the bushings are positioned
g. Refuel wing tank and check for leaks. with the thick side of the eccentric down. This will
h. Check operation of wing tip and landing lights. raise the trailing edge of the wing, thus increasing
j. Check operation of fuel gage. wing heaviness to balance heaviness in the opposite
k. Install the wing root fairings and fairing plates. wing.
NOTE e. Tighten nut, install fairing strip, and repeat

test flight.
Be sure to insert soundproofing panel in wing
gap, if such a panel was installed originally,
before replacing fairings.
SHOP NOTES:
4-3
Wing Strut
3 4
MODELS 150, 172 & 175

Note
7 Mooring ring (9) is located at the most

inboard position on some airplanes.
TYPICAL STRUT FAIRING
1. Bolt 9. Mooring Ring 16. Nut

2. Spacer 10. Strut Assembly 17. Pin
3. Nut 11. Fuselage Attachment Fitting 18. Mooring Ring
4. Nut 12. Bolt 19. Spring
5. Washer 13. Seal 20. Seal
6. Rivet 14. Rivet 21. Wing Attachment Fitting
7. Wing Attachment Fitting 15. Screw 22. Screw
8. Upper Seal 23. Strut Fairing
Figure 4-2. Wing Strut
4-4
Wing Struts
4-7. WING STRUTS. (See figure 4-2.) a. Remove fuselage and wing inspection plates or
fairings at strut junction points.
4-8. Each wing has a single lift strut which transmits b. Support wing securely, then remove nut and bolt
a part of the wing load to the lower portion of the securing strut to fuselage.
fuselage. The strut consists of a streamlined tube c. Remove nut, bolt, and spacer used to attach strut
riveted to two end fittings for attachment at the fuse- to wing; then remove strut from airplane.
lage and wing. d. Install strut by reversing steps listed above.
4-9. REMOVAL AND REPLACEMENT of wing struts 4-10. REPAIR of wing strut is limited to replace-
can be accomplished in accordance with the following ment of strut seals and attaching parts. A badly
steps: dented, cracked, or deformed wing strut should be
replaced.
NOTE
If strut fairings are installed, remove

screws attaching them to wing and fuselage.
SHOP NOTES:
4-5
Vertical Fin
FORMED ROYALITE 13
14
DORSAL RIVETED
TO FUSELAGE
17
1. Fin Assembly 10. Rudder Tip

2. Oilite Hinge Bushing 11. Rudder Trailing Edge
3. Washer 12. Tail Navigation Light
4. Bolt 13. Lower Rib
5. Rudder 14. Rudder Butt
6. Nutplate 15. Rudder Bellcrank
7. Fin Tip 16. Fin Leading Edge
8. Rudder Spar 17. Screw
9. Skin 18. Dorsal
Figure 4-3. Fin and Rudder - 150 Series
4-6
Fin
4-11. FIN. lage and dorsal to fin.
4-12. The fin is primarily of metal construction NOTE

consisting of ribs and spars covered with skin. Some
fin tips, dorsals, and sections of leading edges are The dorsal is a part of the fin on some models
Royalite or Fiberglas. Hinge brackets at the fin rear and a part of the fuselage on others. On those
spar attach the rudder. airplanes where the dorsal is riveted to the
fuselage, it is ordinarily left in place when
4-13. REMOVAL. (Seefigures4-3 thru4-7.) The removing the fin.
fin on all models except the 150 may be removed with-
out first removing the rudder. However, for access g. Remove bolts attaching fin rear spar to fuselage.
and ease of handling, the rudder may be removed if Remove upper elevator stop bolt on those models
desired, where it passes through the fin rear spar.
a. Remove fairingsoneach side of thefin. Remove h. On the Model 150, remove the lower rudder
the stinger on Models 180, 182, and 185. hinge.
b. Disconnect tail light electrical wire, rotating i. Remove the bolts attaching the fin front spar to
beacon electrical wires, and antenna leads if in- the fuselage and remove the fin. On the Model 150,
stalled. Unfasten any antennas that would interfere the forward part of the fin is attached to the fuselage
with fin removal. with a bolt passing up through the fuselage into a nut-
c. If attached to rudder bellcrank, disconnect plate in the fin base. Remove this bolt and remove
tailwheel steering mechanism at the bellcrank. the fin.
NOTE 4-14. REPAIR of the fin should be accomplished in

accordance with the applicable instructions in Sec-
Tension can be relieved by holding tailwheel tion 19.
and applying pressure on one rudder pedal.
4-15. REPLACEMENT of the fin may be accomplish-
d. Disconnect rudder cables at rudder bellcrank. edbyreversingtheprocedureinparagraph4-13. Be
e. Remove rudder hinge bolts and remove rudder sure to check and reset rudder and elevator travel if
on the Model 150 - and other models, if desired. any stop bolts were removed or settings disturbed.
f. Remove any screws attaching dorsal to fuse-
1. Dorsal Skin 27 14
2. Dorsal Skin 15
3. Dorsal Skin Leading Edge 18 16
4. Leading Edge Skin 17
5. Leading Edge Rib 19
6. Fin Tip
7. Rib Tip
8. Fin Rib
9. Fin Rib 24
10. FinRib
11. Fin Spar Assembly 18. Nut 25. Dorsal Rib
12. Spar Doubler 19. Dorsal Rib 26. Rib Doubler
13. Spar 20. Dorsal Rib Assembly 27. Fin Skin
14. Bolt 21. Dorsal Rib 28. Leading Edge Rib
15. Washer 22. Screw 29. Fin Rib
16. Fin Rear Spar Reinforcement 23. Bracket 30. Hinge Assembly
17. Washer 24. Rubber Moulding 31. Hinge Assembly
Figure 4-4. Fin - 172 and 175 Series (Prior to 1960)
4-7
Vertical Fin
FORMED ROYALITE (STANDARD EQUIPMENT)

MOULDED FIBERGLAS (ROTATING BEACON)
DORSAL RIVETED
TO FUSELAGE
1. Dorsal Fin 5. Tip 8. Lower Rudder Hinge

2. Rubber Moulding 6. Upper Rudder Hinge 9. Nut
3. Fin Assembly 7. Center Rudder Hinge 10. Washer
4. Screw 11. Bolt
Figure 4-5. Fin - 172 and 175 (1960 & on)

4-8
Vertical Fin
Figure 4-6. Fin - 180 (All) and 182 (Prior to 1960) 4-9
1. Nut
1. 23. Fin Rib
2.
2. Washer 24.
24. Channel
Stabilizer Stop
3. Stabilizer Stop 25.
25. Dorsal Lower Rib
4.
4. Bolt 26. Dorsal Rib
5. Tip Assembly 27. Dorsal Upper Rib
6. Fin Upper Skin 28. Fin Leading Edge Rib
Fin Lower Skin
7. Fin Lower Skin 29. Fin Front Spar
Spar
8. Dorsal Skin 30. Fin Leading Edge Rib
9. Screw
9. 31.
31. Hinge Assembly
Assembly
10. Screw 32. Fin Rear Rear
Spar
Spar
11. Splice Plate 33. Center Hinge Assembly
12.
13. Leading
Leading
Rib Edge1 Skin 2. 34. Fin Rear
35. PlateRear Spar Reinforcement
14. Fin Tip Rib 36. Hinge Upper Bracket
16. Fin Rib 38.Nutplate

17.
21. Fin Rear Spar
Washer 39.
43. Washer
Moulding
22. Nut 44. Dorsal Lower Rib
4-9
Vertical Fin
MOULDED FIBERGLAS 3
1-PIECE FIBERGLAS
(IN 1960 ONLY)
1. Fin Assembly 5. Bolt

2. Upper Rudder Hinge 6. Washer
3. Center Rudder Hinge 7. Nut
4. Lower Rudder Hinge 8. Fairing
Figure 4-7. Fin - 182 (1960 & on)
4-10
Horizontal Stabilizer
1. Dorsal Skin 9. Fin Ribs 16. Washer

2. Splice Plate 10. Upper Hinge 17. Bolt
3. Edge Skin
LeadingSkin 11.
12. Center Hinge
Rear Spar 18.
19. Washer
Nut
4. Upper
7. Dorsal 10. Upper Hinge 16.
17. Washer
Bolt
2.
3. Splice
LeadingPlate
Edge Skin 11. Center Hinge 18.
19. Washer
Nut
4. Tip
5. Upper Skin
Cover 12.
13. Bolt Spar
Rear 20. Bolt
6. Lower Skin 14. Lower Hinge 21. Stop Bracket
7. Dorsal Ribs 15. Nutplate 22. Washer
8. Front Spar 23. Nut
Figure 4-8. Fin - Model 185

4-11
4-16. HORIZONTAL STABILIZER (FIXED). extends throughout the full span of the horizontal
stabilizer and front spars which extend approximate-
NOTE ly one-half the span of the stabilizer. The skins are
riveted to both spars and ribs. Some stabilizer tips
On Models 182 (prior to 1962), 180, and 185, are Royalite or Fiberglas. A formed metal leading
the horizontal stabilizer is adjustable to pro- edge is riveted to the assembly to complete the
vide the longitudinal trim afforded by the ele- structure. The elevator trim tab actuator screw
vator trim tab of other models. Refer to is contained within the horizontal stabilizer assem-
Section 11 for information concerning adjust- bly, and is supported by a bracket riveted to the
able stabilizers. main spar. The underside of the stabilizer con-
tains a covered opening which provides access to
4-17. The horizontal stabilizer is primarily an all- the actuator. Hinges are located on the rear spar
metal assembly constructed with a rear spar which to support the elevators.
FORMED ROYALITE
1. Stabilizer Tip 5. Elevator Bellcrank

2. Elevator Leading Edge 6. Elevator
3. Elevator Tip 7. Stabilizer Leading Edge
4. Elevator Trim Tab
Figure 4-9. Stabilizer and Elevator - Model 150
4-12
4-18. REMOVAL. stabilizer to the fuselage.

h. Disconnect elevator tab actuator cables.
NOTE i. Remove the horizontal stabilizer.
Removal of the stabilizer requires removal of 4-19. REPLACEMENT.

the rudder, fin and elevators.
NOTE
a. Remove the fairings above the horizontal stabilizer
and elevator tab actuator access cover. For installation of adjustable stabilizers,
b. Disconnect rudder cables at rudder bellcrank; see Section 11.
then remove rudder by removing rudder hinge bolts.
c. Disconnect the elevator tab push-pull tube at
tab horn and actuator and remove push-pull tube. a. Install the horizontal stabilizer by reversing the
d. Disconnect elevator cables from elevator bell- procedures listed in the preceding paragraph.
crank. b. Check operation of:
e. Remove the elevator by removing elevator hinge 1. Rudder control system.
bolts. 2. Elevator control system.
f. Remove the fin. 3. Elevator trim tab control system.
g. Remove the bolts securing the horizontal 4. Tail navigation light.
5. Rotating Beacon.
SHOP NOTES:
4-13
3. Hinge 21. Angle 39. Front Spar

4. Bushing 22. Spar 40. Nose Rib
5. Stub Rib 23. Spar Assembly 41. Reinforcement
6. Bracket Assembly 24. Reinforcement 42. Bolt
7. Bracket 25. Spar Rib 43. Washer
8. Nut 26. Rib 44. Front Spar
9. Actuator 27. Rib 45. Skin LH
10. Screw 28. Rib 46. Shoe
11. Clamp 29. Rib 47. Skin
12. Fairing RH 30. Stiffener 48. Moulding
13. Fairing LH 31. Rib 49. Plate Retainer
14. Screw 32. Nut 50. Plate
15. Bracket Assembly 33. Nut 51. Pulley Bracket
16. Nutplate 34. Screw 52. Nut
17. Bracket 35. Tip Rib 53. Center Skin
18. Stop Bolt 36. Tip 54. Washer
Figure 4-10. Horizontal Stabilizer - Models 172 and 175
4-14
4-14
1. Nut 7. Bracket 13. Upper Left Fairing

2. Washer 8. Bolt 14. Stabilizer Assembly
3. Bolt 9. Elevator Pylon Bracket 15. Lower Left Fairing
4. Bracket 10. Elevator Inboard Hinge 16. Lower Right Fairing
5. Nut 11. Elevator Outboard Hinge 17. Forward Left Fairing
6. Washer 12. Upper Right Fairing 18. Forward Right Fairing
Figure 4-11. Horizontal Stabilizer - Model 182 (1962 & on)
SHOP NOTES:
4-15
SERVICE MANUAL Landing Gear
SECTION 5
LANDING GEAR
LANDING GEAR .............. 5-1 Inflating and Balancing .......... 5-28

Trouble Shooting ............ 5-2 NOSE WHEEL STEERING SYSTEM ...... 5-29
MAIN GEAR ............... 5-3 Steering Tube Assemblies. ........ 5-29
Removal ................ 5-3 Adjustment . ............. . 5-29
Installation .............. 5-4 TAIL GEAR .. .......... . 5-30B
Step Bracket Replacement . ....... 5-4 Replacement ............ 5-30B
MAIN WHEEL AND AXLE ......... 5-4 MODEL 185 ANTI-SWIVEL
Removal ................ 5-4 MECHANISM. ............. 5-30B
Installation ............... 5-4 Replacement and Rigging ........ 5-30B
MAIN WHEELS (Goodyear). ......... 5-5 TAILWHEEL ............ ... 5-30B
Removal ................ 5-5 Replacement . ....... . 5-30B
Disassembly ............. 5-5 Tire Replacement .......... 5-30B
Inspection and Repair .......... 5-5 Cleaning and Lubrication ........ 5-30B
Assembly ................ 5-5 SPEED FAIRINGS . ......... . 5-31
Installation ........... ........ 5-5 Replacement ........... .. 5-31
MAIN WHEELS (Cleveland) ........ 5-10 Repair . ........... . 5-33
Removal ................ 5-10 Precautions .. ......... .. 5-33
Disassembly .............. 5-10 BRAKE SYSTEMS ........... . 5-33
Inspection and Repair .......... 5-10 Brake Master Cylinders . ....... 5-33
Assembly ................ 5-10 Hydraulic Brake Lines . ...... . 5-33
Installation ............... 5-16 Wheel Brake Assemblies .. ...... 5-33
MAIN WHEEL ALIGNMENT ........ 5-16 Trouble Shooting ............ 5-34
CROSSWIND WHEELS ........... 5-16 Replacement of Brake Lines. ....... 5-34
NOSE GEAR ................ 5-16 Replacement of Master Cylinders ..... 5-34
Shimmy Dampener ............ 5-16 Repair of Master Cylinders . ....... 5-36
Torque Links .............. 5-16 Removal of Wheel Brakes . ....... 5-36
Replacement .............. 5-16 Disassembly of Wheel Brakes ...... 5-36
Disassembly .............. 5-22 Inspection and Repair of Wheel Brakes . . .5-36
Assembly ................ 5-22 Assembly of Wheel Brakes ........ 5-36
NOSE WHEEL .............. 5-26 Installation of Wheel Brakes . ...... 5-36
Replacement .............. 5-26 Checking Brake Linings. ......... 5-36
Disassembly .............. 5-26 Brake Lining Replacement ........ 5-36
Inspection and Repair .......... 5-27 Brake Bleeding ............. 5-39
Assembly ................ 5-27 PARKING BRAKE SYSTEMS . ....... 5-39
Replacement . ....... ......... 5-39
5-1. LANDING GEAR. 150 aircraft used the aluminum wheels, tubeless
tires, and gear-tooth brakes. During 1961, Cleve-
5-2. A tapered, spring-steel leaf supports each land wheels and brakes were introduced on the Model
main wheel and a steerable nose wheel is mounted or 150, and on all Model 185 aircraft. The Cleveland
an air-oil shock strut in all tricycle-gear equipped assembly features a fixed brake disc attached to the
aircraft. The Models 180 and 185 are equipped with wheel and a "floating" brake. Cleveland and Good-
conventional gear utilizing the spring-leaf main gear year nose wheels are interchangeable on all models.
and a tapered, tubular shock strut affixed to the Refer to Section 1 for tire sizes and pressures.
steerable, full-swivel tailwheel.
NOTE
Goodyear magnesium alloy wheels and tube-type tires
were used on early Cessna single-engine aircraft. The tubeless tires are filled by a special filler
During 1959, the wheels were changed to aluminum needle which is inserted directly into the tire
alloy and tubeless tires. At this time, the method of through a filler valve in the sidewall. The
transmitting braking force from the brake disc to the filler needle is stored in a lubricant-packed
wheel was changed to a gear-tooth arrangement instead case containing instructions for its use, and
of the disc drive keys used previously. Early Model is normally stowed in the map compartment.
5-1
Landing Gear SERVICE MANUAL
Trouble Shooting
Nose wheel steering is accomplished through normal 150, the nose gear strut is attached to the fuselage
operation of the rudder pedals. The nose wheel is by lightweight forgings. On the Model 150, the shock
steerable through an arc of approximately 8° each strut is attached to the engine mount.
side of neutral, after which it becomes free-swiveling
up to a maximum of 30 ° right or left of center. Through Lightweight, attractive speed fairings are standard
use of the brakes the airplane can be pivoted about the equipment on de luxe versions of late models, and
outer wing strut fitting. may be installed as optional equipment on other non-
retractable, tricycle-gear models. The speed fair-
The nose gear of all tricycle-gear Cessnas is of the ings are of resin-bonded, glass fiber construction.
steerable, air-oil shock strut type. Except on the Model
5-3. TROUBLE SHOOTING THE LANDING GEAR.
PROBABLE CAUSE ISOLATION PROCEDURE REMEDY
AIRPLANE LEANS TO ONE SIDE.
Incorrect tire inflation. Check with tire gage. Inflate to correct pressure.
Landing gear attaching parts Hoist airplane and check Tighten loose parts and replace
not tight. attaching parts. defective parts.
Landing gear spring excessively Check visually. Remove and replace.
sprung.
Incorrect shimming at inboard If no defects are found, Install washers or shims as

end of spring, correct by adding shims or required. Refer to paragraph
washers. 5-6.
Bent axles. Check visually. Replace axles.
WHEEL BOUNCE EVIDENT EVEN ON SMOOTH SURFACE.
Out of balance condition. Check wheel balance. Correct in accordance with

paragraph 5-40.
NOSE WHEEL SHIMMY.
Nose strut loose in Raise nose, remove cowl and Tighten nose strut attaching
attaching clamps, check strut attachment. clamp bolts.
Shimmy dampener lacks Check fluid level in Service shimmy dampener.
fluid. shimmy dampener.
Defective shimmy Raise nose, turn nose Repair or replace defective
dampener. wheel back and forth to shimmy dampener.
check dampening.
Loose or worn nose wheel Check for evidence of play. Tighten or replace defective
steering linkage, linkage.
TIRES WEAR EXCESSIVELY.

Incorrect tire inflation. Check with tire gage. Inflate to correct pressure.
Wheels out of alignment. Check toe-in and camber. Align in accordance with
paragraph 5-24.
Landing gear spring excessively Check visually. Remove and replace.
sprung.
5-2
Trouble Shooting
TIRES WEAR EXCESSIVELY. (Cont).
Incorrect shimming at inboard If no defects are found, Install washers or shims

end of spring. correct by adding shims or as required. Refer to para-
washers. graph 5-6.
Bent axles. Check visually. Replace axles.
Dragging brakes. Jack wheel and spin to See paragraph 5-62.

check for friction.
Wheel bearings too tight. Jack wheel and check for Adjust properly.
bearing drag.
Loose torque links. Check for excessive Add washers or replace

clearances. as necessary.
Loose or defective nose Raise nose, check wheel Tighten wheel bearings properly;
wheel bearings. bearings. replace, if defective.
Nose wheel out of balance. Check wheel balance. Correct in accordance with
paragraph 5-40.
HYDRAULIC FLUID LEAKAGE FROM NOSE STRUT.
Defective strut seals. Check for evidence of Replace defective seals.

fluid leakage.
NOSE STRUT WILL NOT HOLD AIR PRESSURE.
Defective air filler valve, Check for air leakage at Check gasket and tighten
or valve not tight. valve, loose valve. Replace, if
defective.
Defective strut seals. Check for evidence of Replace defective seals.

fluid leakage.
NOTE
A Goodyear kit for repairing tubeless tires without removing them from wheels (Simplug Repair
Kit No. 241-6251) is available locally from Goodyear Dealers.
5-4. MAIN GEAR. to a bulkhead fitting through the fuselage skin, dis-
connect the brake line at this fitting. On those
5-5. REMOVAL. models where the brake line connection is inside
the fuselage beneath the floor, disconnect the brake
NOTE line from the spring and the wheel brake cylinder.
Remove the gear, leaving the brake line protruding
Three different methods are used to attach the from the fuselage.
main landing gear spring to the fuselage out- c. On aircraft with U-bolts, remove the nuts and
board structure. Wide U-bolts are used on washers from the U-bolts and tap them free'of the
some models, shims and wedges on others, attaching structure. On aircraft with shims and
and steel channels on others. The spring is wedges, remove the attaching bolts and pry the
attached to the fuselage inboard structure with shims and wedges out of the fuselage. On aircraft
a bolt which passes through a hole in the end with a channel, remove the attaching bolts, washers,
of the spring. and nuts and remove the channel.
d. Remove the bolt, washer, and nut attaching the
a. Remove floorboard access covers over spring, inboard end of the spring and pull the entire gear
remove screws and slide external fairing and seal out of the fuselage. Note shims and washers placed
down around spring, drain hydraulic brake fluid and under the inboard end of the spring and mark them
hoist airplane. to be sure they are replaced correctly at reinstalla-
b. On those models where the brake line is attached tion of the landing gear.
5-3
SERVICE MANUAL
Landing Gear
Main 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 the fatigue life of the part.
(2) The shot peened layer is between 0.01 0 and 0.020 inch thick.
(3) If the protective layer of paint is chipped, scratched, or worn away, the steel may corrode
(rust).
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 removers or paint strippers on

landing gear springs. High-strength steel parts are very
susceptible to hydrogen 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 toa 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 more than 0.063 inch at any two opposite
points on the gear spring. This measurement limitation includes areas that have
previously been damaged and repaired.
(a) Make sure the depth of the damage area on the bottom of the gear spring is not more
than 0.01 2 inch deep.
1 If the damage is deeper than 0.01 2 inch deep and less than 0.063 inch deep,
replace orshot peen the gear spring. T e gear spring miust ue removed and sent
to an approved facility to be shot peened.
a The shot peen specification is to be Almen intensity of 0.01 2 to 0.0 16 with
330 steel shot.
(b) Make sure the 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 AC43.1 3-1 B Chapter 6.
5-4 D138-1-13 Temporary Revision 5- July 1/2007

0 Cessna Aircraft Company
SERVICE MANUAL
Landing Gear
Main Gear
c. Axle bolt hole corrosion.

(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 can produce 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 maximum damage depth for pits that develop in the axle bolt holes. If pits or
corrosion is found, ream to remove it, subject to the following limitations:
(a) Remove the minimum material necessary to repair the damage.
(b) Make sure the diameter of the axle attachment holes is no more than 0.383 inch for
3/8-inch bolts.
(c) Make sure the diameter of the axle attachment holes is no more than 0.32 1 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 spring into place and work shims and washers in position under inboard end of spring.
Install bolt, washer, and nut to secure inboard end of spring.
NOTE: Shims (or AN960-616 washers on some models) are installed under the inboard end of
the spring as required to level the wings within a total tolerance of three inches. If it was
necessary to install any during manufacture, the number originally installed is stamped on
the extreme end of the spring. However, more may be added whenever the wings exceed
this tolerance during service.
c. Where U-bolts are used, install with washers and nuts. Where shims and wedges are used,
tap them securely in place and install attaching bolts. Where a channel is used, install with
bolts, washers, and nuts.
CAUTION: Make sure the identification arrow on the channel points forward. It
is possible to install it incorrectly.
d. Lower aircraft from hoist.
e. Connect brake lines; refill and bleed brake system.
f. Install floorboard access covers, external fairings and seals.
5-7. STEP BRACKET REPLACEMENT.
NOTE: The step bracket is secured to the landing gear spring strut with Conley-Weld metal
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 from the spring
and the bracket by sand or grit blasting, if available, or with a wire brush and emery 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.
D1 38-1-13 Temporary Revision 5 -July 1/2007 5-4A

SERVICE MANUAL
Landing Gear
Main Gear
e. Check the fit of the step bracket on the spring. A gap of not more than 1/32 inch is
permissible.
f. Mix equal parts (by volume) of the adhesive (C-i and C-2) and stir thoroughly.
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 ensure 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 before flexing the gear spring or applying loads to the
step.
NOTE: Curing time for Conley-Weld is approximately 12 hours at room temperature (700 F').
Curing may be accelerated by the use of heat, such as infrared lamps (30 minutes to an
hour will cure the adhesive at 2000 F).
j. Repaint gear spring and step bracket after curing is complete.
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 carefully so they will be
reinstalled in exactly the same position to ensure that wheel alignment is not disturbed. Remove
axle and brake components.
5-10, INSTALLATION.
a. Secure axle and brake components to spring strut, making sure that wheel alignment shims
are reinstalled in their original positions.
b. Install the wheel assembly in accordance with paragraph 5-16 (or 5-22 for Cleveland wheels).
0
c. Connect brake line. Fill and bleed the brake system.
5-4B D1 38-1-13 Temporary Revision 5 - July 1/2007

©Cessna Aircraft Company
Main Wheels
5-11. MAIN WHEELS (Goodyear). ly, primed with zinc chromate primer, and repainted
with aluminum lacquer.
5-12. REMOVAL. d. Brake discs should be replaced if excessively
scored or warped. Small nicks and scratches should
NOTE be sanded smooth.
e. Bearing cups and cones should be inspected care-
This paragraph involves removing the wheel fully for damage and discoloration. After cleaning,
from the axle. The procedure may be used repack bearing cones with clean bearing grease be-
for tire replacement, wheel bearing replace- fore installation in the wheel.
ment, and replacement of wheel brake parts.
5-15. ASSEMBLY.
a. Jack the wheel, using the universal jack point. a. On tube-type tires, insert tube in tire, aligning
b. Remove the optional speed fairing (if installed), yellow stripe on tube with red dot on tire. Place out-
or the outer dust cover. board wheel half in tire and position valve stem
c. Remove cotter pins and axle nut. through valve hole. Insert thru-bolts, position in-
d. Remove brake disc anti-rattle clips and disc re- board wheel half, and secure with nuts and washers.
taining ring on those models where installed. Some Take care to avoid pinching tube between wheel halves.
later models have cantilever clips which must merely Torque to value marked on wheel.
have one end raised to free the wheel from the brake b. On tubeless tires, insert thru-bolts through inner
disc. wheel half. Place the tire around the wheel half with
e. Pull the wheel assembly off the axle, leaving the the inflation valve outboard. Inspect the O-ring groove
brake disc in place in the brake assembly. on both wheel halves to assure a smooth, clean sur-
face. Dirt or chips under the O-ring will cause and
5-13. DISASSEMBLY. air leak. Wipe the O-ring with clean bearing grease
a. Completely deflate the tire. Remove the valve and center in the O-ring groove. Place the other wheel
core in tube-type tires; insert filler needle in tube- half in position. Apply a light force to bring the wheel
less tires to release pressure. Break tire beads valves together; if the wheel halves do not bottom
loose. solidly together, the O-ring is not placed properly.
Maintaining the light force, assemble a washer and
WARNING nut on one thru-bolt and tighten snugly. Assemble
the remaining nuts and washers on the thru-bolts
Injury can result from attempting to separate and torque to the value marked on the wheel.
wheel halves with tire inflated. Avoid damag-
ing wheel flanges when breaking tire beads CAUTION
loose.
Uneven or improper torque of thru-bolt nuts
b. Remove thru-bolts and separate wheel halves. may cause bolt failure with resultant wheel
c. Remove tire and tube. With tubeless tires, re- failure.
move O-ring placed between wheel halves to seal
them against leakage. c. Clean and repack bearing cones with clean wheel
d. Remove bearing retaining rings, grease seals, bearing grease.
and bearing cones. Various types have been used d. Assemble bearing cones, seals, and retainers
according to the model and date of manufacture, into the wheel halves.
NOTE NOTE
On early assemblies, the disc drive keys are Various bearings, seals, and retainers have
held in place by staked screws, and the bear- been used among the different models, accord-
ing cups on all models are a press fit in the ing to their date of manufacture.
wheel halves. Remove these parts only if re-
placement is necessary. To remove the e. Inflate tire to seat tire beads, then adjust to
bearing cups, heat the wheel half in boiling correct pressure.
water for 15 minutes. Using an arbor press,
if available, press out the bearing cup and NOTE
press in the new one while the wheel is still
hot. A tire expander to facilitate tubeless tire in-
stallation is available from the Cessna Spare
5-14. INSPECTION AND REPAIR. Parts Department. Wheel balancing kits for
a. Clean all metal parts and the grease seal felts tubeless Goodyear wheel assemblies are also
in solvent and dry thoroughly. available. Goodyear Kit No. 9524859 is for
b. O-rings are usually replaced at each overhaul. 5. 00-5 wheels and Kit No. 9524877 is for
When re-using an O-ring, wipe it clean with a clean, 6. 00-6 wheels.
oiled cloth and inspect for damage.
c. Inspect wheel halves for cracks. Cracked wheel 5-16. INSTALLATION.
halves should be replaced. Sand out nicks, gouges, a. Place wheel on axle. On the Model 150. install
and corroded areas. Where the protective coating has collar (17, figure 5-7) on axle first.
been removed, the area should be cleaned thorough- b. Position brake disc in the wheel as the wheel is
5-5
Main Gear
2 NOTE
5 6 Brake line rerouting, tubeless tire and

6 7 wheel assemblies, gear-tooth brakes,
replacement of the inner wheel fairing
and bracket with a brake disc cover,
and different methods of attaching hub
caps are changes which have been made
11 on later models.
13
35
1516 19 3
1. Spring Alignment Shim

2. Wedge
3. Bolt
4. Plate
5. Screw
6. Seal
7. Bolt 30
8. Landing Gear Spring 29 26
9. Spring Adjustment Shim 25
10. Nut 27
11. Brake Line
12. Hose
13. Brake Line Retainer Bracket 25. Washer
14. Elbow 26. Bolt
15. Nut 27. Bolt
16. Gasket 28. Washer
17. Axle 29. Bushing
18. Brake Assembly 30. Washer
19. Tire and Tube 31. Wheel Fairing Bracket
20. Wheel Assembly 32. Wheel Alignment Shims
21. Cotter Pin 33. Nut
22. Axle Nut 34. Nut
23. Dust Cover 35. Fairing
24. Screw 36. Screw
Figure 5-1. Main Gear - Model 180

5-6
Main Gear
20 19
1. Shim 13. Fitting 24. Bolt

2. Wedge 14. Cotter Pin 25. Bolt
3. Bolt 15. Nut 26. Washer
4. Plate 16. Hub Cap 27. Washer
5. Screw 17. Outer Dust Cover 28. Brake Assembly
6. Bolt 18. Lockwasher 29. Shims
7. Brake Line 19. Screw 30. Washers
8. Brake Line Clip 20. Screw 31. Nuts
9. Hose 21. Lockwasher 32. Spring
10. Fitting 22. Cotter Pin 33. Nut
11. Brake Hose 23. Wheel Assembly 34. Shim
12. Axle 35. Seal
Figure 5-2. Main Gear - Model 185

5-7
Main Gear
MODEL 182
42 (1962 & on)
46 Note
38 Brake line rerouting, tubeless tire and wheel

assemblies, gear-tooth brakes, contour of
springs, design of steps, and methods of at-
taching dust covers are changes which have
10 been made on later models.
1. Bolt
2. Nut SPEED FAIRING
3. Washer
9. Brake Line 33--

11. Brake Line Strap 32
12. Clamp
13. Nut 31
14. Screw
18.
9. Nut
Brake Line
19. Elbow 29
21.
11. Wheel
Braket Line Strap
22. Axle Nut 28
23. Dust Cover (Hub Cap)
24. Screw.
25. Washer -
26. Cotter Pin
27. Bolt
28. Axle
29. Brake Disc Cover
30. Wheel Alignment Shim 44. Washer-Faced Nut
31. Nut 45. Washer
32. Washer 46. Nut
33. Nut 47. Screw
34. Nut 48. Doubler
35. Step 49. Speed Fairing
36. Screw 50. Scraper
37. U-Bolt 51. Screw
38. Seal 52. Bolt
39. Nut 53. Lockwasher
40. Washer or Shim 54. Washer
41. Bolt 55. Axle Nut
42. Countersunk Washer 56. Nutplate
43. Channel 57. Support Plate
Figure 5-3. Typical Tricycle Main Gear (Except Model 150)
5-8
Main Gear
Wedges and bolts are used to

attach spring to outboard sup-
port, serial 15059380 and on.
Along with this change, the
floorboard, landing gear bulk-
head, and structural compo-
1. Bolt 17. Cotter Pin 33. U-bolt

2. Nut 18. Nut 34. Outer Support
3. Washer 19. Elbow 35. Washer
4. Brake Line 20. Nut 36. Nutplate
5. Spring 21. Gasket 37. Inner Support
6. Screw 22. Brake Assembly 38. Screw
7. Brake Line Clamp 23. Shim 39. Doubler
8. Screw 24. Washer 40. Speed Fairing
9. Brake Line Clip 25. Nut 41. Nutplate
10. Hose 26. Bracket 42. Plate
11. Axle 27. Screw 43. Nut
12. Bolt 28.
29. Nut
Step 44.
45. Scraper
Screw
13.
Collar
14. Wheel Assembly 30. Screw 46. Bolt
Collar 215.31. Plate 47. Washer
12.
15. Bolt
Collar 31. Nut
28. Plate 44.
47. Scraper
Washer
5-9
Main Wheels
being slipped into place. Install anti-rattle clips and ings, also remove these parts from the outer wheel
disc retainer on those models where used. The later half.
cantilever clips must be raised at one end while in- d. On the Model 185, remove the grease seal ring,
stalling the disc. felt and plate, and the bearing cone from the inner
c. Make sure outer bearing, seal, and retaining wheel half.
parts (and the outer collar on the Model 150) are in
place, then install axle nut and tighten until a slight NOTE
bearing drag is obvious when the wheel is turned.
Back off the nut to the nearest castellation and in- The bearing cups are a press fit in the wheel
stall cotter pins. halves and should not be removed unless re-
d. Install the optional speed fairings, if used, or placement is necessary. To remove the bear-
the outer dust cover. Remove jack. ing cups, heat the wheel half in boiling water
for 15 minutes. Using an arbor press, if a-
NOTE vailable, press out the bearing cup and press
in the new one while the wheel is still hot.
Whenever a main tire is changed on an airplane
equipped with speed fairings, check that the 5-20. INSPECTION AND REPAIR. Instructions
scraper clearance is .25 to .38 inch. given in paragraph 5-14 for the Goodyear wheels
also apply to the Cleveland wheels.
5-17. MAIN WHEELS (Cleveland).
5-21. ASSEMBLY.
5-18. REMOVAL. a. Insert thru-bolts through brake disc and position
in the inner wheel half, using the bolts to guide the
NOTE disc. Assure that the disc is bottomed in the wheel
half.
It is not necessary to remove the wheel to re- b. Place the tire around the wheel half with the in-
line brakes or remove brake parts (other than flation valve outboard. Inspect the O-ring groove on
the brake disc or torque plate) on Cleveland both wheel halves to assure a smooth, clean surface.
wheel and brake assemblies. Dirt or chips under the O-ring will cause an air leak.
Wipe the O-ring with clean bearing grease and center
a. Jack the wheel, using the universal jack point. in the O-ring groove. Place the other wheel half in
b. Remove the optional speed fairing (if installed), position. Apply a light force to bring the wheel
or the outer dust cover. halves together; if the wheel halves do not bottom
c. Remove hub cap to expose axle nut. On the Model solidly together, the O-ring is not placed properly.
185, the hub cap is secured with three screws. On Maintaining the light force, assemble a washer and
the Model 150, it is secured with a lock ring. When nut on one thru-bolt and tighten snugly. Assemble
speed fairings are used on the Model 150, the hub cap the remaining nuts and washers on the thru-bolts
is replaced with grease seals and rings. and torque to the value marked on the wheel.
d. Remove cotter pins and axle nut.
e. (See figure 5-7.) On the Model 150, remove CAUTION
bolts (29) and washers (31) securing back plate (39)
and shim (36), and remove the back plate and shim. Uneven or improper torque of thru-bolt nuts
Pull the wheel from the axle, removing collars (8 and may cause failure with resultant wheelfailure.
17) and bearing cone (9) as the wheel is removed. If
speed fairings are installed, the bearing cone and c. Clean and repack bearing cones with clean wheel
grease seals will be removed during disassembly. bearing grease.
f. (See figure 5-8.) On the Model 185, remove d. On the Model 185, assemble the bearing cone,
bolts (29) and washers (30) securing back plates (41) grease seal plate, felt, and ring into the inner wheel
and shim (36), and remove the back plates and shim. half. Assemble bearing cone into the outer wheel
Pull the wheel from the axle, removing bearing cone half as the wheel is installed on the axle.
(5) as the wheel is removed. e. On the Model 150, assemble the bearing cone,
grease seal rings, felt, and snap ring into the inner
5-19. DISASSEMBLY. wheel half. If speed fairings are not used, also
a. Deflate tire and break tire beads loose, assemble these parts into the outer wheel half. If
speed fairings are used, the bearing cone is assem-
CAUTION bled into the outer wheel half as the wheel is installed
on the axle.
Avoid damaging wheel flanges when breaking f. Inflate tire to seat tire beads, then adjust to
tire beads loose. A scratch, gouge, or nick correct pressure.
may cause an air leak.
NOTE
b. Remove thru-bolts and separate wheel halves,
removing O-ring, tire, and brake disc. A tire expander to facilitate tubeless tire in-
c. On the Model 150, remove the snap ring, grease stallation is available from the Cessna Spare
seal felt, grease seal rings, and bearing cone from Parts Department.
the inner wheel half. On airplanes without speed fair-
5-10
Main Wheel and Brake
27 26
1. Screw 11. Tire 21. Piston

2. Bearing Retainer Ring 12. Bearing Cup 22. Cylinder O-ring Seal
3. Bearing Cone 13. Washer 23. Cylinder Head
4. Outboard Wheel Half 14. Nut 24. Bleeder Seal
5. Hub Spacer 15. Locking Terminal 25. Bleeder Screw
6. Inboard Wheel Half 16. Brake Housing Assembly 26. Screw
7. Bearing Cup 17. Stationary Lining 27. Lock Washer
8. Screw 18. Brake Disc 28. Disc Clip
9. Bolt 19. Piston Lining 29. Inlet Plug
10. Disc Drive Key 20. Piston O-ring Seal
Figure 5-5. Goodyear Main Wheel and Brake (Tube Type Tire)
5-11
NOTE
Wheel bolt torque is stamped

on the outboard wheel half.
Goodyear wheel balancing kits

for tubeless wheels, Kit No.
9524859 for 5.00-5 wheels and
Kit No. 9524877 for 6.00-6
wheels, are available from the
Cessna Spare Parts Department.
Spring type brake disc retaining clips (11) 14

may be replaced with cantilever clips which
are riveted to the wheel half.
Cylinder head (18) has been replaced on 21
later models with a smaller one which fits
inside the hole in the brake housing. It 19
is retained by a snap ring instead of screws.
1. Nut 9. Bearing 18. Cylinder Head

2. Washer 10. O-ring 19. Piston Lining
3. Outboard Wheel Half 11. Clip 20. Stationary Lining
4. Tubeless Tire 12. Housing 21. Disc
5. Inboard Wheel Half 13. O-ring 22. Seal
6. Washer 14. Plug 23. Bleeder Screw
7. Bolt 15. O-ring 24. Screw
8. Collar (Model 150) 16. Piston 25. Lockwasher
17. O-ring
Figure 5-6. Goodyear Main Wheel and Brake (Tubeless Tire and Gear-Tooth Brake)
5-12
Shop Notes
SHOP NOTES:
5-13
3. Outer Dust Cover 28. Nut

4. Lock Ring 29. Bolt
2.5. Hub Cap
Lockwasher Washer 27. Brake Bleeder
30.
6. Cotter Pin 31. Washer
7. Axle Nut 32. O-ring
8. Collar 15. Grease Seal Rings 33. Piston
9. Bearing Cone 16. Snap Ring 34. Thru-bolt
10. Outer Wheel Half 17. Collar 35. Brake Lining
11. Tire 18. Grease Seal Felt 36. Shim
12. O-ring 19. Bearing Cup 37. Brake Rivet
13. Inner Wheel Half 20. Washer 38. Brake Lining
14. Bearing Cone 21. Nut 39. Back Plate
Figure 5-7. Cleveland Main Wheel and Brake - Model 150
5-14
Note

on the outboard wheel half.
1. Outer Dust Cover 15. Grease Seal Ring 28. Nut

2. Hub Cap 16. Bearing Cup 29. Bolt
3. Cotter Pin 17. Washer 30. Washer
4. Nut 18. Nut 31. Brake Bleeder
5. Bearing Cone 19. Lockwasher 32. Brake Cylinder
6. Outer Wheel Half 20. Screw 33. Piston
7. Tire 21. Lockwasher 34. O-ring
8. O-ring 22. Screw 35. Brake Lining
9. Inner Wheel Half 23. Brake Disc 36. Shim
10. Bearing Cone 24. Pressure Plate 37. Torque Plate
11. Grease Seal Plate 25. Anchor Bolt 38. Bolt
12. Grease Seal Felt 26. Brake Line Fitting 39. Rivet
13. Screw 27. Washer 40. Brake Lining
14. Lockwasher 41. Back Plates
Figure 5-8. Cleveland Main Wheel and Brake - Model 185
5-15
Main Wheel Alignment
5-22. INSTALLATION. the rudder pedal bars. The aft end of the bungee
a. Place wheel on axle. On the Model 150, install incorporates a sprocket-operated screw mechanism
collar (17, figure 5-7) on axle first, then place the to furnish rudder trim when airborn. A fluid-filled
wheel on the axle and install outer bearing cone and shimmy dampener is provided on all models to
remaining collar. If speed fairings are used, the minimize wheel shimmy. A speed fairing of lami-
outer bearing cone is already installed in the wheel. nated glass fiber encloses the nose wheel on de luxe
b. Install axle nut and tighten until a slight bearing versions of later models, and is optional equipment
drag is obvious when the wheel is turned. Back off on others.
the nut to the nearest castellation and install cotter
pins. 5-29. NOSE GEAR SHIMMY DAMPENER. The
c. On the Model 185, install hub cap and outer dust shimmy dampener provided for the nose gear offers
cover. resistance to shimmy by forcing hydraulic fluid
d. On the Model 150 without speed fairings, install through small orifices in a piston. The housing is
hub cap, lock ring, and outer dust cover. attached to the steering arm assembly which turns
e. (See figure 5-8.) On the Model 185, place shim as the nose wheel turns, while the piston rod is
(36) and back plates (41) in position and secure with fastened to the upper strut which does not turn, thus
bolts (29) and washers (30). Safety the bolts. causing motion between the housing and piston.
f. (See figure 5-7.) On the Model 150, place shim Various methods of mounting shimmy dampeners
(36) and back plate (39) in position and secure with have been used on the different models; however,
bolts (29) and washers (31). Safety the bolts. In- all cause motion between the piston rod and hous-
stall the optional speed fairing, if used. ing to achieve the dampening action.
NOTE 5-30. NOSE GEAR TORQUE LINKS. Forged alumi-

num alloy torque links, which keep the lower strut
Whenever a main tire is changed on an air- aligned with the nose gear steering system but per-
plane equipped with speed fairings, check mit shock strut action, are provided for the nose
that the scraper clearance is .25 to. 38 inch. gear.
5-23. MAIN WHEEL ALIGNMENT. 5-31. REPLACEMENT OF NOSE GEAR. (See fig-
ure 5-13.)
5-24. Correct camber and toe-in of the main wheels a. Remove the engine cowl and weight or tie down
are essential for minimum tire wear and for proper the tail to raise the nose wheel off the ground.
taxiing characteristics. Refer to figures 5-9 and b. Disconnect the nose gear steering tubes or
5-10 for proper alignment for each model. Align- bungee from the nose gear.
ment should be checked with the main wheels on c. Deflate the strut completely and telescope it to
grease plates which allow the wheels to attain a its shortest length.
"normal" position, free of tire-ground friction. A
straight 2 x4 or straightedge and a carpenter's
square are required for the toe-in check, and a
protractor level is used for the camber check. Be sure strut is deflated completely before
removing the bolt or roll pin securing the top
5-25. CROSSWIND WHEELS. (See figure 5-11.) of the strut.
5-26. Crosswind wheels are optional equipment on d. Except on the 182 (1962 and on), and the 150,
all Model 180 aircraft except the 1957 and 1958 remove bolt (3) securing the top of the strut and
models, which feature the crosswind wheels as bolts (1) securing the strut at the lower attachment
standard equipment. The crosswind wheel install- point. Pull the strut down, out of the upper forging.
ation requires a flexible, rather than rigid, brake e. (See figure 5-12.) On the 150, remove roll
line because of the castering movement of the wheel. pin (4) securing the top of the strut and loosen bolt
Components of the crosswind wheel are illustrated in (8) which clamps the strut to the lower engine mount,
figure 5-11, which may be used as a guide during then pull the strut down through the lower attach-
maintenance. Further information may be found in ment point to remove.
Goodyear publications. f. (See figure 5-13A.) On the 182 (1962 and on),
two methods may be used to remove the strut. The
5-27. NOSE GEAR. following procedure outlines removing the strut
along with the lower forging which secures it to the
5-28. A steerable nose wheel mounted on an air-oil fuselage. The strut may then be disassembled as
shock strut comprises the nose gear. In all models required for replacement of parts. An alternate
except the 150, the shock strut is attached to forg- method is to remove and disconnect parts as re-
ings riveted to the firewall and lower fuselage. In quired to slide the strut down through the lower
the 150, the shock strut is secured to the tubular forging, leaving it attached to the fuselage.
engine mount. Nose wheel steering on all models 1. Remove bolt (4) securing the top of the
except the 182 (1962 and on) is afforded by two strut.
spring-loaded push-pull tubes linking the nose gear 2. Remove bolts (1) and the two bolts on the
to the rudder pedal bars. The Model 182 (1962 and underside of lower forging (7). Remove the rud-
on) has one steering bungee linking the nose gear to der bar shields from inside the cabin for access to
a bellcrank which is operated by push-pull rods from the nuts.
5-16
Main Gear Alignment
Aluminum plates
approximately
18" square.
Hold a straightedge
against the landing gear
tires at wheel hub height.
Place grease plates

Place carpenter's square against straight under wheel being Wheel grease
edge and let it touch the outboard surface between plates.
of the wheel at wheel hub height.
Carpenter's Square Postive camber Negative camber
Measure toe-in
at edges of OUTB'D
wheel flange.
Measure camber by
reading protractor
level held against
Straightedge inboard flanges of
TOP VIEW OF FRONT VIEW OF wheel.
TOE-IN CHECK CAMBER CHECK
AIRPLANE TOE-IN POSITIVE AIRPLANE MAX ACCUMULATED SHIM THICK-
MODEL CAMBER MODEL NESS (Measured at thickest corner)
150 0" to .06" 4 to 6° 150 .40"
172 0" to .06" 3° to 5° 172 .32"
175 0" to .06" 3° to 5° 175 .26"
180 0" to . 12" 4° to 6° 180 .18"
182 0" to .06" 5° to 7° 182 (Prior to 1962) .28"
185 0" to .12" 4° to 6° 185 .10"
NOTE
Setting toe-in and camber in accordance with the charts above while the cabin and fuel tanks are empty
will give approximately zero toe-in and zero camber at gross weight. Ideal setting is zero toe-in and
zero camber at normal operating weight. Therefore, if normally operated at less than gross weight
and abnormal tire wear occurs, realign the wheels to attain the ideal setting for the load condition un-
der which the airplane normally operates. The maximum shim thickness includes any plates installed
for speed fairing attachment or as protective covers. Always use the least number of shims possible
to obtain the desired result. Refer to figure 5-10 (Sheet 3) for accumulated shim usage on the Model
182 (1962 and on).
Figure 5-9. Main Gear Alignment
5-17
Main Gear Alignment
MODEL 170 SERIAL 18003 & ON

SHIM CHART FOR MODEL 180 SERIAL 30000 & ON
MODEL 172 SERIALS PRIOR TO 36216
MODEL 185 SERIAL 185-0001 & ON
SHIM POSITION OF CORRECTION IMPOSED ON WHEEL

PART THICKEST CORNER
NO. OF SHIM TOE-IN TOE-OUT POS. CAMBER NEG. CAMBER
0541111-2 UP & FWD --- .11" 2 56' ----

UP & AFT .25" ---- 2°17 ' ----
DOWN & FWD ---- .25" ---- 2°17 '
DOWN & AFT .11" ---- ---- 2°56 '
0441139-5 UP & FWD --- .10" 0°30 ' ----

UP & AFT .12" ---- 05' ----
DOWN& FWD ---- .12" ---- 0°5'
DOWN & AFT .10" --- ---- 0°30 '
0441139-6 UP & FWD --- .20" 1°0 ' ----

UP & AFT .25" ---- 0°10 ' ----
DOWN & FWD ---- .25" ---- 0°10'
DOWN & AFT .20" ---- ---- 1°0 '
MODEL 150 SHIM DATA
Model 150 shims can be installed in any one of four positions to obtain the desired result. The 0441157-1
shim imposes 1/2 ° of camber correction or . 06" toe-in (or toe-out) correction, and the 0441157-2 shim
imposes 2° of camber correction or .23" toe-in (or toe-out) correction.
SHIM CHART FOR MODEL 182 SERIAL 33000 THRU 33842

NO. OR EDGE OF SHIM TOE-IN TOE-OUT POS. CAMBER NEG. CAMBER
0541157-1 AFT .06" ---- ---- 0°2 '

FWD ---- .06" 0°2 ' ----
0541157-2 UP .004" ---- 0°30 ' ---

DOWN ---- .004" ---- 0°30 '
0541111-2 UP & FWD ---- .16" 2°46 ' ----

UP & AFT .21" ---- 2°34 ' ----
DOWN & FWD ---- .21" ---- 2°34'
DOWN & AFT .16" ---- ---- 2°46 '
0441139-5 UP& FWD --- .11" 0°22 ' ----

UP & AFT .12" ---- 0°14 ' ----
DOWN & FWD ---- .12" ---- 0°14 '
DOWN & AFT .11" ---- --- 0°22 '
0441139-6 UP& FWD ---- .22" 0°44 ' ----

UP & AFT .23" ---- 0°28 ' ----
DOWN & FWD ---- .23" ---- 0°28 '
DOWN & AFT .22" ---- ---- 0°44 '
Figure 5-10. Wheel Alignment Shims (Sheet 1)
5-18
Main Gear Alignment

0541157-1 AFT .06" ---- ---- 0°4 '

FWD ---- .06" 0°4 ' ----
0541157-2 UP .008" --- 0°29 ' ----

DOWN ---- .008" ---- 0°29 '
0541111-2 UP & FWD ---- .14" 2°51 ' ----

UP & AFT .24" ---- 2°25 ' ----
DOWN & FWD ---- .24" ---- 2°25'
DOWN & AFT .14" ---- ---- 2°51 '
0441139-5 UP & FWD ---- .11" 0°26 ' ----

UP & AFT .12" ---- 0°10 ' ----
DOWN & FWD ---- .12" ---- 0°10 '
DOWN & AFT .11" ---- ---- 0°26 '
0441139-6 UP & FWD ---- .22" 0°52 ' ----

UP & AFT .24" ---- 0°20 ' ----
DOWN & FWD ---- .24" ---- 0°20 '
DOWN & AFT .22" ---- ---- 0°52 '


0541157-1 AFT .06" ---- ---- 0°3'

FWD ---- .06" 0°3 ' ----
0541157-2 UP .006" ---- 0°30 ' ----

DOWN ---- .006" ---- 0°30 '
0541111-2 UP & FWD ---- .15" 2°50 ' ----

UP & AFT .23" ---- 2°29 ' ----
DOWN & FWD ---- .23" ---- 2°29'
DOWN & AFT .15" ---- ---- 2°50 '
0441139-5 UP & FWD ---- .11" 0°25 ' ----

UP & AFT .12" ---- 0°11 ' ---
DOWN & FWD ---- .12" ---- 0°11
DOWN & AFT .11" ---- ---- 0°25 '
0441139-6 UP & FWD ---- .22" 0°50 ' ----

UP & AFT .24" ---- 0°22' ----
DOWN & FWD --- .24" ---- 0°22 '
DOWN & AFT .22" ---- ---- 0°50 '
5-18A
Main Gear Alignment
SHIM CHART FOR MODEL 182 SERIAL 18253599 & ON

0541157-1 AFT .06" --- ---- 0°3 '

FWD ---- .06" 0°3 ' ----
0541157-2 UP .006" ---- 0°30 ----

DOWN --.- .006" ---- 0°30 '
1241061-1 UP & FWD .03" --- 2°50' ----

UP & AFT .06" ---- 2 49 ' ----
DOWN & FWD ---- .06" ---- 2°49 '
DOWN & AFT ---- .03" ---- 2°50 '
0411139-5 UP & FWD ---- .11" 0°25 ' --

UP & AFT .12" ---- 0°11 ' --
DOWN & FWD ---- .12" ---- 0°11 '
DOWN & AFT .11" ---- ---- 0°25'
0441139-6 UP & FWD ---- .22" 0°50 ' ----

UP & AFT .24" ---- 0°22 '
DOWN & FWD ---- .24" ---- 0°22 '
DOWN & AFT .22" ---- ---- 0°50 '
0541157-3 AFT .12" ---- ---- 0°7'

FWD .12"
.--- 0°7 ' ----
1241061-1
0441139-6
0441139-5
0541157-2
0541157-1
0541157-3
1241061-1 0 0 0 0 0 0
0441139-6 0 0 1 0
0441139-5 0 11 2 0
0541157-2 0 1 1 2 2 0
0541157-1 01 1 2 2 0
0541157-3 0 01 2 1 0
Max. number of
SHIM NO. shims to be used
with shims in
column 1.
COLUMN 1 COLUMN 2
5-18B
Landing Gear
SERVICE MANUAL Crosswind Wheel
12
15
6.
7. Bolt
Hose Assembly 55 41.Washer
42. Brake Housing
8. Union
9.Brake Line 24. Bearing Cup 44.Anti-Rattle Clip

3. Wheel, Brake and Collar Assembly 48
1. Stabilizer Gasket 31. CollarPiston
Bolt51.Cylinder Head Seal
1.
4. Stabilizer
Elbow
E lbow
5. Bolt
Tap Gasket Plate nd Wheel Axle 39. Bolt4048 Sealy
39. Bolt
Bolt
614.
13. . Bolt
Lockwasher
Bolt 28.
29. 56 Seal
Bearing Bearing
Inboard 55 Plate
Seal Gasket49.Brake 41.
48. Washer Piston Side
Brake Cylinder Lining
Head
7. Hose Assembly 42. Brake Housing
1. Stabilizer Cap 30. Deflector Left Plate 50.Washer
10. Hub and Axle Subassembly 25. Inboard Wheel Half 45. Brake Stationary Lining
11. Washer 26. Key Retainer Screw 46. Inlet Plug
12. Nut 27. Disc Drive Key 47. Inlet Gasket
8. Stabilizer ni
Brake ng 33. 47. Brake
Disc FakePiston Ring
RGasketaining
22. Pack Shim 37. Disc Drive Key 48.Stud Piston Clip
Side Lining
23.
9.
14. Bearing
Lockw Cone
Stabilizer
Bolt Brake Spring 38.
29. Nut
Bearing Seal Gasket Plate
34. LockwasheringSeal 44. Brake
49. Anti-Rattle
Cylinder Head
20.
15. Hub and Axle
Stabilizer Wheel
CapSubassembly
Half 25.
3545.Deflector
30. Inboard
ClampBleederBrake
Left Plate 50. Washer Stationary Liningcrew
11.
16. Bearing Cup
Stabilizer Gasket 36. Key
31. Bolt Retainer Screw 46. InFlathea Head
51. Cylinder ScrewPlugSeal
17.
Tap Gasket Plate
Stabilizer Axle Collar
Lining Wheel
CBrakerosswind 52. PistonSeal
Brake 5-18.
19. Stabilizer Brake Spring 34. Washer
Stabilizer 33. Nut 53.
54. BleederPiston
Screw Seal
20. Outboard Wheel Half 35. Clamp 55. Bleeder Screw
21. Bearing Cup 36. Axle Boot 56. Flathead Screw
22. Pack Shim 37. Screw 57. Disc Retaining Ring
23. Bearing Cone 38. Lockwasher 58. Stud Fastener
Figure 5-11. Crosswind Wheel
5-19
Nose Gear
1. Shimmy Dampener Arm 4. Roll Pin 7. Steering Tube

2. Nose Gear Shock Strut 5. Firewall 8. Bolt
3. Engine Mount 6. Steering Tube Boot 9. Axle Bolt
Figure 5-12. Nose Gear - Model 150
5-20
Nose Gear
4
2
21
NOTE
13 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 ex-
tends, a centering block on the upper
torque link contacts a flat spot on the
bottom end of the upper strut, thus
keeping the lower strut and wheel from
turning.
1. Bolt 8. Upper Torque Link 15. Bolt

2. Nut 9. Bolt 16. Steering Collar
3. Upper Forging 10. Lower Torque Link 17. Screw
4. Bolt 11. Torque Link Fitting 18. Bolt
5. Upper Strut 12. Nose Gear Fork 19. Steering Torque Arm
6. Steering Bungee 13. Wheel and Tire 20. Shimmy Dampener
7. Lower Forging 14. Bolt 21. Bolt
Figure 5-13A. Nose Gear (Model 182, 1962 & on)
5-20A
Shop Notes
SHOP NOTES:
5-20B
Nose Gear
NOTE
Shimmy dampener design and mounting,

shorter strut length, torque link design
and mounting, and steering arm design
are changes which have been made on
the different models according to their
date of manufacture.
9 14
1. Bolt
2. Strut Assembly
3. Bolt
4. RH Steering Tube
5. LH Steering Tube
6. Clamp
7. Bolt
8. Rod End
9. Steering Asm Assembly
10. Shimmy Dampener Arm
11. Strut Clamp Cap
12. Shimmy Dampener
13. Rivet
14. Nut
15. Ball Joint
16. Check Nut
17. Clevis
18. Wheel
CAUTION
When installing cap (11), check the gap between the cap and
the strut fitting before the attaching bolts are tightened. Gap
tolerance is .010" minimum and .016" maximum. If gap ex-
ceeds maximum tolerance, install shims, Part No. 0543042-1
(.016") and Part No. 0543042-2 (.032"), as required to obtain
gap tolerance. Replace the cap if gap is less than minimum,
again using the shims to obtain proper gap. Install shims as
equally as possible between sides.
Figure 5-13. Typical Nose Gear - Except Model 182(1962 & on) and Model 150
5-21
Nose Gear
3. Pull the strut assembly down, out of the NOTE

upper forging to remove.
g. To install the nose gear, reverse the above Bolt (24) also holds metering pin base plug (19)
procedure. Always tighten the upper attachment in place.
before clamping the strut in the lower support to
prevent misalignment. g. Pull base plug (19) and assembled parts out of
lower strut. Disassemble O-rings and metering pin
5-32. DISASSEMBLY OF NOSE GEAR STRUT. from base plug as required.
Various changes have been made in the design of h. Pull upper support assembly out of upper strut.
nose gear struts used on the different models, Remove screws (3) to disassemble orifice piston
although the same general configuration is used. support tube from the assembly. On later struts,
This paragraph outlines complete disassembly of these parts are brazed together.
the nose gear strut. In many cases, separating i. Remove retaining ring (8), then slide steering
the upper and lower struts will permit inspection arm assembly (9) up, off upper strut. Remove wash-
and parts replacement without complete strut dis- er (10) and teflon shims if present.
assembly. One major change (the elimination of
the torque link fitting on some struts) requires a NOTE
different disassembly procedure.
The following procedure applies to nose struts
NOTE without torque link fittings, illustrated in fig-
ure 5-15.
The following procedure applies to nose struts
with torque link fittings, illustrated in figure WARNING
5-14.
Be sure strut is deflated completely before
WARNING disconnecting torque links or removing bolt
(26) securing metering pin base plug inside
Be sure strut is deflated completely before the strut.
disconnecting torque links or removing bolt
(24) securing metering pin base plug inside j. Disconnect lower torque link from nose gear fork
the strut. (25) by removing attaching bolt. Note position of any
washers and spacers. Remove shimmy dampener.
a. Disconnect lower torque link from torque link k. Remove lock ring (21) from groove inside lower
fitting (23) by removing attaching bolt. Note posi- end of upper strut (7). A small hole is provided at
tion of any washers and spacers. Remove shimmy the lock ring groove to facilitate removal of the lock
dampener. ring.
NOTE 1. Use a straight, sharp pull to separate the upper
and lower struts.
On the 182 (1962 and on), remove steering m. Remove lock ring (4) and bearing (5) from lower
torque arm and lower forging (19 and 7, strut.
figure 5-13A) if these parts were not pre- n. Slide packing support ring (13), scraper ring (14),
viously removed. retaining ring (15), and lock ring (21) from lower
strut, noting the top side of each part to aid in as-
b. Remove lock ring (21) from groove inside lower sembly later.
end of upper strut (7). A small hole is provided at o. Remove bolt (26) and pull base plug (19) and
the lock ring groove to facilitate removal of the assembled parts out of lower strut. Disassemble
lock ring. O-rings and metering pin from base plug as required.
c. Use a straight, sharp pull to separate the upper p. Pull upper support assembly out of upper strut.
and lower struts. q. Remove retaining ring (8), then slide steering
d. Remove lock ring (4) and bearing (5) from lower arm assembly (9) up, off upper strut. Remove
strut. washer (10) and teflon shims if present.
e. Slide packing support ring (13), scraper ring
(14), retaining ring (15), and lock ring (21) from 5-33. ASSEMBLY OF NOSE GEAR STRUT.
lower strut, noting the top side of each part to aid
in assembly later. NOTE
NOTE The following procedure applies to nose struts

without torque link fittings, illustrated in fig-
On some airplanes, the extend stop is a ure 5-15.
spacer located above packing support ring
(13). Remove this spacer before removing a. Clean and check needle bearings in steering arm
the packing support ring. assembly (9) and pack with MIL-L-7711 grease. Slide
washer (10), teflon shims (if required to eliminate
f. Remove bolt (24) and slide torque link fitting (23) excessive clearance), and the steering arm assembly
up, off lower strut. Some airplanes have spacers on down in position on strut (7) and secure with retain-
bolt (24) to provide for tow bar attachment. ing ring (8). If the needle bearings are defective,
the entire steering arm assembly should be re-
5-22
Nose Gear Strut
2 - 7 26
NOTE
Teflon shims are avail-

able to use as required
above washer (10).
23
13
STEERING ARM ASSEMBLY 14-

(LATER MODELS)
Roll pins are used through the

150 solid fork to prevent wheel
ferrules from turning.
1. Valve - 18.
18. O-ring
O-ring
2. O-ring 19. Base Plug
3. Screw 20. Nut
4. Lock Ring 21. Lock Ring
5. Bearing 22. O-ring
6. Placard 12. Back-up Ring 23. Torque Link Fitting
7. Upper Strut 13. Packing Support Ring 24. Bolt
8. Retaining Ring 14. Scraper Ring 25. Bolt
9. Steering Arm Assembly 15. Retaining Ring 26. Lower Strut
10. Washer 16. Metering Pin 27. Nut
11. O-ring 17. O-ring 28. Nose Gear Fork
Figure 5-14. Nose Gear Strut with Torque Link Fitting (Except 182, 1962 & on)
5-23
Nose Gear Strut
NOTE

able to use as required 24
above washer (10).
3 2
13
1. Valve 14. Scraper Ring

2. O-Ring 15. Retaining Ring
3. Screw 16. Metering Pin
4. Lock Ring 17. O-Ring
5. Bearing 18. O-Ring
6. Placard 20 19. Base Plug
7. Upper Strut 20. Nut
8. Retaining Ring 21. Lock Ring
9. Steering Arm Assembly 22. O-Ring
10. Washer 23. Lower Strut
11. O-Ring 24. Nut
12. Back-up Ring 25. Nose Gear Fork
13. Packing Support Ring 26. Bolt
Figure 5-15. Nose Gear Strut without Torque Link Fitting
5-24
Nose Gear Strut
NOTE

able to use as required
5. Bearing 22. Nut

6.
7.
8. PlacardStrut
Upper
Steering Torque Arm 13. O-Ring 23.
24.
25. Torque Strut
Lower
Bolt Link Fitting
9. Screw 14. Back-up Ring 26. Bolt
10. Retaining Ring 15. Packing Support Ring 27. Nose Gear Fork
11. Steering Collar 16. Scraper Ring 28. Nut
12. Washer 17. Retaining Ring 29. Nut
Figure 5-15A. Nose Gear Strut (Model 182, 1962 & on)
5-24A
Nose Gear Strut
placed. installed. If the lower forging was left on the fuse-

b. Install a new O-ring (2) on the upper support lage, the steering torque arm must be positioned on
assembly and insert the assembly into upper strut (7). the strut after the strut is inserted through the lower
Align mounting holes and temporarily install a 5/16 forging and before it is inserted into the upper forg-
bolt or pin to hold the support in position until the ing.
strut is installed in the airplane. k. Assemble orifice piston to the support tube with
c. Using new O-rings, assemble metering pin (16) screws (3). On later struts, these parts are brazed
and base plug (19), then slide the assembly inside together.
lower strut (23), align holes, and install bolt (26). l. Install a new O-ring (2) on the upper support
Be sure to install the tow-bar spacers and nose wheel assembly and insert the assembly into upper strut (7).
speed fairing or speed fairing plate, if used. Align mounting holes and temporarily install a 5/16
d. Slide lock ring (21), retaining ring (15), and bolt or pin (3/8 on later Model 150 struts) to hold the
scraper ring (14) in position on lower strut (23). support in position until the strut is installed on the
e. Assemble packing support ring (13) by installing airplane.
O-ring (22) with one back-up ring (12) on each side m. Using new O-rings, assemble metering pin (16)
of the O-ring. These are installed in the groove in- and base plug (19), then slide the assembly inside
side the packing support ring. Install O-ring (11) lower strut (26). Slide torque link fitting (23) in po-
on the outside of the packing support ring and slide sition. Align mounting holes in the torque link fitting,
the assembled packing support ring in position on lower strut, and base plug (19), then install bolt (24).
the lower strut.
f. Install bearing (5) and lock ring (4) on the top of NOTE
lower strut (23).
g. Dampen all strut parts with plenty of clean hy- If the early nose wheel speed fairing which is
draulic fluid to serve as a lubricant and slide lower attached with bolt (24) is used, it must be po-
strut into upper strut, using care not to damage seals. sitioned before installing torque link fitting
Slide all loose parts up inside the upper strut and (23). Likewise, install any tow-bar spacers
secure with lock ring (21). Install the lock ring so that were removed.
one of its ends covers the small access hole, to
make removal of the lock ring easier. n. Slide lock-ring (21), retaining ring (15), and
h. Install torque links and shimmy dampener. scraper ring (14) in position on lower strut (26).
Where a speed fairing with a removable plate is o. Assemble packing support ring (13) by installing
used, the bolt attaching the torque link, or the one O-ring (22) with one back-up ring (12) on each side
attaching the fork, also secures the removable plate. of the O-ring. These are installed in the groove
i. Service shock strut after installation. inside the packing support ring. Install O-ring (11)
on the outside of the packing support ring and slide
NOTE the assembled packing support ring in position on
the lower strut. On those struts using an extend
The following procedure applies to nose struts stop spacer, slide it in position next.
with torque link fittings, illustrated in figure p. Install bearing (5) and lock ring (4) on the top of
5-14. lower strut (26).
q. Dampen all strut parts with plenty of clean
j. Clean and check needle bearings in steering arm hydraulic fluid to serve as a lubricant and slide
assembly (9) and pack with MIL-L-7711 grease. Slide lower strut into upper strut, using care not to
washer (10), teflon shims (if required to eliminate damage seals. Slide all loose parts up inside the
excessive clearance), and the steering arm assembly upper strut and secure with lock ring (21). Install
down in position on strut (7) and secure with retain- the lock ring so one of its ends covers the small
ing ring (8). If the needle bearings are defective, the access hole, to make removal of the lock ring easier.
entire steering arm assembly should be replaced. r. Install torque links and shimmy dampener.
The 182 (1962 and on) has two needle bearings in this Where a speed fairing with a removable plate is used,
area, one in steering collar (11, figure 5-15A) and the bolt attaching the torque link, or the one attach-
one in steering torque arm (8, figure 5-15A). On ing the fork, also secures the removable plate.
this airplane, the lower strut-to-fuselage forging s. Service shock strut after installation.
must be in place before the steering torque arm is
NOTE ring having the narrow groove, install one

contoured rubber back-up ring below the O-
Packing support rings with different width ring. If any struts are found with Teflon or
inner grooves and various seals have been leather back-up rings installed in the packing
used in the strut. On packing support rings support ring inner groove, replace with the
with the wide groove, install a contoured rub- contoured back-up rings above and below the
ber back-up ring above and below the O-ring. O-ring.
If strut is equipped with a packing support
5-24B
Torque Links
USED ON MODEL 182

1958 THRU 1961
21 22 4
1. Grease Fitting 8. Nut 14. Lower Torque Link 20. Bushing

2. Upper Torque Link 9. Washer 15. Bolt 21. Bolt
3. Nut 10. Bushing 16. Cotter Pin 22. Washer
4. Washer 11. Spacer 17. Bolt 23. Extend Stop
5. Nut 12. Bolt 18. Cotter Pin 24. Nut
6. Washer 13. Cotter Pin 19. Spacer 25. Spacer
7. Bushing
Figure 5-16. Torque Links
SHOP NOTES:
5-25
Nose Wheel
NOTE

on each wheel half.
15
1. Bolt 7. Retaining Ring 13. Nut

2. Cotter Pin 8. Ring 14. Felt Seal
3. Nut 9. Bolt 15. Bearing Cone
4. Axle Bolt Bucket 10. Washer 16. Bearing Cup
5. Axle Spacer 11. Wheel Half 17. Tire
6. Axle Tube 12. Wheel Half 18. Bearing Cup
Figure 5-17. Goodyear Nose Wheel (Tube Type Tire)
5-34. NOSE WHEEL. speed fairings are installed, the nose wheel
speed fairing can be flexed far enough to
5-35. Goodyear or Cleveland 5.00 x 5 nose wheels permit removal of the ferrules; if need be,
may be used interchangeably on all Cessna single- the scraper may be disconnected for more
engine aircraft. Although tubeless tires have been flexibility.
used on production aircraft since 1959, nose wheels
may be modified to use tires and tubes. Either a d. Remove spacers (5) and axle tube (6) before
Goodyear or Cleveland, tubeless or tube-type wheel disassembling the nose wheel.
may be found on the nose gear. e. Reverse the preceding steps to install the nose
wheel. Tighten the axle bolt until a slight bearing
5-36. REPLACEMENT. (See figure 5-17.) drag is obvious when the wheel is turned. Back off
a. Depress and tie down or weight the tail of the the nut to the nearest castellation and install the
airplane to raise the nose wheel off the ground. cotter pin. On the 150, position the ferrules so the
b. Remove the nose wheel axle bolt. slots in the ferrules engage the roll pins in the fork.
c. Use a rod or long punch inserted in bucket (4)
or ferrule to tap the opposite bucket or ferrule out of NOTE
the fork. Remove both buckets and pull the nose
wheel from the fork. If a different tire was installed or the speed
fairing scraper adjustment disturbed, set the
NOTE scraper clearance at .19 to .31 inch.
Buckets (4) are used on aircraft without speed 5-37. DISASSEMBLY.

fairings. With speed fairings the solid ferrules a. Completely deflate the tire. Remove valve core
are used. On the Model 150, the ferrules need in tube-type tires; insert filler needle in tubeless
not be removed prior to wheel removal. When tires to release pressure. Break tire beads loose.
5-26
Nose Wheel
Note

2 3 on each wheel half.
5 Goodyear wheel balancing kits

for tubeless wheels, Kit No.
9524859 for 5.00-5 wheels and
Kit No. 9524877 for 6.00-6
wheels, are available from the
Cessna Spare Parts Department.
1. Nut
2. Washer
3. Bearing
4. Wheel Half
5. O-ring
6. Tubeless Tire
7. Bolt
Figure 5-18. Goodyear Nose Wheel (Tubeless Tire)
WARNING 5-39. ASSEMBLY.

a. On tube-type tires, insert tube in tire, align-
Injury can result from attempting to separate ing yellow stripe on tube with red dot on tire. Place
wheel halves with tire inflated. Avoid dam- tire on wheel half and position valve stem through
aging wheel flanges when breaking tire beads valve hole. Insert thru-bolts, position other wheel
loose. half, and secure with nuts and washers. Take care
to avoid pinching tube between wheel halves. Torque
b. Remove thru-bolts and separate wheel halves. to value marked on wheel.
c. Remove tire and tube. With tubeless tires, re- b. On tubeless tires, insert thru-bolts through one
move O-ring placed between wheel halves to seal wheel half and place tire in position. Inspect the
them against leakage. O-ring groove on both wheel halves to assure a
d. Remove bearing retaining rings, grease seals, smooth, clean surface. Dirt or chips under the
and bearing cones. Various types have been used O-ring will cause an air leak. Wipe the O-ring
according to the model and date of manufacture. with clean bearing grease and center in the O-ring
groove. Place the other wheel half in position.
NOTE Apply a light force to bring the wheel halves to-
gether; if the wheel halves do not bottom solidly to-
The bearing cups are a press fit in the wheel gether, the O-ring is not placed properly. Main-
halves and should not be removed unless retaining the light force, assemble a washer and nut
placement is necessary. To remove, heat on one thru-bolt and tighten snugly. Assemble the
the wheel half in boiling water for 15 min- remaining nuts and washers on the thru-bolts and
utes. Using an arbor press, if available, torque to the value marked on the wheel.
press out the bearing cup and press in the
new one while the wheel is still hot. CAUTION
5-38. INSPECTION AND REPAIR. Instructions Uneven or improper torque of the thru-bolt
given in paragraph 5-14 for the main wheels may be nuts may cause bolt failure with resultant
used as a guide for inspection and repair of the nose wheel failure.
wheels.
5-27
Nose Wheel
1. Snap Ring
2 2. Grease Seal Rings
3 3. Bearing Cone
4. Tire
4 5. O-ring
6. Grease Seal Felt
7. Thru-bolt
8. Bearing Cup
9. Male Wheel Half
10. Female Wheel Half
11. Washer
12
Figure 5-19. Cleveland Nose Wheel
c. Clean and repack bearing cones with clean No. 9524859 for 5. 00 - 5 wheels and Kit No.
wheel bearing grease. 9524877 for 6.00 - 6 wheels, are available
d. Assemble bearing cones, seals, and retainers from the Cessna Spare Parts Department.
into the wheel half.
Nose wheel components are balanced by the manu-
NOTE facturer and marked with a yellow stripe on the tube
which should be aligned with a red dot on the tire
Various bearings, seals, and retainers have sidewall. Where a better balance is required,
been used among the different models, ac- small balance weights may be added to the wheel
cording to their date of manufacture. flange. Balance the nose wheel as follows:
a. Remove any flange balance weights before
e. Inflate tire to seat tire beads, then adjust to mounting a new tire.
correct pressure. b. Install inner tube in tire with yellow stripe on
tube aligned with red dot on tire.
NOTE c. Assemble wheel halves over tire and tube and
torque thru-bolts to value marked on wheel.
A tire expander to facilitate tubeless tire d. Inflate to seat tire beads, then adjust to cor-
installation is available from the Cessna rect pressure.
Spare Parts Department.
NOTE
5-40. INFLATING AND BALANCING THE NOSE
WHEEL. The wheel should now be within the manu-
facturer's balancing tolerance; to achieve a
NOTE better balance, proceed with the following
steps.
The following information applies to Goodyear
tube-type wheel assemblies. Balancing kits e. Check the inflated nose wheel for balance and
for Goodyear tubeless wheel assemblies, Kit correct minor unbalance by deflating and rotating
5-28
Nose Wheel
the tire. Avoid damaging the valve stem or inner 5-41. NOSE WHEEL STEERING SYSTEM.
tube when rotating the tire.
f. If wheel is still unbalanced: 5-42. Nose wheel steering is accomplished through
1. Check for light spot and mark. use of the rudder pedals. On all models except the
2. Deflate tire and install the strap of the 182 (1962 and on), two spring-loaded push-pull tubes
weight between the tire bead and the wheel connect the rudder bars to the nose gear. On the 182
flange at the marked location. (1962 and on), a steering bungee links the nose gear
3. Bend the weight strap around the flange so to a bellcrank which is operated by push-pull rods
that the weight fits tightly against the flange. connected to the rudder bars. Steering is afforded
4. Reinflate tire to correct pressure. up to approximately 10 ° each side of neutral, after
which brakes may be used to gain a maximum de-
NOTE flection of 30 ° right or left of center. Flexible boots
seal the fuselage entrance of the steering tubes or
Goodyear supplies the following balance bungee. A sprocket-operated screw mechanism to
weights: 1/2 ounce balance weight, Part No. provide rudder trim on the 182 (1962 and on) is in-
9523948; 1 ounce balance weight, Part No. corporated at the aft end of the bungee. The trim
9523947. system is discussed in Section 10.
NOTE 5-43. STEERING TUBE AND BUNGEE ASSEMBLIES

are spring-loaded and should not be disassembled
Goodyear, in the manufacture of the nose internally. The steering tubes are connected by
wheel, puts a valve hole opening in both wheel clevises to rod ends extending from the steering
halves to make them interchangeable. How- arm assembly on the nose gear and by a ball joint
ever, under certain conditions, dust can en- connection at the rudder pedal crossbars. The
ter through the opening in the wheel half not steering bungee is connected to the steering torque
using the valve stem and settle on the axle arm by a bearing end assembly and to the steering
and bearings, causing rapid wear. Goodyear bellcrank by a rod end.
has a caplug, which is to be inserted in the
open hole, and a rubber grommet or tubing 5-44. ADJUSTMENT OF NOSE WHEEL STEERING.
to fit over the valve stem. These two items Since the nose wheel steering system, rudder sys-
seal the wheel halves and prevent foreign tem, and rudder trim system are interconnected,
material from entering. adjustments to one system may affect the others.
Section 10 contains rigging instructions for the nose
wheel steering system as well as the rudder and
SHOP NOTES: rudder trim systems.
5-29
Tail Gear
45 19
43 Note
Details of tailwheel assemblies are
shown in figure 5-21.
22 1. Hose 24. Staking Pin

2. Spring 25. Spacer
41 23 3. Bolt 26. Spring
4. Clevis Pin 27. Tailwheel Fork
5. Spring Fitting 28. Bearing
40 24 6. Washer 29. Spacer
7. Nut 30. Grease Retainer
25 8. Bushing 31. Washer
9. Washer 32. Cotter Pin
10. Cotter Pin 33. Nut
11. Bolt 34. Axle
12. Bolt 35. Lockwasher
27 28 13. Tailwheel Assembly 36. Spacer
29 14. Link 37. Washer
15. Nut 38. Nut
30 16. Cable 39. Cotter Pin
38 17. Spring 40. Spacer
37 18. Tube 41. Lower Dust Cap
19. Bearing 42. Pawl
32 20. Upper Dust Cap 43. Washer
21. Formica Washer 44. Spacer
33 22. Arm Assembly 45. Bracket
34, 23. Washer
Figure 5-20. Tail Gear
5-30
Tail Gear
1. Nut
2. Washer
3. Elevator Bellcrank
4. Eye-Bolt
5. Spacer
6. Spring
7. Cable Assembly
8. Washer
9. Nut
10. Bushing
11 Pulley
12. Bolt
13. Bolt
14. Steering Cable
15. Link
17. Bolt
18. Collar
19. Washer
20. Nut
21. Bracket
22. Nut 32
23. Pin
24. Pin
25. Spring
26. Washer
27. Pin 17
28 Pin
29. Washer
30. Spacer 25
31. Bellcrank
32. Washer 24 23
31. Pin 19
34. Cotter Pin 22 21
35. Washer
36. Turnbuckle
37. Nut
38. Clamp
39. Nut
40. Bolt
Figure 5-20A. Model 185 Tailwheel Anti-Swivel Mechanism
5-30A
Tail Gear
5-45. TAIL GEAR. edge of the horizontal stabilizer 2. 62 inches down

from the upper edge of the fuselage splice plate.
5-46. A steerable tailwheel, mounted in a tapered
tubular spring strut, comprises the Models 180 and 5-48. TAILWHEEL.
185 tail gear. The tubular spring strut is mounted
in rubber bushings to cushion vibration. The tail 5-49. REPLACEMENT. (See figure 5-20.)
wheel is steerable, in response to rudder pedal actu- a. Place a suitable padded stand under aft fuselage
ation, through an arc of 24 ° each side of neutral and to raise the tailwheel off the ground.
is free-swiveling beyond this travel. The tailwheel b. Remove cotter pin, nut and washer from tail-
itself on early Model 180 airplanes is a Goodyear wheel axle, then pull axle out of fork and remove
wheel assembly. During 1953, the tailwheel was wheel. Note position of washers, lockwashers, and
changed to a Goodrich wheel assembly, which is the spacers.
current one used. Both of these are size 8" S. C.
assemblies. The Model 185 is equipped with a NOTE
Scott 10" wheel assembly.
After removal of the wheel, the fork and
5-47. REPLACEMENT. (See figure 5-20.) steering mechanism may be disassembled
a. Place a suitable padded stand under aft fuselage and parts replaced as necessary.
to raise the tail gear off the ground.
b. Disconnect the steering cables from the tail- c. Install tailwheel by reversing steps listed above.
wheel.
c. Remove the fuselage stinger. NOTE
d. Remove cotter pins (10) and clevis pins (4) se-
curing tube (18) to spring fitting (5). Tap the tube Tighten axle nut until a slight bearing drag is
out of the spring fitting and pull spring (2) aft, out obvious when the wheel is rotated. Back off
of hose (1) which is cemented in a mounting struc- the nut to the first castellation and install.
ture in the fuselage.
e. Replace hose (1) and bushings (8) if deteriorated, 5-50. TAILWHEEL TIRE REPLACEMENT. (See
inspect and replace spring and attaching parts as figure 5-21.)
required.
f. Reverse the above steps to install the tail gear. MODEL 180:
a. Remove cover plates and deflate tire by remov-
5-47A. MODEL 185 TAILWHEEL ANTI-SWIVEL ing valve core.
MECHANISM. (See figure 5-20A.) b. Grease seals, retainers, and bearing cones
need not be removed to replace a tire, although their
5-47B. The Model 185 is equipped with a tailwheel removal for cleaning and lubrication is recommended.
anti-swivel mechanism. This mechanism consists c. Press flange (4) inward, forcing the tire beads
of a spring-loaded locking pin, connected by a cable together, until flange retaining ring (1) can be re-
and spring to the elevator bellcrank, which locks the moved. Remove the flange retaining ring, flange,
tailwheel when the elevator is 15 ° or more up. When and the tire and tube.
the tailwheel is locked, it is still steerable 5° each
side of center. Complete steering and full swivel- MODEL 185:
ing are immediately available by merely lowering a. Deflate tire by removing valve core.
the elevator below the 15 ° up position, as the lock- b. Grease seals, retainers, and bearing cones need
ing pin is spring-loaded to the disengaged position. not be removed to replace a tire, although their re-
moval for cleaning and lubrication is recommended.
NOTE c. Remove the bolts fastening the wheel halves to-
gether, then separate the wheel halves, removing
Accessory Kits and Service Kits are available tire, tube, and the gasket between the wheel halves.
to install an improved elevator operated tail-
wheel locking system, or to install the newer NOTE
manually operated system, on all Model 185
aircraft. See Service Letter 63-28. After cleaning and lubricating in accordance
with the following paragraph, reassemble by
5-47C. REPLACEMENT AND RIGGING. (See fig- reversing the applicable steps listed above.
ure 5-20A.)
a. The components of the anti-swivel mechanism 5-51. CLEANING AND LUBRICATION. Wash all
may be disassembled or assembled by referring to metal parts and seals in solvent and dry with com-
figure 5-20A. pressed air. Remove felt seals from service if,
b. If cable length is changed due to replacement, after normal cleaning, they are embedded with
or any part replaced which affects the rigging, or if foreign matter, the felt is not pliable, or the ma-
elevator has been re-rigged, then the anti-swivel terial is broken or does not retain the necessary
mechanism must be re-rigged. With the tailwheel shape to afford proper sealing. Pack all bearing
on the ground, rig cable (7) by adjusting turnbuckle cones with MIL-L-7711 grease. Oil seals with a
(36) so that the rounded end of pin (23) just pro- light machine oil before installation.
trudes through the aft edge of the elongated slot in
collar (18), at 15 ° up elevator, with the leading
5-30B
Tail Gear
5-52. SPEED FAIRINGS. through which the nose strut passed, making it nec-
essary to partially disassemble the nose gear in
5-53. Optional equipment on some models and stan- order to remove the fairing. Later models, as well
dard on others, speed fairings of resin-lamented as early models which have been modified, have an
glass-fiber construction may be installed on any opening in the speed fairing which is large enough
Cessna tricycle gear airplane included in this to permit the nose gear fork to pass through the
manual. fairing. A plate covers the larger opening.
5-54. REPLACEMENT. The main wheel speed To replace nose wheel speed fairings having the
fairings may be replaced by removing the screws small strut opening (without cover plates):
attaching the inboard side of the fairing to the adap-
ter plate, and removing the bolt securing the out- WARNING
board side to the axle nut. Nose wheel speed fair-
ing replacement is more involved. Early nose Be sure strut is deflated completely before
wheel speed fairings contained a small opening disconnecting torque links or removing the
bolt attaching the torque link fitting.
SHOP NOTES:
5-31
Tail Gear
4 5 EARLY MODEL 180
12
12
16
1. Flange Retaining Ring 9. Screw Valve Access

18. Plate
2. Outer Plate 10. Fairing Plate 19. Gasket
3. Inner Plate 11. Grease Retainer 20. Nut
4. Flange 12. Bearing Cone 21. Wheel Half
5. Tube 13. Retaining Spring 22. Gasket
6. Tire 14. Felt Ring 23. Bolt
7. Wheel Hub 15. Plate Retaining Ring 24. Spacer
8. Bearing Cup 16. Bearing Cover 25. Spacer
17. Felt Seal
Figure 5-21. Tailwheel Assemblies
5-32
Brake Systems
a. After weighting or tying down the tail to raise f. Remove nose wheel, rotate speed fairing 90° and
the nose gear, disassemble the nose gear in accord- work it down over the nose gear fork.
ance with paragraph 5-32, steps "a" through "f." g. To install the speed fairing, reverse the steps
outlined above. Service the shock strut after install-
NOTE ation.
When removing the torque link fitting, use a NOTE
5/16 inch diameter guide pin 1-15/16 inches in
length to drive out the attaching bolt. Center If a different tire was installed or the speed
the guide pin and leave it in place to prevent fairing scraper adjustment disturbed, set the
the metering pin base plug (inside the strut) scraper clearance at .19 to .31 inch.
from becoming misaligned.
5-55. REPAIR. A speed fairing repair kit, SK182-12,
b. Remove bolt securing speed fairing to lower is available from the Cessna Spare Parts Department.
strut. This bolt also attaches the fork to the strut,
but these parts are a press fit and the bolt holes will 5-56. PRECAUTIONS. Wipe fuel and oil from the
remain aligned. speed fairings to prevent stains and deterioration.
c. Remove nose wheel axle stud, then lift speed If the aircraft is flown from surfaces with mud, snow
fairing off top of strut. or ice, the fairings should be checked to make sure
d. To install the speed fairing, reverse the steps there is no accumulation which could prevent normal
outlined above. Service the shock strut after in- wheel rotation.
stallation.
5-57. BRAKE SYSTEMS.
NOTE
5-58. The hydraulic brake system consists of two
If a different tire was installed or the speed master cylinders, brake lines connecting each master
fairing scraper adjustment disturbed, set the cylinder to its wheel brake cylinder, and the single-
scraper clearance at .19 to .31 inch. disc type brake assemblies, located on each main
landing gear.
To replace nose gear speed fairings having the
large strut opening and a removable cover plate: 5-59. BRAKE MASTER CYLINDERS. The brake
a. Weight or tie down the tail to raise the nose master cylinders, located just forward of the pilot's
gear. rudder pedals, are actuated by applying toe pressure
b. Remove the nose wheel axle stud. on the rudder pedals. A small reservoir is incorpo-
c. Deflate strut. rated with each master cylinder to supply it with
fluid. When dual brakes are installed, mechanical
linkage permits the copilot's pedals to operate the
WARNING master cylinders.
Be sure strut is deflated completely before 5-60. HYDRAULIC BRAKE LINES are of rigid
disconnecting torque links or removing the aluminum tubing, except for flexible hoses used at
bolt which secures the metering pin base plug the master cylinders and at the wheel brake assem-
inside the strut. blies on some models. A separate line is used to
connect each master cylinder to its corresponding
d. Remove the bolt which secures the removable wheel brake cylinder.
plate. On some models, this is the lower torque link
bolt; on others it is the bolt that attaches the fork, as 5-61. WHEEL BRAKE ASSEMBLIES. Both Good-
well as the speed fairing, to the strut. year and Cleveland brakes are used on current
e. If the removable plate was attached with lower models. Early Goodyear brakes use keys fastened
torque link bolt, use a 5/16 guide pin approximately to the wheel to transmit braking force from the disc
2-1/4 inches in length to drive out the bolt securing to the wheel. Later Goodyear assemblies use a
the speed fairing (and nose gear fork) to the strut. gear-tooth arrangement. Both types of Goodyear
The fork and strut are a press fit and the bolt holes brakes contain a fixed brake assembly with a float-
will remain aligned. ing brake disc. The Cleveland brake uses a disc which
is affixed to the wheel and a floating brake assembly.
SHOP NOTES:
5-33
Brake Systems
5-32. TROUBLE SHOOTING THE BRAKE SYSTEM.
DRAGGING BRAKES.
Brake pedal binding. If brake pedals fail to return prop- Check and adjust properly
erly, check pedal for binding.
Parking brake linkage holding Check parking brake if pedal falls Check and adjust properly.
brake pedal down. to return when released.
Worn or broken piston return If brake pedal fails to return after Repair or replace master
spring. (In master cylinder.) it is released and linkage is not cylinder.
binding, the master cylinder is
faulty.
Insufficient clearance at Lock- If pressure remains in brake sys- Adjust as shown in figure 5-23.
O-Seal in master cylinder. tem when pedals are released,
disassemble master cylinder and
check Lock-O-Seal clearance.
Restriction in hydraulic lines Jack up wheel to be checked. Have Drain brake lines and clean the in
or restriction in compensating someone apply and then release side of the brake line with filtered
port in master brake cylinders. brakes. Wheel should rotate compressed air. Fill and bleed
freely as soon'as brakes are re- brakes. If cleaning the lines falls
leased. If wheel falls to rotate to give satisfactory results, the
freely, loosen brake line at brake master cylinder may be faulty and
housing to relieve any pressure should be repaired.
trapped in the line. If wheel now
turns freely, the brake line is
restricted or there is a restric-
tion in the brake master cylinder.
Worn, scored, or warped brake Visually check discs. Replace brake discs and linings.
discs.
Damage or accumulated dirt Check parts for freedom of Clean and repair or replace parts
restricting free movement movement. as necessary.
of wheel brake parts.
BRAKES FAIL TO OPERATE.
Leak in system. Check entire system for leaks. If brake master cylinders or whee
brake assemblies are leaking, the
should be repaired or replaced.
Air in system. Bleed system.
Lack of fluid in master Check fluid level. Fill and bleed if necessary.
cylinders.
Master cylinder defective. Repair or replace master
cylinder.
5-63. REPLACEMENT OF BRAKE LINES. After 5-64. REPLACEMENT OF MASTER CYLINDERS.

draining, replacement of brake lines and hoses can a. Drain hydraulic fluid from brake system.
be accomplished with common tools. All fittings are b. Remove front seats and rudder bar shield to
conventional. If a lubricant is needed when assem- gain access to master cylinders.
bling, use clean hydraulic fluid of the type used in c. Disconnect parking brake linkage and master
the system. If galling is encountered, use petro- cylinders from rudder pedals.
latum on male threads only, omitting the first two d. Disconnect master cylinders at bottom attach-
threads. After installation, fill and bleed the brake ment point.
system.
5-34
Brake Systems
1 2 3
4. 7 Shaft 19. Weld Assembly 35. Nut Assembly

8. Cotter
Pilot's. Pin
Pedals 22.
23. Bolt
Spring 38.
39. Weld
Cylinder Assembly
10. Cotter Pin 25. Spring 41. Pin

11. Rudder Bar Arm 26. OBearing 42. Bolt
13. Dual Nut Link

14. Brake 28.
29. Spacer
Pin 44.
45. Brake
Cotter Bracket
Pin
15. Dual Brake Hub 30. Cotter Pin 46. Nut
31. Rudder Bar Arm
Figure 5-22. Typical Brake Pedals
5-35
5-35
Brake Systems
e. Disconnect hydraulic hoses from master cylin- 5-69. ASSEMBLY OF WHEEL BRAKES. Lubricate
ders and remove cylinders. parts with the type hydraulic fluid used in the system
f. Plug and cap hydraulic fittings, lines, and hoses and assemble components with care to prevent dam-
to prevent entry of foreign materials. age to O-rings. Use figures 5-5 through 5-8 as
g. Reverse the steps listed above to install master guides during assembly.
cylinders, then fill and bleed brake system.
5-70. INSTALLATION OF WHEEL BRAKES. On
5-65. REPAIR OF MASTER CYLINDERS is limited Goodyear assemblies, install the brake assembly
to the replacement of parts, cleaning, and adjust- as the wheel and axle are installed. Refer to para-
ment. Clean rubber parts with alcohol or clean graph 5-10. On Cleveland assemblies, place the
hydraulic fluid. Clean metal parts with solvent. brake assembly in position with pressure plate in
Dry parts thoroughly and use clean hydraulic fluid place, then install the shim and back plate, and
as a lubricant during reassembly. Refer to figure safety their attaching bolts.
5-23 for adjustment of piston.
NOTE
5-66. REMOVAL OF WHEEL BRAKES. Goodyear
wheel brake assemblies are secured with the axle On Cleveland brake assemblies, if the torque
attaching bolts. To remove, remove the wheel and plate was removed, install as the wheel and
axle in accordance with paragraph 5-9. Cleveland axle are installed in accordance with para-
brake assemblies are a floating type and can be re- graph 5-10. If the brake disc was removed
moved after disconnecting the brake line and re- from the wheel, install as the wheel is assem-
moving back plates (39, figure 5-7, or 41, figure 5-8). bled and installed in accordance with para-
graphs 5-21 and 5-22.
NOTE
5-71. CHECKING BRAKE LININGS. To check Good-
On Cleveland brakes, the brake disc can be year brake linings for wear, set the parking brake
removed after wheel removal and disassem- and attempt to insert a strip of 5/16 inch material
bly. Refer to paragraphs 5-18 and 5-19. To between the inboard face of the brake disc and the
remove the torque plate, remove the wheel brake housing. Replace the linings when the strip
and axle in accordance with paragraph 5-9. can be inserted. Cleveland brake linings should be
replaced when they are worn to a minimum thickness
5-67. DISASSEMBLY OF WHEEL BRAKES. Details of 3/32 inch. Visually compare a 3/32 inch strip of
of wheel brake assemblies are shown in figures 5-5 material held adjacent to each lining to measure the
through 5-8, which may be used as guides during thickness of the lining. The shank end of correct
disassembly. size drill bits make excellent tools for checking
minimum thickness of brake linings.
NOTE
5-72. BRAKE LINING REPLACEMENT. On Good-
Use of compressed air applied to the brake year brakes, remove the wheel, replace the brake
line fitting is permissible when removing the linings, and reinstall the wheel. Replace brake lin-
piston from the brake cylinder. ings on Cleveland brakes as follows:
5-68. INSPECTION AND REPAIR OF WHEEL NOTE

BRAKES.
a. Clean all parts except brake linings and O-rings The following procedure applies specifically
in dry cleaning solution and dry thoroughly. to the Cleveland brakes used on the Model 150,
b. O-rings are usually replaced at each overhaul, as shown in figure 5-7. Although those used
If their re-use is necessary, they should be wiped on the Model 185 are not identical, the same
with a clean oiled cloth and inspected for damage. general procedure can be followed.
NOTE a. Remove bolts (29), washers (31), back plate (39),

and shim (36).
Thorough cleaning is important. Dirt and b. Pull the brake cylinder out of torque plate (23)
chips are the greatest cause of malfunctions and slide pressure plate (24) off anchor bolts (25).
in hydraulic brake systems. c. Place back plate on a table with lining side
down flat. Center a 9/64 inch (or slightly smaller)
c. Check brake linings for deterioration and max- punch in the rolled rivet, and hit the punch crisply
imum permissible wear (see paragraph 5-71). with a hammer. Punch out all rivets securing the
d. Inspect brake cylinder bore for scoring. A linings to the back plate and pressure plate in the
scored cylinder may leak or cause rapid O-ring same manner.
wear. A scored brake cylinder should be replaced.
e. If the anchor bolts on Cleveland brakes are NOTE
nicked or gouged, they should be sanded smooth to
prevent binding with the pressure plate or torque A rivet setting kit, Part No. R561, is avail-
plate. When the anchor bolts are replaced, they able from the Cessna Spare Parts Depart-
should be pressed out. New ones can be installed ment. This kit consists of an anvil and punch.
by tapping them in place with a soft hammer.
5-36
Brake Master Cylinder
2
14
VENT HOLE 2
Note
17 4 13
Washer (19), spacer (20),
spring (21), and plate (22)
5 are not used with cable- 20
operated parking brake
6 system.
5
Filler plug (17) must be vented so -
pressure cannot build up in the
reservoir during brake operation. 3
Remove plug and drill 1/16" hole,
30° from vertical, if plug is not
DO NOT DAMAGE
LOCK-O-SEAL
ASSEMBLY OF PISTON
1. Clevis 8. Reservoir 16. Compensating Sleeve

2. Jamb Nut 9. O-ring 17. Filler Plug
3. Piston Rod 10. Cylinder 18. Screw
4. Cover 11. Piston Return Spring 19. Washer
5. Setscrew 12. Nut 20. Spacer
6. Cover Boss 13. Piston Spring 21. Spring
7. Body 14. Piston 22. Plate
15. Lock-O-Seal
Figure 5-23. Brake Master Cylinder
5-37
Brake Systems
MODELS
29 MODELS MODELS
KNOB-OPERATED
PARKING BRAKE
37
37
37 41 40 Note
Brake line rerouting, redesign of parking brake

linkage, and other minor changes have been made
among the various models according to their
date of manufacture.
1. Attaching Angle 12. Tube Assembly 22. Spring 32. Plate

2. Stiffener Angle 13. Nut 23. Screw 33. Spring
3. Bolt 14. Cotter Pin 24. Nut 34. Master Cylinder
4. Nut 15. Cable 25. Clamp 35. Grommet
5. Handle 16. Clevis Pin 26. Clamp 36. Brake Line
6. Housing 17. Bushing 27. Linkage Spring 37. Nut
7. Bolt 18. Spring 28. Cross Arm 38. Washer
8. Clamp 19. Bellcrank Assembly 29. Chain 39. Elbow
9. Cotter Pin 20. Pulley 30. Spring 40. Brake Hose
10. Positioning Pin 21. Screw 31. Clamp 41. O-Ring
11. Nut
Figure 5-24. Brake System
5-38
Parking Brake Systems
d. Clamp the flat sides of the anvil in a vise. system. When bubbling has ceased, remove the
e. Align new lining (38) on back plate (39) and bleeder source from the brake wheel cylinder and
place brake rivet (37) in the center hole with the tighten the bleeder valve or install the bleeder screw
rivet head in the lining. Place rivet head against with a new seal.
the anvil.
f. Center the rivet setting punch on the lips of the NOTE
rivet. While holding the back plate down firmly
against the lining, hit the punch with a hammer to Insure that the free end of the hose from the
set the rivet. Repeat blows on the punch until lin- master cylinder remains immersed during
ing is firmly against the back plate. the entire bleeding process.
g. Realign the lining on the back plate and install
the remaining rivets. d. Remove hose from master cylinder and replace
h. Install a new lining on pressure plate (24) in filler plug.
the same manner.
i. Position pressure plate (24) on anchor bolts (25), 5-74. PARKING BRAKE SYSTEMS.
and plate cylinder (26) in position so the anchor bolts
slide into torque plate (23). 5-75. Two different types of parking brake systems
j. Install shim (36) and back plate (39) with bolts are employed in the different airplane models. One
(29) and washers (31). Safety the bolts, uses a knob-operated control which actuates locking
levers on the master cylinders. The levers trap
5-73. BRAKE BLEEDING. Standard bleeding, with pressure in the system after the master cylinder
a clean hydraulic pressure source connected to the piston rods have been depressed by toe-operation
wheel cylinder bleeder, is recommended. of the rudder pedals. The other type parking brake
a. Remove the master cylinder filler plug and system uses a handle and ratchet mechanism con-
screw a flexible hose with a suitable fitting into the nected by a cable to linkage at the master cylinders.
filler hole. Immerse the free end of the hose in a Pulling out the handle depresses both master cylin-
can containing enough hydraulic fluid to cover the der piston rods and the ratchet locks the handle -in
end of the hose. this position until the handle is turned and released.
b. Connect a clean hydraulic pressure source,
such as a hydraulic hand pump, to the bleeder pro- 5-76. REPLACEMENT. The various parts of the
vision in the wheel cylinder. knob-operated or handle-operated parking brake sys-
tem are shown in figure 5-24, which may be used as
NOTE a guide when replacing parts. The knob-operated
system should be adjusted so that the locking levers
Either a bleeder valve or a bleeder screw is cannot, under any circumstances, be actuated as
provided in the wheel cylinder. long as the control knob is pushed full in. At the
same time, the locking levers must be actuated
c. As fluid is pumped into the system, observe the when the control knob is pulled out. Various design
immersed end of the hose at the master cylinder for changes have been made in the locking mechanism
evidence of air bubbles being forced from the brake on the knob-operated control, but each has a clamp
provided for adjustment to attain proper rigging.
SHOP NOTES:
5-39
SERVICE MANUAL
SECTION 6
AILERON CONTROL SYSTEM
AILERON CONTROL SYSTEM ........ 6-1 Replacement of Control Column,

Control Tee or "Y" ... ...... . 6-1 Tee, or "Y". ............ . 6-7
Control Column ............. 6-1 Removal of Aileron Bellcrank ...... 6-7
Aileron Cables .. . ......... 6-1 Repair of Aileron Bellcrank ....... 6-7
Aileron Bellcranks ........... 6-1 Replacement of Aileron Bellcrank ..... 6-7
Ailerons ......... 6-2 Replacement of Aileron Cables
Checkout of the Aileron System ..... 6-2 and Pulleys .............. 6-7
Trouble Shooting ............ 6-2 Removal of Aileron ......... . 6-7
Removal of Control Tee . .. ...... 6-7 Repair of Aileron ............ 6-11
Removal of Control "Y" ......... 6-7 Replacement of Aileron. ......... 6-11
Removal of Control Column ....... 6-7 Rigging Aileron Control System ...... 6-11
Repair of Control Column, Tee, or "Y" .. 6-7
6-1. AILERON CONTROL SYSTEM. ets. The sprocket end of the square tube is mounted
in a bearing block on the firewall and does not move
6-2. The aileron control system is composed of a fore and aft but rotates with the control wheel. The
push-pull rod and bellcrank in each wing, cables, four needle bearing rollers on the end of the control
pulleys, sprockets, roller chains and the components wheel tube reduce friction as the control wheel is
forward of the instrument panel, all of which link the moved fore and aft for elevator system operation. A
control wheel to the ailerons. A control tee is used sleeve weld assembly, containing bearings which per-
on all models except the 150 (1961 and on) and the mit the control wheel tube to rotate within it, is se-
182 (1962 and on). In 1961, the control tee on the cured to the control wheel tube by a sleeve and re-
150 was replaced with a control "Y". In 1962, the taining ring in such a manner that it moves fore and
control tee on the 182 was replaced with a control aft with the control wheel tube. This movement
column. allows the push-pull tube (elevator control tube)
attached to the weld assembly to operate an elevator
6-3. CONTROL TEE OR "Y". The control tee or arm assembly, to which one elevator cable is at-
"Y" synchronizes the control wheels and transmits tached. A torque tube connects this arm assembly
control wheel rotation through the system to operate to the opposite one, to which the other elevator cable
the ailerons. Both the control tee and "Y" are is attached. When dual controls are installed, the
pivoted a few inches above their lower end so that copilot's control wheel is linked to the aileron and
fore-and-aft motion can operate the elevator control elevator control systems in the same manner as the
system. The control tee is shown in figure 6-1 and pilot's control wheel.
the control "Y" is shown in figure 6-2.
6-5. AILERON CABLES. Three cables are em-
6-4. CONTROL COLUMN. The 182 (1962 and on) ployed in the aileron system. A direct cable is
used a control column which operates in a different routed to the bellcrank in each wing and a carry-thru
manner than the control tee or "Y". Details of the cable closes the system by interconnecting the two
control column are shown in figure 6-3. Rotation of bellcranks. Beginning with figure 6-4, routings of
the control wheel rotates four needle bearing rollers the various cables are shown.
on the end of the control wheel tube which, in turn,
rotate a square tube (aileron control tube) inside and 6-6. AILERON BELLCRANKS. An aileron bell-
extending from the control wheel tube. Attached to crank, pivoted on needle bearings, is installed in
this square tube is a sprocket which operates the each wing to transmit aileron cable motion to the
aileron system. The same arrangement is provided ailerons. Each bellcrank is equipped with a fixed
for both control wheels and synchronization is ob- stop which allows a total aileron travel of approx-
tained by the interconnecting roller chains and sprock- imately 35°.
6-1
Aileron Control System SERVICE MANUAL
Trouble Shooting
6-7. AILERONS. An all-metal aileron is attached b. With the control wheel in neutral, check the
by hinge strips to the trailing edge of each wing, be- tension on the aileron carry-thru cable. Tension
tween the flap and the wing tip. Each aileron is actu- should be 40±10 pounds.
ated by an adjustable push-pull rod connected to the c. With the control wheel in neutral, check to see
aileron bellcrank. that both ailerons are aligned with the flap trailing
edges and that both control wheels are synchronized.
6-8. CHECKOUT OF THE AILERON SYSTEM. d. Check aileron travel. Travel should be 20°±1 °
a. Move ailerons through complete range of motion, up and 15±°1 ° down. On the Model 182 (1962 and on),
checking for stiffness, uneven or jumpy motion of the tolerance is ± 2 ° .
control wheel, and proper direction of movement.
6-9. TROUBLE SHOOTING THE AILERON SYSTEM.
LOST MOTION IN CONTROL WHEEL.
Loose control cables. Check cable tension. Adjust cables to proper tension.
Broken pulley. Visually check pulleys. Remove and replace broken pulley.
Sprung bellcranks. Visually check bellcranks. Remove and replace sprung bellcranks.
Deformed pulley brackets. Visually check pulley brackets. Remove and replace deformed pulley
brackets.
Worn rod ends. Visually check rod ends. Remove and replace worn rod ends.
Loose chains. Check chain tension. Adjust chains to proper tension.
RESISTANCE TO CONTROL WHEEL MOVEMENT.
Cables too tight. Check cable tension. Adjust cables to a proper tension.
Pulleys binding. Observe motion of the pulleys Remove and replace defective
as ailerons are being operated. pulley.
Rusty chain. Visually check chain. Remove and replace rusty chain.
Chain binding with sprockets. Check freedom of movement. Remove and replace defective parts.
Bellcrank distorted or damaged. Visually check bellcrank. Remove and replace bellcrank.
Defective U-joints, if used. Observe motion of U-joints. Remove and replace defective U-joints.
Clevis bolts too tight. Check bolt binding. Readjust to eliminate binding.
Cable off pulley. Check rigging of cable. Replace cable on pulley.
(182, 1962 and on) Defective Disconnect chains and check Remove and replace defective parts.
bearings in sleeve weld assy for binding.
on control wheel tube.
(182, 1962 and on) Nuts secur- Loosen nuts to check if binding Loosen nuts the least amount required
ing shaft in bearing blocks on is eliminated. to eliminate binding and align cotter
firewall too tight. pin hole, but not over .030" maximum
clearance.
(182, 1962 and on) Defective Disconnect chains and check Remove and replace defective parts.
bearing in idler sprocket for binding.
assembly on firewall.
6-2
SERVICE MANUAL Aileron Control System
Trouble Shooting
CONTROL WHEEL NOT LEVEL WITH AILERONS NEUTRAL.
Improper adjustment of chains With control wheel centered, Readjust chains and cables in ac-
or cables, aileron bellcrank stop bushing cordance with rigging procedure.
should be centered in slot (both
left and right bellcranks).
Improper adjustment of aileron If chains and cables are Adjust push-pull rods properly.
push-pull rods. properly rigged and bellcrank
stop bushings are centered in
slots, push-pull rods are ad-
justed incorrectly.
DUAL CONTROL WHEELS NOT COORDINATED.
Chains not properly adjusted Check rigging of chains. Adjust in accordance with rigging
on sprockets. procedure.
INCORRECT AILERON TRAVEL.
Aileron system incorrectly Check rigging. Rig in accordance with rigging

rigged. procedure.
Worn bellcrank stop bushings Check visually. Replace worn parts.

or bellcrank slots.
SHOP NOTES:
Control Tee
2.1. Bolt
Control
Washer
3. Wheel Tube replaces
the right the universal
sprocket shaft.joint at
29 5 The control tee 14
is used on all
6. Turnbuckle 24 models except Model 150,182,
35 - 1961 andexcept thethe
on, and Model
Model
1961 and on, and the Model 182,
Nut 14. NOTE
1962
trols and
trols are on. When duala con-
not installed, spacer
5. Spreader Bar 20
13. Trim Shield

5. Spreader Bar Assembly 22. Needle Bearing
23. Bearing 31. Nut
32. Roller Chain
6. Turnbuckle
7. Control Tee Weld Assembly
8.
1. Bolt
Bolt replaces the universal joint at
9.
12. Screw
Nut 18.Tube
21. Elevator
Spacer Push-pull 27.
30. Washer
Washer
10.
11. Clamp
Washer 19.
20. Bolt
Bolt 28.
29. Bolt
Needle Bearing
.
10. Clamp Bushings 18.
19. Washer
Elevator Push-pull
Bolt 27.4. Tube 33. Clevis Pin
11. Washer 20. 28. Bolt
12.
13. Nut Shield Assembly
Trim 21. Bolt
22. Spacer Bearing
Needle 29.
30.
31.
Needle
Washer
Nut
Bearing
14. Washer 23. Bearing 32. Roller Chain
15. Oilite Bushings 24. Washer 33. Clevis Pin
16. Washer 25. Nut 34. Cotter Pin
17. Sprocket 26. Nut 35. Aileron Cable End
Figure 6-1. Control Tee

6-4
Control "Y"
NOTE
The control "Y" is used on the
10 Model 150, 1961 and on. When
dual controls are installed, spacer
(9) is replaced with a universal
joint to which the right control
wheel tube attaches. 21
1. Nut 14. Bearing 26. Washer 38. Control Link

2. Sprocket 15. Bearing 27. Nut 39. Washer
3. Bolt 16. Shaft 28. Chain Assembly 40. Nut
4. Washer 17. Nut 29. Control "Y" 41. Bearing
5. Bearing 18. Arm 30. Bushing 42. Washer
6. Shaft 19. Chain Assembly 31. Control Link 43. Nut
7. Washer 20. Nut 32. Bolt 44. Bolt
8. Nut 21. Control Wheel Tube 33. Bellcrank 45. Sprocket
9. Spacer 22. Nut 34. Washer 46. Nut
10. Nut 23. Universal Joint 35. Nut 47. Washer
11. Barrel 24. Barrel 36. Bolt 48. Bushing
12. Chain Assembly 25. Barrel 37. Bolt 49. Nut
13. Nut 50. Sprocket
Figure 6-2. Control "Y"
6-5
Control Column
NOTE
The control column is used on the 5 ,
Model 182, 1962 and on. When dual 4
controls are installed, items (35,,
36, 37, and 38) are replaced with
the right control assembly, which 2
is the same as the left one except 12
for the plates where the control 13
passes through the instrument panel.
shims, Part No. S-1358-1,

may be used here to elimi-
nate excessive free play.
37
32
1. Needle Bearing Roller 25

2. Control Wheel Tube 24
3. Sleeve Weld Assembly 23 26. Left Aileron Cable
4. Needle Bearing 27. Lower Left Aileron Chain
5. Thrust Bearing Race 28. Aileron Idler Sprocket
6. Needle Thrust Bearing 16. Right Elevator Arm Assembly 29. Right Aileron Chain
7. Grommet 17. Sleeve 30. Right Aileron Cable
8. Control Lock Collar 18. Down Elevator Cable 31. Firewall
9. Control Wheel Adapter 19. Elevator Torque Tube 32. Turnbuckle
10. Control Wheel 20. Left Elevator Arm Assembly 33. Bearing Block
11. Spacer 21. Up Elevator Cable 34. Right Aileron Sprocket
12. Plate 22. Left Aileron Sprocket 35. Shaft
13. Retainer Ring 23. Bearing Block 36. Roll Pin
14. Aileron Control Tube 24. Upper Left Aileron Chain 37. Bearing Block
15. Elevator Control Tube 25. Turnbuckle 38. Support
Figure 6-3. Control Column
6-6
Removal
6-10. REMOVAL OF CONTROL TEE. (See figure through bearing blocks (23 and 33) should be tight-
6-1.) ened snugly, then loosened the least amount re-
a. Remove control tee shield (13). quired to eliminate binding and align a cotter pin
b. Peel back tunnel cover carpet for access to bolt hole, but not more than .030 inch maximum clear-
(20). Remove bolt (19) attaching elevator push-pull ance.
rod (18) and control tee pivot bolt (20).
c. Remove cotter pins (34) and clevis pins (33). 6-15. REMOVAL OF AILERON BELLCRANK.
Work cable ends free of control tee pulleys. a. Open access cover inboard of bellcrank and
d. Remove bolts (1) securing control tubes to disconnect control cables from bellcrank by un-
universal joints and remove control tee. screwing turnbuckle barrels.
b. Detach aileron push-pull rod from bellcrank
6-11. REMOVAL OF CONTROL "Y". (See figure by removing attaching nut, washers and bolt.
6-2.) c. Remove nuts, washers, and bolts securing bell-
a. Remove control column shield, crank stop bushing and bellcrank to wing structure.
b. Peel back tunnel cover carpet for access to bolt Remove bellcrank through access opening, using
(36). Remove bolt (37) attaching elevator push-pull care that bushing is not dropped from bellcrank.
tube (31) and control pivot bolt (36). One or more brass washers may be used as shims
c. Remove bolts attaching cable ends to control between lower end of the bellcrank and the wing.
arm (18).
d. Remove bolts (8) securing control wheel tubes NOTE
to universal joints and remove control "Y".
Tape open ends of bellcrank bearings to pre-
6-12. REMOVAL OF CONTROL COLUMN. (See vent dust or dirt from entering needle bear-
figure 6-3. ) ings.
a. Remove the three screws attaching the control
wheel to the control wheel tube. Remove the control 6-16. REPAIR OF AILERON BELLCRANK consists
wheel. of the replacement of defective bushings and bearings.
b. Remove shock-mounted instrument panel in ac- If needle bearings are dirty or need grease, lubri-
cordance with paragraph 16-5. cate as specified in the lubrication diagram in Sec-
c. Remove screws securing plate (12). tion 2.
d. Remove elevator control tube (15).
e. Loosen turnbuckle (25) and disengage chain 6-17. REPLACEMENT OF AILERON BELLCRANK.
from sprocket (22). a. Place bushing in bellcrank and position bellcrank
f. Remove nut and washer from shaft protruding in wing, installing brass washers used as required to
through bearing block (23) on forward side of fire- shim out excessive clearance between the bellcrank
wall. and the wing. Install bellcrank pivot bolt.
g. Pull control wheel tube assembly aft to remove. b. Position bellcrank stop bushing and install at-
taching bolt.
NOTE c. Connect aileron cables to bellcrank and rig the
aileron system.
The copilot's control is removed in a similar
manner. A plate-covered hole large enough 6-18. REPLACEMENT OF AILERON CABLES AND
to permit removal is provided in the station- PULLEYS may be accomplished after removing ac-
ary instrument panel. cess covers, wing root fairings, and upholstery as
required for access.
h. Remove eight screws securing sleeves (17) and a. Disconnect cables from the aileron bellcranks
slide the sleeves inboard, clear of the elevator arm in the wings, and remove cable guards and pulleys as
assemblies to remove torque tube (19). necessary to work the cables free of the aircraft.
i. Disconnect elevator cables from elevator arm
assemblies (16 and 20) and remove attaching screws NOTE
and nuts to remove the arm assemblies.
j. After removal, detail parts may be removed or To ease rerouting of cables, a length of wire
replaced as required. may be attached to the end of a cable before it
is withdrawn from the aircraft. Leave the
6-13. REPAIR OF CONTROL COLUMN, TEE, OR wire in place, routed through the aircraft,
"Y." Worn, damaged, or defective shafts, bearings, then attach it to the cable being installed and
bushings, sprockets, roller chains, universal joints, use it to pull the cable into position.
and other components should be replaced. Refer to
the lubrication diagram in Section 2 for lubrication b. After the cable is routed in position, install
recommendations. pulleys and cable guards. Make sure cable is posi-
tioned in pulley groove when installing cable guard.
6-14. REPLACEMENT OF CONTROL COLUMN, c. Rig the aileron system.
TEE, OR "Y" may be accomplished by reversing the
removal procedure. Be sure to resafety all parts 6-19. REMOVAL OF AILERON.
that were safetied. Check elevator and aileron sys- a. Disconnect push-pull rod from aileron.
tems for correct rigging. On the Model 182, 1962 b. Remove screws and nuts securing aileron hinge
and on, the nuts securing the shafts protruding strips to trailing edge of wing, and remove aileron.
6-7
This system is typical for the aileron

systems used on all models except the
182 (1962 and on) and the 150. Refer
1. Bolt 20
3. Turnbuckle Barrels
4. Washer
5. Nut
6. Pin Cotter
8. Spacer
9.
15. Pulley
Bushing 24. Carry-thru Cable 33. Spacer
13.
10. Bolt
Washer 25. Aileron Direct Cables 34. Spacer
11. Nut
12. Cable Guard 2. Cotter Pin 3. Cotter Pin
13. Spacer 22. Spacer 31. Washer
14. Pulleys 23. Bolt 32. Bolt
15. Bushing 24. Carry-thru Cable 33. Spacer
16. Bolt 25. Aileron Direct Cables 34. Spacer
17. Washers 26. Bolt 35. Bolt
18. Nut 27. Pulley 36. Clevis Pin
19. Spacer 28. Spacer 37. Cotter Pin
20. Pulley 29. Bolt 38. Spacer
Figure 6-4. Aileron Control System
6-8
12
used on the Model 150. Refer to figures 6-1
1. Cable
Turnbuckle 10. Pulley 15. Pulley
2. Carry-Thru Barrels
Cable 7.
8.
8. Bolt
Spacer 13.
14
14. Cable
Left Guard Direct
Aileron
Left Aileron Direct
3. Right Aileron Direct 9. Cotter Pin Cable
Cable 10. Pulley 15. Pulley
4. Turnbuckle Forks 11. Pulley 16. Pulley
5. Nut 12. Pulley 17. Spacer
6. Washer 18. Pulley
6-9
1 2
NOTE
This system is typical for the aileron system

used on the Model 182 (1962 and on). Refer to
figure 6-3 for the control column.
1. Cable Guard 8. Bushing 15. Turnbuckle

2. Pulley 9. Rub Strip 16. Bellcrank Stop Bushing
3. Nut 10. Carry-Thru Cable 17. Pulley
4. Washer 11. Left Aileron Direct Cable 18. Cotter Pin
5. Bolt 12. Spacer 19. Pulley
6. Spacer 13. Aileron Bellcrank 20. Right Aileron Direct Cable
7. Pulley 14. Turnbuckle Fork 21. Pulley
6-10
6-10
Rigging
6-20. REPAIR OF AILERON may be accomplished turbed, it should not be necessary to rerig. Check
in accordance with instructions in Section 19. Check aileron travel and alignment, and rerig if necessary.
static balance and be sure balance weights and hinges
are securely attached to aileron before installation. 6-22. RIGGING AILERON CONTROL SYSTEM.
a. (See figure 6-2.) On the control tee, adjust the
6-21. REPLACEMENT OF AILERON. total length of spreader bar (5) and turnbuckle (6) so
a. Position aileron and install screws and nuts to that both control wheels are level in the neutral posi-
secure hinge strips to trailing edge of wing. tion (synchronized).
b. Attach push-pull rod to aileron. If rigging was b. (See figure 6-3.) On the control "Y", adjust
correct and push-pull rod adjustment was not dis- turnbuckles (11, 24, and 25) so that both control
UPPER CHAIN 2. 0" TURNBUCKLE
TO SPROCKET ON-
LEFT CONTROL
COLUMN
AIRPLANE
(DIRECTLY ABOVE With pilot's control wheel neutral,
IDLER SPROCKETS) approximately 2. 0" assures that
correct link of chain is engaged with
sprocket on left control column.
VIEW LOOKING FORWARD
Figure 6-7. Neutral Position for Rigging (182, 1962 & on)
AILERON BELLCRANK AILERON AILERON BELLCRANK

STOP BUSHING DIRECT STOP BUSHING
CABLE AILERON
DIRECT
AILERON CARRY- CABLE
AILERON CARRY- THRU CABLE
THRU CABLE
FWD FWD
1962 AND ON
AILERON PUSH-PULL ROD

AILERON PUSH-PULL ROD
NOTE
Stop bushings should be centered in slots of aileron bellcranks in each wing when control wheels are neutral,
with 40±10 pounds tension on aileron carry-thru cable. Push-pull rods are then adjusted to rig the ailerons
neutral.
Figure 6-8. Rigging Aileron Bellcranks
6-11
Rigging
wheels are synchronized in neutral when arm (18) d. Tape a bar across both control wheels to hold
is horizontal. Chain (12) should be engaged so that them in the neutral position.
it has an equal number of links extending from e. (See figure 6-8. ) Adjust the two turnbuckles at
sprocket (50). the aileron bellcrank in the right wing and the single
c. (See figure 6-3. ) On the control column, check turnbuckle at the aileron bellcrank in the left wing so
that upper left chain (24) is engaged with left aileron that the bellcrank stop bushings are centered in both
sprocket (22) in accordance with figure 6-7. With bellcrank slots, with 40±10 pounds tension on the
the pilot's control wheel in neutral, adjust turn- aileron carry-thru cable.
buckles (25 and 32) so that both control wheels are f. Adjust push-pull rod at each aileron until the
synchronized in neutral. ailerons are neutral with reference to the trailing
edge of the wing flaps. Be sure flaps are up when
NOTE making this adjustment.
g. Safety all turnbuckles by the single-wrap method
On aileron systems containing the control tee, with . 040 inch monel safety wire.
chain tension must be greater than aileron h. Remove bar from control wheels and replace all
system tension to hold the adjustable end fit- parts removed for access.
ting on the spreader bar against its adjusting i. Check aileron for correct travel.
nut. However, too much chain tension will
cause binding. Chains on the control "Y" or WARNING
control column should have the minimum a-
mount of tension that will remove slack from Be sure ailerons move in the correct direction
the chains. when operated by the control wheel.
The bellcrank assembly shown has been redesigned on the

Model 182 (1962 and on). Other minor changes have been
21 made from time to time, but installation of the aileron is
the same.
1. Nut 9. Upper Inboard Skin 18. Bracket

2. Screw 10. Upper Outboard Skin 19. Rod End
3. Spar 11. Spacer Strip 20. Push-Pull Rod
4. Hinge 12. Bolt 21. Washer
5. Balance Weight 13. Bushing 22. Bushing
6. Bracket 14. Bearing 23. Bellcrank Assembly
7. Rib 15. Bolt 24. Bellcrank Stop Bushing
8. Lower Inboard Skin 16. Check Nut 25. Bolt
17. Nut
Figure 6-9. Typical Ailer on Installation
6-12
SERVICE MANUAL Flap Control Systems
SECTION 7
FLAP CONTROL SYSTEMS
(See Section 7A for

Model 182, 1962 and on)
FLAP CONTROL SYSTEMS ......... 7-1 Removal of Flap Bellcranks. ....... 7-4
Wing Flaps ............... 7-1 Repair of Flap Bellcranks. ........ 7-4
Flap Bellcranks ............. 7-1 Installation of Flap Bellcranks. ...... 7-4
Flap Handle ............... 7-1 Removal and Replacement of Cables and
Operational Checkout of Flap System .... 7-3 Pulleys ................ 7-4
Trouble Shooting the Flap System ..... 7-3 Removal of Flap ............. 7-4
Removal of the Flap Lever . ....... 7-4 Repair of Flap .............. 7-7
Repair of the Flap Lever . ........ 7-4 Installation of Flap. ........... 7-7
Installation of the Flap Lever . ...... 7-4 Rigging Flap Control System ...... . 7-7
Installation of Plug Buttons ....... . 7-7
7-1. FLAP CONTROL SYSTEMS.

and create additional drag. The flaps are of riveted,
7-2. High-lift flaps are standard equipment on all all-metal construction.
Cessna single-engine aircraft. On models equipped
with a manually operated system, the flap system is 7-4. FLAP BELLCRANKS transmit flap cable motion
operated by a hand lever located between the front to a push-pull rod which lowers and raises the flaps.
seats. A ratchet mechanism, released by a thumb- Each flap bellcrank is pivoted on needle-bearings to
button on the end of the flap handle, holds the lever reduce control force required to actuate the flaps.
in the desired position.
7-5. FLAP HANDLE. The flaps are controlled by a
7-3. WING FLAPS are roller-mounted on tracks to flap control handle located between the two front seats.
enable the flaps to move rearward as they are lower- The handle is operated by depressing the thumb-
ed thus altering the airfoil to provide increased lift button and moving the handle the desired flap setting.
CABLE TENSION IS
15-20 POUNDS IN THE 150,
20-40 POUNDS IN ALL OTHER MODELS,
RIGGED AT THE AVERAGE TEMPERATURE
FOR THE AREA.
Figure 7-1. Flap System Schematic
7-1
Flap Control System SERVICE MANUAL
10 11 10 12 15
9 14
47
32 20 31 30
Figure 7-2. Flap Control System (Except 150)

7-2
SERVICE MANUAL Flap Control System
Operational Checkout
References for Figure 7-2.
1. Nut 20. Cotter Pin 39. Bushing

2. Spacer 21. Cable 40. Spacer
3. Bushing 22. Nut 41. Nut
4. Pulley 23. Cable 42. Spacer
5. Bushing 24. Turnbuckle Barrel 43. Bushing
6. Bolt 25. Cable 44. Ratchet
7. Pulley Guard 26. Cable 45. Spacer
8. Nut 27. Cable 46. Button
9. Cotter Pin 28. Bolt 47. Bolt
10. Pulley 29. Cable 48. Latch Rod
11. Washer 30. Bolt 49. Placard
12. Cotter Pin 31. Bushing 50. Latch Assembly
13. Bolt 32. Pulley 51. Lever Assembly
14. Cotter Pin 33. Cam 52. Spacer
15. Bushing 34. Spacer 53. Spacer
16. Pulley 35. Bolt 54. Bushing
17. Washer 36. Cable 55. Pulley
18. Nut 37. Flap Lever Cam 56. Cotter Pin
19. Bolt 38. Washer 57. Cable
7-6. OPERATIONAL CHECKOUT OF FLAP SYSTEM. c. Raise flap lever to extreme flap down position
a. Operate flaps through full range of travel, observ- and check for proper flap angle with inclinometer.
ing for uneven or jumpy motion, binding and lost mo- d. Open flap bellcrank access opening and attempt
tion in system. to rock bellcrank to disclose internal bearing play.
b. Raise flaps and check to see that they are com- e. Examine rollers and tracks for defective parts.
pletely up. Mount an inclinometer on one flap and
set to 0°.
7-7. TROUBLE SHOOTING THE FLAP SYSTEM.
BOTH FLAPS FAIL TO LOWER WHEN LEVER IS RAISED.
Broken or detached forward Open tunnel access cover aft of Attach or replace cable.
direct cable. lever and check direct cable.
ONE FLAP FAILS TO LOWER.
Broken or detached direct Open bellcrank access cover and Attach or replace cable.
cable to malfunctioning flap. feel for cable tension.
BOTH FLAPS FAIL TO RETRACT WHEN FLAP LEVER IS LOWERED.
Broken or detached forward Open tunnel access forward of Attach or replace cable.
return cable. lever and check forward return
cable.
BINDING IN SYSTEM AS FLAPS ARE RAISED OR LOWERED.
Cables not riding on pulleys. Open access covers and observe Route cables correctly over
pulleys. pulleys.
Flap lever binding. Check lever bearings and ratchet. Replace defective parts.
Binding in flap bellcrank. Check bellcrank in motion. Replace defective bellcrank.
Remove bellcrank and check Replace or lubricate bearings.

needle bearings.
7-3
Removal of Flap Lever
BINDING IN SYSTEM AS FLAPS ARE RAISED OR LOWERED (Cont).
Broken or binding pulleys. Check pulleys for free rotation Replace defective pulleys.
or breaks.
Frayed cable. Check condition of cables. Replace defective cables.
Flaps binding on tracks. Observe flap tracks and rollers. Replace defective parts.
INCORRECT FLAP TRAVEL.
Incorrect rigging. Rig flaps correctly.
RE LEASE BUTTON STICKS.
Release mechanism needs Lubricate per figure 2-4.

lubricating.
NOTE doorpost coverings to gain access to flap cable turn-

buckles.
The following paragraphs apply to the flap sys- b. Slack off tension on cables, then detach from
tems other than the Model 150. Principle of bellcrank by removing clevis bolts.
operation is the same for all flap systems; c. Disconnect flap push-pull rod by removing attach-
however, routing of cables and access to fuse- ing nut and bolt.
lage components are different in the two-place d. Remove bolt (5) and work bellcrank out through
Model 150. Figure 7-4 may be used as a guide access opening.
to accomplish maintenance similar to that
listed in the following paragraphs. NOTE
7-8. REMOVAL OF THE FLAP LEVER ASSEMBLY. Seal needle bearings with tape after bellcrank
(See figure 7-2.) is removed to prevent dirt from entering the
a. Remove front seats, tunnel carpeting, rear door bearings.
post facing, and access covers to gain access to flap
handle attachment. 7-12. REPAIR OF FLAP BELLCRANK is limited to
b. Disconnect forward direct and return cables from the replacement of internal bushing and needle bear-
lever assembly by removing attaching bolt and nut. ings. Cracked, bent or excessively worn bellcranks
should be replaced.
NOTE
7-13. INSTALLATION OF THE FLAP BELLCRANK.
Slack off tension on the cables by loosening turn- (See figure 7-3.)
buckles at rear door posts. a. Position the bellcrank and install bolt (5) through
the top of the wing and the bellcrank pivot bushing.
c. Remove nuts and bolts through bushings (40) and Secure bolt with washer and nut.
(42). Work lever assembly free of tunnel structure. b. Attach cables with clevis bolts, nuts and cotter
pins.
7-9. REPAIR OF FLAP LEVER ASSEMBLY consists c. Attach flap push-pull rod with bolt and nut.
of the replacement of any defective bearings, spacers, d. Rig flap system in accordance with paragraph
ratchet mechanism and other parts comprising the 7-17.
assembly. Placards on the flap lever should be re-
placed if they have become illegible. 7-13. REMOVAL AND REPLACEMENT OF CABLES
AND PULLEYS in the flap system may be accomplish-
7-10. INSTALLATION OF THE FLAP LEVER AS- ed using figure 7-2 as a guide.
SEMBLY may be accomplished by reversing the steps
listed in paragraph 7-8, after which the system should 7-14. REMOVAL OF FLAP. (See figure 7-3.)
be rigged as described in paragraph 7-17. a. Lower flaps and open access covers on top lead-
ing edge of flap.
7-11. REMOVAL OF FLAP BELLCRANKS. (See b. Disconnect push-pull rod (11) from the flap by
figure 7-3.) removing nut, washer, and bolt.
a. Remove access openings at bellcranks and rear c. Remove nut (7) and bolt (25) at each flap track,
7-4
Flap and Flap Bellcrank
13. Washer
1. Nutplate 14. Bellcrank Assembly 26. Rib Assembly
2. Bracket 15. Bearing 27. Skin
3. Bolt 16. Bolt 28. Rib
4. Washer 17. Rib Assembly 29. Skin
5. Bolt 18. Roller Assembly 30. Right Flap Spar
6. Bushing 19. Bushing 31. Plug Button
7. Nut 20. Cover Plate 32. Rib
8. Rod End 21. Screw 33. Skin
9. Jam Nut 22. Doubler 34. Rib
10. Bolt 23. Nut 35. Spacer
11. Rod Assembly 24. Rib Assembly 36. Roller Assembly
12. Nut 25. Bolt 37. Plug Buttons
Figure 7-3. Flap and Flap Bellcrank Installation
7-5
9 11
Repair of Flap
References for Figure 7-4
1. Nut 25. Bolt 48. Placard

2. Pulley 26. Link 49. Flap Lever
3. Bolt 27. Bolt 50. Nut
4. Cotter Pin 28. Washer 51. Bushing
5. Washer 29. Spacer 52. Bolt
6. Bracket 30. Bellcrank 53. Nut
7. Cotter Pin 31. Nut 54. Cotter Pin
8. Right Extend Cable 32. Nut 55. Washer
9. Right Retract Cable 33. Turnbuckle Barrel 56. Bolt
10. Pulley 34. Turnbuckle Eye 57. Bushing
11. Bolt 35. Cotter Pin 58. Latch
13. Left Retract Cable 37. Forward Retract Cable 60. Bolt
14. Left Extend Cable 38. Bolt 61. Washer
15. Washer 39. Forward Extend Cable 62. Pulley
16. Nut 40. Washer 63. Nut
17. Spacer 41. Bolt 64. Nut
18. Nut 42. Cotter Pin 65. Washer
19. Washer 43. Pulley 66. Pulley
20. Pulley 44. Nut 67. Cotter Pin
21. Bracket 45. Spacer 68. Washer
22. Cotter Pin 46. Release Button 69. Bushing
23. Bolt 47. Latch Rod 70. Bolt
24. Cotter Pin 71. Push-pull Rod
then pull flap aft and remove remaining nut and bolt. d. Move the flap handle to the flap full-down posi-
All washers, rollers and bushings will fall free, and tion, then tighten the flap-down cables to a tension of
should be saved for reinstallation, as flap is removed. 20-40 pounds (15-20 pounds in the 150).
e. Safety the turnbuckles and check that flap push-
7-15. REPAIR OF FLAP may be accomplished in pull rod jamb nuts are tight.
accordance with structure repair instructions con-
tained in Section 19. 7-18. INSTALLATION OF NYLON PLUG BUTTONS
ON FLAP. Nylon plug buttons, which prevent the
7-16. INSTALLATION OF FLAP. (See figure 7-3.) flap from chafing the wing trailing edge, may be in-
a. Position flap and install flap rollers with attach- stalled on aircraft which do not have them by the
ing parts illustrated. following procedure:
b. Adjust flap push-pull rod to 8 7/8" between cen- a. The model 150 has 11 plug buttons in each flap.
ters of rod end bearings and tighten jamb nuts on rod All other models have 12. The plug buttons are in-
ends. stalled in the top of the flap (see figure 7-3) 7/8"
c. Secure flap push-pull rod to flap bracket with forward of the edge of the corrugated skin. All di-
bolt, washer and nut. mensions given are to hole centers.
b. Put flap in full down position. Measure 2 1/2"
7-17. RIGGING THE FLAP SYSTEM. outboard of the inboard end of the flap and mark a
hole center 7/8" forward of the corrugated skin edge.
NOTE Proceeding outboard, mark a hole center every 6"
until all 12 hole centers (11 on the 150) are marked.
Before using this procedure it is necessary to The last hole center should be approximately 1" (2"
loosen the flap cables at the turnbuckles. on the 150) from the outboard end of the flap.
c. Using a No. 17 drill bit (. 173"), drill a hole at
a. Make sure flap push-pull rod is set at dimension each location marked. Deburr all holes and clean
given in paragraph 7-16, step "b." shavings from within flap.
b. Set flap handle in the 0° flap position. d. Install an S-1093-1 nylon plug button in each
c. Tighten the up-cables to a tension of 20-40 hole. The plug buttons are available from the
pounds (15-20 pounds in the 150). Cessna Spare Parts Department.
7-7
SECTION 7A
FLAP CONTROL SYSTEM
(Model 182, 1962 & on)
FLAP CONTROL SYSTEM ......... 7A-1 Installation of Flap Position Transmitter .. 7A-3
Wing Flaps ........ ....... 7A-1 Removal of Transmission and Motor
Flap Drive Pulley Assemblies ...... 7A-1 Assembly .............. 7A-3
Transmission ............. . 7A-1 Repair of Transmission and Motor
Electric Motor ....... 7A-1 Assembly ............... 7A-3
Flap Switch ............... 7A-1 Installation of Transmission and Motor
Flap Position Transmitter ........ 7A-1 Assembly .... 7A-3
Operational Checkout of Flap System . ... 7A-1 Removal of Drive Pulley Assemblies. .. .7A-3
Trouble Shooting the Flap System ..... 7A-2 Repair of Drive Pulley Assemblies. ... 7A-3
Removal of Flap Position Transmitter . . . 7A-3 Installation of Drive Pulley Assemblies. . . 7A-3
Adjustment of Flap Position Removal, Repair & Installation of the Flap . 7A-3
Transmitter. ............. 7A-3 Replacement of Flap Cables and Pulleys . . 7A-3
Rigging the Flap System ........ .7A- 3
7A-1. FLAP CONTROL SYSTEM. (Model 182, 1962 damaged by overrunning when lowering or raising
& on.) the flaps and no adjustments or limit switches are
necessary. The transmission has a stroke of 5.76
7A-2. The flap system on the Model 182 (1962 and inches and a static load thrust of 750 lbs push or pull.
on) is electrically actuated. The system consists of
an electric motor driving a transmission that oper- 7A-6. ELECTRIC MOTOR. The electric motor used
ates the right flap drive pulley which is linked to the to actuate the flap system is a 12-volt, reversible,
right flap. The right and left drive pulleys are in- full shunt-wound motor. The motor mounts directly
terconnected by cables to insure duplicate motion of on the side of the transmission, thus becoming an
both flaps. The flap motor is controlled by a switch assembly with the transmission for installation and
mounted in the instrument panel. Flap position is removal purposes. This assembly is called a trans-
transmitted electrically to a flap position indicator, mission and motor assembly.
7A-3. WING FLAPS are roller-mounted on tracks 7A-7. FLAP SWITCH. The flap switch is a three-
to enable the flaps to move rearward as they are position, double-throw switch, spring-loaded to the
lowered, thus altering the airfoil to provide increased center OFF position.
lift and create additional drag. The flaps are of
riveted, all-metal construction. 7A-8. FLAP POSITION TRANSMITTER. The flap
position transmitter is mechanically connected to the
7A-4. FLAP DRIVE PULLEY ASSEMBLIES trans- right flap drive pulley and electrically transmits
mit motion to push-pull rods which lower and raise position to the flap position indicator.
the flaps. These drive pulley assemblies consist of
a bellcrank welded to a common shaft with the flap 7A-9. OPERATIONAL CHECKOUT OF FLAP SYS-
cable attach pulleys. The right drive pulley is con- TEM.
nected to a transmission which is driven by an elec- a. Operate flaps through full range of travel, ob-
tric motor. The transmission directly actuates the serving for uneven or jumpy motion, binding and lost
right flap drive pulley. This motion is simultan- motion in system. Make sure flaps are moving to-
eously transmitted throughthe flap interconnecting gether through full range of travel.
cables to the left flap drive pulley. b. Deliberately overrun motor at each end of stroke
to make sure transmission is free wheeling.
7A-5. TRANSMISSION. A transmission is con- c. Check to see that flaps are not sluggish in oper-
nected to and actuates the right flap drive pulley. ation. In flight at 100 mph, indicated airspeed, the
This transmission converts the rotary motion of the flaps should take approximately 8.7 seconds to fully
electric motor to the push-pull motion needed to extend and 7. 6 seconds to retract. On the ground
operate the flaps. The transmission will free-wheel with engine running the flaps take approximately 6. 5
at each end of its stroke; therefore, it cannot be seconds to extend or retract.
7A-1
d. Raise flaps and check to see that they are com- flap angle with inclinometer. Down angle is 40°+1°-2 ° .
pletely up. Check flap position indicator to see that f. Open flap drive pulley access opening andattempt
it reads 0 ° . Mount an inclinometer on one flap and to rock drive pulley assembly to disclose internal
set to 0 ° . bearing play.
e. Lower flaps to extreme down position and check g. Examine rollers and tracks for defective parts.
7A-10. TROUBLE SHOOTING THE FLAP SYSTEM.
BOTH FLAPS FAIL TO MOVE.
Popped circuit breaker. Check circuit breaker. Reset circuit breaker.
Defective switch. Place jumper across switch. Replace switch.
Defective motor. Remove and bench test motor. Replace motor.
Broken or disconnected wires. Run continuity check of wiring. Connect or repair wiring.
Defective or disconnected Check to see transmission is Connect or replace

transmission. connected to flap system. If transmission.
connected, remove for bench
test.
LEFT FLAP FAILS TO MOVE.
Disconnected or broken cable. Check cable tensions. Connect or replace cable.
Disconnected push-pull rod. Check push-pull rod attachment. Attach push-pull rod.
BINDING IN SYSTEM AS FLAPS ARE RAISED AND LOWERED.
Cables not riding on pulleys. Open access covers and observe Route cables correctly over
pulleys. pulleys.
Bind in drive pulleys. Check drive pulleys in motion. Replace drive pulley.
Broken or binding pulleys. Check pulleys for free rotation or Replace defective pulleys.
breaks.
Frayed cable. Check condition of cables. Replace defective cable.
Flaps binding on tracks. Observe flap tracks and rollers. Replace defective parts.
INCORRECT FLAP TRAVEL.
Incorrect rigging. Rig flaps correctly.
7A-2
7A-11. REMOVAL OF FLAP POSITION TRANS- to right hand drive pulley (6) and lower flap gently.
MITTER. (See figure 7A-1.) c. Remove bolt and nut securing tube (4) to drive
a. Remove access covers from bottom of right pulley (6).
wing below right drive pulley (6). d. Remove pin (13) to disconnect flap position
b. Remove two bolts (10) which secure flap posi- transmitter rod (12) from arm (15).
tion transmitter (11). e. Disconnect turnbuckles (21 and 23) and detach
c. Remove cotter pin (14) and pin (13) which secure cables (8 and 9) from drive pulley by removing bolts
wire rod (12) to arm (15). and pins.
d. Disconnect two wires at the quick disconnects f. Remove bolt and nut securing drive pulley (6)
and remove the transmitter from the wing. and remove pulley from wing.
g. To remove left hand drive pulley (22), perform
7A-12. ADJUSTMENT OF FLAP POSITION TRANS- steps a, b, e, and f on left side.
MITTER. (See figure 7A-1.) Slotted holes in the
transmitter bracket are provided for adjustment. 7A-18. REPAIR OF DRIVE PULLEY ASSEMBLIES.
See paragraph 7A-22, step j for adjustment pro- Repair of drive pulley assemblies is limited to re-
cedure. Also, the wire rod (12) which connects the placement of needle bearings.
transmitter to the right hand drive pulley may be
bent slightly for minor adjustment. The transmitter 7A-19. INSTALLATION OF DRIVE PULLEY ASSEM-
is factory calibrated and should be replaced if error BLIES may be accomplished by reversing the steps
is excessive. in paragraph 7A-17 and rigging per paragraph 7A-22.
Cables may be attached to drive pulleys before in-
7A-13. INSTALLATION OF FLAP POSITION TRANS- stalling them in wings.
MITTER may be accomplished by reversing the steps
listed in paragraph 7A-11 after which it should be NOTE
adjusted as described in paragraph 7A-22, step j.
The transmitter arm (15) must be attached to
7A-14. REMOVAL OF TRANSMISSION AND MOTOR the right hand drive pulley (6) before install-
ASSEMBLY. (See figure 7A-1.) ing the drive pulley in the wing.
a. The transmission (3), motor (1), and tube (4)
are removed as one assembly if standard gas tanks 7A-20. REMOVAL, REPAIR AND INSTALLATION
are installed. With long range tanks, it is necessary OF THE FLAP may be accomplished by referring to
to remove motor from transmission before remov- paragraphs 7-14, 7-15 and 7-16 respectively of the
ing from wing and assembling them after putting preceding Section.
them in the wing.
b. Remove access covers from bottom of right 7A-21. REPLACEMENT OF FLAP CABLES AND
hand wing under the drive pulley(6) and motor (1). PULLEYS. (See figure 7A-1. ) Replacement of flap
c. Remove bolt and nut securing tube (4) to drive cables and pulleys may be accomplished using figure
pulley (6). 7A-1 as a guide. Refer to paragraph 7A-22 for at-
d. Remove bolt, washer and nut securing trans- tachment instructions for cables.
mission (3) to hinge assembly (2).
e. Disconnect three wires at quick disconnects NOTE
and remove screw securing ground wire. Remove
assembly from wing. To ease rerouting of cables, a length of wire
may be attached to the end of the cable be-
7A-15. REPAIR OF TRANSMISSION AND MOTOR fore it is withdrawn from the aircraft. Leave
ASSEMBLY. (See figure 7A-1.) Repair of thetrans- the wire in place, routed through the structure;
mission and motor assembly consists of replacement then attach it to the new cable and use it to
of the motor (1), transmission (3), or the tube(4). pull cable into place.
7A-16. INSTALLATION OF TRANSMISSION AND 7A-22. RIGGING THE FLAP SYSTEM. (See figure
MOTOR ASSEMBLY. The installation of the trans- 7A-1. )
mission and motor assembly may be accomplished
by reversing the steps of paragraph 7A-14. Rig per NOTE
step f of paragraph 7A-22.
Before using this procedure it is necessary to
7A-17. REMOVAL OF DRIVE PULLEY ASSEM- loosen or disconnect the flap cables at the
BLIES. (See figure 7A-1.) turnbuckles (21 and 23).
NOTE a. If cables are not connected to drive pulleys, the

tube (4), the left and right push-pull rods (7), and the
The right hand drive pulley (6) must be re- flap transmitter arm must be disconnected before in-
moved to detach flap transmitter arm (15) stalling the cables. If drive pulleys are not installed,
from drive pulley assembly. attach cables before installing drive pulleys in wings.
b. Connect the 3/32" retract cable (9)to the forward
a. Remove the access covers under right hand side of the right hand drive pulley (6) with the pin and
drive pulley (6). cotter pin. Connect the 3/32" retract cable (9) to the
b. Remove bolts and nuts securing push-pull rod (7) aft side of the left drive pulley (22) with bolt, nut and
7A-3
cotter pin. NOTE

c. Connect the 1/8" direct cable (8) to the aft side
of the right hand flap drive pulley (6) and to the for- Rig all tensions to the average temperature
ward side of the left hand drive pulley (22) with bolt, for the area.
nuts, and cotter pins.
d. Connect flap position transmitter rod (12) to h. Move flaps to full up position and tighten turn-
right hand flap drive pulley arm (15) with pin and buckle (23) on retract cable (9) until 20-40 lbs. ten-
cotter pin. sion is obtained on cable and safety turnbuckle.
e. Adjust push-pull rods (7) to 8 53/64" between i. Raise flaps to full up position and mount an in-
center of rod end bearings and tighten jam nuts on clinometer on one flap and set to 0 ° . Lower flaps
both ends. Install push-pull rods on flaps and on completely and check flap angle with the inclino-
drive pulleys (6 and 22). meter. Full down angle is 40°+1°-2°.
j. Raise flaps to full up position. With master
NOTE switch still on, loosen the two retaining bolts (10)
in the slotted holes of the flap position transmitter
Test flaps with hand to see that flaps go down bracket (11) and slide transmitter inboard or out-
together. If they will not, cables are incor- board as necessary to make the flap position indi-
rectly installed at drive pulleys. Also check cator read 0 ° . Tighten retaining bolts in bracket.
to see that right hand drive pulley rotates in k. Perform operational checkout of flap system
a clockwise direction, as viewed from below, as described in paragraph 7A-9.
when flaps are lowered.
f. Push right flap full down against the stops.

Loosen set screw (17) in tube (4) on transmission
assembly (3). Screw tube (4) in or out to align with
hole in drive pulley (6). Tighten set screw (17) and
attach tube (4) to drive pulley (6).
g. With flaps in full down position, tighten turn-
buckle (21) on direct cable (8) until 20-40 lbs. ten-
sion is obtained and safety turnbuckles.
7A-4
NOTE
This system is typical for the flap system

3. Transmission 12. Wire Rod 21. Turnbuckle
4. Tube Assembly 13. Pin 22. Drive Pulley Assembly
5. Bolt 14. Cotter Pin 23. Turnbuckle
6. Drive Pulley Assembly 15. Flap Transmitter Arm 24. Flap Position Indicator
7. Push - Pull Rod 16. Washer 25. Flap Switch
8. Direct Cable 17. Set Screw
9. Retract Cable 18. Spacer
Figure 7A-1 Flap Control System
7A-5
SERVICE MANUAL Elevator Control Systems
SECTION 8
ELEVATOR CONTROL SYSTEMS
ELEVATOR CONTROL SYSTEM ....... 8-1 Aft Bellcrank - 180, 182 and 185. ..... 8-5
Trouble Shooting ............ 8-1 Aft Bellcrank - 150,172 and 175 ...... 8-5
REPLACEMENT OF COMPONENTS ..... 8-5 Forward Bellcrank ......... . 8-6
Elevators .. . ... . . ... .. .. . 8-5 Cables ... . . ... . .. . . . . .. 8-6
Control Column ............. 8-5 RIGGING ................. 8-6
8-1. ELEVATOR CONTROL SYSTEM. push-pull rods, and flexible cables. Elevator travel
stops limit travel to a specified angle. These travel
8-2. Through action of the elevator control system, stops are located at the root of the fin aft bulkhead
forward motion of the control wheel causes a down- on the Model 150, 172 and 175. On the 180, 182 and
motion of the elevators, backward movement of the 185 the travel stops are square, off-center stops
wheel causes an up movement of the elevators. The located in the elevator rear bellcrank bracket.
elevator control system is composed of bellcranks,
8-3. TROUBLE SHOOTING.
NO RESPONSE TO CONTROL WHEEL FORE-AND-AFT MOVEMENT.
Forward or aft push-pull tube Check visually. Attach push-pull tube correctly.
disconnected.
Cables disconnected. Check visually. Attach cables correctly.
BINDING OR JUMPY MOTION FELT IN MOVEMENT OF ELEVATOR SYSTEM.
Defective forward bellcrank Check bellcrank; move to check Replace bellcrank.

pivot bearing. for play or binding.
Defective rear bellcrank Check bellcrank; move to check Replace bellcrank.

pivot bearing. for play or binding.
Cables slack. Check for correct tension. Adjust to correct tensions.
Cables not riding correctly on Check cable routing. Route cables correctly over pulleys.
pulleys.
Defective elevator hinges. Move elevator by hand, checking Replace defective hinges.
hinges.
Ball socket on instrument Disconnect universal joint Add washers as necessary

panel too tight. and check binding at panel. between forward socket half
and instrument panel.
Clevis bolts too tight. Check bolt binding. Readjust to eliminate bolt
binding.
ELEVATOR FAILS TO ATTAIN PRESCRIBED TRAVEL.
Stops incorrectly set. Rig per paragraph 8-11 or 8-12.
Cables unevenly tightened. Rig per paragraph 8-11 or 8-12.
8-1
Elevator Control Systems SERVICE MANUAL
7. Cotter Pin 15. Nut 23. Bolt

8. Nut 16. Cotter Pin 24. Bolt
Figure 8-1. Model 150 Elevator Control System
8-2
SERVICE MANUAL Elevator Control System
5. Bolt 12. Reard Up Cable 19. Bolt

6. Cotter Pin 13. Forward Up Cable 20. Elevator Push-pull Rod
Figure 8-2. Model 175 and 172 Elevator Control System
4.Washer 8-3
Elevator Control System SERVICE MANUAL
DOWN-SPRING USED
ON SOME MODELS
1. Nut 10. Cotter Pin 19. Turnbuckle Barrel

2. Spacer 11. Nut 20. Down Cable
3. Pulleys 12. Push-pull Rod 21. Fairlead
4. Bolt 13. Bolt 22. Clevis Bolt
5. Cotter Pin 14. Bolt 23. Nut
6. Washer 15. Rear Bellcrank 24. Elevator Forward Bellcrank
7. Up Cable 16. Clevis Bolt 25. Push-pull Tube
8. Links 17. Nut 26. Cable Guard
9. Bolt 18. Turnbuckle Eye
Figure 8-3. Models 180, 182 (except 1962 and on) and 185 Elevator Control System
8-4
SERVICE MANUAL Elevator Control Systems
Replacement of Components
8-4. REPLACEMENT OF ELEVATOR SYSTEM c. Disconnect the elevator down-spring if one is

COMPONENTS. installed.
d. Remove bolt securing rear push-pull tube to
8-5. ELEVATORS. bellcrank. Remove bellcrank by removing bolt
a. Remove the bolts attaching each elevator to the attaching it to support bracket.
elevator bellcrank. e. Reverse the above steps to install the bellcrank.
b. On the Model 185, 1962 and on, disconnect the Check elevator rigging.
tail wheel anti-swiveling lock cable from the elevator
end plates. NOTE
c. If a right elevator that has a trim tab attached
to it is being removed, disconnect the trim tab push- The elevator pylon, to which each elevator is
pull tube at the actuator. See that the trim system attached, can be removed by removing the
is not moved and the actuator screw is not rotated stinger, disconnecting the push-pull tube, re-
while the trim tab is disconnected, or it will be moving the bolts attaching the elevators to the
necessary to rerig the system at installation. pylon, and removing the pylon pivot bolt.
d. Remove bolts at each elevator hinge point and
remove the elevator. 8-8. AFT BELLCRANK - 150, 172 AND 175.
e. Reverse the above steps to install the elevators, a. Remove rudder and elevators on the Model 150.
b. Remove the left elevator on Models 172 and 175.
8-6. CONTROL COLUMN removal is described in c. Loosenelevator cable turnbuckles, then discon-
paragraphs 6-10, 6-11 or 6-12. nect elevator cables from rear elevator bellcrank.
d. Remove pivot bolt and work bellcrank free of the
8-7. AFT BELLCRANK - 180, 182 AND 185. airplane. On the Model 150, it may be necessary to
a. On all tricycle gear airplanes, position a sup- remove one of the stabilizer attaching bolts for clear-
port stand to prevent the tailcone from dropping when ance when removing the bellcrank pivot bolt.
a man works in the tailcone. e. Install the aft bellcrank by reversing the above
b. Loosen elevator cables at turnbuckles, then steps. Check elevator rigging.
disconnect cables from rear bellcrank.
ELEVATOR BELLCRANK
ELEVATOR ELEVATOR
BELLCRANK- CONTROL
STOPS CABLES
FORWARD
ELEVATOR
PUSH-PULL
ROD
NOTE
The holes are drilled off center in the bellcrank stops to provide elevator travel
adjustments. Every 90 ° of rotation of the bellcrank stop provides approximately
1° of change in control surface travel.
Figure 8-4. Elevator Stops on 180 Series Airplanes
8-5
Elevator Control System SERVICE MANUAL
Replacement/Rigging
8-9. FORWARD BELLCRANK. (All models except b. Tighten cables to 20 to 40 pounds tension, ad-
Model 182, 1962 and on. Refer to paragraph 6-12 justing turnbuckles so the control column clears
for removal of forward components of 182, 1962 and instruments in the full aft position and clears the
on. ) firewall in the full forward position.
NOTE NOTE
Access to the forward bellcrank on the Model Model 180, 182 (except 1962 and on) and 185
150 is provided through large access holes in airplanes have an additional stop bolt located
the seat pans. On other models, remove the at the forward bellcrank. This stop bolt must
front seats, tunnel cover plate, and access be adjusted not to interfere with attaining full
plates beneath the bellcrank, on the under- elevator travel at the rear bellcrank stops.
side of the fuselage. The primary purpose of the forward stop is
to furnish a positive stop so that excessive
a. Loosen elevator cables at turnbuckles, then re- back pressure on the elevator control will
move bolts attaching the cables to the bellcrank. not stretch cables and allow the control tee
b. Remove bolt securing push-pull tube to bell- to contact instruments.
crank.
c. Remove pivot bolt and remove bellcrank. c. On those aircraft equipped with an elevator
d. Toinstall the bellcrank, reverse the above steps. down-spring, adjust the down-spring so it does not
Check elevator rigging. create any force until the elevator passes through
the neutral (streamlined) position with the stabilizer
8-10. CABLES in the elevator control systems can full down.
be removed and replaced more easily if a guide wire d. Check over the entire system for binding, for
is attached to one end and the cable pulled out from correct direction of movement in response to control
the opposite end, leaving the guide wire in place to wheel movement, and for correct safetying.
aid in installation. Pulleys or cable guards must be
removed before cables can be removed. When 8-12. RIGGING. (Model 182, i962 and on.) (See
cables are installed be sure to rig the system figure 8-5. )
properly, re-safety all turnbuckles, and reinstall a. Set elevator stops to attain 17 ° ± 1 ° down travel
all cable guards. Make certain that cables have not and 26 ° ± 1° up travel, relative to stabilizer.
been crossed and elevators move in the correct di-
rection in response to control wheel movement. NOTE
8-11. RIGGING. (All Models, except 182, 1962 and The elevator stops are four-sided bushings
on. ) drilled off-center so that they may be turned
a. Set elevator stops to attain the elevator travels to any one of four positions to change travel
listed below relative to the stabilizer. limits. Each 90-degree rotation of the stop
changes elevator travel by approximately 1°.
NOTE Refer to figure 8-4.
On aircraft with adjustable stabilizer, move b. Lock the control tube in neutral with the control
stabilizer full down before setting elevator lock and adjust the elevator to align with the stabi-
stops. lizer by using the turnbuckles on the elevator cables
in the aft tailcone. Tighten turnbuckles on elevator
MODEL DOWN TRAVEL UP TRAVEL cables to 20 to 40 lbs. tension.
c. Adjust the elevator down-spring so it does not
150 15 ° ± 1° 25 °±
1° create any force until the elevator passes through
+ 1° the neutral (streamlined) position.
°
172 & 175 26 ± 1° 28 ° -
0° d. Check over the entire system for binding, for
correct direction of movement in response to control
180, 182& 185 23 ° ± 1° 25 ° ± 1° wheel movement, and for correct safetying.
NOTE
Models 150, 172 and 175 are equipped with

elevator stop bolts, the heads of which con-
tact the elevator bellcrank to limit travel.
The bolts may be screwed in or out to attain
correct travel. On 180, 182 and 185 air-
planes, the elevator stops are four-sided
bushings drilled off-center so that they may
be turned to any one of four positions to
change travel limits. Each 90-degree ro-
tation of the stop changes elevator travel
by approximately 1° .
8-6
SERVICE MANUAL Elevator Control System
5. Cotter Pin 9. Push-pull Tube 14. Elevator Down Spring

8-7
SERVICE MANUAL Elevator Trim Tab Systems
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEMS
ELEVATOR TRIM TAB CONTROL SYSTEM . 9-1 Installation ............... 9-4

Trouble Shooting . ... ........ 9-2 Rigging ............. . .. . 9-4
Removal . ........ ... . 9-2
9-1. ELEVATOR TRIM TAB CONTROL SYSTEM.

and a screwjack actuator comprise the control system
NOTE which affords flight adjustment of the elevator tab
located on the right elevator. Adjustment of the trim
The Models 150, 172, 175 and 182 (1962 and on) wheel relieves control wheel pressure for any pre-
incorporate an elevator trim tab control system. determined flight attitude. A position indicator in the
On the 180, 182 (prior to 1962), and 185, stabi- tab wheel mechanism indicates nose attitude of the
lizer attitude is adjustable providing the longi- aircraft. Forward rotation of the wheel trims the
tudinal trim afforded by the elevator trim sys- nose down, and aft movement of the wheel trims the
tem in the other models. nose up.
9-2. A trim wheel, roller-chain and cable linkage
CABLE TENSION: 10-20 LB MODEL 150, 15-20 LB 172 AND 175,

10-15 LB MODEL 182 (1962 & ON) AT AVERAGE TEMPERATURE
FOR THE AREA.
UP TRAVEL IS 10°±1 ° MODEL 150; 28°+1°-0 °

MODEL 172 AND 175; 25°±2 ° MODEL 182 (1962 & ON).
DOWN TRAVEL IS 20°±1 ° MODEL 150; 13°+0°-1 °

MODEL 172 AND 175; 15°±1 ° MODEL 182 (1962 & ON).
Figure 9-1. Elevator Trim Tab System Schematic
9-1
Elevator Trim Tab Systems SERVICE MANUAL
Trouble Shooting
TRIM CONTROL WHEEL MOVES WITH EXCESSIVE RESISTANCE.
Cable tension too high. Check cable tension. Adjust tension.
Pulleys binding or rubbing. Visually check pulleys. Install cables correctly.
Cables not in place on pulleys. Visually check pulleys. Install cables correctly.
Trim tab hinge binding. Disconnect actuator and move Lubricate or replace hinge as
tab up and down to check hinge necessary.
resistance.
Defective trim tab actuator. Remove chain from actuator Replace actuator.
sprocket and operate actuator
with fingers.
Rusty chain. Visually check chain. Remove and replace rusty chain.
Damaged sprocket. Visually check sprockets. Remove and replace damaged

sprockets.
Bent sprocket shaft. Observe motion of sprockets. Remove and replace bent sprocket
shafts.
LOST MOTION BETWEEN CONTROL WHEEL AND TRIM TAB.
Cable tension too low. Check cable tension. Adjust cable tension.
Broken pulley. Visually check pulleys. Replace defective pulley.
Cables not in place on pulleys. Visually check cables. Install cables correctly.
Worn trim tab actuator. Visually check actuator for Remove and replace worn actuator.
excessive play.
Actuator attachment loose. Attempt to shake actuator. Tighten.
TRIM INDICATOR FAILS TO INDICATE CORRECT TRIM POSITION.
Indicator incorrectly engaged Reset indicator.

on wheel track.
INCORRECT TRIM TAB TRAVEL.
Stop blocks loose or Adjust stop blocks on cables.

incorrectly adjusted.
9-4. REMOVAL. (See figure 9-2.) remove cables it is necessary to remove either the
a. Remove screws securing cover, then separate pulleys or the cotter pin cable guards.
trim wheel cover halves to remove the trim tab con- e. Remove actuator from the right stabilizer after
trol wheel. disconnecting the push-pull channel, removing the
b. Loosen cables at turnbuckles, then disconnect actuator clamps and the chain guard and separating the
cable ends by removing bolt (14). chain from the actuator sprocket.
c. Remove the three stop blocks (17) from the f. Remove the elevator trim tab by removing hinge
cables. pins or by drilling out rivets attaching the hinge to the
d. Remove pulleys in the system if necessary. To tab assembly.
9-2
SERVICE MANUAL Elevator Trim Tab Systems
10. Washer
1. Cable 11. Tab Actuator 20. Trim Wheel
2. Turnbuckle Barrel 12. Cable 21. Roll Pin
3. Cable 13. Bolt 22. Cover Half
4. Roller Chain 14. Bolt 23. Position Pointer
6. Bolt 16. Bolt 25. Bearing

7. Pulley 17. Travel Stop 26. Roller Chain
8. Cotter Pin 18. Nut 27. Sprocket
9. Nut 19. Fairlead Bushing 28. Shaft
Figure 9-2. Elevator Trim Tab System (except 182, 1962 & on)
9-3
Rigging
NOTE c. Tighten cables to the correct tension.
The ends of the hinge are crimped to prevent NOTE

escape of the hinge pin; it is necessary to
spread the crimped ends with a drift punch Trim tab cable tension is 10-20 lb. in the 150
before driving out the hinge pin. Model, 15-20 lb. in the 172 and 175, 10-15 lb.
in the 182.
9-5. INSTALLATION OF THE ELEVATOR TRIM
CONTROL SYSTEM. d. Place tab in neutral position by rotating the tab
a. Install the elevator trim tab. control wheel. Set an inclinometer on the tab. Ad-
just inclinometer to 0°.
NOTE e. Turn tab control wheel to full forward position
and check tab up travel.
Flatten the ends of the hinge after installing
the hinge pin to prevent the hinge pin from NOTE
working loose.
150 Model elevator tab up-travel should be 10 °
b. Route the cable and chain through the fuselage ±1° . 172 and 175 up-travel should be 28°+1-0 ° .
and right stabilizer and reinstall any pulleys or cable 182 up-travel should be 25°±2°.
guards which were removed.
c. Install the actuator and push-pull channel. f. If necessary to attain this travel, disconnect
push-pull channel at actuator and adjust actuator.
NOTE g. Turn tab control wheel to the full rearward
position and check down-travel.
To ease rigging, turn the actuator to full-out
position minus 1/2 turn before installing the NOTE
push-pull channel.
150 Model elevator tab down-travel is 20°±1°.
d. Install the trim wheel, turning it to full forward 172 and 175 down-travel is 13°+0-1° . 182
position, with the indicator set to "Nose-Down" posi- down-travel is 15°±1°.
tion.
e. Set roller chain on trim wheel and actuator h. Adjust the travel stops located on the trim tab
sprockets, allowing 1/2 to 1 inch of overlap in the di- cables between the first and second bulkheads aft of
rection of travel. the baggage compartment to attain the prescribed
f. Connect loose ends of cable with bolt (14) and nut travel limits.
(15).
g. Rig the system in accordance with paragraph 9-6.
NOTE
9-6. RIGGING THE ELEVATOR TRIM CONTROL
SYSTEM. On the 182, there are four travel stops, in-
a. Turn tab control wheel to full forward position. stead of three as on the other models. The
Adjust actuator to full up position, then turn actuator two stops on the right hand trim cable are
back 1/2 turn. located immediately fore and aft of the turn-
b. Position roller chain on sprockets at each end, buckle, and the two on the left hand cable are
allowing 1/2 to 1 inch of overlap in the direction of positioned as necessary to attain the specified
travel. travel.
9-4
Elevator Trim Tab Systems
NOTE 8 7
Beginning with Serial No. 7

18253930, a shorter forward
chain is used, and sprockets
(14) are replaced with pulleys.
9
3
10
. 12
1. Right Hand Forward Cable 11. Screw 21. Left Hand Forward Cable
2. Bolt 12. Clamp 22. Barrel
3. Right Hand Aft Cable 13. Washer 23. Left Hand Aft Cable
4. Nut 14. Sprocket 24. Bushing
5. Elevator Trim Actuator 15. Bushing 25. Bolt
6. Nut 16. Bolt 26. Elevator Tab Stop Block
7. Washer 17. Nut 27. Nut
8. Push-pull Tube 18. Elevator Trim Pulley 28. Elevator Trim Wheel
9. Bolt 19. Washer 29. Forward Chain
10. Aft Chain 20. Bolt
Figure 9-3. Elevator Trim Tab Control System (182, 1962 and On)
9-5
4 5
7
17
1. Rudder Trim Sprocket 7. Screw 13. Pin

2. Shaft 8. Console Cover 14. Elevator Trim Indicator
3. Console Structure 9. Take-off Pointer 15. Screw
4. Rudder Trim Indicator Support 10. Elevator Trim Wheel 16. Bearing
5. Nut 11. Elevator Trim Sprocket 17. Bearing Housing
6. Rudder Trim Wheel 12. Shaft 18. Elevator Trim Retainer
Figure 9-4. Console Installation (182, 1962 & On)
9-6
SERVICE MANUAL Rudder Control Systems
SECTION 10
RUDDER CONTROL SYSTEMS
RUDDER CONTROL SYSTEMS. ....... 10-1 Installation of the Rudder ........ 10-8
Trouble Shooting ............ 10-2 Rigging (150, 172, 175, 180, and
Removal of Rudder Pedal Assembly .... 10-2 182 (Prior to Serial No. 34754) ..... 10-8
Installation of Rudder Pedal Assembly . . 10-2 Rigging (182 Serial No. 34754 thru
Removal of Rudder Cables .. . . 10-2 18253598) .......... 10-8
Installation of Rudder Cables . ...... 10-2 Rigging (182 Serial No. 18253599 & on) 10-10
Removal of the Rudder . ......... 10-8 Rigging (185) ......... . . .10-10
10-1. RUDDER CONTROL SYSTEMS. pensates for engine torque by applying slight rudder
control in the direction necessary for maintaining
10-2. Rudder control is maintained through the use straight forward flight. Under cruising conditions,
of conventional rudder pedals which also control nose the rudder trim system may be adjusted to maintain
or tail wheel steering. directional trim at any power setting. The system is
operated by the rudder trim control wheel. Clock-
182 AND 185 SPECIAL NOTE: A rudder trim system wise rotation of the control wheel provides "NOSE
is installed in later Model 182 series and 185 airplanes RIGHT" trim, and counterclockwise rotation provides
to provide a means of directional trim. The system "NOSE LEFT" trim. A rudder trim position indicator
also increases directional stability and is especially indicates the trim setting when the trim control
useful during "climb-out" operations when the engine wheel is adjusted.
is operating at nearly full power and the airplane for-
ward speed is relatively low. The trim system com-
RUDDER TRAVEL:
Models 150, 172, & 175 --- 16 ° each side of neutral
Models 180, 182 and 185 -- 24 ° each side of neutral
Travel on swept tails measured parallel to water
line (aircraft level). When measuring travel per-
pendicular to hinge line, equivalent rudder travels
are: 16°=17°44 ' and 24°=27°13 ' .
Figure 10-1. Rudder Control Schematic
10-1
Rudder Control System SERVICE MANUAL
Trouble Shooting
RUDDER DOES NOT RESPOND TO PEDAL MOVEMENT.
Broken or disconnected Visually check cables. Connect or replace cables.

cables.
UNDUE EFFORT REQUIRED TO ACTUATE RUDDER.
Cables too tight. Check cable tension with tensio- Adjust cable tension.
meter.
Cables not riding properly on Check visually. Route cables correctly over
pulleys. pulleys.
Binding, broken, or defective Check visually, rotate pulleys by Replace defective pulleys.
pulleys. hand to feel for binding.
Pedal bars need lubrication. Lubricate with general

purpose oil.
Defective rudder bar bearings. Lubrication fails to eliminate Replace bearing blocks.
binding.
Defective rudder hinge bearings. Replace defective bearings.
10-4. REMOVAL OF RUDDER PEDAL ASSEMBLY. b. On tricycle gear airplanes, connect steering
a. Remove the rudder bar shields and peel back the tubes or rods to rudder bars.
forward tunnel carpet to gain access to rudder bar c. Install rudder pedals and connect pilot's pedals
assemblies, to brake master cylinders.
b. Slack off rudder cable tension by loosening the d. Connect rudder cables to rudder bars. If a bun-
rudder cable turnbuckles. gee trim system is installed, connect the bungee and
c. Disconnect rudder cables from rudder bars. Dis- carry-thru cable to rudder bars. If rudder return
connect either rudder return springs or carry-thru springs are Installed, connect to rudder bars.
cable from rudder bar. Some airplanes have the re- e. Rig the rudder system in accordance with para-
turn springs and some have the carry-thru cable graph 10-10, 10-11 or 10-12.
which"closes" the rudder system. If a bungee trim f. Reinstall tunnel carpet and rudder bar shields.
system is installed, disconnect from rudder bar.
d. Disconnect the pilot's pedals from brake master 10-6. REMOVAL OF RUDDER CABLES.
cylinders. Remove the copilot's rudder pedals if in- a. Disconnect rudder cables at rudder bar arms,
stalled. turnbuckles, and rudder bellcranks.
e. On tricycle gear airplanes, disconnect steering b. Remove cable guards or pulleys as necessary.
tubes or rods from rudder bars. Connect guide wires to cables and pull cables out of
f. Remove the bolts through the bearing blocks and aircraft.
work the rudder bar assemblies out of the tunnel. If
necessary, pilot's rudder pedals mayalso be removed. NOTE
10-5. INSTALLATION OF RUDDER PEDAL ASSEM- The guide wires are to be left in place to aid
BLY. in reinstallation of the cables. Since routing
of cables and accessibility is different in each
NOTE series of airplanes, the direction of cable re-
moval, choice of cable guard or pulley re-
Rudder bar assemblies should be checked for moval, and use of guide wires is optional.
lubrication before installation. Internal bear-
ings are oilite bearings which should be satu- 10-7. INSTALLATION OF RUDDER CABLES.
rated with engine oil. The bearing blocks are a. Route the cables through the fuselage in their
magnesium alloy bearing against the steel proper positions and detach guide wires if used.
shafts and require no lubrication unless bind- b. Check that routing is correct and install all pul-
ing is evidenced. A few drops of general pur- leys and cable guards removed.
pose oil will eliminate such binding. c. Connect rudder cables to rudder bellcranks,
turnbuckles, and rudder bar arms.
a. Position the rudder bar assemblies and install d. Rig the system as outlined in paragraph 10-10,
bearing blocks. 10-11 or 10-12.
10-2
Model 150
1. Nut 10. Nut 19. Nut
3. Screw 12. Links 21. Pulley

4. Fairlead 13. Clevis Bolt 22. Bolt
5. Cable 14. Turnbuckle Fork 23. Nut
6. Turnbuckle Barrel 15. Fairlead 24. Cable
7. Cotter Pin 16. Bolt 25. Clevis Bolt
9. Clevis Bolt 18. Guard 27. Cotter Pin
Figure 10-2. Model 150 Rudder Control System
10-3
Models 172 and 175
16
1. Nut
2. Pulley 9. Left Rear Cable 16. Bolt
3. Bolt 10. Nut 17. Cotter Pin
4. Cotter Pin 11. Lock Nut 18. Pulley
5. Right Rear Cable 12. Rudder Travel Stop 19. Washer
6. Clevis Bolt 13. Cotter Pins 20. Nut
7. Linkage 14. Forward Cables 21. Cotter Pin
8. Rudder Bellcrank 15. Turnbuckle Barrel 22. Nut
Figure 10-3. Model 172 and 175 Rudder Control System
10-4
Model 182
17
Rudder return springs deleted and

bungee trim system used on serials
34754 thru 18253598.
1. Knob 15. Turnbuckle Barrel 28. Clevis Bolt

2. Trim Wheel 16. Turnbuckle Fork 29. Cable
3. Screw 17. Clevis Bolt 30. Nut
4. Bearing Retainer 18. Nut 31. Trim Wheel
5. Bearing 19. Right Cable 32. Decorative Cover
6. Pin 20. Left Cable 33. Bolt
7. Bracket . B Bolt 34. Pulley
8. Nut 22. Pulley 35. Pulley Bracket
9. Cotter Pin 23. Nut 36. Carry-thru Cable
10. Jamb Nut 24. Bolt37. Pulley
11. Pointer 25. Pulley 38. Turnbuckle Fork
12. Nut 26. Washer 39. Clevis Bolt
13. Pulley 27. Nut 40. Bolt, Nut
14. Bolt 41. Bungee Assembly
Figure 10-4. Model 182 Rudder Control System (Prior to Serial 18253599)
10-5
Model 180
1. Washer 12. Nut 23. Pulley

2. Bushing 13. Rudder Left Cable 24. Nut
3. Bolt 14. Rudder Right Cable 25. Clevis Bolt
4. Cotter Pin 15. Fairlead 26. Nut
5. Pulley 16. Pulley 27. Cotter Pin
6. Nut 17. Bolt 28. Bushing
7. Turnbuckle Barrel 18. Bushing 29. Bolt
8. Turnbuckle Fork 19. Cotter Pin 30. Cotter Pin
9. Clevis Bolt 20. Nut 31. Pulley
10. Tailwheel Link 21. Bolt 32. Washer
11. Cotter Pin 22. Cotter Pin 33. Nut
Figure 10-5. Rudder Control System - Model 180 Prior to Serial 32151
10-6
SERVICE MANUAL Rudder Control System
Model 180
COMPARE WITH FIGURE 10-5, WHICH 1 2

SHOWS EARLIER SYSTEM 20
1. Pin 13. Bellcrank 25. Washer

2. Aft Right Cable 14. Rudder Cable 26. Pulley
3. Pulley Bracket 15. Turnbuckle Barrel 27. Bolt
4. Tailwheel Cable 16. Turnbuckle Fork 28. Cotter Pin
5. Bolt 17. Bushing 29. Nut
6. Pulley 18. Cotter Pins 30. Nut
7. Pulley Bracket 19. Nuts 31. Clevis Bolt
8. Pulley Bracket 20. Nut 32. Rudder Bar
9. Steering Cable 21. Clevis Bolt 33. Cotter Pin
10. Nut 22. Cotter Pin 34. Nut
11. Spring 23. Nut 35. Pulley
12. Clevis Bolts 24. Rudder Cable 36. Bolt
Figure 10-6. Rudder Control System - Model 180 Serial 32151 &on
10-7
Removal of Rudder/Rigging
10-8. REMOVAL OF THE RUDDER. b. Disconnect nosewheel steering tubes from the
a. Disconnect tail navigation light. nose strut.
b. Remove stinger on Model 180, 182 and 185 air- c. Block the rudder in the neutral (streamlined) po-
planes, remove rudder tips on Model 150 airplanes. sition.
c. Loosen rudder cable turnbuckles, then disconnect d. Adjust rudder cable turnbuckles to align rudder
cables from rudder bellcrank. Disconnect tailwheel pedals in neutral, 6 1/2" from the firewall to pedal
steering cables on those airplanes where they are at- pivot points (5 1/2" on the Model 150).
tached to the rudder bellcrank. e. Tie down or weight the tail to raise the nosewheel
d. Support rudder, remove hinge bolts, and lift rud- off the ground.
der free of aircraft. f. Pull out sharply on the steering tube clevises to
seat rod against internal spring, then adjust clevises
10-9. INSTALLATION OF THE RUDDER may be ac- until they align with rod end bearings and install.
complished by reversing the steps listed in the pre- g. Remove device used to block rudder and lower
ceding paragraph, followed by rigging of the system. the nose of the airplane.
h. On Models 180 and 182, tighten the turnbuckle on
10-10. RIGGING (Models 150, 172, 175, 180, and the right rudder cable and loosen the turnbuckle on the
182, prior to serial 34754). left rudder cable an equal amount to offset the rudder
1 to the right.
NOTE i. Check that turnbuckles are properly safetied,
cables are in pulley grooves, and cable guards are in
Refer to paragraph 10-11 for rudder system place.
rigging of the Model 182, serial No. 34754
thru 18253598, paragraph 10-11A for Model NOTE
182, serial 18253599 and on, and paragraph
10-12 for Model 185. When rigging the Model A flight test may determine the need for rig-
180, omit steps "b", "e," and "f." ging the rudder slightly off-center. Such
correction should be made by tightening one
a. Adjust the rudder travel stop bolts to attain cor- rudder cable turnbuckle and loosening the op-
rect rudder travel as listed in figure 10-1. posite one an equal amount, thus keeping the
nosewheel steering system and rudder pedals
NOTE aligned while the rudder is shifted minutely.
DO NOT attempt to rig the rudder by adjust-
Rudder stop bolts are located at the extreme ing the nosewheel steering system.
rear fuselage bulkhead. Some stop bolts may
be screwed in or out to adjust travel, others 10-11. RIGGING (Model 182, serial No. 34754 thru
use washers under the bolt heads. These 18253598). (See figure 10-6.)
washers may be added or removed to adjust
travel. Some stop bolts screw into self-lock- NOTE
ing nutplates, others have a jamb type locknut
for security. Refer to paragraph 10-10, 10-11A, or 10-12
for rudder system rigging of other aircraft.
Key for Figure 10-7
1. Rudder Cable R. H. 24. Bolt 47. Bolt and Nut

2. Turnbuckle Barrel 25. Cotter Pin 48. Cover
3. Turnbuckle Fork 26. Nut 49. Rudder Cable L. H.
4. Bushing 27. Nut 50. Bungee Assembly
5. Nut 28. Pulley 51. Bolt, Washer & Nut
6. Cotter Pin 29. Bolt 52. Bolt and Nut
7. Cotter Pin 30. Cotter Pin 53. Cable Barrel & Fork
8. Nut 31. Rod 54. Carry-thru Cable
9. Nut 32. Tube 55. Bolt
10. Bolt 33. Screw 56. Nut
11. Aft Rudder Cable 34. Washer 57. Cotter Pin
12. Bracket - Inboard L. H. 35. Spring 58. Arm
13. Bracket - Outboard L. H. 36. Retainer 59. Nut
14. Pulley 37. Clevis 60. Lock Nut
15. Bolt 38. Roll Pin 61. Nut
16. Nut 39. Pulley 62. Cotter Pin
17. Bracket - Inboard R. H. 40. Bracket 63. Pin
18. Bracket - Outboard R. H. 41. Cotter Pin 64. Bracket
19. Tailwheel Steering Cable 42. Bolt 65. Bearing
20. Tailwheel Steering Spring 43. Pulley 66. Cap
21. Bolt 44. Washer 67. Bolt
22. Bolt 45. Nut 68. Knob
23. Bellcrank 46. Bracket 69. Wheel Assembly
10-8
SERVICE MANUAL Rudder Control System
Model 185
9 10 11
3 4
21 20 14 13
Figure 10-7. Rudder Control System - Model 185

Rigging
a. Adjust the rudder travel stop bolts to attain cor- e. Tie down and weight the tail to raise the nose-
rect rudder travel as listed in figure 10-1. wheel clear of the ground.
b. Disconnect nosewheel steering tubes from the f. Center nose wheel and extend strut until nose-
nose strut. Disconnect rudder trim bungee from rud- wheel center stop is engaged.
der bar arm. g. Screw bungee sprocket all the way into bungee
c. Block the rudder in the neutral (streamlined) po- shaft, then screw rod end all the way into sprocket
sition. threads. This sets the bungee at its shortest free
d. Adjust turnbuckles on rudder cables and carry- length. Holding rod end to prevent it from turning,
thru cable (36, figure 10-4) so that rudder pedals are rotate sprocket until hole in rod end aligns exactly
neutral and are 6 1/2" aft of the firewall, measured with attaching hole in bellcrank, and install.
to the pedal pivot points. Maintain 20 to 40 pounds h. Make sure trim indicator is in neutral. Attach
tension on the two rudder cables. chain to sprockets. Tighten chain by adding washers
e. Manually place the nosewheel in neutral (straight (maximum of four each side) under angle (26) at
fore-and-aft). Pull out sharply on the steering tube screws (9), until free play at mid-point of chain is
clevises to seat rod against internal spring, then .50".
adjust clevises until they align with rod end bearings i. Lower nose of airplane and check that all turn-
and install. buckles are safetied, cables are in pulley grooves,
f. Adjust trim control wheel until clevis on lower and cable and chain guards are in place.
end of bungee assembly aligns with mounting hole in
rudder bar arm and install with attaching bolt. WARNING
g. Check position of rudder trim position indicator.
If indicator is not neutral, remove cover and uphol- Check operation of rudder to see that re-
stery, then remove clevis pin and reposition indicator sponse is in proper direction when operated
to neutral. Reinstall clevis pin, upholstery and cover, by the rudder pedals.
h. Remove device used to block rudder.
i. Tighten the turnbuckle on the right rudder cable
and loosen the turnbuckle on the left rudder cable an 10-12. RIGGING (MODEL 185).
equal amount to offset the rudder 1° to the right. Be
sure to maintain 20 to 40 pounds cable tension. NOTE
j. Check that turnbuckles are properly safetied,
cables are in pulley grooves, and cable guards are Refer to paragraph 10-10, 10-11, or 10-11A
in place. for rudder system rigging of other aircraft.
10-11A. RIGGING (Model 182, Serial 18253599 and a. Adjust the rudder travel stop bolts to attain cor-
on). (See figure 10-8. ) rect rudder travel as listed in figure 10-1.
b. Block the rudder in the neutral (streamlined
NOTE position.
c. Adjust turnbuckles on rudder cables and carry-
Refer to paragraph 10-10, 10-11, or 10-12 thru cable (40, figure 10-7)so that rudder pedals are
for rudder system rigging of other aircraft, neutral and are 6-1/2" aft of firewall, measured to
pedal pivot points. Maintain 20 to 40 pounds tension
a. Adjust the rudder travel stop bolts (10) to attain on the two rudder cables.
correct travel as listed in figure 10-1. d. Adjust trim control wheel until clevis on lower
b. Remove chain (16) by unsnapping spring link and end of bungee assembly aligns with mounting hole in
disconnect the bungee (7) from the bellcrank (4). rudder bar arm and install with attaching bolt.
Loosen the turnbuckles (21) on the rudder cables. e. Check position of rudder trim position indicator.
c. With the rudder pedals held in the neutral posi- If indicator is not neutral, remove cover and uphol-
tion, center the bellcrank (4) by adjusting the two stery, then remove clevis pin and reposition indicator
push-pull rods (3). The bellcrank is centered when to neutral. Reinstall clevis pin, upholstery and cover.
the center of the bolt hole in either end of the bell- f. Remove device used to block rudder.
crank is 1.57" from the bulkhead immediately in g. Tighten the turnbuckle on the right rudder cable
front of it. See that bellcrank and rudder pedals and loosen the turnbuckle on the left rudder cable
remain in neutral throughout the rigging procedure. an equal amount to offset the rudder 1° to the right.
d. Tighten turnbuckles (21) on rudder cables until Be sure to maintain 20 to 40 pounds cable tension.
20 to 40 lbs. tension is maintained on both cables h. Check that turnbuckles are properly safetied,
with rudder set 1° to the right of neutral, cables are in pulley grooves, and cable guards are
in place.
10-10
SERVICE MANUAL
11. Aft Rudder Cable

1. Bolt 12. Cotter Pin 22. Rudder Trim Wheel
2. Washer 13. Upper Chain Sprocket 23. Rivet
3. Push-pull Rod 14. Chain Guard 24. Sprocket Support Bracket
4. Bellcrank 15. Clamp 25. Shaft
5. Rod End 16. Rudder Trim Chain 26. Angle
6. Nut 17. Right Hand Forward Cable 27. Sprocket Support
7. Bungee 18. Left Hand Forward Cable 28. Console Assembly
8. Lower Chain Sprocket 19. Spacer 29. Rudder Trim Indicator
9. Screw 20. Pulley 30. Elevator Trim Wheel
10. Rudder Stop Bolt 21. Turnbuckles 31. Elevator Trim Indicator
Figure 10-8 (Sheet 2 of 2). Model 182 Rudder Control System
10-12
SERVICE MANUAL Stabilizer Control System
SECTION 11
STABILIZER CONTROL SYSTEM
STABILIZER TRIM CONTROL SYSTEM .... 11-1 Replacement of the Stabilizer

Trouble Shooting .......... . . 11-2 Trim Wheel .............. 11-5
Replacement of the Stabilizer ....... 11-5 Stabilizer Actuator Overhaul .... 11-5
Replacement of Stabilizer Actuators Disassembly of Stabilizer Actuator .... 11-5
and Control Cable ........... 11-5 Repair of Stabilizer Actuator ...... 11-5
Rigging the Stabilizer Control System. . .. 11-7
11-1. STABILIZER TRIM CONTROL SYSTEM. is equipped with a pointer which indicates nose atti-
tude of the aircraft. Forward movement of the trim
11-2. On the Model 180, 182 (prior to serial 182- wheel trims the nose down; backward movement of
53599) and 185 airplanes the entire stabilizer may be the wheel trims the nose up. Stabilizer trim is
trimmed to meet different speed and load conditions. changed by two screw-jack actuators linked by a
The stabilizer is adjusted by rotating the stabilizer roller-chain and cable system to the trim wheel. The
trim wheel which is mounted in the tunnel to the left stabilizer is pivoted at the rear spar and the screw-
of the flap control lever. The stabilizer trim wheel jacks raise and lower the front of the stabilizer.
Figure 11-1. Stabilizer Trim Control System Schematic
11-1
Stabilizer Control System SERVICE MANUAL
Trouble Shooting
FALSE READING ON STABILIZER POSITION INDICATOR.
Pointer distorted or bent. Check visually. Straighten bent pointer.
Trim wheel mechanism im- Rig per paragraph 11-10.

properly rigged.
Stabilizer actuators out of Rig per paragraph 11-10.

adjustment.
Sprocket retaining pin on Check for lost motion of trim Replace sheared sprocket pin.
trim wheel axle sheared. wheel.
HARD OR SLUGGISH MOTION OF TRIM WHEEL MECHANISM.
Bearings of trim wheel axle Check bearing condition. Lubricate or overhaul.

binding.
Actuators binding. Remove and check actuators in- Clean, lubricate, repair
dividually. or replace actuators.
Incorrect cable tension. Check with tensiometer. Adjust tension.
Cables or chains not riding Check visually. Route cables and chains correctly.
properly on pulleys and
sprockets.
One screwjack actuator Adjust actuators.

adjusted incorrectly.
Warped/bent stabilizer. Check visually. Replace/repair stabilizer.
Rusty Chain. Check visually. Replace rusty chains.
Bent sprocket shaft. Visually check motion. Replace bent sprocket shafts.
STABILIZER FAILS TO REACH FULL TRAVEL LIMITS.
Improper screwjack Adjust screwjacks per paragraph

adjustment. 11-10.
Incorrect trim wheel Adjust.per paragraph 11-10.

mechanism adjustment.
Excessive slack in control Check cable tension. Adjust cable tension to correct
cables. poundage.
STABILIZER DOES NOT RESPOND TO TRIM WHEEL MOVEMENT.
Broken chain or cable. Replace chain and cable.
Sheared sprocket retaining With chain removed, attempt Replace sheared pin.
pin in trim wheel mechan- to turn sprocket by hand on
ism or actuator assembly. shaft.
11-2
SERVICE MANUAL Stabilizer Trim Control System
Stabilizer
1. Nut 8. Nut 14. Bolt

2. Washer 9. Stabilizer Actuator RH 15. Washer
3. Bolt 10. Stabilizer Actuator LH 16. Bushing
4. Nut 11. Eccentric Bushing 17. Screw
5. Inboard Hinge 12. Bolt 18. Stabilizer Hinge Assembly
6. Outboard Hinge 13. Rubber Moulding 19. Washer
7. Lower Attaching Bracket 20. Nut
Figure 11-2. Stabilizer
11-3
12
contain a spring-loaded
friction device to prevent
11-4
Replacement
References for Figure 11-3.

1. Sprocket 19. Hinge Assembly 36. Trim Wheel Cover
2. Roll Pin 20. Retainer 37. Pointer
3. Screws 21. Chain 38. Screw
4. Chain Guard 22. Cable 39. Screw
5. Bearing 23. Right Actuator 40. Roll Pin
6. Bearing Cap 24. Left Actuator 41. Sprocket
7. Retainer Plate 25. Washer 42. Shaft
8. Screws 26. Pulley 43. Screws
9. Actuator Screw 27. Bolt 44. Chain Guard
10. Collar 28. Spacer 45. Spacer
11. Barrel Nut 29. Nut 46. Pointer Indicator
12. Eccentric Bushing 30. Barrel 47. Washer
13. Screw 31. Cable 48. Trim Wheel
14. Clamp 32. Chain 49. Washer
15. Boot 33. Bushing 50. Bolt
16. Spring 34. Bolt 51. Bushing
17. Spacer 35. Idler Sprockets 52. Pulleys
18. Bushing 53. Nut
11-4. REPLACEMENT OF THE STABILIZER. e. If necessary, remove screws (43) attaching chain
a. Remove the stinger, rudder, fin and elevators. guard.
Remove all tail group fairings and access plates. f. Reinstall trim wheel by reversing the procedures
b. Remove nut, washer and bolt at each stabilizer outlined above, then rig.
hinge. Do not lose spacer.
c. Remove nut and bolt securing each screwjack 11-7. STABILIZER ACTUATOR OVERHAUL.
to the stabilizer bracket.
d. Install the stabilizer by reversing the pro- 11-8. DISASSEMBLY OF STABILIZER ACTUATOR.
cedure listed above, then check rigging. (See figure 11-4.)
a. Loosen and remove screw (14) and boot retain-
11-5. REPLACEMENT OF STABILIZER ACTUATOR ing clamp (15).
AND CONTROL CABLE. (See figure 11-3.) b. Carefully break the cemented bond between boot
(16) and hinge assembly (20).
NOTE NOTE
The chain guards on the screwjack actuators Care should be taken to use an instrument which
make it necessary to remove the actuator will not cut or tear the rubber boot.
chain and cable as an assembly.
c. Slide the boot (16), small end first, from the sta-
a. Disconnect both cables at the turnbuckles aft of bilizer actuator assembly.
the baggage compartment. d. Unscrew and remove the barrel nut assembly (12)
b. Remove the stabilizer. from the actuator screw (10).
c. Work the cables free of pulleys (26). e. Slide the collar (11) and spring (17) from the
d. Remove the nuts and bolts attaching each screw- actuator screw (10).
jack actuator to the fuselage structure and remove the f. Cut the safety wire, and remove the four screws
actuators with the chain and cable attached. (9) securing plate (8) and cap (7) to the hinge assembly
e. Reinstall the actuators and cable assembly by (20). Remove plate (8) and cap (7).
reversing the steps outlined above and rigging as g. Remove screws (4) securing chain guard (5) and
described in paragraph 11-10. remove the chain guard.
h. Using a 1/16 inch drift pin, punch out roll pin (3).
11-6. REPLACEMENT OF THE STABILIZER TRIM Pull sprocket (1) and retainer (2) from actuator screw
WHEEL. (10).
NOTE i. Using a rubber mallet, lightly tap the actuator
screw (10) out of bearing (6).
On some models, the trim wheel bearing sup- j. Spacer (18) and eccentric bushing (13) may be
port brackets are riveted to the tunnel struc- removed if desired by pushing them from their re-
ture. On other models, the right half contains spective holes.
a friction device and is removable. k. If necessary, bearing (6) may be removed by
pressing bearing out of hinge assembly (20).
a. Disconnect cables at turnbuckles aft of baggage l. Bushings (19) are a press fit. Removal of these
compartment. bushings is not recommended.
b. Remove the trim wheel cover assembly by re-
moving attaching screws.
c. Using a 1/16 drift punch, remove roll pins 11-9. REPAIR OF STABILIZER ACTUATOR. (See
securing trim wheel and sprocket to shaft. figure 11-4.)
d. Remove the shaft. Retain trim wheel and sprocket. a. If bearing is being replaced, press bearing (6)
11-5
Actuator Repair
into hinge assembly (20) until bearing seats against barrel nut (12) all the way down on screw assembly
the shoulder provided in the hole of hinge assembly (10).
(20).
b. Insert actuator screw (10) into bearing (6). NOTE
c. Install retainer (2) and sprocket (1) on the pro-
truding end of actuator screw (10) so that the roll pin The barrel nut (12) and actuator screw
holes in each part are aligned. Use a 1/16 inch drift (10) are lapped together for precision fit.
pin to correct any misalignment. Install roll pin (3). When replacing either or both of these
d. Position cap (7) and plate (8) on hinge assembly units, screw and nut must be lapped with
(20), and install screws (9). Safety wire screws (9) Specification SS-C-614 grinding compound,
two at a time. grit No. 400, Type II.
NOTE g. Install screws (4) to attach chain guard (5). Do

not safety wire screws (4) as the chain guard will have
Plate (8) must be positioned so that its hole to be removed when the chain is installed.
flange faces away from hinge assembly (20). h. Slide boot (16) over the stabilizer actuator assem-
This flange acts as a guide for spring (17). bly until the small end of boot (16) fits directly over
collar (11). Secure boot to collar with clamp (15) and
e. Install collar (11) and spring (17) on barrel nut screw (14).
(12) so that spring (17) fits inside of collar (11). i. Pull the large end of boot (16) away from the
f. Position the free end of spring (17) over actuator squared area of hinge assembly (20), and fold the
screw (10), and compress spring until barrel nut (12) last 1 inch of the boot back so that inner surface
can be started on threads of actuator screw (10). Screw shows.
11 12 13
14
10
17
Note
Lubricate actuator screw and barrel
20 19 nut with MIL-G-7711 on assembly.
1. Sprocket 8. Retainer Plate 14. Screw

2. Retainer 9. Screw 15. Clamp
3. Roll Pin 10. Actuator Screw 16. Boot
4. Screw 11. Collar 17. Spring
5. Chain Guard 12. Barrel Nut 18. Spacer
6. Bearing 13. Eccentric Bushing 19. Bushing
7. Retainer Cap 20. Hinge Assembly
Figure 11-4. Stabilizer Screw-jack Actuator
11-6
Rigging
1. Stabilizer Up-stop - 6. Chain

2. Bolts 7. Boot
3. Bulkhead 8. Clamp
4. Right Actuator 9. Left Actuator
5. 3/8 Drill Rod 10. Eccentric Bushing
Figure 11-5. Rigging the Stabilizer Actuators
j. Wipe the exposed inner surface of boot (16) and barrel nut (12) and wire in place to prevent loss.
the squared area of hinge assembly (20) with dry- n. Install spacer (18) in bushings (19) of hinge
cleaning solvent, Federal Specification P-S-661 to assembly (20) and wire in place to prevent loss.
remove all dirt and grease prior to cementing.
NOTE 11-10. RIGGING THE STABILIZER CONTROL SYS-

TEM. (See figure 11-5.)
Surfaces to be cemented must be absolutely
free from all dirt and grease to insure a good
bond. NOTE
k. Use general purpose cement, MIL-C-4003, and Prior to rigging the adjustable stabilizer con-
coat the inner exposed surface of boot (16) and the trol system, the stabilizer must be removed
squared area of hinge assembly (20) with a thin coat to allow adjustment of the stabilizer actuators,
of cement. Allow cement to become tacky to the touch. and the stabilizer chains and cables should
Fold the boot back into position over the hinge assem- be correctly routed through the actuators
bly and press the surfaces together. and pulleys.
l. Remove any excess cement drippings from parts
using acetone as a solvent.
m. Install eccentric bushing (13) in the hole of a. Release tension on stabilizer cables by loosening
11-7
Rigging
turnbuckles. h. Remove the rod and insert eccentric bushings

b. Remove trim wheel cover. (10) in the holes in the tops of actuators (7) . Secure
c. Rotate stabilizer trim wheel to full forward posi- stabilizers to actuators with bolts but do not install
tion. Check that indicator pointer is at NOSE DOWN nuts.
position. Readjust chain on sprockets until there are
two chain links aft of the right hand sprocket (35, NOTE
figure 11-3).
d. Tape or block the chain just aft of the sprocket to Do not deflect or warp stabilizer to engage
maintain the position stipulated in the preceding step. bolts. Rotate eccentric bushings (10) and adjust
e. Use two bolts (2) to position stop bracket (1) actuator barrels up or down only enough to
on bulkhead. permit insertion of stabilizer attaching bolts
f. Manually rotate the barrel nuts of the actuators with as little interference as possible.
(7) to attain the 4. 37 inch measurement specified
in figure 11-5. Insert a 3/8 drill rod through the i. Reinstall stop bracket (1). Remove tape or block
tops of the actuators to check this measurement and installed in step "d. "
to make sure that the jacks are adjusted to the same j. Adjust stabilizer trim cable to a tension of
height. 20 ± 2 1/2 pounds using the turnbuckles.
k. Test operate stabilizer through its full range of
NOTE travel.
l. If stabilizer control system performs satisfac-
After the preceding step the tops of actuators torily, install nuts on upper actuator bolts. Check
should not be rotated for attachment to the that turnbuckles are safetied and chain guards are
stabilizer. in place, then reinstall all items removed to accomp-
lish the rigging procedure.
g. Remove stop bracket (1). Position stabilizer
and secure it at rear hinge points.
SHOP NOTES:
11-8
SERVICE MANUAL
Power Plant
Description
SECTION 12
POWER PLANT
(SEE SECTION 12A FOR MODEL 185 POWER PLANT)
TABLE OF CONTENTS
Page Page
DESCRIPTION ........................................................ 12-1

EN GINE DATA ................................. ................. 12-2 IGNITION................................................................12-15
TROUBLE SHOOTING ................. ................ 12-3 Bendix-Scintilla and Slick (Formerly
ENGINE REMOVAL .......................................... 12-6 Case) Magnetos...........................................12-15
Cleaning ................................. ........................ 12-6 SLICK MAGNETOS................................................12-15
Removal of Accessories......................................12-6 Removal ............................................................ 12-15
Disassembly and Overhaul ......... ........................ 12-6 Internal Timing ................................................. 12-15
Pow er Plant Build-Up .......................................... 12-6 Installation and Timing to the
ENGINE INSTALLATION......................................... 12-7 Engine ..................................................... 12-16
EXTREME WEATHER MAINTENANCE .................. 12-7 Maintenance ...................................................... 12-16
Cold Weather ......... ......... ...................12-7 BENDIX-SCSCINTILLA MAGNETOS .......................... 12-19
Low Battery Starting ............................................ 12-7 Removal ........................................ ............... 12-19
Hand-Cranking ......... ......... .................12-7 Internal Timing of S-20 Series
Using 12-Volt Automobile as Magnetos ...................................................... 12-19
External Pow er...............................................12-8 Internal Timing of S-200 Series
Emergency Battery Charging .............................. 12-8 Magnetos ....................................................... 12-22
Hot W eathe r ........................................................ 12-8 Installation and Timing to the
Dusty Conditions ................................................. 12-8 Engine ........................................................ 12-23
Seacoast Areas, Humid Areas ............................ 12-8 Maintenance ................................................... 12-23
STARTING SYSTEMS............................................. 12-9 ENGINE COWLING ................................................ 12-32
Manually Engaged Starting Systems................... 12-9 Removal and Replacement ......... .................... 12-32
Removal of Starter and Drive ......... ..................... 12-9 Cleaning ............................................................ 12-32
Installation of Starter and Drive ........................... 12-9 Repair ................................. . ........................ 12-32
Automatically Engaged Starting Systems............ 12-9 BAFFLES ............................ ......... .......... 12-32
Replacement of Starter ....................................... 12-9 Removal and Replacement ............................... 12-32
Replacement of Starter Adapter.......................... 12-9 Repair ............................. ........ 12-32
Standard Maintenance ........................................ 12-9 ENGINE MOUNT (TUBULAR)................................12-32
Overrunning Clutch Check ................................ 12-10 Repair ............................................................ 12-32
Trouble Shooting the Starter ............................. 12-10 OIL SYSTEM .......................................................... 12-34
ENGINE CONTROLS .................. .................. 12-12 Trouble Shooting ............................................... 12-34
Engine Control Adjustments.............................. 12-12 EXHAUST SYSTEM ............................................... 12-36
Idle Speed and Mixture Adjustment................... 12-12 Removal and Replacement ............................... 12-36
Throttle Adjustments ........................................ 12-12 Inspection .......................................................... 12-36
12-1. DESCRIPTION ratio to the engine crankshaft, permitting the engine to

operate at a higher rpm to develop an increased
12-2. Air cooled, wet-sump, four and six cylinder horsepower for its displacement. The Model 185 fuel
opposed Continental engines are used on all injection engine is discussed in Section 12A.
single-engine Cessna aircraft. In general
configuration the engines are similar, except for NOTE: For repairs and overhaul of the engines,
the engine used on the model 175. In this engine, accessories, and propellers, refer to appropriate
the propeller drive shaft is geared at a 0.750:1 publications issued by the manufacturers of these
items.
12-1
Power Plant
Engine Data
12-3. ENGINE DATA
AIRCRAFT SERIES 150 172 175 180 182
Continental Model 0-200-A 0-300-A GO-300-A 0-470-A 0-470-L

0-300-C GO-300-C 0-470-J O-470-R
0-300-D GO-300-D 0-470-K
GO-300-E 0-470-L
O-470-R
BHP (Rated Maximum) 100 145 175 225-A, J 230
230-K,L,R
@ RPM 2750 2700 3200 2600-A, K, L, R 2600

(Crankshaft 2550-J
Speed)
Number of Cylinders 4 6
Displacement (Cubic Inches) 200.91 301.37 471

Bore 4.0625 4.0625 5.00
Stroke 3.875 3.875 4.00
Compression Ratio 7.0:1 7.3:1 7.0:1
Magnetos Bendix Bendix S6LN- Slick Bendix S6RN-25 Prior to

S4LN-21 21 or Slick (formerly 1961; S6RN-201 left and
(formerly Case) Case) #667 S6RN-205 RT, 1961 & On
#664
Advance (BTC) 24° (+1 -0°) 26° RT, 28° 28° A-26°, J-20°, K-22°, L-22°
*28° (+1 -0°) Left and R-22°
Right Magneto Fires Upper Plugs Lower Left, Upper Righ
Left Magneto Fires Lower Plugs Upper Left, Lower Righ
Firing Order 1,3,2,4 1,6,3,2,5,1 1,4,5,2,3,6 1,6,3,2,5,4
Carburetor (Marvel- MA-3-SPA MA-4-5

Schebler)
Oil Sump Capacity 6 U.S. qts 8 U.S. qts 10 U.S. qts 12 U.S. qts
Tachometer Drive Type AS-54 Mechanical Drive
Valve Mechanism Hydraulic Lifters, Non-Adjustable Tappets
Generator 12-volt (Ampere rating depends on model, serial number, and whether
standard or optional equipment)
Oil Pressure (psi)
Normal 30-60
Minimum Idling 10
* Airplanes that have installed all new cylinders per Continental S1L97-14.
Revision 1
SERVICE MANUAL Powerplant
Engine Data
ENGINE DATA (Cont)
AIRCRAFT SERIES 150 172 175 180 182
Oil Temperature
Normal Operating Range Within Green Arc
Maximum Red Line
Cylinder Head Temperature

Maximum 525 F 500°F 500 ° F
460°F (1962
and on)
*Dry Weight with Accessories 220 lb 298 lb 350 lb 438 lb
Starter (12-Volt) ** Manual Engagement Automatic Engagement
Direction of Crankshaft Clockwise Counter- Clockwise

Rotation (Viewed from Rear) clockwise
*Weights are approximate and will vary with engine model changes and optional accessories installed.
**Model 172 Skyhawks and Model 175 Skylarks have automatic engagement beginning in 1961.
SHOP NOTES:
12-2A
Powerplant SERVICE MANUAL
Shop Notes
SHOP NOTES:
12-2B
Trouble Shooting
ENGINE FAILS TO START.
Improper use of starting Review starting procedure.

procedure.
Restriction in fuel lines. Disconnect fuel lines from Remove and clean or replace
carburetor. If fuel does not lines as necessary.
flow from disconnected line,
loosen line at other connections
until restriction is located.
Defective magneto switch or Check continuity of switch and Repair/replace switch or leads.
grounded magneto leads. magneto leads.
Spark plugs fouled by Remove several spark plugs Remove and clean all spark
moisture or deposits. and check visually. plugs. Replace if defective.
Defective carburetor. If engine will start on primer Repair or replace carburetor.

but stops when mixture Is
placed in full rich position and
priming is discontinued, the
carburetor is defective.
Failure of magneto impulse With ignition switch off, Repair or replace magnetos.
couplings, if used. rotate propeller slowly by
hand and listen for loud clicks
as impulse couplings operate.
Failure of starting vibrator, Turn starter circuit switch "OFF" Replace starting vibrator.
if used. (1961 only). Turn master switch
"ON." Turn ignition switch to
"START." Do NOT push in on
1962 and on. Buzzing sound de-
notes vibrator is operating.
Excessive induction air leaks. Check visually. Correct the cause of leaks.
Water in fuel system. Open fuel strainer drain Drain fuel tank sumps, fuel lines,
valve and check for water. fuel strainer and carburetor.
ENGINE STARTS BUT DIES.
Water in fuel system and/or Open fuel strainer drain valve Drain fuel tank sumps, fuel lines
carburetor. and check for presence of water fuel strainer, and carburetor
in fuel. bowl.
Moisture on spark plug Remove several spark plugs Remove and clean all spark plugs.
electrodes, and check condition of electrodes.
Defective carburetor. If engine will start on primer Repair or replace carburetor.

but stops when mixture is placed
in full rich position and
priming is discontinued, the
carburetor is defective.
Excessive induction system Check visually. Determine cause of leaks and

air leaks. correct.
Obstructed air intake. Check visually. Remove obstructions; service

air filter if necessary.
12-3
Trouble Shooting
ENGINE STARTS BUT DIES. (Cont).
Mixture control defective. Check for proper operation. Replace and rig properly.
ENGINE WILL NOT IDLE PROPERLY.
Spark plugs fouled or im- Perform ignition check, Exces- Remove all spark plugs; clean, re-
properly gapped. sive rpm drop on one or both gap, and test. Replace if defective.
magnetos usually indicates
defective spark plugs.
Carburetor idle mixture not Perform an idle mixture check. Adjust idle mixture.
properly adjusted.
Air leak in induction system Operate engine above idle rpm. Determine cause of leak and
after carburetor, creating a Mixture will be lean at all power correct.
lean mixture, settings and operation will be
erratic. Cylinder head temper-
ature may be above normal.
Engine primer valve leaking Stop engine, disconnect primer Replace primer.
causing a rich mixture. line at primer distributor. With
primer closed and mixture con-
trol in IDLE CUTOFF, check for
fuel flow at disconnected line. If
fuel flows, primer is leaking.
Leaking float valve or float Perform an idle mixture check. Replace defective parts; reset
level set too high. Attempt to remove any rich float level.
identification with idle mixture
adjustment. If the rich indi-
cation cannot be removed, the
float valve is leaking or the
float level is set too high.
Fuel contamination. Open fuel strainer drain valve Drain fuel tank sumps and fuel
and check for contamination. lines. Disassemble and clean
carburetor and fuel strainer.
Incorrect ignition timing Check timing and breaker Time correctly; replace
or defective breaker points. points. defective points.
ENGINE DOES NOT ACCELERATE PROPERLY.
Idle mixture set too lean. Perform an idle mixture check. Adjust idle mixture.
Defective or badly adjusted Check setting of accelerating Change accelerating pump adjust-
accelerating pump in carbu- pump linkage. ment.
retor.
Float level set too low. Check float level. Reset float level.
ENGINE FAILS TO STOP WHEN MIXTURE CONTROL IS PLACED IN IDLE CUTOFF.
Mixture control linkage Check mixture arm at Rig correctly.

improperly rigged. carburetor for full travel.
Fuel leaking through engine With primer closed dis- Replace primer valve.
primer valve. connect primer line at
primer distributor to check
for fuel flow. Flow will indi-
cate defective primer.
12-4
Trouble Shooting
ENGINE FAILS TO STOP WHEN MIXTURE CONTROL IS PLACED IN IDLE CUTOFF (Cont).
Leaking mixture metering With engine stopped, place mix- Overhaul or replace carburetor.
valve in carburetor. ture control in IDLE CUTOFF
and turn fuel selector valve on.
Remove carburetor air filter
and inspect inside of carburetor
for evidence of fuel draining.
SHOP NOTES:
12-5
Engine Removal
12-5. ENGINE REMOVAL. Although the routing and g. On tricycle gear aircraft, place a padded stand
location of wires, cables, lines, hoses, and controls under the tailcone.
vary between the different models, the following gen- h. Attach a hoist to the hoisting lug on top of the
eral procedure may be followed. When disconnecting engine and take up engine weight on hoist.
these parts, it is a good practice to code or tag the i. Check for and disconnect or remove any other
parts to aid in reinstallation. Similarly, shop notes items which would interfere with engine removal.
made at removal will often clarify reinstallation pro- j. Remove bolts attaching engine to engine mount,
cedures. and slowly hoist the engine and pull it forward. Bal-
a. Remove the engine cowling and drain engine oil. ance the engine by hand and carefully guide the dis-
b. Turn off fuel selector valve or fuel shut-off connected components out of the engine assembly.
valve. Remove engine shock mount assemblies.
c. Remove the spinner and propeller. Cover the
exposed end of the crankshaft or propeller shaft on 12-6. CLEANING. After engine removal, both the
engines with constant-speed propellers to prevent removed engine and the firewall should be thoroughly
the entryof dust and dirt. cleaned. Solvent may be applied with a spray gun or
d. Disconnect hot and cold air flexible hoses. brush, and allowed to soften and dissolve grease de-
e. Except on the Model 150, remove the exhaust posits, before compressed air is used to remove the
stacks. Some exhaust stacks have braces which heavy accumulations of dirt.
must be disconnected or removed. The exhaust
stacks on some models are made in sections, joined
by clamps, to facilitate removal. On the Model 150, CAUTION
the engine can be removed with the exhaust stacks
attached. Particular care should be given to electrical
items before cleaning. Solvent should not be
NOTE allowed to enter magnetos, starters and gen-
erators; hence these items should be protected
During the following procedure remove any or removed before saturating the engine with
clamps which secure controls, wires, hoses, solvent. Any oil or fuel openings on the engine
or lines to the engine, engine mount, or should be plugged before washing down the
attached brackets, so they will not inter- engine with solvent.
fere with engine removal. Some of the items
listed can be disconnected at more than one Caustic cleaning solutions should be used cautioisly
place. It may be desirable to disconnect and should always be properly neutralized after their
some of these items at other than the places use.
indicated. The reason for engine removal If the engine will stand idle or will not be worked on
should be the governing factor in deciding for more than a few days it should be protected a-
at which point to disconnect them. Omit any gainst internal corrosion by spraying corrosion-
of the items which are not present on a par- preventive oil into the cylinders and the installation
ticular engine installation. of dehydrator plugs in the spark plug holes. An en-
gine which has been operated on highly leaded fuels
f. Tag and disconnect: is particularly susceptible to upper cylinder corro-
1. Propeller governor control at governor. sion.
2. Induction air control at airbox.
3. Throttle and mixture controls at carburetor. 12-7. REMOVAL OF ENGINE ACCESSORIES for
overhaul or for engine replacement involves strip-
NOTE ping the engine of parts, accessories and compon-
ents to reduce it to the bare engine. During the dis-
Remove the carburetor airbox on those models assembly process removed items should be examined
where it interferes with engine removal. carefully; defective parts should be tagged for repair
or replacement.
4. Oil breather and vacuum system oil separator
vent lines where secured to engine mount. NOTE
5. Ignition switch leads at magnetos.
6. Electrical wires at generator. Items easily confused with similar items
7. Cylinder head temperature thermocouple or should be tagged to provide a means of iden-
bulb at cylinder. tification when being installed on a new en-
8. Oil temperature bulb or oil temperature gine. All openings exposed by the removal
electrical connector at engine. of an item should be closed by installing a
9. Oil pressure line or hose at firewall, or suitable cover or cap over the hole. This
electrical wires at oil pressure transmitter on engine. will prevent entry of foreign particles. If
10. Tachometer cable at engine tachometer drive. suitable covers are not available, tape may
11. Electrical wires at starter, be used to cover the openings.
12. Starter control at starter.
13. Manifold pressure line or hose at manifold. 12-8. ENGINE DISASSEMBLY AND OVERHAUL
14. Fuel and primer lines and hoses at engine. should be performed in accordance with Continental
15. Vacuum system suction hose at vacuum Motors Corporation instructions.
pump.
12-6
Engine Installation
12-9. POWERPLANT BUILD-UP consists of the in- h. Install engine cowling.

stallation of parts, accessories and components to i. Perform engine run-up and make final adjust-
the basic engine to build up a powerplant unit ready ments on engine and propeller controls.
for installation on the airplane. All safety-wire, j. Check complete engine installation for proper
lockwashers, palnuts, elastic stop nuts, gaskets security, correct routing of controls, lines, hoses,
and rubber connections should be new parts. and wires, proper safetying, and tightness of all
connections.
12-10. ENGINE INSTALLATION. k. Check cowl flap adjustment.
a. Install any parts removed after the engine was
removed, then hoist engine near the engine mount 12-11. EXTREME WEATHER MAINTENANCE.
and carefully route controls, lines, and hoses in
place as the engine is positioned in the engine mount. 12-12. COLD WEATHER.
Be sure engine shock mount assemblies are in place
and that any ground straps that were removed are 12-13. Cold weather starting will be made easier
reinstalled. by the installation of an oil dilution system, a multi-
b. Install engine mount bolts. When tightening, cylinder priming system, and a ground service re-
use the standard torque values listed in Section 1. ceptacle (refer to paragraph 12-15). If these aids
c. Remove cover from end of crankshaft or pro- are not installed, the following procedure may be
peller shaft and install propeller and spinner, accomplished.
d. Service the engine with the proper grade and
amount of oil. After the last flight of the day, drain the engine oil
e. Remove hoist. Remove padded stand placed into a clean retainer so the oil can be preheated.
under tailcone of tricycle gear aircraft. Cover the engine to prevent ice or snow from collect-
ing inside the cowling. When preparing the aircraft
NOTE for flight or engine run-up after these conditions
have been followed, preheat the drained oil. After
During the following procedure reinstall any preheating the oil, gasoline may be mixed with the
clamps which secure controls, wires, hoses, oil in a ratio of 1 part gasoline to 12 parts oil before
or lines to the engine, engine mount, or pouring into the engine oil sump. If the free air
attached brackets. Some items may have temperature is below -29°C (-20°F), the engine
been disconnected at other than the places compartment should be preheated by a ground heater.
indicated. Omit any of the items not present After the engine compartment has been preheated,
on a particular engine installation. inspect all engine compartment drain and vent lines
for presence of ice. After this procedure has been
f. Identify and connect: followed, pull the propeller through several revolu-
1. Vacuum system suction hose at vacuum pump. tions by hand before starting the engine.
2. Fuel and primer lines and hoses at engine.
3. Manifold pressure line or hose at manifold. WARNING
4. Starter control at starter. Refer to figure
12-1 for adjustment of the control.
5. Electrical wires at starter. Do not heat oil above 121°C (250°F). A flash
6. Tachometer cable at engine tachometer drive. fire may result. Before pulling propeller
7. Oil pressure line or hose at firewall, orelec- through, insure that magneto switch is in the
trical wires at oil pressure transmitter on engine. OFF position to prevent engine from firing.
8. Oil temperature bulb or oil temperature elec-
trical connector at engine.
9. Cylinder head temperature thermocouple or CAUTION
bulb at cylinder.
10. Electrical wires at generator. Due to the desludging effect of the diluted oil,
11. Ignition switch leads at magnetos. engine operation should be observed closely
12. Oil breather and vacuum system oil separator during the initial warm-up of the engine. En-
vent lines where secured to engine mount. gines that have a considerable amount of opera-
tional hours accumulated since their last dilu-
NOTE tion period may be seriously affected by the
dilution process. This will be caused by the
Install carburetor airbox, if removed. diluted oil dislodging sludge and carbon de-
posits within the engine. This residue will
13. Throttle and mixture controls at carburetor, collect in the oil sump and possibly clog the
Rig per paragraph 12-38. screened inlet to the oil pump. Small deposits
14. Induction air control at airbox. Rig per may actually enter the oil pump and be trapped
paragraph 12-38. by the main oil filter screen. Partial or, in
15. Propeller governor control at governor. some cases, complete loss of engine lubrica-
Rig per paragraph 14-26. tion may result from either condition. If these
g. Install exhaust stacks, shrouds, exhaust stack conditions are anticipated after oil dilution, the
braces, and hot and cold air flexible hoses. Use engine should be run for several minutes at
new exhaust gaskets regardless of apparent condi-
tion of those removed.
12-7
Extreme Weather Maintenance
normal operating temperatures and then stop- d. Pull propeller through at least two full revolutions
ped and inspected for evidence of sludge and to prime each cylinder (ignition switch still "OFF").
carbon deposits in the oil sump, oil cooler, Operate primer as propeller is being pulled through.
and oil filter screen. Future occurence of
this condition can be prevented by diluting the NOTE
oil prior to each oil change. This will pre-
vent the built-up accumulation of the sludge On the Model 185, with the auxiliary fuel
and carbon deposits within the engine, pump operating, engine flooding is possible.
Avoid prolonged use of the pump.
Winterization Kits are available for all models. The
kits are essentially devices to restrict the entry of e. With ignition switch held in the "START" posi-
air through the front opening of the cowl, or to re- tion, hand-crank the engine.
strict the outlet of air at the rear opening of the cowl.
All kits are designed for easy installation on the air- WARNING
craft and should be used in accordance with instruc-
tions accompanying the kits. Do not hand-crank with the ignition switch on
"BOTH," "L," or "R." In these positions,
12-14. LOW BATTERY STARTING. kick-back or reverse rotation may occur,
since the magnetos do not have impulse coup-
12-15. If a ground service receptacle is installed, lings to retard the spark. Also, be sure the
the use of an external power source is recommended starter circuit switch is placed in the "OFF"
for low battery starting. Before connecting a gen- position before hand-cranking the engine.
erator type external power source, it is important
that the master switch be turned on. This will enable f. As soon as the engine fires, immediately re-
the battery to absorb transient voltages which other- lease the spring-loaded ignition switch to "BOTH"
wise might damage the transistors in the audio am- for better engine acceleration.
plifier. When using a battery type external power g. Return starter circuit switch to "ON" for normal
source, the master switch should be turned off. operation.
Starting may also be accomplished by hand-cranking
or using a 12-volt automobile system as external MODELS 180, 182 AND 185 (1962 & ON):
power. These methods are outlined in the follow- a. Omitting all references to the starter circuit
ing paragraphs. switch, use the foregoing procedure for hand-
cranking. When the ignition switch is held in the
12-16. HAND-CRANKING. A normal hand-crank- "START" position, do NOT push it in.
ing procedure may be used on all aircraft with im-
pulse coupling equipped magnetos. These include all NOTE
Model 150, 172 and 175 aircraft, and all Model 180
and 182 aircraft prior to 1961. Beginning in 1961, On the 172 Skyhawk and the 175 Skylark,
ignition for starting on Models 180, 182, and 185 which also use a push-to-start ignition switch
is supplied by the battery and a starting vibrator (1962 and on), the ignition switch is turned to
system, rather than the familiar impulse-coupling "BOTH" during normal hand-cranking, since
equipped magnetos. Since a retarded spark for the magnetos use impulse couplings which
starting can only be obtained in the "START" position automatically retard the spark for starting.
of the key-operated ignition switch, 1961 models of
these aircraft are provided with a starter circuit 12-17. USING 12-VOLT AUTOMOBILE AS EXTER-
"ON-OFF" switch so that the starter can be dis- NAL POWER. It is often possible to use a 12-volt
connected before hand-propping is attempted. Begin- automobile to supply current to a low battery for
ning in 1962, a push-to-start ignition switch, which starting. Using jumper cables, connect the termin-
eliminates the need for a starter circuit switch, is als of the automobile battery to the terminals of the
used on these models. Use the following procedure. aircraft battery. Operate the automobile engine at
a fast idle for maximum output of the generator.
MODELS 180, 182 AND 185 (1961 ONLY):
a. Pull master switch ON momentarily to see if
battery power is sufficient to close the battery sole-
noid. Illumination of the generator warning light or Make sure the jumper cables are connected to
movement of a fuel gage pointer indicates that the like terminals on the two batteries. Cross-
solenoid is closed and manual starting is possible. ing the terminals will discharge the batteries.
If battery power is not sufficient to close the sole- When connecting the jumper cables to the ter-
noid, hand starting is impossible, since the start- minals, always connect them to the aircraft
ing vibrator requires battery power, battery first and disconnect them from the
b. Be sure to use wheel chocks if available, and aircraft battery last.
test and set the brakes.
c. Set controls and switches for a normal start,
except leave the ignition switch "OFF" and turn the
starter circuit switch "OFF."
12-8
Shop Notes
SHOP NOTES:
12-8A
12-18. (DELETED) 12-21. DUSTY CONDITIONS.

12-19. HOT WEATHER. 12-22. Dust inducted into the intake system of the
engine is probably the greatest single cause of early
12-20. During extremely hot weather, fuel may engine wear. Under high dust conditions the carbu-
vaporize in the carburetor, fuel lines, and hoses. retor air filter should be serviced daily as outlined
This will be indicated by difficulty in starting, er- in Section 2. Anti-dust kits are available for some
ratic operation, or engine stoppage after starting. airplanes.
To correct this condition, remove the carburetor
vent plug and purge the carburetor by turning the 12-23. SEACOAST AREAS, HUMID AREAS.
fuel selector valve on. Purge the carburetor in
this manner until fuel stands level with the vent 12-24. In salt water areas special care should be
plug opening. Replace the carburetor vent plug given to keep the engine and accessories clean to
and operate the engine to make sure that the con- prevent oxidation. Fuel and oil should be checked
dition has been corrected. frequently and drained of condensed moisture in
humid areas.
SHOP NOTES:
12-8B
Starting Systems
12-25. STARTING SYSTEMS.
12-26. MANUALLY ENGAGED STARTING SYSTEMS

employ a manually operated overrunning clutch drive
pinion to transmit power from the electric starter ADJUSTING STUD
motor to the crankshaft starter drive gear. A knob
or handle on the instrument panel is connected by a
flexible control to a lever on thestarter. This lever
shifts the starter drive pinion into the engaged posi-
tion, then closes the starter switch contacts when the
starter knob or handle is pulled. The starter lever
is attached to a return spring which returns the lever
and the flexible control to the off position. When the
engine starts, the overrunning action of the clutch
protects the starter drive pinion until the shift lever
can be released to disengage the pinion. 9/16" -
1/16 INCH CLEARANCE
12-27. REMOVAL OF STARTER AND DRIVE.
a. Disconnect flexible starter control and return
spring from starter lever by removing attaching nut
and bolt. gear
lever pinion. It isthe
compress important that thegear
starter pinion starter
7/16
b. Remove starter power cable from starter switch
terminal; tape or insulate cable end. inch before contacting the starter switch, the
remaining 1/8 inch of travel is used in mak-
c. Remove three palnuts and three hex nuts attach-
ing starter adapter to crankcase cover studs. ing the electric contact of the starter switch.
d. Remove safety wire and two 5/16 bolts threaded
through crankcase into starter.
e. Tap starter gently to loosen gasket and remove Figure 12-1. Starter Lever Adjustment
the starter and adapter with a straight rearward move-
ment. from the starter. Insulate the disconnected terminals
as a safety precaution.
12-28. INSTALLATION OF STARTER AND DRIVE. b. Remove the nuts securing the starter and remove
a. Apply engine oil to starter pinion and reduction the starter.
gear teeth, work a non-hardening gasket paste into c. To install the starter, reverse this procedure.
both sides of a new starter gasket and position starter
and adapter against crankcase pad. 12-31. REPLACEMENT OF STARTER ADAPTER.
b. Install three plain hex nuts on studs and two bolts a. Remove the starter.
through crankcase. b. On those models where the generator drive pulley
is located at the starter adapter, loosen the generator
CAUTION and remove the generator drive belt from the pulley.
On those models where the vacuum pump is attached
Tighten nuts and bolts evenly to prevent warp- to the starter adapter, remove the vacuum pump
ing adapter coverplate. mounting nuts and move the pump far enough to per-
mit removal of the starter adapter.
c. Install palnuts on cover studs and lock wire on c. Remove the generator support brackets on those
bolt heads. models where they attach to the starter adapter.
d. Connect starter cable, starter control and re- d. Remove the thru-bolts securing the adapter to
turn spring. the engine and pull it aft to remove.
e. Rig control and starter adjusting stud to obtain e. Reverse the procedure outlined above to install
the travel and clearance specified in figure 12-1. the adapter. Use a new gasket coated with non-
hardening gasket compound between the engine pad
12-29. AUTOMATICALLY ENGAGED STARTING and the starter adapter.
SYSTEMS employ an electric starter motor mounted
to a 90-degree adapter. A starter solenoid is acti- 12-32. STANDARD MAINTENANCE of starters in-
vated by the push-button or ignition key on the instru- cludes replacing brushes and brush springs, clean-
ment panel. When the solenoid is activated, its con- ing dirty commutators and turning down burned or
tacts close and electrical current energizes the starter out-of-round commutators. Starter drive units may
motor. Initial rotation of the starter motor engages be lubricated with engine oil, but never with heavy
the starter through an overrunning clutch in the oil or grease which might prevent normal action of
starter adapter, which incorporates worm reduction the drive or overrunning clutch mechanism.
gears. The starter is located just aft of the right
rear cylinder. CAUTION
12-30. REPLACEMENT OF STARTER. Never lubricate the commutator. Do not
a. Disconnect electrical leads to the starter sole- attempt to lubricate the starter bearings while
noid. On some models the solenoid is located on the the starter is being operated. Some starter
firewall and only the power cable need be disconnected bearings are sealed and require no lubrication.
12-9
Starting Systems
Starter brushes should be replaced when worn down 12-33. OVERRUNNING CLUTCH CHECK.
to one-half their original length (compare with new
ones). Brush spring tension should be sufficient to CAUTION
give brushes a good firm contact with the commuta-
tor. Brush leads should be unbroken, with their Never clean the overrunning clutch by any
terminal screws tight. A glazed or dirty commutator degreasing or high temperature method;
can be cleaned by holding a strip of 00 sandpaper or such cleaning will destroy pre-packed lub-
a brush seating stone against it. Move the sandpaper ricant in the clutch. Brushing with oleum
or stone back and forth across the commutator to a- or neutral spirits is satisfactory.
void wearing a groove. Do not use emery paper or
carborundum because of their possible shorting action. a. Wipe the clutch with a clean cloth.
b. Check that drive pinion will rotate freely in
CAUTION overrunning direction and that it does not slip in the
cranking direction.
Never operate the cranking motor for more than
30 seconds at a time without allowing it to cool. NOTE
Blow out all dust after the commutator is cleaned.
If pinion turns roughly or slips in the crank-
Roughness, out-of-roundness, or high mica may nec- ing direction, replace the overrunning clutch
essitate turning down the commutator. After the turn- assembly.
ing operation, the mica should be undercut.
12-34. TROUBLE SHOOTING THE STARTER (ALL MODELS).
STARTER WILL NOT OPERATE.
Defective master Check master circuit. Repair circuit.

switch or circuit.
Defective starter Check switch circuit continuity. Replace switch or wires.

switch or switch
circuit.
Starter lever does Check starterlever adjustment. Adjust per figure 12-1.
not activate switch.
Defective starter. Check through items above. If Remove and repair or replace
another cause is not apparent, starter.
starter is defective.
STARTER MOTOR RUNS, BUT DOES NOT TURN CRANKSHAFT.
Starter lever adjusted Check starter lever adjustment. Adjust per figure 12-1.
to activate switch
without engaging
pinion with crank-
shaft gear.
Defective overrunning Remove starter and check starter Replace defective parts.
clutch or drive, drive and overrunning clutch.
Damaged starter pinion Remove starter and check pinion Replace defective parts.
gear or crankshaft gear. gear and crankshaft gear.
STARTER DRAGS.
Low battery. Check battery. Charge or replace battery.
Starter switch or re-

lay contacts burned Replace with serviceable unit.
or dirty.
Defective starter power Check cable. Replace cable.

cable.
12-10
Starting Systems
STARTER DRAGS (Cont).
Defective starter. Check starter brushes, brush Repair or replace starter.

spring tension, thrown solder
on brush cover.
Dirty, worn commutator. Clean, check visually. Turn down commutator.
STARTER EXCESSIVELY NOISY.
Worn starter pinion. Remove and examine pinion. Replace starter drive.
Worn or broken teeth Remove starter and turn over Replace crankshaft gear.
on crankshaft gears. engine by hand to examine
crankshaft gear.
NOTE
The starter and drive mechanism illustrated applies specifically to

that used on the 0-470 and 10-470 series engines. However, the
0-300 series engines that do not have manual engagement are fur-
nished with a similar installation, the major difference being that
the starter gear shaft drives the vacuum pump instead of the gen-
erator drive pulley.
42
41
.
24
2. Lockwasher
3. Starter
4. Gasket 35
5. Bolt, Cover and Adapter 21. Plain Washer
Attaching 22. Woodruff Key 34
6. Lockwasher 23. Cover 37
7. Plain Washer 24. Gasket 36 33 32
8. Bolt, Adapter Attaching 25. Sleeve
9. Lockwasher 26. Oil Seal
10. Plain Washer 27. Retaining Ring
11. Plain Nut 28. Bolt, Spring Retaining 38. Retaining Ring
12. Lockwasher 29. Tab Washer 39. Starter Worm Gear
13. Plain Washer 30. Clutch Spring 40. Spring
14. Gasket 31. Bearing 41. Bearing
15. Plain Nut 32. Bolt 42. Woodruff Key
16. Lockwasher 33. Lockwasher 43. Worm Drive Shaft
17. Plain Washer 34. Starter Worm Wheel 44. Bearing
18. Generator Drive Sheave (Pulley) 35. Starter Gear Shaft 45. Plug
19. Bolt, Cover 36. Starter Clutch Drum 46. Stud
20. Lockwasher 37. Stepped Dowel 47. Adapter
Figure 12-2. Starter and Starter Drive
12-11
Engine Controls
12-35. ENGINE CONTROLS. make all adjustments at the carburetor end of control.
Do NOT change jamb nut (7) setting.
12-36. Engine controls of the push-pull type include
the throttle, mixture control, propeller pitch control MIXTURE CONTROL RIGGING:
and carburetor heat control. Most engine controls a. Push mixture control full in, unlock, and pull it
are equipped with position-locking devices which pre- out approximately 1/8 inch for cushion.
vent vibration-induced "creeping" of the controls. b. Loosen the clamp securing the control to the
engine.
12-37. RIGGING ENGINE CONTROLS. c. Shift the control housing in its clamp so that the
mixture arm on the carburetor is full open. Tighten
12-38. When adjusting any engine control, it is im- the clamp in this position.
portant to check that the control slides smoothly d. Unlock and pull mixture control full out. Check
throughout its full travel, that it locks securely if that mixture arm on the carburetor is full closed.
equipped with a locking device, and the arm or lever e. Check that the bolt and nut at the mixture arm
which it operates moves through its full arc of travel. on the carburetor secure the control wire and that
the bolt will swivel in the arm.
INDUCTION AIR CONTROL RIGGING: f. Bend the wire tip 90 ° to prevent it from being
a. Loosen the clamp securing the control to the withdrawn if the attaching nut should become loose.
bracket on the airbox. g. When installing a new control, it may be neces-
b. Push control full in, then pull it out approxi- sary to shorten the wire and/or control.
mately 1/8 inch for cushion. h. The mixture arm on the carburetor must con-
c. Shift the control housing in its clamp so that the tact the stops in each direction, and the control should
air valve lever is full forward, with valve seating in- have approximately 1/8 inch cushion when pushed full
side the airbox. Tighten clamp in this position. in.
d. Pull the control out and check that the air valve
inside the airbox seats in the opposite direction. 12-39. IDLE SPEED AND MIXTURE ADJUSTMENT
e. Check that the bolt and nut at the air valve should be accomplished after the engine has been
lever secure the control wire and that the bolt will warmed up sufficiently. Since idle rpm may be af-
swivel in the lever. fected by idle mixture adjustment it may be neces-
f. Bend the wire tip 90 ° to prevent it from being sary to readjust the idle rpm after setting the mix-
withdrawn if the attaching nut should become loose. ture correctly.
g. When installing a new control, it may be neces- a. Set the throttle stop screw to obtain between 500
sary to shorten the wire and/or control housing. and 600 rpm, with throttle control pulled full out.
h. The air valve must seat in both positions and
the control should have approximately 1/8 inch cush- NOTE
ion at the instrument panel when pushed full in.
The idle speed may vary between different
THROTTLE CONTROL RIGGING: aircraft models, and between different engines
NOTE
Before rigging the throttle control on aircraft

with the type control shown in figure 12-3,
check that staked connection (4) between rigid 2
conduit (2) and flexible conduit (3) is secure.
If any indications of looseness or breakage is
apparent, replace the throttle control before
continuing. 4
a. Pull throttle control out (idle) and remove the

throttle knob.
b. Screw jamb nut (7) all the way down (clockwise)
and reinstall the throttle knob. Screw the knob se-
curely against the jamb nut. Do NOT back the jamb
nut out. This will prevent bottoming and possible
damage to the stacked connection. 7
c. Disconnect the throttle control at the engine,
push the control in until jamb nut hits friction lock(6) 1 Knob
while the friction lock is loose, then pull the control 2. Rigid Conduit
out approximately 1/8 inch for cushion. 3. Flexible Conduit
d. Tighten friction lock (6), being careful not to 4. Staked Connection
change the position of the throttle. 5. Instrument Panel
e. Move the throttle arm on the carburetor to full 6. Friction Lock
open, adjust end of control to fit, and connect to arm 7. Jamb Nut
on carburetor.
f. Release friction lock and check for full travel of
arm on carburetor. If further adjustment is required, Figure 12-3. Throttle Control
12-12
Engine Controls
on the same models. Important points to re- the mixture is moved toward "idle cut-off,"
member are that the engine should idle manifold pressure drops slightly (correspond-
smoothly, without excessive vibration, and ing to the momentary increase in rpm), the
that the idle speed should be high enough to idle mixture is correct. If manifold pressure
maintain proper idling oil pressure and pre- drops excessively (corresponding to an ex-
clude any possibility of the engine stopping in cessive rpm increase), the idle mixture is
flight when the throttle is closed. too rich. An immediate increase in manifold
pressure (corresponding to an immediate de-
b. Pull mixuture control knob slowly and steadily crease in rpm) indicates the mixture is too
into "idle cut-off" position, observing tachometer, lean.
then move control to full rich before engine stops.
c. If idle mixture is too rich or too lean, correct
NOTE by adjusting the idle mixture adjusting screw at the
upper end of the carburetor intake throat. Turning
An increase of 10 to 20 rpm while "leaning the screw in (clockwise) leans the idle mixture and
out," indicates the idle mixture is correct. turning it out (counterclockwise) richens the idle
An increase of more than 20 rpm indicates mixture.
idle mixture is too rich. An immediate de- d. When checking or setting idle rpm and idle mix-
crease in rpm indicates idle mixture is too turn, run the engine up to 1500 rpm to "clear" it be-
lean. Similiarly, the manifold pressure gage tween checks. False results may be obtained from
will indicate idle mixture adjustment. If, as fouled spark plugs.
SHOP NOTES:
12-12A
Shop Notes
SHOP NOTES:
12-12B
Carburetor
Figure 12-4. Details of MA3SPA Carburetor Used on Model 150 and 172
12-13
Carburetor
Part No. A30-629 Float Assembly
CARBURETORS AFFECTED: Model MA4-5; MA4-5AA previous to serial #3999575
We have improved Part No. A30-629 float assembly by the addition of a rigid reinforcing brace at the
junction of the float and lever as shown. This will eliminate any possibility of float separation due to ex-
cessive vibration.
It is our recommendation that all Model MA4-5 and MA4-5AA aircraft carburetors previous to serial
#3999575 be modified by changing to this new improved float at the time the carburetor is removed from
the engine for inspection or routine overhaul. All Model MA4-5 and MA4-5AA carburetors from serial
#3999575 on, will be equipped with this improved float.
NOTE
Marvel Schebler Service Bulletin 4-59, a later bulletin than the above, states that a new solid rubber
float assembly is being used after serial #4012824 and for all spares. It is recommended that all
carburetors prior to serial #3999575 have either the reinforced metal float assembly or the new rub-
ber float assembly installed as soon as possible. The new rubber floats are superior to the metal
floats.
There will be no change in the normal float setting of

Model MA4-5 and MA4-5AA carburetors as a result
of this float change.
Float setting for all Model MA4-5 and MA4-5AA is

13/64" measured from the bowl gasket to the top of
float as shown.
Figure 12-5. Exerpts From Marvel Schebler Service Bulletin No. 5-57
12-14
Ignition
12-40. IGNITION. removing the screws fastening the magneto halves

together and disconnecting capacitor slip terminal.
NOTE
12-44. REMOVAL. When removal of the complete
It is recommended that at each 100-hour in- magneto is desired, remove the spark plug leads at
spection the lower spark plugs be installed in the back of the magneto and tag for identification,
the upper holes in the cylinders, and vice disconnect the capacitor lead, and remove the nuts
versa. Since deterioration of lower spark securing the magneto to the engine. For replace-
plugs is usually more rapid than that of upper ment of the breaker assembly or where removal of
plugs, rotating them helps prolong spark plug only the forward (engine) half of the magneto is de-
service life. sired, remove the screws fastening the halves to-
gether, pull the rear half aft only enough to disconnect
12-41. Bendix-Scintilla and Slick (formerly Case) the capacitor slip terminal, and remove the nuts se-
magnetos are used on Cessna aircraft. Details of curing the magneto to the engine. As the halves are
the magnetos and ignition schematics for the various separated, be sure that the large distributor gear is
airplanes are shown in figures 12-6 through 12-14. not dropped.
Following is a timing chart showing the number of
degrees before top center at which each magneto CAUTION
should fire.
When removing the distributor block housing
from the forward case, do not pull it away
far enough to break or damage the capacitor
lead or slip terminal.
MODEL L. MAGNETO R. MAGNETO
12-45. INTERNAL TIMING.
IO-470-F 20° 20° a. Whenever the nylon gear on the rotor shaft or
O-470-A 26° 26 ° the plastic cam (which also serves as the key for the
O-470-J 20 ° 20 ° gear) has been removed, be sure that the gear and
O-470-K, L,R 22° 22 ° cam are installed so the timing mark on the gear a-
GO-300-A, C, D, E 28° 28 ° ligns with the "O" stamped on the rotor shaft.
O-300-A, C, D 28° 26° b. When replacing breaker assembly or adjusting
O-200-A 28 ° 28 ° contact points, place a timing pin (or .093" 6-penny
nail) through the timing hole in the bottom of the mag-
neto next to the flange and into the mating hole in the
rotor shaft. Adjust contact points so they just break
in this position, with a maximum point opening of
Always use a timing light for accuracy when timing. .012" to .015" when the timing pin is removed.
Temporarily assemble the two magneto halves and
capacitor slip terminal, and use a timing light to
WARNING check that the timing marks visible through the venti-
lation plug holes are aligned at the instant the contact
During all magneto maintenance always take points break. Readjust the points if necessary.
proper precautions to make sure the engine
cannot fire or start. NOTE
12-42. SLICK MAGNETOS. The side of the magneto with the manufacturer's
insignia has a red timing mark and the side
12-43. Slick magnetos contain a conventional two- opposite the insignia has a black timing mark.
pole rotating magnet (rotor), mounted in ball bearings. The distributor gear also has a red timing
Driven by the engine through an impulse coupling at mark and a black timing mark. The contact
one end, the rotor shaft operates the breaker points points should break when the two red lines
at the other end. The nylon rotor gear drives a nylon are aligned at the insignia side of the magneto,
distributor gear which transfers high-tension current or, when the two black lines are aligned at the
from the wedge-mounted coil to the proper outlet in opposite side of the magneto. Do not time with
the distributor block. A coaxial capacitor is mounted red and black lines together on the same side.
in the distributor block housing to serve as the con-
denser as well as a radio noise suppressor. Both c. Whenever the large distributor gear and the
nylon gears are provided with timing marks for rotor gear have been disengaged, they must be re-
clockwise or counterclockwise rotation, and the disengaged with their timing marks aligned for the
tributor gear and distributor block have timing marks, correct rotation. Align the timing mark on the
visible through the air vent holes, for timing to the rotor gear with "RH" on the distributor gear for
engine. A timing hole is provided in the bottom of magnetos used on the Model 175 and with "LH" for
the magneto adjacent to the magneto flange. A tim- those used on the Model 172. Care must be taken to
ing pin (or 6-penny nail) can be inserted through this keep these two gears meshed in these positions until
timing hole into the mating hole in the rotor shaft to the magneto halves are assembled.
lock the magneto approximately in the proper firing
position. The breaker assembly is accessible after
12-15
Ignition
NOTE h. Connect spark plug leads to their correct mag-

neto outlets.
Rotation of the magnetos, "RH"for clockwise
and "LH" for counterclockwise, is determined NOTE
when the magneto is viewed from its drive
(impulse coupling) end. The No. 1 magneto outlet is the one closest to
the ventilation plug on the side of the magneto
12-46. INSTALLATION AND TIMING TO THE EN- having the manufacturer's insignia. The mag-
GINE. To install and time the magneto to the engine, neto fires at each successive outlet in direction
proceed as follows: of rotation. Connect No. 1 magneto outlet to
a. Turn the propeller in normal direction of rotation No. 1 cylinder spark plug lead, No. 2 outlet
until No. 1 cylinder is in correct firing position on to the next cylinder to fire, etc. Engine fir-
compression stroke. ing orders are given in figures 12-12 through
12-14.
NOTE
i. Connect ignition switch primary lead to the ca-
Various methods and equipment may be used pacitor terminal on the magneto.
to arrive at this firing position, which is listed
for the different engines in paragraph 12-41. 12-47. MAINTENANCE. Magneto-to-engine timing
The Model 175 has a pointer with degrees should be checked with a timing light every 200 hours.
marked on the end of the crankshaft. These If timing is off more than 1° in either direction, the
are visible after removing the 5/8" brass plug magneto should be retimed to the engine. The mag-
in the cap covering the end of the crankshaft neto mounting flange has elongated slots for this pur-
(just below propeller shaft housing). The pose. If the internal timing marks visible through the
Model 172 has degrees marked on the outer ventilation plug holes on the sides of the magneto are
surface of the crankshaft flange, with the part- misaligned more than 1/16" when the magneto fires,
ing surface of the crankcase below the crank- the magneto should be retimed internally. Whenever
shaft as the reference point. In all cases, it the magneto halves are separated, the breaker as-
must be definitely determined that No. 1 cyl- sembly should always be checked. As long as internal
inder is at the correct firing position, on com- timing and magneto-to-engine timing are within the pre-
pression stroke, when the engine is turned in ceding tolerances, it is recommended that the magneto
its normal direction of rotation. be checked internally only at 500-hour intervals.
b. Turn the magneto shaft until the timing marks NOTE

visible through the ventilation plug holes are aligned
(red-to-red or black-to-black) and insert a timing If ignition trouble should develop, spark plugs
pin (or . 093" 6-penny nail) through the timing hole in and ignition wiring should be checked first. If
the bottom of the magneto next to the flange and into the trouble appears definitely to be associated
the mating hole in the rotor shaft. This locks the with a magneto, the following may be used to
magneto approximately in firing position while in- help disclose the source of trouble without
stalling on the engine. overhauling the magneto.
c. After magneto gasket is in place, position the
magneto on the engine and secure, then remove the a. Moisture Check.
timing pin from the magneto. Be sure to remove (1) Remove screws securing magneto halves to-
this pin before turning the propeller. gether, disconnect capacitor slip terminal, remove
d. Connect a timing light to the capacitor terminal distributor cap, and inspect for moisture.
at the rear of the magneto and to a good ground. (2) Check distributor gear finger and carbon
e. Turn propeller back a few degrees to close the brush for moisture.
contact points. (3) Check breaker assembly for moisture, es-
pecially on contact points.
NOTE (4) If any moisture is evident, lightly wipe with
a soft, dry, clean, lint-free cloth.
Do not turn the propeller back far enough to b. Breaker Compartment Check.
engage the impulse coupling or the propeller (1) Check all parts of the breaker assembly for
will have to be turned in normal direction of security.
rotation until the impulse coupling releases, (2) Check contact points for absence of excessive
then backed up to slightly before the firing wear, burning, deep pits, and carbon deposits. Points
position. may be cleaned with a hard-finish paper. Replace
defective breaker assemblies. Make no attempt to
f. Slowly advance the propeller in normal direction stone or dress contact points. Clean new points with
of rotation until timing light indicates the position of oleum spirits before installing.
contact point breaking. The magneto mounting flange (3) Check cam oiler pad. If dry, apply 2 or 3
had elongated slots so that the magneto may be shifted drops of SAE 70 oil to the pad. Remove any excessive
to break the points at the correct engine firing posi- oil from breaker assembly; too much oil may result
tion, as given in paragraph 12-41. in fouling and excessive burning of points. The cor-
g. Tighten magneto mounting nuts, recheck timing, ner of the cam oiler pad should touch the cam lobe
then remove timing light. lightly.
12-16
Ignition
1. Plate - Stop pin 27. #8-32 x 5/8" Fillister head screw

2. 4. Spring
Oil Seal- Impulse coupling 28.
30. #8 Lockwasher
Gear - Distributor
5. Washer - Rotor shaft bearing 31. Plate - Rotor bearing

6. Washer - Expanding Rotor shaft bearing 32. #8-32 x 9/16" Fillister head screw
7. Screw
8. - Breaker
Ball Bearing bar shaft
- Rotor support 33. #8-32
34. x 7/8" Fillister head screw
#8Lockwasher
9.
10. Snap
Nut Ring - Impulse
-Breaker coupling hub
Armshaft, 35. Brush
36. Coil
11. Shim -005")
Rotor end play 37. Cam - -Breaker
Distributor gear
12. Nut - Impulse coupling 38. Oiler - Breaker cam

13. Wedge -- Breaker
14. Washer Coil bar. 39.
40. Dowel - Distributor housing
Frame
15. O-Ring- - Sealing,
16. Gear condenser 41. RotorShell
17.
18. Snap Ring - Rotor
Follower Rotor shaft
- Cam shaft cam
42.
43.
44. Hub - -Impulse
Coupling
Impulsecouping
- Frame
coupling
Impulsedowel
19. Insulator
20. Condenser- 45.
47 . Bushing
Vent - Air distributor housing
21. Kit - Contact

23. #10-24 points 49. 48. Gasket - Distributor
Fillisterhousing
24.
25. #10-24
#1210 xx 1-3/4"
2-1/2"
Lockwasher
19. Insulator
Fillister
Fillister head head screw
screw #8-32
50.
51. #8
52. Lockwasher
Woodruff
-- Impulse
Housing - Key
head screw
couplingblock
Distributor hub
20.
21. Condenser
Kit - Contact points 47.
48. Vent
Gasket Air
- distributor
Distributor housing
housing
23. #10-24 x 2-1/2" Fillister head screw 49. #8-32 x 3/8", Fillster head screw
25. #1210 Lockwasher 51. Woodruff Key - Impulse coupling hub
Figure 12-6. Typical Slick Magneto
12-17
Ignition
(4) Check the capacitor. pressure on the brush holds the distributor gear shaft
(5) Check the carbon brush on the distributor against the thrust bearing in the distributor cap.
gear for excessive wear. The brush must extend a (6) Oil the bearings at each end of the distributor
minimum of 1/32" beyond the end of the gear shaft. gear shaft with a drop of SAE 20 oil. Wipe off excess.
The spring which the brush contacts should be bent (7) Make sure internal timing is correct and re-
out approximately 20 ° from vertical, since spring assemble the magneto. If removed from the engine,
install and time properly.
SHOP NOTES:
12-18
Ignition
12-48. BENDIX-SCINTILLA MAGNETOS. do so would disengage the distributor gears, causing

loss of internal timing and necessitating complete
12-49. Bendix-Scintilla magnetos used on Cessna removal and retiming. Note approximate angle at
aircraft are all of the same basic type. Beginning which the magneto is mounted on the engine.
in 1961, the familiar impulse couplings were re-
placed by a starting vibrator starting system on the 12-51. INTERNAL TIMING OF S-20 SERIES MAG-
Models 180, 182 and 185. Bendix-Scintilla magnetos NETOS.
contain a conventional two-pole rotating magnet
(rotor) mounted in ball bearings. Engine-driven at NOTE
one end, the rotor shaft operates breaker points at
the other end. A gear on the rotor shaft drives a The information given here is for adjusting
distributor gear which transfers high-tension cur- contact points to break at the proper position.
rent from the coil to the proper outlet in the dis- It is assumed that the magneto has not been
tributor block. A breaker compartment is located disassembled, and that the distributor gear,
at the end of the magneto. On all except the rotor gear, and cam have been installed for
magnetos used with the starting vibrator system, correct meshing of gears and correct direc-
a condenser is provided in the breaker compart- tion of rotation. Magneto overhaul, including
ment. A coaxial capacitor which serves as the con- separating the two major sections of the mag-
denser as well as a radio noise suppressor is pro- neto, is not covered in this manual. Refer to
vided on magnetos used with the starting vibrator applicable Bendix publications for disassembly
system. and overhaul.
The starting vibrator system employs a combination a. Fabricate a timing template as follows:
ignition and starter switch, and a starting vibrator. 1. Cut a paper template from figure 12-9.
The left magneto contains an extra set of contact 2. Cement paper template to a thin piece of
points so positioned that the magneto cam operates metal for use as a support plate, then trim the plate
them at a retarded position to obtain the proper to the shape of the paper template.
timing for starting. A starter circuit switch is 3. Drill the two mounting holes with a No. 18
provided (on 1961 models only) to make the starter drill.
circuit inoperative for hand-cranking (see paragraph b. Fabricate a timing pointer as shown in figure
12-16). When the ignition switch is turned to 12-9A.
"START, " the right magneto is inoperative and the c. Remove magneto from engine, remove breaker
starting vibrator is energized. On 1961 models only, compartment cover, and remove timing inspection
the starter solenoid is also energized. A push-to- plug from top of magneto.
start ignition switch (1962 and on) energizes the d. Attach timing template to breaker compartment
starter solenoid only when the key is pushed in, as shown in figure 12-9B, using 8-32 screws 1/4
eliminating the need for a starter circuit switch. inch long.
While the starter is cranking the engine, high- e. Turn rotating magnet in its direction of rotation
tension current is supplied to the spark plugs in until the painted chamfered tooth on distributor gear
the following manner: is approximately in center of inspection window,
a. The vibrator rapidly interrupts the direct cur- then turn rotating magnet back until it locates in its
rent supplied to it by the battery, and this interrupted magnetic neutral position.
current flows to both sets of contact points in the left
magneto. NOTE
b. The interrupted current flows to ground through
both sets of points until the main set opens, then it Impulse coupling pawls must be depressed to
flows to ground through the retard set of points only. turn rotating magnet in its normal direction
c. When the retard set opens, the interrupted cur- of rotation.
rent flows through the magneto primary coil to
ground, thus inducing secondary current with a f. Remove cam screw, lockwasher, and washer,
series of high-voltage peaks (a "shower of sparks") and use cam screw to install timing pointer so it
which are distributed to the spark plugs at the cor- indexes with 0° mark on template, while rotating
rect time by the magneto regular distribution sys- magnet is still in its magnetic neutral position.
tem. The condenser operates in parallel with both g. Turn rotating magnet in proper direction of ro-
sets of points. tation until pointer indexes with 10° mark ("E" gap).
Using 11-851 timing light or equivalent, adjust the
12-50. REMOVAL. When removal of the complete breaker contacts to open at this point.
magneto is desired, remove the high-tension outlet
plate, disconnect the primary lead, and remove the CAUTION
nuts securing the magneto to the engine. On mag-
netos used with a starting vibrator, also disconnect The special breaker grounding spring used
the lead to the retard connection. Condenser or on early magnetos short-circuits the primary
breaker assemblies can be replaced by removing at all times when the ground terminal is not
the breaker cover; however, for ease of replace- installed. To prevent this from interfering
ment and internal timing, it is recommended that with the action of the timing light, an insul-
the magneto be removed. Never remove the screws ating strip of heavy paper should be placed
fastening the two halves of the magneto together - to between the breaker grounding spring and
12-19
Ignition
Subject: NEW TYPE GROUNDING TERMINAL SPRINGS FOR LIGHT AIRCRAFT MAGNETOS.
Reason for Bulletin: To inform users of the availability and recommended installation of a new design
grounding terminal spring. This new type spring does not have an automatic
grounding feature, but provides a more positive switch connection. The magneto
can be grounded only when the switch wire is connected, thereby eliminating the
possibility of intermittent open or grounded magneto switch circuits heretofore
caused by vibratory shifting of the present breaker grounding spring.
Equipment Affected: S4-20, -21, -25 Magnetos

S6-20, -21, -22, -23, -25 Magnetos
MAINTENANCE SPARE PARTS: In magnetos incorporating breaker assemblies

10-56536 10-52959V and 10-52952V, the grounding spring
10-52929 is an integral part of the breaker assembly.
10-89101 Replace with breaker assemblies 10-52959U
10-52959V and 1052952U respectively.
10-52952V
SPECIAL TOOLS REQUIRED:
COMPLIANCE: None
At overhaul or earliest convenience.
PARTS REQUIRED PER ARTICLE:
DETAILED INSTRUCTIONS: See Table 1.
Remove present spring or springs from
breaker and replace with new one as in- MAN HOURS REQUIRED:
dicated in Table 1. Approximately 15 minutes
TABLE 1 WEIGHT CHANGE:

None
Original Spring New Spring
10-52536 10-102090
10-52929 )
10-89101 10-102092
WARNING
SINCE THIS MODIFICATION INVOLVES REMOVAL OF THE BREAKER GROUNDING SPRING,
THE MAGNETO WILL NO LONGER BE AUTOMATICALLY GROUNDED WHEN THE SWITCH WIRE
IS DISCONNECTED. THE USUAL PRECAUTIONS MUST BE OBSERVED.
Figure 12-7. Excerpt from Bendix Service Bulletin No. 404
12-20
Ignition
41 4O.11 39 22
1. Magneto Housing 18. Screw and Lockwasher 34. Washer

2. Gasket 19. Coil 35. Screw and Lockwasher
3. Plate 20. Clamp 36. Insulation Sheet
4. Drive Screw 21. Screw and Lockwasher 37. Retard Lead
5. Oil Seal 22. Distributor Housing 38. Capacitor
6. Ventilator 23. Timing Plug 39. Screw and Lockwasher
7. Bearing 24. Distributor Block 40. Gasket
8. Shim 25. Spring 41. Breaker Cover
9. Rotating Magnet 26. Screw and Washer 42. Screw and Lockwasher
10. Bearing 27. Distributor Gear 43. Nut
11. Key 28. Felt Washer 44. Oil Deflector
12. Rotor Gear 29. Washer 45. Drive Plate
13. Washer 30. Retaining Ring 46. Washer
14. Shim 31. Carbon Brush 47. Bushing
15. Bearing 32. Screw and Washer 48. Lockwasher
16. Cam 33. Breaker Assembly 49. Nut
17. Washer 50. Cotterpin
Figure 12-8. Typical Bendix-Scintilla Magneto
12-21
Ignition
the magneto housing. See also figure 12-7. and use cam screw to install timing pointer so it
Do not fail to remove the paper strip from the indexes with 0° mark on template, while rotating
magneto after the timing is finished. If the magnet is still in its magnetic neutral position.
paper strip were inadvertently left in the Leave cam screw loose enough that the pointer may
magneto, the effectiveness of the grounding be moved.
spring would be lost. Later magnetos do not g. Turn rotating magnet in proper direction of
have this automatic grounding feature. rotation until pointer indexes with 10 ° mark ("E"
gap). Using 11-851 timing light or equivalent,
h. Turn rotating magnet until cam follower is on adjust the main (left) breaker contacts to open at
high part of cam lobe, and measure clearance be- this point.
tween breaker contacts. Clearance must be .018 ± h. Turn rotating magnet until cam follower is on
.006 inch. If clearance is not within these limits, high part of cam lobe, and measure clearance be-
readjust breaker contacts until they are within tween breaker contacts. Clearance must be . 018 ±
tolerance, then recheck the 10 ° ("E" gap) position. .006 inch. If clearance is not within these limits,
Tolerance on the "E" gap position is ± 4° . Replace readjust breaker contacts until they are within
breaker assembly if "E" gap and contact clearance tolerance, then recheck the 10° ("E" gap) position.
will not both fall within the specified tolerances. Tolerance on the "E" gap position is ± 4° . Replace
i. Remove timing pointer and timing template, breaker assembly if "E" gap and contact clearance
and install cam screw, lockwasher, and washer. will not both fall within the specified tolerances.
Torque to 16-20 lb in.
j. Install magneto and time to engine in accord- NOTE
ance with paragraph 12-53.
The preceding steps outline internal timing
12-52. INTERNAL TIMING OF S-200 SERIES MAG- for the right magneto. The left magneto
NETOS. contains an extra breaker assembly which
operates at a retarded position. Use the
NOTE following procedure to adjust the retard
breaker.
The information given here is for adjusting
contact points to break at the proper position. i. After the main breaker is properly adjusted,
It is assumed that the magneto has not been turn rotating magnet to the exact point of main
disassembled, and that the distributor gear, breaker opening. While holding this position of the
rotor gear, and cam have been installed fcr rotating magnet, shift the pointer to the 0° position.
correct meshing of gears and correct direc- j. Turn rotating magnet in proper direction of
tion of rotation. Magneto overhaul, including rotation until pointer is at correct degree of retard
separating the two major sections of the mag- and, using timing light, adjust retard (right) breaker
neto, is not covered in this manual. Refer to contacts to open at the correct degree of retard.
applicable Bendix publications for disassembly
and overhaul. NOTE
It is now recommended that the timing template On some early magnetos, the correct degree
and pointer be used when timing S-200 series of retard is 45 ° . On later magnetos, the cor-
magnetos, regardless of whether they have rect degree of retard is 30 ° . The degree of
timing marks in the breaker compartment. retard for any particular magneto is stamped
in the lower portion or left hand side of the
a. Fabricate a timing template as follows: breaker compartment. These are degrees of
1. Cut a paper template from figure 12-9. rotating magnet travel, not crankshaft travel.
2. Cement paper template to a thin piece of
metal for use as a support plate, then trim the k. Turn rotating magnet until cam follower is on
plate to the shape of the paper template. high part of cam lobe, and measure clearance be-
3. Drill the two mounting holes with a No. 18 tween breaker contacts. Clearance must be within
drill. .018 ± .006 inch. If clearance is not within these
b. Fabricate a timing pointer as shown in figure limits, readjust retard breaker contacts until they
12-9A. are within tolerance, then recheck the retard posi-
c. Remove magneto from engine, remove breaker tion. Tolerance on the retard position is +2 ° -0°.
compartment cover far enough to disconnect capaci- Replace retard breaker assembly if retard position
tor and retard leads, and remove timing inspection and contact clearance will not both fall within the
plug from top of magneto. specified tolerances.
d. Attach timing template to breaker compartment 1. Remove timing pointer and timing template,
as shown in figure 12-9B,- using 8-32 screws 1/4 and install cam screw, lockwasher, and washer.
inch long. Torque to 16-20 lb in.
e. Turn rotating magnet in its normal direction m. Install magneto and time to engine in accordance
of rotation until the painted chamfered tooth on dis- with paragraph 12-53.
tributor gear is approximately in center of inspection
window, then turn rotating magnet back until it lo-
cates in its magnetic neutral position.
f. Remove cam screw, lockwasher, and washer,
12-22
Ignition
12-53. INSTALLATION AND TIMING TO THE f. After tightening magneto mounting clamps and
ENGINE. To install and time the magneto to the rechecking magneto-to-engine timing, remove tim-
engine, proceed as follows: ing equipment. Install and connect any spark plugs
a. Turn the propeller in normal direction of rota- that were removed.
tion until No. 1 cylinder is in correct firing position g. Install timing inspection plug, breaker compart-
on compression stroke. ment cover, any noise filters that were removed, and
magneto switch primary lead. Connect retard lead
NOTE and capacitor on retard magnetos.
h. Install high-tension outlet plate.
Various methods and equipment may be used
to arrive at this firing position, which is listed NOTE
for the different engines in paragraph 12-41.
The Models 150 and 172 have degrees marked The No. 1 magneto outlet is identified with
on the outer surface of the crankshaft flange, the No. "1." The magneto fires at each suc-
with the parting surface of the crankshaft be- cessive outlet in direction of rotation. No. 1
low the crankshaft as the reference point. magneto outlet routes to No. 1 cylinder,
Later Models 180, 182, and 185 have the de- No. 2 magneto outlet to the next cylinder to
grees marked on a bracket attached to the fire, etc. Ignition schematics are shown in
starter adapter, with a timing mark on the figures 12-9 thru 12-12.
generator drive pulley as the reference point.
In all cases, it must be definitely determined 12-54. MAINTENANCE (BENDIX). At first 25-hour
that No. 1 cylinder is at the correct firing inspection and at each 100-hour inspection thereafter,
position, on compression stroke, when the breaker compartment should be inspected. Magneto-
engine is turned in its normal direction of to-engine timing should be checked at each 100-hour
rotation. inspection. If timing is correct within plus 0° and
minus 2° , internal timing need not be checked. If
b. Turn magneto backwards until painted chamfered timing is out of tolerance, remove magneto and set
tooth is approximately in center of timing window. internal timing, then reinstall and time to the engine.
Be sure magneto gasket is in place, then install mag-
neto approximately at the angle noted during removal. NOTE
Tighten mounting clamps enough to hold magneto in
place, but loose enough to permit magneto to be ro- If ignition trouble should develop, spark plugs
tated in its clamps. and ignition wiring should be checked first. If
c. Using a timing light connected across the main the trouble appears definitely to be associated
breaker contacts, rotate magneto case in normal with a magneto, the following may be used to
direction of cam rotation until contacts have just help disclose the source of trouble without
closed, then rotate in the opposite direction until overhauling the magneto.
timing light indicates position at which contacts
break. Secure magneto. a. Moisture Check.
d. Turn propeller back a few degrees (approxi- 1. Remove the high-tension outlet plate, cables,
mately 5° ) to close contacts, and grommet, and inspect for moisture.
2. Inspect distributor block high-tension outlet
NOTE side for moisture.
3. If any moisture is evident, lightly wipe with
Do not turn propeller back far enough to en- a soft, dry, clean, lint-free cloth.
gage impulse coupling (not used on S-200
series), or propeller will have to be turned CAUTION
in normal direction of rotation until impulse
coupling releases, then again backed up to a Do not use gasoline or other solvents, as
few degrees before the firing position. these will remove the wax coating on some
parts and could cause electrical leakage.
e. Slowly advance propeller (tap forward with
minute movements as firing position is approached) b. Breaker Compartment Check.
in normal direction of rotation until timing light indi- 1. Remove breaker cover. On S-200 series,
cates position at which contacts break. The con- disconnect capacitor lead and retard lead as cover
tacts should break at the advance firing position of is removed.
No. 1 cylinder. Rotate magneto case to make con- 2. Check all parts of the breaker assembly for
tacts break at correct position. security.
3. Check breaker contacts for excessive wear,
CAUTION burning, deep pits, and carbon deposits. Contacts
may be cleaned with a hard-finish paper. Replace
Do not adjust contacts to compensate for in- defective breaker assemblies. Make no attempt to
correct magneto-to-engine timing. Breaker stone or dress contacts. Clean new contacts with
contact adjustment is for internal timing only, clear, unleaded gasoline before installing.
and any readjustment after internal timing 4. Check cam follower oiliii felt. If it appears
has been accomplished will result in a weaker dry, re-oil with 2 or 3 drops of lubricant (Scintilla
spark, with reduced engine performance. 10-86527, or equivalent). Allow about 30 minutes
12-23
Ignition
for the felt to absorb the oil, then blot off excess short circuit when the primary lead is installed.
with a clean cloth. Too much oil may result in foul- Bend the spring if necessary to prevent this con-
ing and excessive burning of contacts. dition.
5. Check that the condenser or capacitor mount- 7. Form leads in the breaker compartment of
ing bracket is not cracked or loose. If equipment is S-200 series magnetos as shown in figure 12-10.
available, check condenser for a minimum capaci- c. If the trouble has not been corrected after
tance of .30 microfarads. If equipment for testing accomplishing steps "a" and "b," check magneto-
is not available and a defective condenser is sus- to-engine timing. If timing is not within prescribed
pected, replace with a new one. tolerance, remove magneto and set internal timing,
6. On magnetos with automatic grounding then reinstall and time to the engine.
springs, check that the grounding spring cannot d. If the trouble has still not been corrected, mag-
neto overhaul or replacement is indicated.
SHOP NOTES:
12-24
Ignition
12-25
This page intentionally left blank.
12-26
Ignition
Figure 12-10. Forming Leads in Breaker Compartment of S-200 Magnetos
NOTE
Figure 12-11 has been deleted because of an im-

proved method of internal timing for Bendix mag-
netos, which is now incorporated in this manual.
12-27
Ignition
UPPER
SPARK PLUGS
LOWER
SPARK PLUGS
Figure 12-12. Model 175 Ignition Schematic
12-28
Ignition
UPPER
SPARK PLUGS
SPARK PLUGS
LEFT RIGHT
MAGNETO MAGNETO
FIRING ORDER 1-3 2-4
Figure 12-13. Model 150 Ignition Schematic
12-29
Ignition
NOTE
Models 180, 182 and 185 shown. Model 172

is the same except that the right magneto
fires all upper spark plugs and the left mag-
neto fires all lower ones. UPPER
SPARK PLUGS
LOWER
SPARK PLUGS
Figure 12-14. Model 172, 180, 182 and 185Ignition Schematic
12-30
Cowling
PINCH BRACKET TO
SECURE CONTROL
MOUNTING BRACKET
PUSH KNOB IN TO
DIMENSION SHOWN FIREWALL
CONTROL HOUSING
2.5 -POSITION CONTROL SO THAT

COWL FLAP STOP END OF HOUSING IS FLUSH
WITH TOP OF BELLCRANK
BRACKET
BELLCRANK
COWL FLAP ATTACH CONTROL WIRE TO

BELLCRANK WITH BELLCRANK
POSITIONED AS SHOWN
COWL FLAPS SHOULD BE FLUSH

WITH FIREWALL CONTOUR
WHEN CLOSED /
/
ADJUST LENGTH OF PUSH
PULL RODS UNTIL FLAP
IS CLOSED
1. Bolt 8. Spring NOTE

2. Nut 9. Jamb Nut
3. Washer 10. Push-Pull Rod This cowl flap system typical for Model 180
4. Cotter Pin 11. Lower Clevis aircraft prior to 1960.
5. Control 12. Upper Clevis
6. Clevis Pin 13. Bellcrank
7. Bolt
Figure 12-15. Cowl Flaps (Sheet 1)

12-31
Cowling
16 MODELS 180 & 185, 1961 & ON

14 13 MODEL 182, 1961 ONLY
TYPICAL FOR
MODEL 180, 1960 ONLY
ALL MODELS MODEL 182, PRIOR TO 1961
MODEL 175, 1962 & ON
BRACES FROM
ENGINE MOUNT --
RIGGING
Set control shown at lower right with 1/8" cushion at

instrument panel. Set control shown at lower left in
full closed position. Set control shown at top in full
open position.
1. Bracket 9. Lever Screw clevises onto controls so that control is visible
2. Clamp 10. Plate through inspection hole (15).
3. Bolt 11. Screw
4. Control 12. Knob Position controls in clamps so cowl flaps are open
5. Washer 13. Cotter Pin 16°(+2°-1°), except on the Model 175. On the Model
6. Nut 14. Clevis Pin 175, position controls in clamps so cowl flaps are
7. Control Clevis 15. Inspection Hole open 2" (.00" .25"), measured at the outboard cor-
8. Spacer 16. Rod End Clevis ners, when control is in full closed position. .
12-31A
Cowling
SET COWL FLAPS LEVER

IN FULL OPEN POSITION
POSITION CONTROLS IN
CLAMPS SO COWL FLAPS
ARE OPEN 13°(+2°-1 ° )
SCREW CLEVISES ONTO CONTROLS

SO THAT CONTROL IS VISIBLE
1. Cowl Flaps Control THROUGH INSPECTION HOLE (13)
2. Nut
3. Control Clevis
4. Bolt
5. Washer
6. Lever
7. Cotter Pin
8. Clamp NOTE
9. Bracket
10. Check Nut This cowl flap system typical for Model 182,
11. Rod End Clevis 1962 and on.
12. Clevis Pin
13. Inspection Hole
12-31B
Cowling
12-55. ENGINE COWLING. 12-62. REMOVAL AND REPLACEMENT of the var-

ious baffle segments is possible with the cowling re-
12-56. The engine cowling streamlines, encloses, moved. Be sure that any replaced baffles seal prop-
and aids in cooling the engine. Cowl sections are erly.
joined together and secured to the airplane by screws
and bolts, and by quick-release fasteners on most 12-63. REPAIR of an individual segment of engine
models. Hinged doors afford access for servicing. baffle is generally impractical, since,due to the
Adjustable cowl flaps are provided on all Model 180 small size and formed shape of the part, replace-
and 185 aircraft, the Model 182 (1959 and on), and ment is generally more economical. Small cracks
the Model 175 (1962 and on). The Model 175 cowling in a baffle may be stop-drilled and reinforced with
differs in its unique, shock-mounted attachment. On a plate patch. The sealing strips around the outer
the other models, the cowling is secured directly to edges of baffles are essential to engine cooling and
the fuselage. should be replaced if they do not seal properly be-
tween the baffle and the cowling.
12-57. REMOVAL AND REPLACEMENT of the cowl-
ing is accomplished by removing attaching screws 12-64. ENGINE MOUNT (TUBULAR).
and bolts, and releasing quick-release fasteners.
On models with cowl flaps, it is necessary to lower 12-65. The engine mount is composed of sections of
the cowl flaps and disconnect each one from its con- tubing welded together and reinforced with welded
trol or linkage. Various changes have been made in gussets. The purpose of the mount is to support the
design of air inlets, air filters, ducting, and flexible engine and attach it to the airframe. The engine is
connections. Disconnect any of these which interferes attached to the engine mount with shock-mount as-
with removal of the cowling. When replacing the semblies which absorb engine vibrations. On some
cowling, be sure to connect any items disconnected models, the engine mount is also shock-mounted to
during removal. If cowl flap adjustment was dis- the fuselage.
turbed, rig per figure 12-15.
NOTE
12-58. CLEANING. Wipe the inner surfaces of the
cowl with a cloth saturated with cleaning solvent. If On the Model 150, the engine mount supports
the inside of the cowl is coated heavily with grease the nosewheel shock strut. Included in the
and dirt, allow the solvent to soak until the foreign Model 175 engine mount-to-fuselage attach-
material can be removed. Painted surfaces should ments are shock mounts which support the
be cleaned by washing with water and a mild soap. free floating engine cowling.
Waxing after cleaning is recommended to prolong
paint life. 12-66. REPLACEMENT of the engine mount neces-
sitates removal of the engine, followed by removal
12-59. REPAIR of cowling may involve replacement of the bolts attaching the mount to the fuselage.
of defective latches, hinges, access doors, fasteners,
ducts or even entire cowl sections. Small cracks re- NOTE
sulting from vibration should be stop-drilled and re-
inforced with a doubler installed on the inner surface When tightening engine mount bolts, two dif-
of the cowl skin. ferent procedures should be used. If the bolt
secures metal parts together or tightens a-
12-60. BAFFLES. gainst a metal spacer, the standard torque
values listed in Section 1 should be used. If
12-61. Engine baffles are constructed of metal and the bolt compresses rubber pads with no
strips of asbestos fabric. They are designed to di- metal spacer in between, tighten until the
rect ram air around the cylinders and engine com- rubber pads bulge out slightly, but do not
ponents in a manner that will provide optimum cool- tighten enough to cause damage to the rubber.
ing of the engine.
12-67. REPAIR of the engine mount should be per-
formed carefully as suggested in paragraphs 19-54
through 19-57. The mount should be painted with
heat-resistant black enamel after welding or when-
SHOP NOTES: ever the original finish has been removed.
12-32
Engine Mounts
MOUNT-TO-FIREWALL
MODELS 150, 172, 180 & 182
*USED ONLY ON MODELS 172 2 MOUNT-TO-FIREWALL
(PRIOR TO 1961), 182 (PRIOR MODEL 175 ONLY
TO 1962), AND 180 (ALL)
12
ENGINE-TO-MOUNT
MODEL 172 ONLY
ENGINE-TO-MOUNT
0-470-A & J ONLY
ENGINE-TO-MOUNT
GO-300 SERIES
O-470-K & ON
ENGINE-TO-MOUNT
MODEL 150 ONLY
TOP CENTER MOUNT-TO-

8. Cowl Mount FIREWALL MODEL 150 ONLY
9. Latch Plate
10. Bolt
11. Cowl Shockmount
12. Engine Shockmount NOTE
13. Spacer
1. Bolt 14. Aligning Pin Tab lockwashers are used under bolt heads of
2. Ground Strap 15. Barrel Nut some GO-300 and 0-470 series shockmounts.
3. Washer 16. Cup Use them if they were originally installed.
4. Bushing 17. Bushing
5. Nut 18. Seat Some ground straps are of braided construc-
6. Washer 19. Hose tion. When replacing, use whatever type was
7. Nut 20. Spacer originally installed.
Figure 12-16. Engine Mount Details
12-33
Oil System
12-68. OIL SYSTEM. supplied with oil from the crankcase oil passages.
Oil is returned by gravity to the engine oil sump.
12-69. Wet sump, pressure-lubricating oil systems Cylinder walls and piston pins are spray-lubricated
are employed in the engines of all the aircraft covered by oil escaping from connecting rod bearings. En-
by this manual. In these engines, oil under pressure gines for the Models 175, 180, and 182 are equipped
from the oil pump is fed through drilled crankcase with an oil cooler and conventional vernatherm-con-
passages which supply oil to the crankshaft main trolled oil temperature regulation. A pressure re-
bearings and camshaft bearings. Connecting rod lief valve is installed to maintain proper oil pressure
bearings are pressure lubricated through internal at higher engine speeds. Removable oil filter screens
passages in the crankshaft. Valve mechanisms are are provided within oil systems. External, replace-
lubricated through the hollow push-rods, which are able oil filters are optional equipment on most models.
NO OIL PRESSURE.
No oil in sump. Check with dipstick. Fill sump with proper grade and
amount of oil.
Oil pressure line broken, dis- Inspect oil pressure line. Replace or connect.
connected, or pinched.
Oil pump defective. Remove and inspect. Examine engine. Metal particles
from damaged pump may have en-
tered engine oil passages.
Defective oil pressure gage. Check with another gage. If sec- Replace gage.
ond reading is normal, airplane
gage is defective.
Oil congealed in gage Disconnect line at engine and Pre-fill with kerosene and
line. gage; flush with kerosene. install.
Relief valve defective. Remove and check for dirty or Clean and reinstall; replace
defective parts. if defective.
LOW OIL PRESSURE.
Low viscosity oil. Drain oil and refill sump with

proper grade of oil.
Low oil level. Check with dipstick. Fill sump to proper level with
proper grade of oil.
Oil pressure relief valve Remove and check spring. Replace weak or broken spring.
spring weak or broken.
Defective oil pump. Check oil temperature and oil Examine engine. Metal particles
level. If temperature is higher from damaged oil pump may have
than normal and oil level is cor- entered engine oil passages.
rect, internal failure is evident.
Secondary result of high oil Observe oil temperature gage for Determine and correct reason
temperature. high indication. for high oil temperature.
HIGH OIL PRESSURE.
High viscosity oil. Drain oil and refill sump with

proper grade and amount of oil.
12-34
Oil System
HIGH OIL PRESSURE (Cont).
Relief valve defective. Remove and check for dirty or Clean and reinstall; replace if
defective parts. defective.
Defective oil pressure gage. Check oil pressure with another Replace oil pressure gage.
gage. If second gage gives a nor-
mal reading, airplane gage is de-
fective.
HIGH OIL TEMPERATURE.
Oil cooler thermo bypass valve Feel front of cooler core with Replace thermo bypass valve.
defective, hand. If core is cold, oil is by-
passing cooler.
Oil cooler air passages clogged. Inspect cooler core. Clean air passages.
Oil cooler oil passages clogged. Attempt to drain cooler. Inspect Clean oil passages.
any drainings for sediment.
Oil congealed in oil cooler. This condition can only occur If congealing is suspected,
in extremely cold temperatures. use external heater or a heated
hangar to thaw the congealed
oil.
Secondary effect of low oil Observe oil pressure gage for Determine and correct reason for
pressure. low indication, low oil pressure.
Defective oil temperature gage. Check with another gage. If sec- Replace gage.
ond reading is normal, airplane
gage is defective.
Defective oil temperature bulb. Check for correct oil pressure, Replace temperature bulb.
oil level and cylinder head tem-
perature. If they are correct,
check oil temperature gage for
being defective; if a similar read-
ing is observed, bulb is defective.
LOW OIL TEMPERATURE.
Defective oil temperature bulb Check with another gage. If read- Replace defective part.
or gage. ing is normal, airplane gage is
defective. If reading is similar,
temperature bulb is defective,
Oil cooler thermo bypass Remove valve and check for Replace thermo bypass valve.
valve defective or stuck proper operation.
closed.
SHOP NOTES:
12-35
Exhaust System
NOTE
Models 180 and 182 illustrated; Models 150, 172,

and 175 filters are one-piece and cannot be dis-
assembled.
1. Bolt
2. Washer
3. Perforated Tube
4. Element Gasket
5. Element
6. Head Casting
Figure 12-17. Oil Filter
12-71. EXHAUST SYSTEM. heated by the heat exchangers of the exhaust system.
Since exhaust systems of this type are subject to
12-72. Exhaust system configurations used on Cessna burning, cracking, and general deterioration from
single-engine aircraft vary with each model; however, alternate thermal stresses and vibration (comparable
all are similar in principle of operation. Exhaust gas to those affecting automotive mufflers), inspection is
heat exchangers, shrouds, ducting, valves, and con- important and should be accomplished every 100 hours
trols furnish heated air to the carburetor or cabin, or of operation. In addition, an inspection should be per-
both. formed any time exhaust fumes are detected in the
cabin.
12-73. REMOVAL AND REPLACEMENT of exhaust a. Remove engine cowling, and loosen or remove
systems may be accomplished as follows: heater shrouds so that ALL surfaces of the exhaust
a. Remove engine cowling. stack assembly can be visually inspected. Especially
b. Disconnect ducting from heater shrouds. check the areas adjacent to welds. Look for exhaust
c. Disconnect exhaust stack braces. deposits in surrounding areas, indicating that exhaust
d. Remove nuts securing the exhaust stack assembly gas is escaping through a crack or hole.
to the cylinders. b. Where part of the exhaust stack assembly is not
accessible for a thorough visual inspection, or is
NOTE hidden by parts of non-removable shrouds, the fol-
lowing method is recommended.
Usually the assembly can be removed intact. 1. Remove the exhaust stack assembly and heater
However, on some models the clamps joining shrouds in accordance with paragraph 12-73.
sections of the exhaust stacks must be removed 2. Use rubber expansion plugs to seal openings.
and the assembly removed in sections because 3. Using a manometer or gage, apply approxi-
of engine mount or engine component inter- mately 1 1/2 psi (3 inches of mercury) air pressure
ference. while the stack assembly is submerged in water. Any
leaks will appear as bubbles and can be readily de-
e. Heater shrouds may be removed as desired. tected.
f. Reverse the above procedure to install the exhaust 4. It is recommended that any exhaust stacks
system. Use new exhaust gaskets regardless of ap- found defective be replaced before the next flight.
parent condition of those removed. 5. If no defects are found, remove plugs and dry
thoroughly with compressed air.
12-74. INSPECTION of the exhaust system should be c. Install the exhaust system by reversing the pro-
thorough because the cabin heating system uses air cedure of paragraph 12-73.
12-36
SERVICE MANUAL 185 Powerplant
Description
SECTION 12A
MODEL 185 POWERPLANT
(SEE SECTION 12 FOR POWERPLANTS OF OTHER MODELS)
DESCRIPTION .............. 12A-1 Removal ............... 12A-8

Engine Data .............. 12A-2 Cleaning .............. 12A-9
TROUBLE SHOOTING ........... 12A-3 Installation .............. 12A-9
ENGINE REMOVAL .......... 12A-5 FUEL DISCHARGE NOZZLES ....... 12A-9
Pivoting Engine from Firewall ..... 12A-5 Removal ........... ... 12A-9
Cleaning .............. . 12A-6 Cleaning ............... 12A-9
Removal of Accessories ........ 12A-6 Installation .............. 12A-9
Disassembly and Overhaul ....... 12A-6 FUEL INJECTION PUMP ......... 12A-9
Powerplant Build-Up .......... 12A-6 Replacement ............. 12A-10
ENGINE INSTALLATION ......... 12A-6 Adjustments ............. 12A-10
EXTREME WEATHER ENGINE CONTROLS .......... 12A-10
MAINTENANCE ............ 12A-6 RIGGING ENGINE CONTROLS ....... 12A-11
Cold Weather ............. 12A-6 Induction Hot Air ........... 12A-11
Hot Weather ............. 12A-6 Propeller Governor .......... 12A-11
Dusty Conditions ............ 12A-6 Throttle. ........ ..... . 12A-11
Seacoast Areas, Humid Areas ...... 12A-7 Mixture. ............... 12A-11
STARTING SYSTEM ............ . 12A-7 IGNITION ................ 12A-11
AIR INDUCTION SYSTEM ........ . 12A-7 ENGINE COWLING ............ 12A-11
Airbox Replacement .......... . 12A-7 BAFFLES ................ 12A-11
FUEL INJECTION SYSTEM ........ 12A-7 ENGINE MOUNT ............. 12A-12
FUEL-AIR CONTROL UNIT ........ 12A-7 Replacement ............ .12A-12
Replacement ............ . 12A- Repair ................ 12A-12
Adjustments ............. 12A-7 OIL SYSTEM .............. 12A-12
FUEL MANIFOLD VALVE ........ 12A-8 EXHAUST SYSTEM .......... 12A-12
12A-1. DESCRIPTION. NOTE
12A-2. An air cooled, wet-sump, six cylinder op- For repair and overhaul of the engine, acces-
posed Continental IO-470-F engine, equipped with sories, and propeller, refer to appropriate
fuel injection, is used to power the Model 185. For publications issued by the manufacturers of
engine specifications refer to paragraph 12A-3. these items.
12A-1
185 Powerplant SERVICE MANUAL
Engine Data
12A-3. ENGINE DATA.
AIRCRAFT SERIES 185
Continental Model IO-470-F
BHP (Rated Maximum) 260 @ 2625
Number of Cylinders 6
Displacement (Cubic Inches) 471 Cubic Inches

Bore 5.00 Inches
Stroke 4.00 Inches
Compression Ratio 8.6:1
Magnetos Left Magneto is a S6RN-201, Right Magneto is a S6RN-205.

Right Magneto Fires 20 ° BTC-1-3-5 upper and 2-4-6 lower spark plugs
Left Magneto Fires 20 ° BTC-2-4-6 upper and 1-3-5 lower spark plugs
Firing Order 1-6-3-2-5-4
Fuel Metering System Continental Fuel Injection System which includes

the Fuel Injection Pump.
Oil Sump Capacity 12 U. S. qts.

Tachometer Drive Type AS-54 Mechanical Drive
Valve Mechanism Hydraulic Lifters, Non-adjustable Tappets
Generator 12-Volt (50 Ampere)
Oil Pressure (psi)

Normal 30 to 60
Minimum Idling 10
Oil Temperature
Minimum for Takeoff 75 ° F.
Maximum 225 ° F.
Cylinder Head Temperature

Maximum 460 ° F.
Dry Weight with Accessories 464 lbs. (Weight is approximate and will vary with
optional accessories installed.)
Starter (Delco-Remy) 12-Volt, Automatic engagement
Direction of Crankshaft
Rotation (Viewed from Rear) Clockwise
SHOP NOTES:
12A-2
Trouble Shooting
12A-4. TROUBLE SHOOTING.
ENGINE FAILS TO START.
Improper use of starting pro- Review starting procedure.

cedure.
Defective aircraft fuel system. See paragraph 13-3A.
Engine flooded. Check for strong odor of fuel if Clear engine and restart in ac-
engine sputters but will not start. cordance with paragraph 12A-14.
Spark plugs fouled. Remove several spark plugs and Remove and clean all spark plugs.
check visually. Replace if defective.
Failure of starting vibrator. Turn starter circuit switch "OFF" Replace starting vibrator.
(1961 only). Turn master switch
"ON." Turn ignition switch to
"START." Do NOT push in on
1962 and on. Buzzing sound de-
notes vibrator is operating.
Defective magneto switch or Check continuity of switch and Repair/replace switch or leads.
grounded magneto leads. magneto leads.
Excessive induction air leaks. Check visually. Correct the cause of leaks.
Dirty screen in fuel control unit. Remove and check visually. Clean and reinstall.
Defective electric fuel pumps. See paragraph 13-3A.
Defective ignition system. See paragraph 12-54.
Defective fuel manifold valve. Loosen a fuel injection line at Clean fuel manifold valve in
a nozzle. If fuel flow indicator accordance with paragraph 12A-27.
registers fuel flow but no fuel Replace if defective.
flows from disconnected line,
fuel manifold is defective.
Clogged fuel injection nozzles. Remove and clean nozzles.

Refer to paragraph 12A-31.
Defective by-pass valve in en- Disconnect inlet hose to fuel Replace engine-driven fuel
gine-driven fuel injection manifold valve. If electric pump pump.
pump. causes fuel to flow to the engine-
driven pump, but fuel will not
flow to the fuel manifold valve,
the engine-driven pump is de-
fective.
ENGINE STARTS BUT DIES.
Restricted fuel flow. Check for sufficient rate of flow, Determine cause of restricted
beginning at injection nozzles flow and correct.
and at successive points until
cause is found.
Propeller control in low rpm Check visually. Use high rpm for all ground
position, operations.
Fuel vents plugged. Correct per paragraph 13-10.
12A-3
Trouble Shooting
ENGINE STARTS BUT DIES. (Cont)
Defective engine-driven fuel If engine continues to run with Replace defective engine-
pump. electric pumps on, but dies when driven fuel pump.
they are turned off, the engine-
driven pump is defective.
Improper idle speed or idle Adjust in accordance with

mixture adjustment, paragraph 12A-24.
ENGINE WILL NOT IDLE PROPERLY.
Improper idle speed or idle Adjust in accordance with

mixture adjustment, paragraph 12A-24.
Spark plugs fouled or im- Perform ignition check. Ex- Remove, clean, and regap all
properly gapped. cessive rpm drop on one or both spark plugs. Replace if de-
magnetos usually indicates defective. Set spark plug gap at
fective spark plugs. .016 inch.
Fuel injection nozzles clogged. Remove and check visually. Remove and clean nozzles.
Fuel contamination. Check fuel strainer. Drain fuel tank sumps, fuel
lines; clean fuel strainer and
fuel control filter screens;
clean fuel manifold valve.
Propeller control in low rpm Check visually. Use high rpm for all ground
position. operations.
Incorrect ignition timing or See paragraph 12-54.

defective magneto points.
Excessive induction system Check visually. Determine cause of leaks and

air leaks. correct.
ENGINE DOES NOT ACCELERATE PROPERLY.
Idle mixture set too lean. Adjust in accordance with

paragraph 12A-24.
Worn linkage. Check visually. Replace worn linkage.
Propeller control in low Check visually. Use high rpm for all ground
rpm position, operations.
ENGINE RUNS ROUGH.
Restricted nozzles. Remove and clean nozzles.

Improper idle mixture Improper idle mixture also Adjust in accordance with para-
adjustment. affects operation at higher graph 12A-24.
speeds.
Fuel pump or fuel control Check for high or low fuel flow Fuel pump pressure adjustment
unit defective, indication. Establish that fuel and overhaul of fuel control unit
flow indicator is not at fault. are a part of the basic calibration.
Continental authorized personnel
should accomplish this.
12A-4
Engine Removal
ENGINE DOES NOT ACCELERATE PROPERLY. (Cont)
Vaporized fuel. Check for fluctuating fuel flow Operate electric fuel pumps to
indicator. clear vapor. If unable to clear,
clean vapor injector jet in vapor
separator cover of fuel pump with
solvent. Do not use wire to
clean.
POOR IDLE CUT-OFF.
Mixture control linkage im- Check that arm on fuel control Rig in accordance with para-
properly rigged. unit hits idle cut-off stop. graph 12A-41.
Defective fuel manifold Engine sputters erratically but Remove and clean in accordance
valve. eventually cuts off. with paragraph 12A-27. Replace
if defective.
Defective fuel control unit. If neither of the above causes Replace fuel control unit.
are found, fuel control unit is
at fault.
12A-5. ENGINE REMOVAL. When disconnecting engine.

lines, wires and hoses it is a good practice to code 4. Ignition switch leads at magnetos.
or tag the parts to aid in reinstallation. Similarly, 5. Electrical wires at generator.
shop notes made at removal will often clarify rein- 6. Cylinder head temperature bulb at No. 1
stallation procedures, cylinder.
7. Oil temperature electrical connector located
NOTE just below oil cooler.
8. Oil pressure hose at firewall.
The Model 185 engine is easier to remove with 9. Tachometer cable at engine tachometer drive.
the engine mount attached. However, if the 10. Electrical wires at starter.
induction airbox and attached linkage is first 11. Manifold pressure line or hose at manifold.
removed, the engine can be removed from the 12. Fuel supply hose (from fuel strainer) at fuel
engine mount. pump.
13. Vapor return hose at solenoid on firewall.
a. Remove the engine cowling and drain engine oil. 14. Fuel hose (from fuel manifold valve) at fire-
b. Turn off fuel shut-off valve. wall.
c. Remove the spinner and propeller. Seal the ex- 15. Vacuum system suction hose at vacuum pump.
posed end of the crankshaft to prevent the entry of 16. Electric fuel pump wires where clamped to
dust and dirt. engine mount.
d. Remove flexible heater hoses, shrouds, and ex- f. Attach a hoist to the hoisting lug on top of the
haust stacks. engine and take up engine weight on hoist.
g. Check for and disconnect or remove any items
NOTE which would interfere with engine removal.
h. Remove bolts attaching engine mount to upper
During the following procedure remove any part of firewall, then remove bolts attaching engine
clamps which secure controls, wires, hoses mount to lugs protruding through lower part of fire-
or lines to the engine, engine mount, or at- wall. Balance the engine by hand as the last of these
tached brackets, so they will not interfere bolts are removed, and slowly hoist the engine and
with engine removal. Some of the items listed pull it forward. Carefully guide disconnected com-
below can be disconnected at more than one ponents out of the engine assembly.
place. It may be desirable to disconnect some i. After engine and mount have been removed, the
of these items at other than the places indi- mount, remaining lines and hoses, and accessories
cated. The reason for engine removal should can be removed from the engine if desired.
be the governing factor in deciding at which
point to disconnect them. 12A-6. PIVOTING ENGINE AWAY FROM FIREWALL.
Access to engine components and accessories on the
e. Tag and disconnect: back of the engine may be gained by swinging the en-
1. Induction air control at airbox. gine forward and downward, pivoting about the lower
2. Throttle and mixture controls at bellcranks engine mount bolts at the lugs protruding through the
on airbox and at bracket on engine. firewall. Attach a suitable hoist to the hoisting lug
3. Propeller control at offset extension on on top of the engine and take up engine weight with
governor arm, and at clamps on intake manifold and the hoist.
12A-5
Engine Installation
NOTE 3. Vapor return hose at solenoid on firewall.

4. Fuel supply hose at fuel pump.
The working space needed will determine just 5. Manifold pressure line or hose at manifold.
how many items will have to be disconnected 6. Electrical wires at starter.
before the engine can be pivoted away from the 7. Tachometer cable at engine tachometer drive.
firewall. A very small space may require that 8. Oil pressure hose at firewall.
only a few items be disconnected or unclamped. 9. Oil temperature electrical connector located
A larger working space will require most of just below oil cooler.
the items listed in paragraph 12A-5, step "e," 10. Cylinder head temperature bulb at No. 1
to be disconnected. Always be sure that lines, cylinder.
hoses, electrical wires, and controls are not 11. Electrical wires at generator.
stretched or broken. Cap or plug all discon- 12. Ignition switch leads at magnetos.
nected lines, hoses, and fittings. 13. Electric fuel pump wires at clamp on engine
mount.
After disconnecting and/or unclamping items to permit g. Connect propeller control at offset extension on
swinging the engine down as much as needed, remove governor arm. Install clamps securing control, and
the bolts from the engine mount upper attachment rig in accordance with paragraph 14-26.
points and loosen the pivot bolts at the bottom of the h. Secure throttle and mixture controls and rig in
engine mount. Slowly lower the hoist, watching for accordance with paragraphs 12A-40 and 12A-41.
any additional items that may need to be disconnected i. Secure induction air control at airbox and rig in
or unfastened. The induction airbox will have to be accordance with paragraph 12A-38.
removed for maximum access. j. Install exhaust stacks, shrouds, and flexible
heater hoses. Use new exhaust gaskets regardless
Use paragraph 12A-11 as a guide for reinstalling the of apparent condition of those removed.
engine after pivoting it away from the firewall. k. Remove the covering provided for the front end
of the crankshaft, clean and install propeller and
12A-7. CLEANING. Instructions for cleaningengines, spinner.
given in paragraph 12-6, also apply to the Model 185. l. Service the engine with proper grade and amount
of oil.
12A-8. REMOVAL OF ENGINE ACCESSORIES is dis- m. Perform engine run-up and make final adjust-
cussed in paragraph 12-7. ments on engine and propeller controls.
n. Check complete engine installation for proper
12A-9. ENGINE DISASSEMBLY AND OVERHAUL security, correct routing of controls, lines, hoses,
should be performed in accordance with Continental and wires, proper safetying, and tightness of all
Motors Corporation instructions. connections.
12A-10. POWERPLANT BUILD-UP consists of the 12A-12. EXTREME WEATHER MAINTENANCE.

installation of parts, accessories and components to
the basic engine to build up a powerplant unit ready 12A-13. COLD WEATHER starting will be made
for installation on the airplane. All safety wire, lock- easier by the installation of an optional oil dilution
washers, palnuts, elastic stop nuts, gaskets and rub- system and a ground service receptacle which per-
ber connections should be new parts. mits quick connection of an external power source.
12A-11. ENGINE INSTALLATION. The starting system used on this airplane requires
a. After installing any accessories removed, attach a special procedure for hand-cranking. Starting
the engine mount to the engine. Connect any hoses, with a 12-volt automobile system, emergency bat-
lines and other items which were disconnected after tery charging, hand-cranking, and other aids to
the engine was removed from the airplane. cold weather operation are discussed in paragraphs
b. Hoist the engine near the firewall and carefully 12-11 through 12-18.
route controls, lines and hoses in place as the engine
is positioned on the fuselage. 12A-14. HOT WEATHER. In hot weather with a hot
c. Install the upper engine mount bolts. engine, a fluctuating fuel flow slightly lower than
d. Install bolts securing engine mount to the lugs normal may be obtained. This is an indication of
protruding through the lower part of the firewall. vaporized fuel and the starter should not be energized
until a steady fuel flow is obtained by purging the
NOTE system. To prevent flooding the engine while purg-
ing, set the mixture control in idle cut-off and close
Figure 12A-4 illustrates details of the engine the throttle. Then turn the auxiliary fuel pump switch
shock mounts and the engine mount attach- to "HIGH"; the auxiliary fuel pumps will run with a
ment points. When tightening the bolts, use deep growling or rattling sound until the vapor is
the standard torque values listed in Section 1. purged. After purging, open the throttle one inch,
engage the starter and push the mixture control to
e. Remove hoist. full rich. After the engine starts, turn the auxiliary
f. Identify and connect: fuel pumps to "LOW-PRIME." It may be necessary
1. Vacuum system suction hose at vacuum pump. to readjust the mixture between full rich and idle cut-
2. Fuel hose (from fuel manifold valve) at fire- off for acceleration of the engine to 1000-1200 RPM.
wall. To assure complete elimination of vapor under severe
12A-6
conditions, idle the engine 800-1000 RPM with the If the engine is under-primed, as may occur in cold
auxiliary fuel pump switch on "LOW-PRIME" and weather with a cold engine, repeat the starting pro-
with full rich mixture until there is no sign of vapor. cedure with the auxiliary fuel pump switch on "HIGH"
until the engine fires.
Engine mis-starts characterized by weak, intermit-
tent explosions followed by puffs of black smoke from If prolonged cranking is necessary, allow the starter
the exhausts are caused by overpriming or flooding. motor to cool at frequent intervals, since excessive
This situation is more apt to develop in hot weather, heat may damage the armature.
or when the engine is hot. If it occurs, repeat the
starting routine with the throttle approximately 1/2 12A-15. DUSTY CONDITIONS. Dust inducted into
open, the mixture in idle cut-off and the auxiliary the engine intake system is probably the greatest
pump off. As the engine fires, move the mixture single cause of early engine wear. Under high dust
control to full rich and decrease the throttle to idle. conditions the induction air filter should be serviced
daily as outlined in Section 2.
SHOP NOTES:
12A-6A
Shop Notes
SHOP NOTES:
12A-6B
Fuel Injection System
12A-16. SEACOAST AREAS, HUMID AREAS. In NOTE

salt water areas special care should be given to keep
the engine and engine accessories clean to prevent Throughout the fuel system use a thread lubri-
oxidation. Fuel and oil should be checked frequently cant of graphite-petrolatum (Spec. MIL-T-
and drained of condensed moisture in humid areas. 5544, or equivalent) only if necessary. Anti-
seize compound (Spec. JAN-A-669, or equiv-
12A-17. STARTING SYSTEM. The automatically alent) maybe used toseal aleaking connection.
engaged starter, starter adapter, and maintenance Apply sparingly to male fittings only, omitting
procedures are discussed in paragraphs 12-29 the first two threads. Always be sure that a
through 12-34. The key-operated starting system compound, the residue from a previously used
is outlined in paragraph 12-49. compound, or any other foreign material can-
not enter the system.
12A-18. AIR INDUCTION SYSTEM. Ram air, pass-
ing through an air filter, enters at the front of the 12A-22. FUEL-AIR CONTROL UNIT. This unit
cowling below the propeller. A duct, fabricated into occupies the position ordinarily used for a carburetor,
the lower cowling, directs the air through a flexible at the intake manifold inlet. The function of this unit
connection into the induction airbox. From the air- is to control engine air intake and to set the metered
box, the air either passes upward into the fuel-air fuel flow for proper fuel-air ratio. There are three
control unit or, if the induction hot air valve is closed, control elements in this unit, one for air and two for
flows downward into the cowling. With hot air selected fuel, one of which is for fuel mixture and the other
(valve closed), hot air from around the engine enters for fuel metering. Main fuel enters the control unit
the left side of the airbox through spring-loaded doors through a strainer and passes to the metering valve.
opened by engine suction. They close automatically The position of the metering valve controls this fuel
in case of engine backfire to prevent a fire hazard passed to the manifold valve and nozzles. A linkage
from a backfire being discharged into the engine area. connecting the metering valve to the air throttle pro-
Bellcranks and linkage for the throttle and mixture portions airflow to fuel flow. The position of the
controls are located on the right side of the airbox, mixture valve determines the amount of fuel re-
the bellcranks pivoting around the hot air valve shaft turned to the fuel pump. The fuel control portion of
extending through the airbox. the fuel-air control unit is enclosed in a shroud and
is blast-air cooled to help prevent vapor lock.
12A-19. REPLACEMENT OF INDUCTION AIRBOX.
a. Remove cowling. 12A-23. REPLACEMENT OF FUEL-AIR CONTROL
b. Disconnect throttle and mixture controls from UNIT.
bellcranks on airbox. a. Remove the induction airbox. Turn off fuel shut-
c. Disconnect throttle and mixture linkage at arms off valve.
on fuel-air control unit. b. Tag and disconnect the fuel lines and hoses at the
d. Disconnect induction hot air control and airbox fuel control unit. Some are enclosed inside a flexible
drain tube and remove from airbox. duct toaid in cooling. Loosen the clamp and slide
e. Cut the safety wire and remove the four bolts at- the duct back to gain access to fittings. Plug or cap
taching airbox to fuel-air control unit, then remove all disconnected lines, hoses, and fittings.
the airbox. c. Loosen the clamps securing the two hoses which
f. To install the induction airbox, reverse the pre- connect the fuel-air control unit to the intake mani-
ceding steps. Check that throttle and mixture controls folds, and slide the hoses away from the connection.
and linkage, and the induction hot air control are d. Cut the safety wire and remove the four oil pan
rigged properly. bolts which secure the fuel-air control unit to the
engine. Pull the unit down to remove. Cover the
12A-20. FUEL INJECTION SYSTEM. open ends of the intake manifolds to prevent the
entry of foreign material.
12A-21. Fuel injection is standard equipment on all e. To install the fuel-air control unit, reverse the
Model 185 aircraft. This fuel injection system is a preceding steps. Check that throttle and mixture
simple, low pressure system of injecting fuel into the controls and linkage, and the induction hot air
intake valve port in the cylinder head. It is a multi- control are rigged properly.
nozzle, continuous flow type which controls fuel flow
to match engine airflow. Anychange in throttle posi- 12A-24. FUEL-AIR CONTROL UNITADJUSTMENTS.
tion, engine speed, or a combination of both, causes (See figure 12A-2.) The idle speed adjustment is a
changes in fuel flow in the correct relation to engine conventional spring-loaded screw located in the air
airflow. A manual mixture control and a fuel flow in- throttle lever. The idle mixture adjustment is the
dicator are provided for leaning at any combination locknut at the metering valve end of the linkage.
of altitude and power setting. The continuous flow Tightening the nut to shorten the linkage provides
system uses a typical rotary-vane fuel pump. There a richer mixture. A leaner mixture is obtained by
are no running parts in the system except for the backing off the nutto lengthen the linkage. Adjust to
engine-driven fuel pump. obtain smoothest idling, which is usually a slight and
momentary gain in idle speed as the mixture control
is moved slowly toward IDLE CUT-OFF. Idle speed
is approximately 600 rpm.
12A-7
12A-25. FUEL MANIFOLD VALVE (FUEL DISTRIB- 12A-26. REMOVAL OF FUEL MANIFOLD.
UTOR). From the fuel control unit fuel is delivered
to the fuel manifold which provides a central point for NOTE
dividing fuel to the individual cylinders. In the fuel
manifold, a diaphragm and plunger valve raises or Plug or cap all disconnected lines, hoses, and
lowers, by fuel pressure, to open or close the indi- fittings.
vidual cylinder fuel supply ports simultaneously. A
ball check valve under the plunger serves to insure a. Disconnect the two fuel hoses and the six fuel
that the plunger fully opens the outlet ports before fuel injection lines at the fuel manifold.
flow starts. Thus, there is no unbalanced restriction b. Remove the two crankcase bolts which secure
to fuel flow in the fuel manifold. A fine mesh screen the fuel manifold bracket and remove. The manifold
is included in the fuel manifold as additional protection may be removed from the bracket if desired.
of the injection nozzles against dirt or foreign matter.
Fuel Inlet
From Tank
Vapor Separator To Manifold
Valve
Position Valve
To Control Unit
Vent
To Fuel Flow
Indicator
Shield
Calibrated
Orifice Screen
Air Inlet-
LEGEND:
RELIEF
VALVE PRESSURE
METERED FUEL
PUMP PRESSURE
INLET PRESSURE Injection Mixture Outlet
RETURN FUEL
Figure 12A-1. Fuel Injection Schematic
12A-8
screws. Safety the screws.

1. Install the fuel manifold valve assembly on the
engine and reconnect all lines.
12A-28. INSTALLATION OF FUEL MANIFOLD.

a. Secure the fuel manifold to the crankcase with
two crankcase bolts.
b. Connect the two fuel hoses and the six fuel in-
jection lines.
12A-29. FUEL DISCHARGE NOZZLES. From the

fuel manifold, individual fuel lines carry the metered
fuel to the fuel discharge nozzles, one for each cyl-
inder. These nozzles are installed in the cylinder
IDLE SPEED ADJUSTMENT heads outside each intake valve. An air bleed ar-
rangement is incorporated in each nozzle. This aids
invaporization of fuel and, by breaking the high vac-
uum at idle, maintains the fuel lines solidly filled and
ready for instant acceleration of the engine. Nozzles
are stamped with a letter on the hex of the nozzle,
Figure 12A-2. Idle Adjustments body. Each engine has matched (same letter) nozzles
Replacement nozzles must match, but a matched set
12A-27. CLEANING FUEL MANIFOLD VALVE of another letter may be used.
ASSEMBLY.
a. Disconnect all lines and remove the fuel mani- 12A-30. REMOVALOFFUEL DISCHARGE NOZZLES.
fold valve assembly.
b. Hold the top cover down against internal spring NOTE
until all four attaching screws have been removed,
then gently lift off the cover. Use care not to damage Plug or cap all disconnected lines and fittings.
the spring-loaded diaphragm below it.
c. Remove the upper spring and lift the diaphragm a. Disconnect the fuel injection lines at the fuel
assembly straight up. discharge nozzles. Remove the nozzles with a 1/2
inch deep socket.
NOTE
12A-31. CLEANING OF FUEL DISCHARGE NOZ-
If the valve attached to the diaphragm is stuck ZLES. To clean nozzles, immerse in clean solvent.
in the bore of the body, grasp the center nut Use compressed air to dry. Do not remove shield
and rotate and lift at the same time to work to clean air screens in nozzle. Do not use a wire
gently out of the body. or other object to clean orifices.
d. Remove the lower ball and spring. 12A-32. INSTALLATION OF FUEL DISCHARGE
NOZZLES.
CAUTION a. Install the fuel discharge nozzles in the cylinders
using a 1/2 inch deep socket.
The filter screen is a tight fit and may be b. Connect the fuel injection lines at the fuel dis-
damaged if removal is attempted. It should charge nozzles.
be removed only if a new screen is to be in- c. Check installation for crimped lines, loose fit-
stalled. tings, etc.
e. Using clean gasoline, flush out the chamber be- 12A-33. FUEL INJECTION PUMP. The fuel pump
low the screen. is a positive-diaplacement, rotating vane type. It
f. Flush above the screen and inside the center bore has a splined shaft for connection to the accessory
making sure that outlet passages are open. Use only drive section of the engine. Fuel enters the pump
a gentle stream of compressed air to remove dust and at the swirl well of the vapor separator. Here, vapor
dirt and to dry. is separated by a swirling motion so that only liquid
g. Clean the diaphragm and valve, top cover, and fuel is fed to the pump. The vapor is drawn from the
ball and springs in the same manner. top center of the swirlwellby a small pressure jet of
h. Replace lower spring and ball (ball on TOP of fuel and is fed into the vapor return line and returned
spring). to the fuel tank. Since the pump is engine driven,
i. Carefully replace diaphragm and valve, making changes in engine speed affect total pump flow pro-
sure ball and spring feed into hollow end of valve. portionally. The pump supplies more fuel than is
Check that valve works freely. required by the engine, therefore a relief valve is
j. Place upper spring in position. provided. A check valve is also provided to permit
k. Align mounting holes in body, diaphragm, and auxiliary pump pressure to bypass the engine-driven
top cover, locating the small vent hole in the cover pump for starting, or in the event of engine-driven
to the rear. Hold the cover down against the spring fuel pump failure in flight.
while installing and tightening all four attaching
12A-9
12A-34. REPLACEMENT OF FUEL INJECTION special equipment and procedures. Cessna Service
PUMP. Kit No. SK320-2 provides a special pressure indi-
a. Turn off the fuel shut-off valve. cator, lines, and instructions for performing accu-
rate calibration of the engine-driven fuel pump
NOTE pressure. With engine at normal operating temper
atures and mixture control set full rich, the un-
The engine can be pivoted away from the fire- metered fuel pressure should be 9.0 to 11.0 psi at
wall for access to accessories on the back of 600 rpm, and 25. 3 to 26. 8 psi at 2625 rpm.
the engine. Refer to paragraph 12A-6.
12A-36. ENGINE CONTROLS. The throttle (prior
b. Tag and disconnect all hoses and lines attached to 1962), propeller control, and mixture control
to the fuel pump and remove the shroud surrounding lock in any position desired. To move one of these
the pump. controls, the spring-loaded button in the end of the
c. Remove the nuts, lockwashers, and washers control must be depressed. Releasing the button
securing the fuel pump. locks the control in the position selected. Turning
d. Remove the pump and gasket. the control knob without depressing the button
e. Install a temporary cover on the engine pad if a screws the control in or out for precision settings.
replacement pump is not being installed immediately. The throttle (1962 and on) does not have the lock-
f. Reverse the preceding steps to install the fuel ing button and cannot be screwed in or out. Instead,
pump. Use a new fuel pump gasket. a knurled friction-type locknut is provided on the
throttle. Clockwise rotation of the locknut in-
12A-35. FUEL INJECTION PUMP ADJUSTMENTS. creases friction to prevent creeping.
The fuel injection pump pressure adjustment requires
1. Clamp
3 2. Bracket
3. Mixture Control Arm
4. Rod End
5. Air Throttle Arm
6. Rod End
7. Mixture Link Rod
8. Throttle Link Rod
9. Throttle Bellcrank
10. Mixture Bellcrank
11. Rod End
12. Retaining Ring
13. Rod End
14. Retaining Ring
7 15. Throttle Control
16. Mixture Control
Figure 12A-3. Throttle and Mixture Controls
12A-10
Engine Controls
12A-37. RIGGING ENGINE CONTROLS. threaded ends of rods extend into rod ends far enough.
An inspection hole is provided in each rod end for
NOTE checking purposes.
Idle speed and idle mixture adjustments are 12A-41. MIXTURE CONTROL RIGGING. (See fig-
discussed in paragraph 12A-24. ure 12A-3.)
12A-38. INDUCTION HOT AIR CONTROL RIGGING. NOTE

a. Loosen the clamp securing the control to the
bracket on the airbox. When checking mixture control rigging, see
b. Push control full in, then pull it out approxi- that the arm on the fuel control unit contacts
mately 1/8 inch for cushion. the mechanical stops in both directions, that
c. Shift the control housing in its clamp so that the the mixture control has approximately 1/8
air valve lever is full forward, with valve seating in- inch cushion at the instrument panel, and that
side the airbox. Tighten clamp in this position, the small retaining ring near the end of the
d. Pull the control out and check that the air valve control contacts the end of the controlhous-
inside the airbox seats in the opposite direction. ing at the same time that the idle cut-off stop
e. Check that the bolt and nut at the air valve lever is reached. When complete rigging is re-
secures the control wire and that the bolt will swivel quired, use the following procedure.
in the lever.
f. Bend the wire tip 90 ° to prevent it from being a. Disconnect mixture control rod end (11) from
withdrawn if the attaching nut should become loose. bellcrank (10) on airbox. Disconnect rod end (4) on
g. When installing a new control, it may be neces- link rod from arm (3) on fuel control unit.
sary to shorten the wire and/or control housing. b. Shorten the link rod as much as possible and
h. The air valve must seat in both positions and connect to arm on fuel control unit.
the control should have approximately 1/8 inch c. Pull mixture control full out until retaining
cushion at the instrument panel when pushed full in. ring (12) contacts control housing (16).
d. Move arm (3) to idle cut-off. With the arm
12A-39. PROPELLER GOVERNOR CONTROL RIG- against its stop, adjust rod end (11) to align with the
GING is outlined in paragraph 14-26. bellcrank, and connect in this position.
e. Push mixture control full forward and check
12A-40. THROTTLE CONTROL RIGGING. (See that when the full rich stop is reached, there is ap-
figure 12A-3.) proximately 1/8 inch cushion at the instrument panel.
More or less cushion may be obtained by readjusting
NOTE the two rod ends as necessary. After rigging is
completed, be sure that the idle cut-off stop is
When checking rigging of the throttle control, reached at the same time that retaining ring (12)
see that the arm on the throttle body contacts contacts the mixture control housing and that the full
the mechanical stops in both directions, that rich stop is reached with the proper amount of cushion.
the throttle has approximately 1/8 inch cushion Tighten the jam nuts to secure the rod ends. Be sure
at the instrument panel, and that the small the threaded ends of rods extend into rod ends far
retaining ring near the end of the control con- enough. An inspection hole is provided in each rod
tacts the end of the control housing at the same end for checking purposes.
time that the idle stop is reached. When com-
plete rigging is required, use the following pro- 12A-42. IGNITION. Bendix-Scintilla S-200 series
cedure. magnetos and a starting vibrator starting system are
used on the Model 185. Refer to paragraphs 12-48
a. Disconnect throttle control rod end (13) from through 12-54 for description and maintenance pro-
bellcrank (9) on airbox. Disconnect rod end (6) on cedures for these magnetos.
link rod from arm (5) on air body.
b. Shorten the link rod as much as possible and 12A-43. ENGINE COWLING used on the Model 185 is
connect to arm on air body. similar to that used on current Model 180 aircraft.
c. Pull throttle control full out until retaining ring Quick-release fasteners are provided for easy re-
(14) contacts control housing (15). moval. Cowl flaps must be lowered and disconnected,
d. Move arm (5) to idle. With the idle screw the flexible connection at the induction airbox must
against the idle stop, adjust rod end (13) to align be released, and the adapter plate at the electric fuel
with the bellcrank, and connect in this position. pumps cooling shroud must be detached before the
e. Push throttle control full forward and check cowling can be removed. Paragraphs 12-58 and 12-
that when full throttle stop is reached, there is ap- 59 outline cleaning and repair of cowling.
proximately 1/8 inch cushion at the instrument panel.
f. More or less cushion may be obtained by read- 12A-44. ENGINE BAFFLES are discussed in para-
justing the two rod ends as necessary. After rigging graphs 12-60 through 12-63.
is completed, be sure that the idle stop is reached
at the same time that retaining ring (14) contacts the
throttle control housing and that the full throttle stop
is reached with the proper amount of cushion. Tighten
the jam nuts to secure the rod ends. Be sure that
12A-11
Engine Mount
12A-45. ENGINE MOUNT (TUBULAR). The engine 12A-47. REPAIR of the engine mount should be per-
mount is composed of sections of tubing welded to- formed carefully as suggested in paragraphs 19-54
gether and reinforced with welded gussets. The en- through 19-57. The mount should be painted with
gine is attached to the engine mount with shock-mount heat-resistant black enamel after welding, or when-
assemblies which absorb engine vibrations. The ever the original finish has been removed.
Model 185 engine mount differs from the others in
that provision is made for pivoting the engine for- 12A-48. OIL SYSTEM. The Model 185 oil system is
ward and downward, around the lower attachment the same as the Models 180 and 182 oil system, which
bolts. Details of the engine mount are illustrated is discussed in paragraphs 12-68 through 12-70.
in figure 12A-4. Refer to paragraph 12A-6 for the
procedure to be used when pivoting the engine. 12A-49. EXHAUST SYSTEM. Refer to paragraphs
12-71 through 12-74 for maintenance of the exhaust
12A-46. REPLACEMENT of the engine mount involves system. Particular care should be taken to perform
removing the engine with engine mount attached, then a thorough inspection of the exhaust system, since a
removing the engine mount from the engine. Refer to defective exhaust system may permit exhaust fumes
paragraph 12A-5 for engine removal and paragraph to enter the cabin through the heating system.
12A-11 for engine installation.
4 UPPER MOUNT-TO-FIREWALL
5
ENGINE-TO -MOUNT 7
1. Barrel Nut NOTE

2. Pin
3. Spacer Tab lockwashers are used under
4. Bolt bolt heads of some engine shock-
5. Engine Shockmounts mounts. Use them if they were
6. Ground Strap originally installed. 10 7
7. Nut LOWER MOUNT-TO-FIREWALL
8. Washer When tightening bolts shown here,
9. Washer use the standard torque values
10. Eye Bolt listed in Section 1.
Figure 12A-4. Engine Mount Details
12A-12
SERVICE MANUAL Fuel Systems
SECTION 13
FUEL SYSTEMS
FUEL SYSTEMS .............. 13-1 Checking Fuel Vent. .......... 13-13

Trouble Shooting .......... . 13-1 Fuel Selector Valve Replacement .... 13-18
Trouble Shooting - Model 185 ....... 13-3 Fuel Selector Valve Repair ....... 13-18
Fuel Cell Replacement .......... 13-10 Fuel Strainer Replacement and
Preservation of Fuel Cells ........ 13-10 Cleaning .... .. 13-18
Fuel Cell Repairs ........... 13-10 Fuel Strainer Drains ....... . 13-18
Fuel Tank Replacement. .......... 13-13 Primer Systems ........... . 13-18
Replacement of Direct-Reading Electric Fuel Pumps - Model 185 .... 13-18
Fuel Quantity Gage .......... 13-13 Electric Fuel Pump Filter Screens. . .. 13-18A
Replacement of Fuel Gage Transmitters . . 13-13
13-1. FUEL SYSTEMS. tem differs from that of the other Cessna models to
meet the requirements of the fuel-injection engine
13-2. Fuel systems for the different models are installation. Two electric fuel pumps, a fuel accum-
shown in the schematic diagrams beginning with ulator tank, and vapor return lines are the major
Figure 13-1. Details of the various systems are items of difference on the Model 185. The Model
shown in succeeding illustrations. All fuel systems 185, as well as the Models 180 and 185 (1962 and on),
except the Model 185 are gravity-fed from fuel tanks has a forward and an aft supply line from each fuel
located in the high wings. The Model 185 fuel sys- cell to provide more usable fuel from each cell.
13-3. TROUBLE SHOOTING (Except Model 185).
NO FUEL TO CARBURETOR.
Fuel selector valve or shut-off Check position of valve. Turn on.

valve not turned on.
Fuel tanks empty. Check fuel quantity. Service with proper grade and
amount of fuel.
Fuel line disconnected or Inspect fuel lines. Connect or repair fuel lines.
broken.
Inlet elbow or inlet screen in Disconnect fuel line at carbu- Clean and/or replace.
carburetor plugged. retor, remove elbow and screen
and inspect.
Fuel tank outlet screens Disconnect fuel lines from tank Remove and clean screens and
plugged. outlets. No flow indicates flush out fuel tanks.
plugged screens.
13-1
Fuel Systems SERVICE MANUAL
Trouble Shooting
NO FUEL TO CARBURETOR (Cont).
Defective fuel selector valve Disconnect outlet and inlet lines Remove and repair or replace
or shut-off valve, from valve. If fuel flows from valve.
inlet line but not through valve, it
is defective.
Plugged fuel strainer. Inspect strainer. Remove and clean strainer and
screen.
Fuel line plugged. Starting at the carburetor, discon- Clean out or replace fuel line.
nect fuel lines successively until
plugged line is located.
NOTE
To preclude possible leaks at fuel tank filler necks (the type that screws into the
tank or adapter plate), fill the cavity immediately surrounding the threads with
Parker Sealube (or equivalent).
FUEL STARVATION AFTER STARTING.
Partial fuel flow from the Use the preceding isolation pro- Use the preceding remedies.
preceding causes. cedures, checking for sufficient
rate of flow.
Plugged fuel vent. Check per paragraph 13-10. See paragraph 13-10.
NO FUEL QUANTITY INDICATION.
amount of fuel.
Circuit breaker open or de- Check visually; check continuity Reset circuit breaker; replace
fective, or blown fuse. if circuit breaker is not open. blown fuse or defective circuit
breaker.
Loose connections or open Check connections and wiring. Tighten connections; repair or
circuit. replace wiring.
Defective fuel quantity indi- Disconnect wire from transmitter Replace defective indicator or
cator or transmitter. (Also at indicator not reading. Install transmitter.
see paragraphs 16-37 and jumper wire from good indicator
16-38.) (corresponding terminal) to indi-
cator not reading. If indicator
does not register, it is defective;
if it does, transmitter is faulty.
SHOP NOTES:
13-2
SERVICE MANUAL Fuel System
Schematic
FUEL QUANTITY INDICATORS
LEFT RIGHT.
CHECK FILLER
VALVE CAP CAP RIGHT WING TANK
VENT
QUANTITY
TRANSMITTERS
LEFT WING TANK
. FUEL SCREEN FUEL SCREEN
FUEL TANK SUMP FUEL TANK SUMP
DRAIN PLUG DRAIN PLUG
FUEL SELECTOR
VALVE
ENGINE PRIMER FUEL LINE

DRAIN PLUG
FUEL STRAINER
TO ENGINE
OILDILUTION STRAINER
SWITCH (OPT) DRAIN KNOB
DRAIN VALVE
TO ENGINE
OIL DILUTION
SOLENOID (OPT) THROTTLE
MIXTURE
CARBURETOR CONTROL
KNOB
TO ENGINE
CYLINDERS
NOTE
This schematic is typical of the fuel systems

used on all models except those shown in the
schematics which follow. Some early models CODE
used a ball-type fuel vent check valve and
direct-reading fuel gages. On the Model 150,
the fuel lines from the tanks are connected to VENT
a tee and a single line is routed from the tee
to a fuel shut-off valve, used instead of a
selector valve. Not all aircraft use the MECHANICAL LINKAGE
strainer drain control. Optional quick-drain ELECTRICAL
valves may be used instead of sump drain CONNECTION
plugs.
Figure 13-1. Fuel Schematic
13-2A
Fuel System SERVICE MANUAL
Schematic
LEFT RIGHT
LEFT WING TANK RIGHT WING TANK

CHECK FILLER FILLER
VENT VALVE CAP FUEL QUANTITY CAP
TRANSMITTERS
FUEL SCREENS
(ONEEACH OUTLET)
FUEL SELECTOR
VALVE
FUEL TANK FUEL TANK

SUMP DRAIN PLUG SUMP DRAIN PLUG
ENGINE PRIMER
FUEL LINE
DRAIN PLUCG TO ENGINE
STRAINER
DRAIN KNOB OIL DILUTION SWITCH

FUEL STRAINER (OPT)
FUEL STRAINER
ENGINETO
CODE
FUEL SUPPLY
VENT
valves.
EIECTRICAL
CONNECTION
Figure 13-1A. Fuel Schematic - Models 180 & 182 (1962 & on)
13-2B
Trouble Shooting
13-3A. TROUBLE SHOOTING (Model 185).
NOTE
This trouble shooting chart should be used in conjunction with the trouble shooting
chart for the engine fuel injection system in Section 12A.
NO FUEL FLOW TO ENGINE-DRIVEN FUEL PUMP.
Fuel shut-off valve not turned Check position of valve. Turn fuel shut-off valve on.
on.
amount of fuel.
Fuel line disconnected or broken. Inspect fuel lines. Connect or repair fuel lines.
Fuel cell outlet screens plugged. Disconnect fuel lines from cell out- Remove and clean screens and
lets. No flow indicates plugged flush out fuel cells.
screens.
Defective fuel shut-off valve. Disconnect outlet and inlet lines Remove and repair or replace
from valve. If fuel flows from selector valve.
inlet line but not through valve,
it is defective.
Plugged fuel strainer. Inspect strainer. Clean strainer and screen.
Defective check valve at Disconnect outlet and inlet lines Repair or replace check valve.
electric fuel pumps by-pass. from check valve. If fuel flows
from inlet line but not through
valve, it is defective.
Fuel line plugged. Starting at fuel pump inlet, dis- Clean out or replace fuel line.
connect fuel lines successively
until plugged line is located.
FUEL STARVATION AFTER STARTING.
Partial fuel flow from the pre- Use the preceding isolation pro- Use the preceding remedies.
ceding causes. cedures, checking for sufficient
rate of flow.
Malfunction of engine-driven fuel Refer to Section 12A. Refer to Section 12A.

pump or fuel injection system.
Fuel vents plugged. Check per paragraph 13-10. See paragraph 13-10.
NO FUEL FLOW WHEN ELECTRIC PUMPS OPERATED.
Defective fuel pump switch. Check continuity of switch. Replace defective switch.
Open or defective circuit Check visually; if not open, Reset. Replace if defective.
breaker, check continuity.
Loose connections or open Check connections and wiring. Tighten connections; repair
circuit. or replace wiring.
13-3
Fuel System SERVICE MANUAL
Trouble Shooting
Defective electric fuel pump. Listen for clicking noise denoting Replace defective pump.
pump operation. With proper
power supply, lack of this indicates
defective pump. If clicking noise is
present, disconnect outlet line.
With proper fuel supply to pump
fuel under pressure should flow
from outlet.
Check valve fails to close at Disconnect fuel line from fuel Repair or replace valve.
electric fuel pump by-pass. strainer to check valve, at the
valve, and plug line. Operate
pumps to see that valve closes
and no fuel flows from open port.
Defective engine-driven fuel Refer to Section 12A. Refer to Section 12A.

pump by-pass or defective fuel
injection system.
NOTE
Erratic or intermittent electric pump operation is usually caused by foreign material on the
plunger. Remove the end cover and three screws securing plunger cup and valve. If cup valve
is free, do not remove from cup. Remove plunger and spring from pump. Clean with gasoline,
gently dress out any rough spots on plunger with crocus cloth, slosh the pump in gasoline, and
reassemble. Cleanliness, good gaskets, and free movement of valves and plunger are essential.
Resistance of each pump should be 4. 87 to 6.4 ohms. Refer to figure 13-11 for pump details.
NO FUEL QUANTITY INDICATION.
amount of fuel.
Circuit breaker open or Check visually; if not open, check Reset. Replace if defective.
defective. continuity.
Loose connections or open cir- Check connections and wiring. Tighten connections; repair or
cuit. replace wiring.
Defective fuel quantity indicator Disconnect wire from transmitter Replace defective indicator or
or transmitter. (Also see para- at indicator not reading. Install transmitter.
graphs 16-37 and 16-38.) jumper wire from good indicator
(corresponding terminal) to indi-
cator not reading. If indicator
does not register, it is defective;
if it registers, transmitter is
defective.
13-4
Schematic

LEFT RIGHT
LEFT RIGHT FUEL TANK
CHECK FILLER FILLER CHECK

VALVE CAP CAP VALVE
FUEL QUANTITY TRANSMITTERS
VENT SCREENS SCREENS - VENT
ACCUMULATOR
FUEL LINE TANK FUEL LINE
FUEL
SYSTEM
TOOIL FUEL LINE
CHECK
VALVE
OIL DILUTION
NOTE
Figure 13-1B. Fuel Schematic Model 185
13-5
Model 185
9. Line (to Fuel Line Drain) lator Tank)

Figure 13-1C. Fuel System - Model 185 19. Pump Electric Leads
1.
1. Vapor Return Check Valve
2.
2. Vapor Return Solenoid Valve
3. (from Engine
Hose (from
3. Hose Fuel
Engine Fuel 11
Pump)
Pump) 12 13.
13. Accumulator
Accumulator Tank
Tank
(Return to Accumulator
4. Line (Return Accumulator 14. Return Line (to Tanks)
Tanks)
Tank)
Tank) 10. Line Accumulator Tank to 15. Hose (to Engine Fuel Pump)
Hose Pump
5. Fuel Tank Vent Line
5. Fuel Valve) 16.
16. Check Valve
6.
6. Vapor Return (Crossover) 11. Line (Left
(Left Tank to Accumu- 17.
17. Fuel Strainer
Fuel Strainer
7. Line
7. Line(Valve
(Valve to Strainer) lator Tank) 18.
18. Electric Auxiliary Fuel
8.
8. Fuel Shut-Off Valve 12. Line
Line(Rt.
(Rt. Tank to Accumu- Pumps
9. Line (to Fuel Line Drain) lator Tank) 19. Pump Electric Leads
Figure 13-1C. Fuel System - Model 185

13-6
Model 150
1. Finger Strainer
2. Line (Tank to Valve)
3. Vent Line
4. Fuel Strainer 16
5. Hose 17
6. Line (Primer to Engine)
7. Hose
8. Vent Line (Crossover)
9. Line (Strainer to Primer) A shut-off valve with male threads on the aft
10. Primer end, a different tee, and nipples are used with
11. Bolt larger fuel supply lines at serial 17770 and on.
12. Plate
13. Tee
14. Shut-Off Valve
15. Nut
16. Lock Plate
17. Bolt
18. Drain Plug
19. Drain Line
20. Line (Tee to Strainer)
21. Elbow
22. Nut
23. Screw
Figure 13-2. Fuel System - Model 150
13-7
Model 172 and 175
MODEL 172 SERIAL

28000 THRU 29819
MODEL 172 SERIAL

29820 & ON
MODEL 175 SERIAL
55001 &ON
This system is typical for the Models 172 and 175, although
routing of fuel and primer lines, and other minor changes
have been made according to the model and date of manu-
facture.
1. Hose 13. Plate 11

2. Strainer & Drain 14. Cup
3. Elbow 15. Bracket
4. Fuel Line 16. Screw
5. Union 17. Nut
6. Primer 18. Shaft
7. Finger Strainer 19. Pivot
8. Vent 20. Spacer
9. Vent Tube 21. Pivot
10. Valve 22. Pin
11. Cotter Pin 23. Washer
12. Handle 24. Guide
Figure 13-3. Fuel System - Model 172 and 175

13-8
Model 180 and 182
30000 THRU 32487
Engine)
Engine) 11.
13. Union
Hose 27. Bracket
25. Pivot
73.
Elbow 14.MODEL 180 SERIAL 32488
MODEL 182 SERIAL 33000

THRU
18253598
6. FuPrimer
Line (StPrimer to 18. GroingermStrainer 32. PlatGuide
8. Primer 22. Fuel Line (Valve to Union) Strainer)

9. Vent Line (Crossover Line) 23. Handle 36. Fuel Strainer
Figure 13-4. Fuel System - Models 180 & 182 (Prior to 1962)
13-9
Model 180
1. Vent Line (Crossover) 14. Primer

2. Aft Right Fuel Line 15. Forward Right Fuel Line
3. Aft Left Fuel Line 16. Roll Pin
4. Fuel Tank Vent Line 17. Handle
5. Fuel Line (Tee to Valve) 18. Plate
6. Forward Left Fuel Line 19. Cup
7. Selector Valve 20. Bracket
8. Fuel Line (Valve to Strainer) 21. Upper Shaft
9. Fuel Strainer 22. Pivot
10. Fuel Hose (Strainer to Engine) 23. Spacer
11. Primer Line (Strainer to Primer) 24. Washer
12. Primer Line (Tee to Engine) 25. Pin
13. Primer Line (Primer to Tee) 26. Lower Shaft
Figure 13-4A. Fuel System - Model 180 (1962 & on)

13-9A
Model 182
NOTE
Do not disassemble the selector valve gear and
21
1. Aft Right Fuel Line 10. Primer Line (Primer to Engine) 19. Screw
2. Vent Line (Crossover) 11. Primer 20. Washer
3. Aft Left Fuel Line 12. Forward Right Fuel Line 21. Plug
4. Fuel Tank Vent Line 13. Screw 22. Selector Valve
5. Forward Left Fuel Line 14. Cotter Pin 23. Elbow
6. Fuel Line (Tee to Valve) 15. Handle 24. Cotter Pin
7. Fuel Line (Valve to Strainer) 16. Placard 25. Coupling
8. Fuel Strainer 17. Cup 26. Gear and Shaft Assembly
9. Primer Line (Strainer to Primer) 18. Nut
Figure 13-4B. Fuel System - Model 182 (1962 & on)
13-9B
Fuel Cell Replacement
13-4. FUEL CELL REPLACEMENT -180, 182 & 185 sealing fuel system fittings is MIL-T-5544
graphite-petrolatum (or equivalent). Apply
NOTE to male threads only, omitting the first two
threads.
These aircraft employ rubberized, bladder-
type fuel cells, one of which is located in 13-5. PRESERVATION OF FUEL CELLS.
the inboard bay of each wing panel. The
cells are secured by snap fasteners to pre- NOTE
vent collapse of the flexible cells. The fol-
lowing general precautions stipulated by the The following is reprinted from U. S. Rubber
U. S. Rubber Company should be closely Company directives.
observed:
"When synthetic rubber fuel cells are placed in
1. Store cells in original shipping containers service, the gasoline has a tendency to extract the
at room temperature and with no more than normal plasticizer from the inner liner of the cell. This
humidity. extraction of plasticizer is not detrimental as long
2. Avoid use of sharp-pointed tools when work- as gasoline remains in the fuel cells, in as much as
ing with cells to eliminate puncture and abrasion. the gasoline itself will act as a suitable plasticizer.
3. Before installation, clean cell compartment When the gasoline is drained from the fuel cell, the
of all filings, trimmings, loose rivets and parts plasticizing effect of the gasoline is lost and the
which might damage cell. Round off any metal inner liner of the cell begins to dry out. Subse-
corners in contact with cells and tape over all quent cracking or checking will occur. This crack-
sharp edges and rough rivets. ing or checking may penetrate through the inner
4. Be sure cell is warm enough to be flexible liner, permitting gasoline to diffuse through wall
during installation. of the cell after the cell has been refueled. To
5. Assemble sealing and compression surfaces prevent this failure, a thin coating of light engine
dry; no sealing paste is used. oil should be applied to the inner liner of all serv-
6. When fastening or unfastening snap fasten- iceable fuel cells, which have contained gasoline,
ers, tilt the fastener to one side to avoid straining when it is evident that the cells will remain with-
cell material. out fuel for more than ten days, whether installed
7. Drain fuel and flush the cell with light en- in airplanes or in storage. The oil will act as a
gine oil 24 hours before the cell is removed or de- temporary plasticizer and will prevent the inner
formed in any way. liner from drying out and cracking. If it becomes
necessary to return the cell to the contractor or
a. Remove wing root fairings and fuel filler door the vendor for testing or repair, do not allow quan-
assembly. Disconnect fuel lines at wing roots by titles of oil to be puddled in the cell as it will make
removing hose clamps and working the lines out of handling and repair much more difficult. Cells
the cell. should be repacked as similar to the original
b. With direct-reading fuel quantity gage, loosen factory pack as possible."
wing root upholstery around gage neck. With elec-
trical gage unit, detach electrical lead. 13-6. FUEL CELL REPAIRS.
c. Remove screws attaching fuel quantity gage,
then carefully work gage free. CAUTION
d. Remove fuel sump drain plug; then remove
screws securing drain adapter to the wing. No repairs are to be made on the radius of
e. Disconnect fuel vent lines and work out of fuel a cell in the fitting area of a cell. Cells
cell. with such damage are to be returned to the
f. Remove screws around edge of filler neck factory for repairs. No damage areas such
adapter and remove all filler neck parts. as cuts and tears larger than one inch are
g. Working through filler neck opening, ease the to be repaired in the field.
snap fasteners loose from their fastenings.
h. Collapse and roll up the cell carefully, then a. Outside of cell.
work it out of the fuel cell bay through the filler 1. Use a piece of synthetic rubber coated fabric
opening. (U. S. Rubber 5200 outside repair material) large
i. Remove the clamp attaching the fuel sump drain enough to cover damage at least two inches from
adapter to the cell and remove the adapter. cut in any direction. Buff this material lightly and
j. Before installing a cell, make a thorough check thoroughly with garnet paper and wash with methyl
of the fuel cell bay to make sure it is free of filings, ethyl ketone (U. S. Rubber Co. 3339 solution) to
loose rivets and parts. Tape over any rough edges remove buffing dust.
which might puncture or abrade the cell. Install the 2. Cement buffed side of patch with two coats
fuel drain sump adapter to the cell before installation, of U. S. Rubber Co. 3230 cement or Minnesota
then reverse the procedures enumerated above for Mining Co. EC-678. Allow each coat to dry 10-15
reinstallation. minutes.
3. Buff cell area to be patched lightly and
NOTE thoroughly with garnet paper and wash with 3339
solution to remove buffing dust.
Latest recommendation for lubrication and 4. Cement buffed area with two coats of U. S.
13-10
Fuel Cell Repairs
Rubber 3230 or Minnesota Mining Co. EC-678 ce- thoroughly with fine sandpaper (#"0") and then wash
ment. Allow each coat to dry 10-15 minutes. off buffing dust with methyl ethyl ketone solution.
5. Freshen cemented area of patch and ce- 5. Coat buffed area with two coats of black
mented area of cell with 3339 solution. rubber cement, U. S. Rubber 3230 or Minnesota
6. While still tacky, apply edge of patch to Mining Co. EC-678, and allow each coat to dry
edge of cemented area on the cell. With a roller 10-15 minutes.
or blunt instrument, roll or press the patch to the 6. Freshen cemented area of patch and ce-
cemented area and roll or press it down a half-inch mented area of cell with methyl ethyl ketone solu-
to an inch across at a time so as not to trap air tion (U. S. Rubber 3339).
between patch and cell. Lay fifty-pound shot bag 7. While still tacky, apply edge of patch to
over patch, which is protected by piece of Holland edge of cemented area, centering patch over cut
cloth to prevent sticking. Weight should be removed in cell. With a roller or blunt instrument, roll
after six hours. or press the patch to the cemented area on the cell.
7. Seal coat edge of patch one-half inch with Hold part of patch off the cemented area and roll
one coat of U. S. Rubber 3230 or Minnesota Mining or press it down a half-inch to an inch across at a
Co. EC-678 cement and allow the cement to dry time to avoid trapping air between patch and cell.
thoroughly. Apply fifty-pound shot bag to repaired area and do
b. Inside of cell. not disturb for six hours.
1. After the damaged area has been patched on 8. Seal coat patch and one-half inch edge of
the outside of the cell and the repair allowed to patch with two coats of U. S. Rubber 3230 or
stand a minimum of six hours, the cell is ready Minnesota Mining Co. EC-678 cement. Allow
for the patch on the inside of the cell. the first coat to dry one hour or more. Wipe
2. Lightly and thoroughly buff a piece of cured patch and cemented area lightly with #10 oil, so
U. S. Rubber 5200/5187 nylon sandwich material that when the cell is in its original position the
large enough to cover damage at least two inches patch area will not stick to other areas of the cell.
from cut in any direction. Wash buffing dust of c. Scuffed fabric.
patch with methyl ethyl ketone solution (U. S. 1. Buff area surrounding scuffed fabric.
Rubber 3339). 2. Wash buffing dust from area with 3339
3. Cement buffed side of patch with two coats of solution.
black rubber cement, U. S. Rubber 3230 or Minnesota 3. Apply two coats of U. S. Rubber 3230 or
Mining Co. EC-678, and allow each coat to dry 10- Minnesota Mining Co. EC-678 cement to the buffed
15 minutes. area, allowing ten minutes drying time between
4. Buff cell area to be patched lightly and coats.
NOTE
A fuel cell repair kit, U. S. Rubber Kit No.

RK-30S, contains all the necessary materials
to repair a fuel cell. This kit is available
SHOP NOTES: from the Cessna Spare Parts Department.
13-11
Fuel Cell Installation
MODEL 180 SERIAL 32718 THRU 50448

12 14 3 MODEL 182 SERIAL 33000 THRU 51826
54 (CAN BE INSTALLED ON ALL PRIOR SERIALS)
12
MODE L 180 SERIAL

MODEL 180 SERIAL
50449 & ON 16 17
MODEL 182 SERIAL
51826 & ON 37
,
MODEL 182 SERIAL 33000 THRU 33843 ..
Hinge for vent valve (36) must be
at top. Tube for valve extends
into fuel cell, then is offset down- ALL 185
ward from cell upper surface. MODEL 180 SERIAL 32662 & ON
MODEL 182 SERAL 33843 & ON
Figure 13-5. Fuel Cell Installation
13-12
Fuel Tank Replacement
13-7. FUEL TANK REPLACEMENT - 150, 172 AND 13-9. REPLACEMENT OF FUEL GAGE TRANS-
175. MITTERS.
NOTE NOTE
These airplanes are equipped with rigid, weld- The resistor-type fuel gage transmitters are
ed aluminum fuel tanks located in the inboard used in all aircraft which do not employ the
wing area. Since the installation is similar, direct-reading gages.
the following general procedure may be
followed for all subject airplanes. a. Drain fuel from tank or cell.
b. On 150, 172 and 175 series, remove skin plate
a. Remove fuel sump drain plug and drain fuel. over fuel tank to gain access to fuel gage transmitter.
b. Remove fuel tank cover by removing attaching On the 180, 182 and 185, remove wing root fairings.
screws. c. Disconnect electrical lead to unit.
c. Remove wing root fairings. d. On 150, 172 and 175, remove screws attach-
d. Disconnect all fuel and vent lines from fuel tank. ing transmitter to top of tank. On 180, 182 and 185
Remove fittings as necessary for clearance when re- models, remove screws through unit and root rib.
moving tank. e. Replace unit by reversing steps listed above.
e. Loosen upholstery around direct-reading fuel On rubberized fuel cells, no gasket paste should be
gages and remove; disconnect electrical leads from used.
fuel tanks with electrical fuel gage transmitters. f. Fill tank; check for leaks and correct gage
f. Disconnect straps securing fuel tank and remove reading.
the tank. Use care not to damage protruding fittings
and hose connections when removing the tank. 13-10. CHECKING FUEL VENT. Field experience
g. Install tank by reversing above procedure. has demonstrated that fuel vents can become plugged,
with possible fuel starvation of the engine or collapse
NOTE of fuel cells. Although the vent system varies in the
different models, the following check is practical for
Latest recommendation for lubrication and aircraft covered by this manual.
sealing fuel system fittings is MIL-T-5544 a. Remove right hand fuel tank filler cap.
graphite-petrolatum (or equivalent). Apply b. Force air through vent line (lower left wing).
to male threads only, omitting the first two Providing system is free from obstructions, air will
threads. be emitted from the right tank.
c. Make certain vent is properly positioned behind
13-8. REPLACEMENT OF DIRECT-READING the wing strut as shown in figure 13-6.
FUEL QUANTITY GAGE.
a. Drain fuel from tank. NOTE
b. Remove four screws and washers attaching gage
to tank and pull gage from tank. Earlier airplanes which incorporate vent
c. Install gage with a new gasket, using four screws systems with vent openings on top of the
and washers. wing, and the Model 185 which has a vent
for each tank, will require forcing air
through the vent and out the filler opening
CAUTION of each tank separately.
When replacing the quantity gage, take care Any system found to be plugged should be corrected
to avoid bending the float arm. If the float prior to returning the airplane to service.
arm is bent, the gage indication will be in-
correct.
References for Figure 13-5
1. Line 14. Fuel Cap 28. Outer Ring

2. Grommet 15. Filler Neck 29. Gasket
3. Nut 16. Gasket 30. Adapter
4. Washer 17. Clamp 31. Fuel Gage
5. O-ring 18. Adapter 32. Fuel Cell
6. Union 19. Sump Drain Plug 33. Inner Ring
7. Door 20. Gasket 34. Outer Ring
8. Hinge 21. Nut 35. Hose
9. Door Plate 22. Protector 36. Valve
10. Latch 23. Finger Strainer 37. Adapter
11. Cotter Pin 24. Outer Ring 38. Hinge Pin
12. Screw 25. Gasket 39. Chain
13. Weld Assembly 26. Fuel Transmitter 40. O-ring
27. Inner Ring
13-13
Fuel Vents
MODEL 180, 182, AND 185 MODEL 172 & 175
3 VIEWS
LOOKING
FORWARD
.19" NOTE
ON EARLIER MODELS
WHERE TIE-DOWN RING
AND VENT ARE LOCATED
FARTHER OUTBOARD, LOCATE
AS SHOWN BY DOTTED LINES.
VIEWS
LOOKING
INBOARD
MODEL 150
NOTE VIEW
LOOKING
DIMENSIONS MUST BE WITHIN INBOARD
*.03" TOLERANCE.
PERPENDICULAR TO
BOTTOM OF WING SKIN
2. Vent
3. Strut
4. Fairing (Optional on Some Models)
5. Tie-down Ring
Figure 13-6. Fuel Vent Location
13-14
Fuel Systems
SERVICE MANUAL Model 150 Fuel Tank
1. Pad 12. Adapter

2. Strap 13. Gasket
3. Tank 14. Transmitter
4. Screw 15. Gasket
5. Nut 16. Nut
6. Nut 17. Washer
7. Washer 18. Gasket
8. Seal 19. Gasket
9. Cap 20. Valve NOTE
10. Gasket 21. Plug
11. Filler Neck 22. Gasket Hinge for vent valve (20) must be
into fuel tank, then forward and
slightly upward.
Figure 13-7. Fuel Tank - Model 150

13-15
Model 172 & 175 Fuel Tanks
! 2
MODEL 175 OUTLINE

MODEL 172 SERIALS (LARGER TANK)
28000 THRU 29819
MODEL 172 SERIAL

36966 & ON
MODEL 175 SERIAL
55001 & ON
MODEL 172
SERIAL 28000
THRU 36965
NOTE
Hinge for vent valve (24) must be.

into fuel tank, then forward and
slightly upward.

1. Boot 8. Filler Neck 14. Fuel Tank 20. Fuel Gage

2. Ball 9. Screw 15. Pad 21. Nut
3. Vent 10. Gasket 16. Strap 22. Washer
4. Grommet 11. Nut 17. Gage Transmitter 23. Gasket
5. Fitting 12. Adapter 18. Gasket 24. Valve
6. Cap 13. Screw 19. Screw 25. Drain Plug
7. Gasket 26. Gasket
Figure 13-8. Fuel Tank - Model 172 and 175
13-16
Fuel Selector Valves
6,
MODEL 172 & 175 -

MODEL 182 SERIAL 33000 THRU 18253598
NOTE
Model 185 and Model 150 airplanes have a fuel shut-off

valve instead of a selector valve.
1. Nipple 9. Spring 17. Ball

2. O-Ring 10. Housing 18. Spring
3. Gasket 11. Roll Pin 19. O-Ring
4. Cam 12. Ball 20. Nipple
5. Washer 13. Body 21. Plug
6. O-Ring 14. Ball 22. Bushing
7. Cover 15. Retainer 23. Gasket
8. Screw 16. O-Ring 24. Body
Figure 13-9. Fuel Selector Valve Details (Sheet 1)
13-17
2 3
MODEL 185 SERIAL 185-0238 & ON
2. Rotor 9. Washer 15. ScrewPin

3.
4. O-Ring
Seal 11. O-Ring
10. -Ring 17. Roll
16.
12-Ring
10 MODEL 185 SERIAL 185-0238 & ON
1. Body 8. Screw 14.

14. Rotor
Rotor
2. Rotor 9. Washer 15. Screw
3. O-Ring 10. O-Ring 16. Roll Pin
4. Seal 11. O-Ring 17. O-Ring
5. Spring 12. Body 18. Seal
6. Plug 13. Cover 19. Washer
7. Lockwasher 20. Spring
Figure 13-9. Fuel Selector Valve Details (Sheet 2)
SHOP NOTES:
13-17A
Fuel Strainers
3 4
NOTE
Fuel strainers used on all models

are similar, although methods of
mounting vary among the different
models and serials. Strainer drain
controls, if used, are also mounted 21
and clamped in various positions.
1. Bolt
2. Clamp
3. Fuel Strainer
4. Washer
5. Nut
6. Elbow
7. Valve Body
8. Drain Tube
9. Valve Seat
17.
10. Screw
Spring 27. Pawl
11. Washer
12. O-Ring
13. Sleeve
14. Nut 24. Drain Valve
15. Control 25. Clamp Half
16. Support 26. Cotter Pin
17. Screw 27. Pawl
18. Gasket 28. Spring
19. Arm Assembly 29. Clevis Pin
20. Strainer Body 30. O-Ring
21. Filter Screen 31. Shaft
22. Glass Bowl 32. Plunger
23. Bottom Cap 33. Lever
Figure 13-10. Fuel Strainers

13-17B
13-11. FUEL SELECTOR VALVE REPLACEMENT. from the wing tanks (1962 and on) may be drained by
operating the quick-drain valves on the underside of
NOTE the fuselage.
b. Remove shut-off valve handle by removing roll
This paragraph applies to all models except pin.
the Models 150 and 185, and the Model 182 c. Remove tunnel cover.
(1962 and on). Refer to succeeding para- d. Disconnect fuel line at rear of valve and two fuel
graphs for selector valve or shut-off valve lines from tee at front of valve.
replacement on these models. e. Remove screws securing valve and remove
valve.
Latest recommendation for lubricating and f. Install the valve by reversing the procedure
sealing fuel system fittings is MIL-T-5544 listed above.
graphite-petrolatum (or equivalent). Apply
to male threads only, omitting the first two 13-13. SELECTOR VALVE AND SHUT-OFF VALVE
threads. REPAIR consists of the replacement of seals, springs,
balls and other detail parts. Figure 13-9 shows the
a. Drain all fuel from wing tanks. With selector proper relationship of parts and will serve as a
valve in "BOTH ON" position, drain remaining fuel guide in reassembly.
from lines at fuel strainer and fuel line drain plugs.
b. Remove tunnel cover rectangular access plate 13-14. FUEL STRAINER REPLACEMENT AND
and access cover on bottom of fuselage adjacent to CLEANING. The fuel strainer is mounted on the
the valve. firewall, in the engine compartment, and may be re-
c. Disconnect all fuel lines at the valve. placed by detaching all lines, disconnecting strainer
d. Disconnect handle shaft from the valve. drain control if used, and removing attaching bolts.
e. Remove screws or bolts securing the valve and Fuel strainer screens, gaskets, and bowl may be
remove the valve. removed with the strainer left in place. The screens
f. Install the valve by reversing the procedure may be cleaned of sediment with compressed air
listed above. after they have been removed. Defective filter
screens should be replaced and gaskets should be
13-11A. FUEL SELECTOR VALVE REPLACE- renewed during reassembly of the strainer.
MENT (Model 182, 1962 and on).
a. Drain all fuel from wing tanks. With selector 13-15. FUEL STRAINER DRAIN. (See figure 13-10.)
valve in "BOTH ON" position, drain remaining fuel A drain valve is installed in the bottom of each strainer.
from lines by removing drain plug from bottom of On some models a fuel strainer drain control, oper-
selector valve, above plug button. ated from the cabin, is installed. The control is a
b. Remove fuel selector valve handle and cup. flexible control fastened to an arm which operates the
c. Remove console cover. drain valve. On one type of valve the control is at-
d. Unfasten and fold back carpet, then remove tached directly to the valve itself, which resembles
access plates at bottom of console and just aft of a tee fitting. Use the following procedure for dis-
console. assembly and reassembly of this type control and
e. Disconnect handle shaft from the valve. drain valve.
f. Disconnect all fuel lines at the valve.
g. Remove screws securing the valve and remove CAUTION
the valve.
h. Install the valve by reversing the procedure Use care not to bend the control or damage
listed above. parts during disassembly or reassembly.
13-12. FUEL SHUT-OFF VALVE REPLACEMENT a. Remove clamp (2).
(Model 150). b. Unscrew nut (14) connecting the control to valve
a. Drain all fuel from wing tanks. With shut-off body (7) and pull the control out of the body.
valve in "ON" position, drain remaining fuel from c. To replace valve seat (9), remove the old seat
lines by removing fuel line drain plug. with a hook and tap the new seat into position.
b. Remove valve handle by removing attaching d. To replace O-ring (12), remove the old one and
screw, discard it. Place a smooth, thin-walled, well-
c. Unfasten and fold back carpet to the right of greased tube over the spring and small washer (11)
the valve, and remove access plate just forward of on the end of the control (greased tape may be used)
the right seat. and carefully slide the O-ring in position past the
d. Disconnect all fuel lines from the valve. washer. Remove the tube or tape.
e. Remove bolts securing valve and remove valve. e. From the cabin, pull the control knob out only
f. Install the valve by reversing the procedure far enough to remove all slack between the parts at
listed above. the lower end of the control. Maintaining this posi-
tion of the control, align the O-ring with washer (11)
13-12A. FUEL SHUT-OFF VALVE REPLACE- and sleeve (13).
MENT (Model 185). f. Insert the control into the valve body until it
a. Drain all fuel from wing tanks. With shut-off bottoms. Pull the control knob out until the lower
valve in "ON" position, drain fuel lines and accu- end of the control can be pushed into the valve body
mulator tank by removing drain plugs. Fuel lines far enough for the O-ring to slip past the chamfer
13-18
Electric Fuel Pumps
1. Gasket
2. Screw
3. Gasket
4. Plunger Assembly
5. Electrical Lead
6. Spring
7. Cup
8. Filter Screen
9. Cover
Figure 13-11. Electric Fuel Pumps - Model 185
on top of the valve body. After the O-ring is inside engine heat and provides ventilation for the pumps.
the valve body, pull the control knob all the way out Placing the auxiliary fuel pump switch in "LOW
and keep it out until nut (14) has been tightened. PRIME" operates only one pump, providing suffi-
After tightening the nut, release the control knob. cient fuel for priming and starting. The "HIGH"
g. Reinstall clamp (2). position, used for vapor purging and maintaining
flight in the event of engine-driven fuel pump failure,
13-16. PRIMER SYSTEMS are all of the manually operates both pumps and closes the vapor return
operated type. Fuel for the plunger-type primer line solenoid valve. Replacement of the electric
is supplied by a line from the fuel strainer. Oper- pumps is accomplished by disconnecting fuel lines
ating the primer pumps fuel to the engine. Several and electrical wiring, then removing the shroud and
methods are used to distribute this fuel. On some attaching bolts.
models, fuel is injected into the intake manifold
riser. Some models use a tee fitting and prime two 13-18. ELECTRIC FUEL PUMP FILTER SCREENS.
cylinders, others use a primer distributor and prime The electric fuel pump filter screens may be cleaned
either five or six cylinders. Replacement of the as follows:
primer is accomplished by disconnecting primer a. Remove the lower cowl.
lines at the primer and removing it from the instru- b. Remove the top plate of the shroud for access.
ment panel. Before installing a primer, check it for c. Use a 5/8" box end wrench or socket to unlock
correct pumping action and positive fuel shut-off in the pump cover at the top of the pump. Lift the
the "locked" position. Primer lines should be re- cover straight up and remove the screen. Examine
placed when crushed or broken and should be proper- the screen carefully, wash in solvent to dislodge
ly clamped to prevent vibration fatigue and chafing. foreign particles and reinstall. Using a new cover
gasket, reinstall the cover.
13-17. ELECTRIC FUEL PUMPS (Model 185). Two d. Test operate to check for proper operation,
electric fuel pumps, connected in series, are located then replace the plate at the top of the shroud and
in a blast-air-cooled shroud on the forward side of install the lower cowl.
the firewall. The shroud isolates the pumps from
13-19
SERVICE MANUAL Propellers
SECTION 14
PROPELLERS
(SEE SECTION 14A FOR HARTZELL
PROPELLERS-MODEL 182, 1962 AND ON)

PROPELLERS ............... 14-1 Removal ............. . .. 14-12
Repair ................. 14-1 Cleaning of Propeller Hub ........ 14-12
FIXED-PITCH PROPELLERS ........ 14-2 Installation of Propeller ........ .14-12
Removal ................ 14-2 PROPELLER GOVERNOR .......... 14-12
Installation ............... 14-2 Trouble Shooting. ........... .14-12
Repair ................. 14-2 Removal ................ 14-12
HARTZELL PROPELLER ......... . 14-5 Installation .............. .14-14
Trouble Shooting ............ 14-5 Checking Governor Plug Locations .... 14-14
Removal ........ ..... . 14-7 High RPM Stop Adjustment ....... .14-
Installation ............... 14-7 Rigging Propeller Governor
McCAULEY PROPELLER ......... . 14-9 Control. ............. .14-14
Trouble Shooting ............ 14-9
NOTE
Civil Air Regulations define major and minor repairs and alterations and who may accomplish
them, and they furnish information on limits, tolerances, and workmanship. This section may
be used as a guide, but the Civil Air Regulations and the propeller manufacturer's instructions
must be observed.
14-1. PROPELLERS. Repair necessitating the removal of an appre-

ciable amount of metal shall be reason to check
14-2. All-metal, fixed pitch propellers are used on horizontal and vertical balance.
the Models 150, 172 and 175 (prior to 1962). Models
180, 182, 185 and 175 (1962 and on) are equipped The repair of defects is permissible providing
with all-metal, constant-speed, governor-regulated the treatment does not materially weaken the
propellers. blade, reduce its weight, or impair its perfor-
mance.
14-3. REPAIR of metal propellers first involves
evaluating the damage and determining whether the b. Defects on Thrust Face or Camber Side:
repair will be a major or minor one and, in accord-
ance with Civil Aeronautics Manual 18 (CAM 18), Repair by removal of metal to form shallow,
who is permitted to accomplish the repair. large radius, round bottomed depressions.
Periodic inspection during repair should be
a. General Repair Considerations: made to avoid removal of excessive amounts
of metal. All raised edges should be carefully
Under no circumstances are the raised edges smoothed out to reduce the area of the defect
of defects to be corrected by peening. No weld- and the amount of metal to be removed. Repair
ing, soldering or compounds of any nature are with suitable fine cut files and coarse grain
to be used to fill or correct defects. All repair emery cloth and smooth all edges and surfaces
is to be in accordance with standard approved with fine grain emery cloth. Any blade repair
and accepted practice. on these surfaces which necessitates a depres-
sion that exceeds the manufacturer's tolerances
More than one defect on blade is not cause for or those listed in CAM 18 shall be cause for
considering blade not airworthy if repair is with- considering blade not airworthy.
in indicated limits. A reasonable number of re-
pairs per blade is permissible if their location c. Defects on Leading and Trailing Edge:
with respect to each other is not such as to form
a continuous line that may materially weaken Repair defects as outlined in "b" above with
blade. Any transverse crack shall be cause suitable half round file and emery cloth. Care-
for considering blade not airworthy. fully smooth all edges of repaired defect. Any
14-1
Propellers SERVICE MANUAL
Fixed Pitch Propellers
blade repair on leading and trailing edges suitably protected to be unaffected by fumes.
which necessitates metal removal that exceeds The same holds true for caustic baths
the manufacturer's tolerances or those listed
in CAM 18 shall be cause for considering blade Where anodizing is not readily available, local
not airworthy. repaired or inspected areas may be treated by
other approved methods for corrosion protection;
Blades that have leading or trailing edges pitted so-called chromodizing, alodine solution, paint-
from normal wear may be reworked by removing ing, etc. It is doubtful that the finish of these
sufficient metal to eliminate the pitting. Start treatments, other than sulfuric acid anodize,
well back from the edge and work over the edge will blend in with regards to appearance. If
in such a manner that the contour of the blade desired, both camber and thrust face sides may
remains substantially the same. Avoid abrupt be painted with zinc chromate primer and black
section changes and blunt edges. Permissible lacquer to improve appearance. The thrust face
reductions in blade thickness and width, listed side should always be painted.
in the manufacturer's publications or CAM 18,
must be observed. 14-4. FIXED-PITCH PROPELLERS.
d. Tip Damage: 14-5. REMOVAL.

a. Remove the spinner.
Damage on blade tips may be removed in ac- b. Remove bolts and washers (and nuts on those
cordance with "b" and "c" listed above, as propellers where the nuts are not attached to the
long as metal removal is within the tolerances crankshaft flange) securing propeller and pull pro-
specified. Damage which cannot be repaired by peller off crankshaft. Spinner bulkhead may be re-
local removing of metal may be repaired by removed if desired.
moving metal so as to shorten blades, although
shortening blades is a propeller major repair. 14-6. INSTALLATION.
Any shortening of one blade requires an identi- a. Clean mating surfaces of crankshaft and pro-
cal shortening of the other one, and any change peller hub, then position propeller on shaft and install
in tip plan form or contour of one blade requires attaching bolts, washers, and nuts (where removed).
an identical change on the other one. Limitations If spinner bulkhead was removed, place it in position
concerning shortening of blades are specified in before installing the propeller.
the manufacturer's publications or CAM 18.
NOTE
e. Refinishing:
See figure 14-2 for proper engagement of
Prior to corrosion protection treatments, all the crankshaft and propeller gears if the
repair areas should be smoothly polished out and reduction gear housing was removed from
blended in to finish repair and improve appear- the engine. On the Model 150, install the
ance. Wherever possible, all repaired blades propeller to "trail" 30 ° after top center.
should be anodized in a sulfuric acid anodize
bath. The blades must be anodized with loose b. Torque propeller bolts carefully, safety as re-
blade retention hardware on shank end; there- quired, and install spinner.
fore, the blade must be supported vertically
with steel hardware out of the solution and 14-7. REPAIR of fixed-pitch propellers is included
in paragraph 14-3.
SHOP NOTES:
14-2
Fixed-Pitch Propellers
MODEL 150
Install propeller to "trail"

top dead center 30 ° .
Torque propeller bolts to
300 lb in.
NOTE
A large spinner, similar to the one shown for the Models

172 and 175, may be used on the Model 150.
On models equipped with a spinner bulkhead which fits into

the center hole of the propeller, overlap plastic electrician's
tape around the drawn area of the bolkhead before installation.
This will help minimize vibration.
Different spinner contour and material, and the use of
spinner bulkheads forward and aft of the propeller are
changes that have been made on later installations. SK 150-12,
SK 172-17A, SK 172-18A, and SK 175-10 are Service Kits that
are available for improvement of spinner installations for cer-
tain types and serials.
MODELS 172 & 175
Prior to serial 46755 (172), torque propeller

bolts to 250 lb in. (Eight smaller bolts, no
dowel pins).
Serials 46755 and on (172), and serials 55001

thru 17557002 (175), torque propeller bolts
to 55-65 lb ft. (Six larger bolts, two dowel
pins).
1. Screw 5. Propeller 8. Fillet

2. Spinner 6. Washer 9. Dowel Pin
3. Nut Plate 7. Bolt 10. Spinner Bulkhead
4. Bracket 11. Nut
Figure 14-1. Fixed-Pitch Propellers

14-3
Fixed-Pitch
VERTICAL CRANKCASE
30° 2 DOWEL HOLES
ENGINE PROP FLANGE AS

VIEWED FROM THE FRONT
NOTE
If the reduction gear housing has been removed from the engine,
install it as follows: Position prop shaft with dowel holes in the
location shown, when No. 1 cylinder is on top dead center and
on compression stroke. Change gear mating as required to pos-
ition prop shaft as shown. Secure the reduction gear housing to
the engine.
Figure 14-2. Reduction Gear Mating - Model 175
14-4
Hartzell Propeller
14-8. HARTZELL PROPELLER. the McCauley propeller described in paragraph 14-13.
14-9. The Hartzell constant-speed propeller used

on Cessna aircraft is a single-acting propeller in CAUTION
which oil pressure from the engine, boosted and reg-
ulated by a governor, is used to decrease blade pitch, McCauley and Hartzell propellers require
and centrifugal force acting on counterweights is used governors which "sense" differently, since
to increase blade pitch. An exception to this is the boosted oil pressure increases blade pitch of
Model HC-82XF-6 series propeller installed on a McCauley propellers and decreases blade
few early airplanes. The dash 6 propeller differs pitch of Hartzell propellers. Governors are
from the other Hartzell models in that it has no blade discussed later in this section, beginning
counterweights. It operates in the same manner as with paragraph 14-19.
FAILURE TO CHANGE PITCH.
Control disconnected or Check visually. Connect or replace control.

broken.
Governor not correct for Check that governor is correctly Install correct governor.
propeller. "Sensing" set. See figure 14-6.
wrong.
Defective governor. See paragraph 14-21. See paragraph 14-21.
Defective pitch changing Lubricate propeller and check Propeller repair or replace-
mechanism or excessive manually. ment is required.
blade friction.
FAILURE TO CHANGE PITCH FULLY.
Improper rigging of Check that arm on governor has Rig correctly.

governor control. full travel.
SLUGGISH RESPONSE TO PROPELLER CONTROL.
Excessive friction in pitch Lubricate propeller and check Propeller repair or replace-
changing mechanism or manually. ment is required.
excessive blade friction.
STATIC RPM TOO HIGH.
Governor high rpm stop set See "Note" at end of this chart. Rig correctly.
too high.
Incorrect propeller or in- Check aircraft specifications. Install correct propeller,

correct low pitch blade angle. with correct blade angle.
STATIC RPM TOO LOW.
Governor high rpm stop set too See "Note" at end of this chart. Rig correctly.
low.
Incorrect propeller or incorrect Check aircraft specifications. Install correct propeller,

low pitch blade angle. with correct blade angle.
14-5
Hartzell Propeller

ENGINE SPEED WILL NOT STABILIZE.
Sludge in governor. See paragraph 14-21. See paragraph 14-21.
Air trapped in propeller This condition may occur after Trapped air should be purged
actuating cylinder. the propeller has been reinstalled by exercising the propeller
or has been idle for an extended several times prior to take-off
period. after the propeller has been
reinstalled or has been idle for
an extended period.

OIL LEAKAGE AT MOUNTING FLANGE.
Damaged O-ring seal Check visually for oil leakage. Replace O-ring seal.
between engine and
propeller.
Foreign material between Check visually for oil leakage. Clean propeller and engine
engine and propeller mount- flanges and tighten bolts
ing flange or bolts not tight. properly.
GREASE LEAKAGE AT GREASE FITTING.
Loose or defective grease Check visually for grease Tighten loose grease fitting;
fitting. leakage. replace, if defective.
OIL OR GREASE LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets, Check visually for oil or grease Propeller repair or replace-
threads, etc. or incorrect leakage. ment is required.
assembly.
NOTE
It is possible for either the propeller low pitch (high rpm) stop or the governor
high rpm stop to be the high rpm limiting factor. It is desirable for the governor
stop to limit the high rpm at the maximum rated rpm for a particular airplane.
Due to climatic conditions, field elevation, low pitch blade angle, and other con-
siderations, an engine may not reach rated rpm on the ground. It maybe neces-
sary to readjust the governor stop after test flying to obtain maximum rated rpm
when airborn.
14-6
Hartzell Propeller
1. Propeller Spinner 5. Bolt 9. Lug

2. Propeller 6. Nut 10. Bolt
3. O-Ring 7. Washer 11. Bolt
4. Spinner Bulkhead 8. Dowel Pin 12. Screw
Figure 14-3. Typical Hartzell Propeller Installation

14-11. REMOVAL. 14-12. INSTALLATION.
a. Remove screws securing spinner to spinner a. Clean propeller and engine flanges. Remove
bulkhead and remove spinner, any nicks, burrs, or sharp edges.
b. On those propellers where the two dowel pins b. Assemble spinner bulkhead to propeller, posi-
are accessible, use a brass punch to drive them tioning the bulkhead so propeller blades will emerge
from the propeller and engine flanges from front from the spinner with ample clearance. Safety the
to rear. Use care not to damage propeller or engine support lug screws as shown in figure 14-5.
flanges. c. Press dowel pins through holes in propeller
c. Remove propeller mounting bolts and pull pro- flange so they extend slightly out beyond the mating
peller forward to remove from engine. surface, on those models where the dowel pins are
accessible from the front.
NOTE
NOTE
As the propeller is separated from the engine,
oil will drain from the propeller and engine On some models, dowel pins are installed in-
cavities. to "blind" holes in the aft side of the propeller.
These must be in place before the propeller is
d. If desired, the spinner bulkhead can be removed installed.
from the propeller.
14-7
Hartzell Propeller
d. Lightly lubricate a new O-ring and the crankshaft tapped holes in propeller flange. Tighten bolts evenly,
pilot and install the O-ring on the crankshaft pilot. torque to 75 lb ft, and safety in pairs.
e. Align mounting holes and dowel pins with proper g. Using a brass punch, drive dowel pins flush with
holes in crankshaft and slide propeller carefully over surface of hub flange, except on those models where
the crankshaft pilot. they are in place prior to propeller installation.
h. Check all safeties, then install the spinner.
CAUTION
NOTE
Avoid scraping metal from bore of spinner
bulkhead and wedging scrapings between en- If clearance between propeller blades and
gine flange and propeller. Trim the inside spinner is inadequate, the spinner may be
diameter of the bulkhead as necessary when shifted slightly by loosening the spinner bulk-
installing a new spinner bulkhead. head mounting lug screws, rotating the bulk-
head, tightening the attaching screws and re-
f. Install propeller bolts through engine flange into safetying.
SAFETY LUG MOUNTING SAFETY CLAMP

SCREW TO LUG WITH SCREW TO LUG
.040 MONEL WIRE MOUNTING SCREW
(BOTH SIDES) WITH .040 MONEL WIRE
(BOTH SIDES)
NOTE
SAFETYING IN THIS
MANNER PREVENTS
THE CAST ALUMINUM
CLAMP, SUPPORTING
THE LOWER END OF
THE PISTON PUSHROD,
FROM TURNING.
B-942 CLAMP
PITCH CHANGE BLOCK
PITCH CHANGE FO
MODEL HC-82XF-1DB
Figure 14-4. Safetying Spinner Lug Screws

14-8
McCauley Propeller
14-13. McCAULEY PROPELLER.

CAUTION
14-13A. The McCauley constant-speed propeller
used on Cessna aircraft is a single-acting propeller McCauley and Hartzell propellers require
in which oil pressure from the engine, boosted and governors which "sense" differently, since
regulated by a governor, is used to increase blade boosted oil pressure increases blade pitch
pitch, and the natural, centrifugal twisting moment of McCauley propellers and decreases blade
of the rotating blades, and the force of a spring, pitch of Hartzell propellers. Governors are
are used to decrease blade pitch. discussed later in this section, beginning
with paragraph 14-19.
Control disconnected or broken. Check visually. Connect or replace control.
Governor not correct for Check that governor is correctly Install correct governor.
propeller. "Sensing" wrong. set. See figure 14-6.
Defective pitch changing Check manually. Propeller repair or replace-

mechanism inside propeller ment is required.
or excessive blade friction.
Improper rigging of Check that arm on governor Rig correctly.

governor control. has full travel.
Excessive friction in pitch Check manually. Propeller repair or replace-

changing mechanism inside ment is required.
propeller or excessive blade
friction.
too high.
Incorrect propeller or incorrect Check aircraft specifications. Install correct propeller, with
low pitch blade angle. correct blade angle.
STATIC RPM TOO LOW.
too low.
Incorrect propeller or incorrect Check aircraft specifications. Install correct propeller,

low pitch blade angle, with correct blade angle.
14-9
McCauley Propeller

ENGINE SPEED WILL NOT STABILIZE (Cont).
Air trapped in propeller This condition may occur after Trapped air should be
actuating cylinder. the propeller has been reinstalled, purged by exercising the
or has been idle for an extended propeller several times prior
period. to take-off after the propeller
has been reinstalled or has
been idle for an extended
period.
Excessive friction in pitch Check manually. Propeller repair or replace-
changing mechanism inside ment is required.
propeller or excessive blade
friction.

Damaged O-ring seal between Check visually for oil leakage. Replace O-ring seal.
engine and propeller.
engine and propeller mount- flanges and tighten nuts
ing flange or nuts not tight. properly.
OIL LEAKAGE BETWEEN HUB AND CYLINDER.
Defective gasket or screws Check visually for oil leakage. Replace gasket and tighten
not tight (on models where screws properly.
screws are external).
OIL LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets, Check visually for oil leakage. Propeller repair or replace-
threads, etc., or incorrect ment is required.
assembly.
NOTE
siderations, an engine may not reach rated rpm on the ground. It may be neces-
when airborn.
14-10
McCauley Propeller
-.
NOTE
Use spacers (13) as required to cause

a snug fit between the spinner and the
spinner support.
1. Spinner Support 6. Spinner Bulkhead 11. O-Ring

2. Cylinder 7. Lug 12. Propeller
3. Screw 8. Washer 13. Spacer
4. Fillet 9. Nut 14. Propeller Spinner
5. Screw 10. Nut 15. Screw
Figure 14-5. Typical McCauley Propeller Installation
14-11
McCauley Propeller
14-15. REMOVAL. the crankshaft pilot until hub is approximately 1/4"

a. Remove screws securing spinner to spinner from flange.
bulkhead and remove spinner. e. Install all nuts on propeller bolts, work pro-
b. Remove spinner support from front of propeller peller aft as far as possible, then tighten the nuts
(1962 and on). evenly and torque to 55-65 lb ft.
c. Loosen nuts attaching propeller about 1/4" and f. Position spinner support on front of propeller
pull propeller forward until halted by nuts. (1962 and on) and install spinner. See the "Note"
on figure 14-5.
NOTE
14-18. (Deleted)
As the propeller is separated from the engine,
oil will drain from the propeller and engine 14-19. PROPELLER GOVERNOR.
cavities.
14-20. The propeller governor is a single-acting,
d. Remove attaching nuts and pull propeller for- centrifugal type, which boosts oil pressure from the
ward to remove from engine. engine and directs it to the propeller where the oil is
e. If desired, the spinner bulkhead can be removed used to increase blade pitch of some propellers and
from the engine by removing attaching lugs. to decrease blade pitch of others. A single-acting
governor uses the oil pressure to effect a pitch
14-16. CLEANING OF PROPELLER HUB. change in one direction only; a pitch change in the
opposite direction results from propeller counter-
NOTE weights, centrifugal twisting moment of blades,
compressed springs, or a combination of some of
This procedure applies only to McCauley these. Oil pressure is boosted in the governor by
propellers where the cylinder at the front of a gear type oil pump. A pilot valve, flyweights, and
the propeller is attached with screws which a speeder spring act together to change propeller
are visible, and does not apply to propellers pitch as required to maintain a constant engine speed.
where the cylinder head is not an integral
part of the cylinder. Disassembly beyond the CAUTION
following procedure is not recommended ex-
cept by properly authorized propeller shops. Since McCauley and Hartzell propellers re-
quire governors which "sense" differently
a. Remove propeller spinner. Remove spinner (refer to paragraph 14-9), and the same basic
support from cylinder (1962 and on). type governor may be set to "sense" either
b. Remove screws securing cylinder to hub and way, it is important to ascertain that the
remove cylinder. governor is correct for the propeller being
c. Use a solution of one part light engine oil and used. On early Woodward governors and
two parts solvent to clean exposed parts and interior governors manufactured by Hoof Products
of cylinder. Dry gently with compressed air, then Company, "sensing" is determined by the
use clean engine oil to lubricate parts lightly before location of a by-pass plug. On later Wood-
assembly. ward governors, as well as early ones which
d. Install new O-rings and gaskets at each clean- have been reworked, "sensing" is determined
ing of propeller hub. by the type pilot valve installed inside the
e. Reassemble cylinder to hub. governor. Refer to figure 14-6 for proper
f. Position spinner support on front of propeller location of plugs on Woodward and Hoof
(1962 and on). Reinstall spinner. governors. A McCauley propeller with a
Garwin governor is the only combination
14-17. INSTALLATION. used on the Model 175 (1962 and on).
a. If spinner bulkhead was removed, slide it over
the crankshaft flange, position it so the propeller 14-21. TROUBLE SHOOTING. When trouble shooting
blades will emerge from the spinner with ample the propeller-governor combination, it is recom-
clearance, and install the spinner bulkhead attach- mended that a governor known to be in good condi-
ing lugs. tion be installed to check whether the propeller or
CAUTION the governor is at fault. Removal and replacement,
rigging, checking plug locations, desludging, and
Avoid scraping metal from bore of spinner replacement of the governor mounting gasket are
bulkhead and wedging scrapings between en- not major repairs and may be accomplished in the
gine flange and propeller. Trim the inside field. Repairs to propeller governors are classed
diameter of the bulkhead as necessary when as propeller major repairs in CAM 18, which also
installing a new spinner bulkhead. defines who may accomplish such repairs.
b. Clean propeller hub cavity, mating surfaces, 14-22. REMOVAL OF PROPELLER GOVERNOR.
and crankshaft. a. Remove cowling and engine baffles as required
c. Lightly lubricate a new O-ring and the crank- for access.
shaft pilot and install the O-ring in the propeller hub. b. Disconnect governor control from governor.
d. Align mounting bolts and dowel pins with proper c. Remove nuts and washers securing governor to
holes in crankshaft and slide propeller carefully over engine and remove governor.
14-12
Propeller Governors
BASE AND BODY PLUG LOCATIONS
BODY
BODY "B" PLUG
BY-PASS PLUG LOCATION BASE "B" PLUG
GOVERNOR
UPPER HEX HEAD PLUG
BY-PASS PLUG
LOWER HEX HEAD PLUG
NOTES
1. Location of base and body plugs determines the direction of rotation for the governor. On all Cessna
aircraft, the body plug should be located in hole "B" and the base plug in hole "B". Notice that these
holes are on opposite sides of the governor.
2. Governor "sensing" (whether oil from the governor is used to increase or decrease propeller pitch) is
determined either by location of the by-pass plug or by the type of pilot valve installed inside the gov-
ernor.
3. On early model Woodward governors, the by-pass plug should be located in the lower passage for use
with all McCauley propellers and Hartzell HC-82XF-6 series propellers. It should be located in the
upper passage for use with all other Hartzell propellers.
4. Location of the by-pass plug on Hoof governors is the same as in the preceding note.
5. On later model Woodward governors, "sensing" is determined by the type of pilot valve installed in-
side the governor instead of by location of a by-pass plug.
6. A McCauley propeller with a Garwin governor is the only combination used on the Model 175 (1962
and on).
7. Some early model Woodward governors have been converted from "sensing" by location of the by-pass
plug to "sensing" by the type pilot valve installed inside the governor. These converted governors
retain the by-pass plug, but it must be installed in the UPPER passage, regardless of the propeller
with which it is used.
8. There are two types of by-pass plugs used on governors. One is a pin type and the other is a threaded,
internal-wrenching type.
9. Do not use thread seal on any of the governor plugs.
Figure14-6. Governor Plug Locations
14-13
Propeller Governors
d. Remove gasket between governor and engine. NOTE
14-23. INSTALLATION OF PROPELLER GOVER- It is possible for either the propeller low
NOR. pitch (high rpm) stop or the governor high
a. Wipe governor and engine mounting pad clean. rpm stop to be the high rpm limiting factor.
b. Install a new gasket with raised surface away It is desirable for the governor stop to limit
from engine. the high rpm at the maximum rated rpm for
c. Position governor on mounting studs, aligning a particular airplane. Due to climatic con-
splines on governor with those on engine, and install ditions, field elevation, low pitch blade angle,
nuts and washers. and other considerations, an engine may not
reach rated rpm on the ground. It may be
NOTE necessary to readjust the governor stop
after test flying to obtain maximum rated
Do not force engaging of splines. Rotate en- rpm when airborn.
gine crankshaft slightly and splines will en-
gage smoothly when properly aligned. 14-26. RIGGING THE PROPELLER GOVERNOR
CONTROL.
d. Connect governor control to governor and rig. a. Disconnect control end from governor arm.
b. Place propeller control in cabin full forward,
14-24. CHECKING GOVERNOR PLUG LOCATIONS. then pull back approximately 1/8" and lock in this
Figure 14-6 illustrates the positions of base and position. This will allow "cushion" to assure full
body plugs for clockwise rotation. On Cessna air- contact with the governor high rpm stop screw.
craft, both base and body plugs should be in holes c. Place governor arm against the high rpm stop
marked "B." Notice that the"B" holes are opposite screw.
each other in the body and base. The governor must d. Loosen jam nut and adjust control rod end until
be removed to check body and base plug locations. it exactly coincides with the governor arm when it is
against the high rpm stop screw. Be sure to main-
By-pass plug location is also illustrated in figure tain sufficient thread engagement of the control and
14-6. Pin-type by-pass plugs are used in some the rod end. If necessary, shift the control in its
governors, and threaded, internal-wrenching plugs clamps to achieve this.
are used in others. To check location of the by-pass e. Attach control rod end to the governor arm,
plug, remove the two external hex-head plugs illus- tighten jam nut, and install all safeties.
trated. Governor removal is not required for this f. Operate the propeller control to see that the
check. governor arm attains full travel in both directions.
CAUTION NOTE
Do not use thread seal on any governor plugs. Some models are equipped with an offset ex-
tension to the governor arm which affords
14-25. HIGH RPM STOP ADJUSTMENT. further adjustment. The preceding steps may
a. Remove safety wire from high rpm stop screw. still be used as an outline of the rigging pro-
A jam nut is provided to lock the stop screw on cedure. The results of rigging, in all cases,
some governors. should be full travel of the governor arm,
b. Turn the stop screw in to decrease maximum with some "cushion" at the control full-in
rpm and out to increase maximum rpm. One turn is position.
approximately 25 rpm.
c. Make propeller control linkage adjustments as
necessary.
d. Tighten the jam nut, safety the stop screw, and
test operate the propeller and governor.
14-14
Hartzell Propellers
SECTION 14A
PROPELLERS
(HARTZELL MODEL BHC-C2YF-1)
(SEE SECTION 14 FOR ALL OTHER PROPELLERS)
DESCRIPTION ............. 14A-1 REMOVAL. ............... i4A-4

REPAIR ............... 14A-1 INSTALLATION ........... .. 14A-4
TROUBLE SHOOTING. .......... 14A-1 GOVERNOR AND CONTROL ....... 14A-4
14A-1. DESCRIPTION. butt ends of the propeller blades. The propeller is

illustrated in figure 14A-1.
14A-2. A Hartzell Model BHC-C2YF-1 propeller
may be used on the Model 182, 1962 and on. This CAUTION
propeller is a single-acting propeller in which oil
pressure from the engine, boosted and regulated by Model BHC-C2YF-1 Hartzell propellers re-
a governor, is used on increase blade pitch, and quire governors which "sense" like McCauley
the natural, centrifugal twisting moment of the ro- propellers, since boosted oil pressure also
tating blades and the force of a spring, are used to increases blade pitch in this newly-designed
decrease blade pitch. Unlike other Hartzell pro- Hartzell propeller.
pellers, the pitch changing mechanism is internal,
no blade counterweights are used, and the hub is 14A-3. REPAIR of propellers is discussed in para-
made in two halves which bolt together around the graph 14-3.
14A-1
Hartzell Propeller
fit between the spinner and the spinner support.
1. Spinner 9. Propeller 17. Dowel Pin

2. Fillet 10. Spacer 18. Grease Fitting
3. Rivet 11. Spinner Bulkhead 19. Locknut
4. Screw 12. Nut 20. Low Pitch Stop Bolt
5. Washer 13. Engine Crankshaft 21. Spinner Support Bulkhead
6. Lockwasher 14. Washer 22. Spacer
7. Bolt 15. Nut 23. Spinner Support
8. Washer 16. O-Ring 24. Screw
Figure 14A-1. Hartzell Model BHC-C2YF-1 Propeller Installation

14A-2
Hartzell Propellers
14A-4. TROUBLE SHOOTING.

Control disconnected or Check visually. Connect or replace control.

broken.
Governor not correct for Check that correct governor Install correct governor.
propeller. "Sensing" is installed.
wrong.

Defective pitch changing Lubricate propeller and check Propeller repair or replace-
mechanism or excessive manually. ment is required.
blade friction.
Improper rigging of Check that arm on governor has Rig correctly.

governor control. full travel
too high.
Incorrect propeller or in- Check aircraft specifications. Install correct propeller,
correct low pitch blade angle. with correct blade angle.
STATIC RPM TOO LOW.
too low.
Incorrect propeller or incor- Check aircraft specifications. Install correct propeller,
rect low pitch blade angle. with correct blade angle.
Air trapped in propeller This condition may occur after Trapped air should be purged
actuating cylinder. the propeller has been reinstalled by exercising the propeller
or has been idle for an extended several times prior to take-off
period. after the propeller has been
reinstalled or has been idle for
an extended period.
14A-3
Hartzell Propeller

ENGINE SPEED WILL NOT STABILIZE (Cont).
Excessive friction in pitch' Lubricate propeller and check Propeller repair or replace-
Damaged O-ring seal Check visually for oil leakage. Replace O-ring seal.
between engine and
propeller.
engine and propeller mount- flanges and tighten nuts
ing flange or nuts not tight. properly.
GREASE LEAKAGE AT GREASE FITTING.
Loose or defective Check visually for grease Tighten loose grease fitting;
grease fitting. leakage. replace, if defective.
OIL OR GREASE LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets, Check visually for oil or grease Propeller repair or replace-
threads, etc. or incorrect leakage. ment is required.
assembly.
NOTE
siderations, an engine may not reach rated rpm on the ground. It may be neces-
when airborn.
14A-4. REMOVAL. mating surfaces.

a. Remove screws securing spinner to spinner c. Lightly lubricate a new O-ring and the crank-
bulkhead and remove spinner. shaft pilot and install theO-ring in the propeller hub.
b. Remove spinner support from front of propeller. d. Check that the two dowel pins are in place in
Remove any spacers used behind the spinner support. the aft side of the propeller hub. Align mounting
c. Remove safety wire from propeller mounting studs and dowel pins with proper holes in crank-
studs and remove mounting nuts and washers, shaft and slide propeller carefully over the crank-
shaft pilot.
NOTE e. Install propeller mounting washers and nuts.
Tighten the nuts evenly and torque to 60-65 lb ft.
As the propeller is separated from the engine, Safety the studs with . 040" monel safety wire.
oil will drain from propeller and engine cavities. f. Install any spacers used between the spinner
support and its bulkhead, then install the spinner
d. Pull propeller forward to remove from engine. support and spinner. Refer to the "Note" in fig-
e. If desired, the spinner bulkhead can be removed ure 14A-1.
from the propeller.
14A-6. PROPELLER GOVERNOR AND CONTROL
14A-5. INSTALLATION. information is contained in paragraphs 14-19 thru 14-
a. If spinner bulkhead was removed, reassemble it 26, which may be used as a maintenance guide as
to the propeller with the spacers located between the long as it is remembered that the Hartzell Model
propeller hub and the spinner bulkhead. Torque to BHC-C2YF-1 propeller requires a governor which
20-22 lb ft (do not over-torque). "senses" like the governor used for McCauley pro-
b. Remove any nicks, burrs or sharp edges from pellers. Boosted engine oil pressure is used to
the crankshaft, and clean the propeller hub cavity and increase blade pitch.
14A-4
SERVICE MANUAL Heating and Ventilating
SECTION 15
HEATING, VENTILATING
HEATING ................. 15-1 Heater Inspection ........... . 15-1

Trouble Shooting ............ 15-1 Heater Valve .............. 15-1
Heater Hose Replacement. ........ 15-1 CABIN AIR VENTILATION ......... 15-1
15-1. HEATING. an extreme danger.
15-2. Cabin heat, defrosting and ventilation are pro- 15-5. HEATER HOSE REPLACEMENT. Burned,
vided by manifold heaters, ducting and valves which frayed or crushed heater hose should be replaced.
allow the entry of heated or unheated air to the cabin New hose should be cut to length and installed in the
outlets. The only moving parts of the system are the original routing. Note that the wire hose winding is
valves and their controls, hence there is little mech- trimmed shorter than the hose to allow hose clamps
anical wear involved. Normally the only maintenance to be fitted.
check required on the heating system is careful exam-
ination to make sure that the heater muff has no burned 15-6. HEATER INSPECTION requires the removal
spots or cracks which could allow exhaust fumes to of the heater shrouds to allow a close check of the
enter the system and a check of hoses and ducting to welded seams of the muffler.
make sure that air passage is unobstructed. Heater
valves should be checked periodically to insure prop- 15-7. HEATER VALVE repair consists of the re-
er operation. placement of defective parts. Figures 15-1 through
15-9 illustrate the construction of the valves used
15-3. TROUBLE SHOOTING. in the various airplanes.
15-4. Most of the operational troubles in the heating, 15-8. CABIN AIR VENTS.
ventilating and defrosting system are caused by
sticking or binding air valves and their controls, or 15-9. Overhead cabin ventilation is provided by man-
damaged air ducting. In most cases air valves or ually adjustable ventilators installed on each side of
controls can be freed by proper lubrication. Damaged the cabin near the upper corners of the windshield.
or broken parts should be repaired or replaced. When Air is received from cabin air scoops mounted in the
checking the rigging of the controls, be sure valves inboard wing leading edges. Formed elbows'and ducts
respond freely to control movement and that they deliver ram air to the ventilator assemblies, which
move through their full range of travel and seal are adjustable to regulate the amount and direction of
properly. Also, check that valve movement is air emitted into the cabin. An adjustable fresh air
in the correct direction. Check that heater hoses door is provided on the forward right side of the fus-
are properly attached and replace hoses which are elage of some airplanes. Air entering this door is
burned, frayed or crushed. If fumes are detected routed to the duct across the firewall for blending
in the cabin, the heater shrouds should be re- with heated air or distribution as cold air into the
moved to allow a very careful inspection of the cabin. Rear seat overhead ventilators are installed
exhaust stacks and heater muffs. Any holes or in some later model airplanes. The rear seat venti-
cracks may permit exhaust fumes to enter the cabin. lator installation employs additional air inlets, duct-
Replacement of defective exhaust stacks or mufflers ing, and adjustable overhead outlets.
is imperative for exhaust fumes in the cabin constitute
15-1
Heating and Ventilating SERVICE MANUAL
NOTE
THIS VENTILATING SYSTEM TYPICAL FOR
1. Knob 12. Elbow 23. Housing

3. Cap 14. Heat Control 25. Nut
4. Seal 15. Valve 26. Washer
5. Spacer 16. Hose (Valve to Shroud) 27. Cylinder
6. Outlet 17. Hose (Shroud to Baffle) 28. Bearing
7. Catch 18. Nut 29. Plate
8. Large Washer 19. Washer 30. Washer
9. Star Lock Washer 20. Screw 31. Washer
10. Screw 21. Clamp 32. Plate
11. Tube 22. Clamp 33. Deflector
Figure 15-1. Model 150 Heating and Ventilating System
15-2
NOTE
SEE FIGURE 15-1 FOR WING ROOT

FRESH AIR VENTS; FIGURE 15-9
FOR REAR SEAT FRESH AIR VENTS.
22
NOTE
APPLICABLE TO MODELS 19
PRIOR TO 1961. 15
1. Hose (Valve to Baffle) 12. Clip 22. Nut

2. Hose (Inlet to Baffle) 13. Angle 23. Washer
3. Shroud Inlet 14. Screw 24. Clamp
4. Hose (Valve to Shroud) 15. Nut 25. Bracket
5. Duct 16. Plate 26. Spring
6. Air Control 17. Valve 27. Valve
7. Heat Control 18. Bushing 28. Angle
8. Hose (Duct to Defroster) 19. Shaft 29. Clamp
9. Clamp 20. Roll Pin 30. Guide
10. Screw 21. Arm 31. Valve
11. Spacer 32. Duct
Figure 15-2. Model 172 Cabin Heating and Ventilating System, Prior to 1961
15-3
NOTE
DEFROSTER CONTROL USED

PRIOR TO SERIAL 55704 ONLY. 7 6 5
29 ----------- 31
33 NOTE
APPLICABLE TO MODELS
PRIOR TO 1961.
27
NOTE
SEE FIGURE 15-1 FOR WING ROOT FRESH

AIR VENTS; FIGURE 15-9 FOR REAR SEAT
FRESH AIR VENTS.
1. Hose (Valve to Baffle) 12. Nut 23. Valve Arm

2. Hose (Shroud to Baffle) 13. Plate 24. Clamp
3. Hose (Valve to Shroud) 14. Angle 25. Retainer
4. Duct 15. Bushing 26. Clamp
5. Air Control 16. Shaft 27. Knob
6. Heat Control 17. Arm 28. Nut
7. Hose (Duct to Defroster) 18. Roll Pin 29. Screw
8. Spacer 19. Washer 30. Grommet
9. Valve 20. Nut 31. Clamp
10. Clip 21. Bracket 32. Dampener
11. Screw 22. Spring 33. Cotter Pin
Figure 15-3. Model 175 Cabin Heating and Ventilating System, Prior to 1961
15-4
NOTE
SEE FIGURE 15-1 FOR WING ROOT 12
MODEL 172 (1961 & on) 25

23
24
MODEL 172 (1961 & on)
1. Hose 9. Valve Arm Assembly 16. Clip 23. Plate Assembly

2. Clamp 10. Spacer 17. Control Assembly 24. Angle
3. Valve Assembly 11. Adapter 18. Bolt 25. Valve Assembly
4. Control Assembly 12. Clip 19. Washer 26. Valve Assembly
5. Control Assembly 13. Control Assembly 20. Nut 27. Control Assembly
6. Adapter 14. Spacer 21. Shaft Assembly 28. Control Assembly
7. Bracket 15. Grommet 22. Angle 29. Adapter
8. Spring
Figure 15-4. Models 172 (1961 & on) & 175 (1961) Cabin Heating and Ventilating Systems.
15-5
1962 &ON MODEL 175 2
1. Clamp 7. Spring 13. Washer

2. Hose 8. Valve Seat 14. Clamp
3. Warm Air Valve Assembly 9. Valve Plate Assembly 15. Air Vent Door Assembly
4. Cabin Heat Control 10. Shim 16. Inlet
5. Arm 11. Valve Body 17. Seal
6. Roll Pin 12. Nut 18. Cabin Air Control
NOTE

Figure 15-5. Model 175 Heating and Ventilating System (1962 and on)
15-6
PRIOR TO 1961 1961 & ON
3. 4.
Nut
Washer 10.
11.Spring
ClampNOTE 17. Door Assembly
18. Spacer 24.
25. Plate Assembly
Bushing
1
1. Hose
1. Hose
2. Duct Assembly 9. Shim 16. Seal 23. Screw
3. Nut 10. Spring 17. Door Assembly 24. Plate Assembly
4. Washer 11. Clamp 18. Spacer 25. Bushing
5. Roll Pin 12. Body Assembly 19. Valve Assembly 26. Bearing
6. Bolt 13. Control 20. Clip 27. Shaft
7. Seat 14. Arm 21. Angle 28. Arm Assembly
8. Valve Plate Assembly 15. Inlet Assembly 22. Valve Assembly 29. Bracket
Figure 15-6. Models 180, 182 (prior to 1962) &185 Cabin Heating and Ventilating System.
15-7
2 3 45 6
NOTE
SEE FIGURE 15-8 FOR

VENTILATING SYSTEM.
1. Cabin Heat Control 10. Shim

2. Nut 6. Bolt 11. Valve Body
3. Washer 7. Spring 12. Clamp
4. Arm 8. Valve Plate Assy 13. Hose
5. Roll Pin 9. Valve Seat 14. Knob
Figure 15-7. Model 182 Heating and Defrosting System (1962 & on)
15-8
15-8
1. Nut 7. Fillet Assembly 13. Cap

2. Clamp 8. Valve 14. Spacer
3. Hose 9. Tube 15. Outlet
4. Adapter 10. Washer 16. Catch
5. Seal 11. Air Vent Door Assy 17. Elbow
6. Screw 12. Knob
Figure 15-8. Model 182 Ventilation System (1962 & on)

15-9
EARLY MODELS
LATE MODELS
SEE FIGURE 15-1 FOR WING 1

ROOT FRESH AIR VENTS. 4 98
1. Screw 6. Rivet 10. Bracket Assembly

2. Valve 7. Adapter Root Rib
Fuselage 11.
12. Hose
Gasket
3. Box
Assembly 8.
4. Nut 9. Clamp 13. Tube
5. Cabin Top Skin 14. Tube Assembly
Figure 15-9. Rear Seat Vents (Except 182, 1962 & on)
15-10
SERVICE MANUAL Instruments
General/Instrument Panels
SECTION 16
INSTRUMENTS AND INSTRUMENT SYSTEMS
GENERAL ................ 16-1 Tachometer .............. .16-18

INSTRUMENT PANELS ........... 16-1 Manifold Pressure Gage ........ .16-18
Removal ............... 16-4 Trouble Shooting - Manifold Pressure
Adding Extra Shock Mounts .. . . 16-4 Gage ........ 16-18
Installation ........ 16-4 Cylinder Head Temperature Gages . . 16-19
Instrument Removal ...... 16-4 Trouble Shooting - Cylinder Head
Instrument Installation ... 16-4 Temperature Gages ..........
16-20
PITOT AND STATIC SYSTEMS ....... 16-4 Cylinder Head Temperature Gage
Trouble Shooting - Pitot-Static System. . . 16-5 Maintenance. ............ .16-21
Trouble Shooting - Airspeed Indicator . . . 16-6 Oil Pressure Gage ............ 16-21
Trouble Shooting - Altimeter ....... 16-6 Trouble Shooting - Oil Pressure
Trouble Shooting - Vertical Speed Gage (Direct Reading) ......... 16-21
Indicator ......... ........ 16-7 Electric Oil Pressure Gage ........ 16-21
Trouble Shooting - Pitot-Static Head. ... 16-7 Trouble Shooting - Oil Pressure
Pitot and Static System Maintenance .... 16-8 Gage (Electric) ......... ... 16-22
Aligning Pitot Tube. ........... 16-8 Oil Temperature Gage ......... .16-22
Checking for Leaks. ........... 16-8 Carburetor Air Temperature Gages .... 16-22
Blowing Out Pitot Lines. ......... 16-8 Trouble Shooting - Carburetor Air
Removal of Pitot and Static Temperature Gage (Electric) .. 16-23
Pressure System. ......... . 16-8 Fuel Quantity Indicators (Electric) .. 16-24
Replacement of Pitot and Static Trouble Shooting - Fuel Quantity
Pressure System ...... 16-8 Indicators (Electric) .. 16-24
VACUUM SYSTEMS ........... .16-11 Transmitter Calibration ......... 16-25
Trouble Shooting - Vacuum System . . . .16-11 Fuel Flow Indicator ...... 16-25
Trouble Shooting - Gyro Horizon ..... 16-12 Trouble Shooting - Fuel Flow Indicator . 16-25
Trouble Shooting - Vacuum Pump .. . 16-13 MAGNETIC COMPASS ....... 16-25
Trouble Shooting - Vacuum Switch . . . 16-14 STALL WARNING HORN AND
Vacuum System Removal ....... . 16-14 TRANSMITTER ............. 16-26
Vacuum System Replacement ....... 16-14 TURN-AND-BANK INDICATOR .... . 16-26
Vacuum System Cleaning ......... 16-14 Trouble Shooting - Turn-and-Bank
Suction Gage Readings .......... 16-14 Indicator ............... 16-26
ENGINE INDICATORS. ............ 16-18
16-1. GENERAL. which point the instrument technician should be called

in.
16-2. This section describes typical instrument in- Some instruments, such as fuel quantity and oil
stallations and the systems operating them, with pressure gages, are so simple and inexpensive that
emphasis on trouble shooting and corrective measures repairs usually will be more costly than a new in-
for the systems themselves. It does not deal with strument; on the other hand, aneroid and gyro instru-
specific instrument repairs since this usually re- ments usually are well worth repairing. The words,
quires special equipment and data and should be "replace instrument" in the text, therefore, should
handled by instrument specialists. Civil Air Regu- be taken only in the sense of physical replacement in
lations require that malfunctioning instruments be the airplane. Whether the replacement is to be with
sent to an approved instrument overhaul and repair a new instrument, an exchange one or the original in-
station or returned to the manufacturer for servic- strument is to be repaired must be decided on the
ing. Our concern here is with preventive mainten- basis of individual circumstances.
ance on the various instrument systems and cor-
rection of system faults which result in instrument 16-3. INSTRUMENT PANELS.
malfunctions.
The descriptive material, maintenance and trouble 16-4. Instrument panels in Cessna aircraft are made
shooting information in this section is intended to in two main sections; the stationary panel which
help the mechanic determine malfunctions, and cor- carries switches and controls and contains instru-
rect them, up to the defective instrument itself; at ments, such as fuel quantity and oil pressure and
16-1
Instruments SERVICE MANUAL
Instrument Panels
EARLY STYLE PANEL
NOTE
THE TWO BASIC TYPES OF SHOCK-MOUNTED

PANELS ARE AS ILLUSTRATED. THE PANELS
DEPENDING UPON THE PANEL DESIGN AND

WEIGHT. IDENTICAL TYPE MOUNTS SHOULD
BE USED WHEN REPLACEMENT IS NECESSARY.
1. Fastener
2. Decorative Cover
3. Compass Card Holder
4. Shock-Mounted Panel
5. Nut
6. Spacer
7. Lockwasher
8. Shockmount
9. Ground Strap
10. Screws
11. Spacer
12. Shock Mount
13. Washer
14. Nuts
Figure 16-1. Shock-Mounted Panels

16-2
Pitot and Static Systems
NOTE MODELS 180, 182 & 185

ILLUSTRATION SHOWS
STATIC SOURCE SUMP
AS PROVIDED ON LATER
MODELS. EARLY MODELS
WERE NOT EQUIPPED
WITH SUMPS.
9.
7. Connector
Union (Pitot Tube) 19. Altimeter
8. Line
Tube)(Union in Wing to
Pitot
24 20 11. Nipple 21. Nipple
12. Body (Pitot Mast) 22. Tee
1 Sump Tee) 2.13. to Tube
Tine (Right
(Pitot Mast) 23. Line (Airspeed Indicator Tee to
2. Right Static Source Sump 14. Stem (Pitot Mast) Altimeter Tee)
3. Elbow 15. Nose Fitting (Pitot Mast) 24. Line (Altimeter Tee to Vertical
4. Nipple 16. Heater Assembly (Pitot Mast) Speed Indicator Tee)
5. Right Static Port 17. Airspeed Indicator 25. Tee
6. Line (Airspeed Indicator to 18. Line (Tee to Left Static Source 26. Vertical Speed Indicator
Union in Wing) Sump) 27. Switch (Pitot Heater)
2 3 4 MODELS 150, 172 & 175 1. Switch (Pitot Heater)

2. Line (Airspeed Indicator to Union
in Wing)
3. Union
4. Line (Pitot Tube to Wing Root)
5. Union
6. Line (Union to Heated Pitot Tube)
7 7. Connector (Pitot Tube)
8. Screw
9. Pitot Tube Mast Assy (Heated)
10. Heater Element (Pitot Mast)
8 11. Pitot Tube (Unheated)
12. Static Port
13. Nipple
14. Elbow
9 15. Static Source Sump
16. Line (Static Source to Airspeed
Indicator)
NOTE
13 ILLUSTRATION SHOWS STATIC SOURCE SUMP

AS PROVIDED ON LATER MODELS. EARLY
14 MODELS WERE NOT EQUIPPED WITH SUMPS.
Figure 16-2. Pitot-Static Systems
16-3
temperature gages, which are not sensitive to vibra- control wheel and shaft through the shock-mounted
tion; and the shock-mounted panel which carries the panel and connect it to the universal on the control
major flight instruments. Most of the instruments tee. Reinstall the control wheel on Model 182 air-
are screw-mounted on the backs of the shock-mount- craft (1962 and on).
ed panels, which in turn are covered with metal or
molded plastic decorative panels. 16-7. INSTRUMENT REMOVAL. Most instruments
are secured to the panel with screws inserted through
16-5. REMOVAL. The stationary instrument panels the panel face, under the decorative cover. To re-
are secured to the engine mount stringers and a for- move an instrument, remove the decorative cover
ward fuselage bulkhead and ordinarily are not con- (if necessary), disconnect the plumbing or wiring to
sidered removable. The shock-mounted panels are the instrument concerned, remove the retainer
secured to the stationary panels by rubber shock screws and take the instrument out from behind.
mount assemblies. Some instruments installed on the stationary panel
a. To remove the shock-mounted panel, release the can be removed if desired without removing the
clips securing the decorative panel by carefully pry- decorative cover; the mounting screws for these
ing under the buttons on the clips. Remove any con- instruments have jam nuts so that the instrument
trol knobs or lock nuts on the panel which would retainer nuts may be removed and replaced with-
interfere and pull off the cover. Remove the nuts out holding the screw heads. Other instruments on
from the shock mount screws,tag and disconnect the the stationary panel are circumscribed with escutch-
instrument plumbing and wiring and pull the panel eons. Instrument mounting screws in the corners
straight back. If it should become necessary to re- of the escutcheons are accessible on the face of the
move the shock mounted panel and its decorative panel; the retainer nuts are accessible from behind
cover from the airplane, on some aircraft the con- the instrument panel. The decorative cover need
trol wheel shaft and wheel must first be removed. not be removed to take out these instruments. The
This is done by removing the nuts and bolts securing instrument cluster used on later models is installed
the shaft to the control wheel universal on the control as a unit, secured by a screw on each end of the
tee. On Model 182 aircraft (1962 and on), the con- cluster. The cluster must be removed from the
trol wheel can be removed from the control shaft by panel to replace an individual gage.
removing securing screws, thereby permitting re-
moval of the shock panel with the control shaft in- NOTE
stalled.
b. Where Lord shock mount assemblies are used, In some later model airplanes, the instrument
the bolts securing the panel to the shock mounts must cluster is located directly above the glove box.
be removed. Note the combination of bolts, washers, Removal of the cluster will be simpler if the
ground straps and spacers used on each mount for glove box is removed first. The box is at-
correct replacement when the panel is reinstalled. tached with screws just inside the box open-
ing.
16-5A. ADDING EXTRA SHOCK MOUNTS. Service
life of instruments is directly related to adequate In all cases when an instrument is removed, the lines
shock-mounting of the panel. In some cases, par- or wires disconnected from it should be protected.
ticularly when additional instruments have been added Cap open lines and cover pressure connections on the
in the field, the original shock-mounts are inadequate instrument, to prevent thread damage and the entrance
to support the increased weight of the panel. In- of foreign matter. Wire terminals should be insulated
stalling additional shock mounts, when the instru- or tied up so they will not ground accidentally, or
ment complement is increased, is apractical fix to short-circuit on another terminal.
prevent rapid deterioration of the mounts at the
original locations. 16-8. INSTRUMENT INSTALLATION. Generally,
installation procedure is the reverse of the removal
16-6. INSTALLATION. procedure. Make sure mounting screw nuts are
a. To install the shock-mounted panel, set it in tightened firmly, but do not overtighten them, parti-
place in the stationary panel, aligning the shock cularly on instruments having plastic cases. The
mounts with the holes in the panel, and install the same rule generally applies to connecting plumbing
nuts on the shock mount screws. and wiring. If thread lubricant or sealer is used on
b. To install the shock-mounted panel where Lord plumbing, it should be applied sparingly and only on
shock mount assemblies are used, place the panel the male threads. When replacing an electrical gage
mounting screws and spacers in their proper posi- in an instrument cluster assembly avoid bending the
tions, then position the panel, insert the screws in pointer or dial plate. Distortion of the dial or back
the mounts and install the nuts. plate could change calibration of the gages.
c. Replace the instruments and connect the wiring
and plumbing. Position the decorative cover and 16-9. PITOT AND STATIC SYSTEMS.
press the retainer clips through the holes in the panel.
A light coat of paraffin, beeswax or soap on the prongs 16-10. The pitot and static systems are systems of
of the retainer clips will make their insertion easier. metal or plastic tubing which convey ram air pres-
d. Install any previously removed control knobs sure and atmospheric pressure to the airspeed and
and lock nuts. If the control wheel and control shaft vertical speed indicators and the altimeter. Ram
were previously removed for complete removal of pressure picked up by the pitot tube on the leading
the shock panel and decorative cover, insert the edge of the left wing is transmitted to the airspeed
16-4
indicator by tubing running through the wing leading installations are optional equipment on some air-
edge to the cabin, then down the left forward door- planes. On the 150, 172 and 175 series, pitot heat
post and forward to the instrument panel. Atmos- is available when the standard metal pitot tube is
pheric pressure for the airspeed and vertical speed replaced with a mast-type pitot tube containing a
indicators and the altimeter is picked up by static heating element. The mast-type tube is standard
pressure ports on the fuselage and transmitted equipment on 180, 182 and 185 series and the addi-
through tubing to the instruments. Two general sys- tion of pitot heat to these aircraft is simply a matter
tem layouts are used on Cessna single-engine air- of adding the heating element and the necessary wir-
planes. The 150, 172, and 175 series have single ing. The pitot heater is powered by the airplane's
static ports on the left side of the fuselage and a electrical system and controlled by a switch on the
simple metal pitot tube projecting down and forward instrument panel. The pitot and static line plumb-
from the left wing leading edge. Late model air- ing shown in figure 16-2 is a typical factory install-
craft of these series have static line sumps to ation. Several variations have been used in factory
collect condensation in the static system. The installations to accommodate optional instrumen-
180, 182 and 185 series use dual static ports, one tation and other variations have been made in the
on each side of the fuselage. Late models of these field, while making custom installations. However,
aircraft also have a static line sump adjacent the servicing and maintenance procedures given
to the static port. The pitot tubes in these series here will apply in general to all these variations.
are enclosed in mast-type housings. Pitot heat
16-11. TROUBLE SHOOTING--PITOT-STATIC SYSTEM.
LOW OR SLUGGISH AIRSPEED INDICATION.
Normal altimeter and vertical Check alignment, test line for leaks Straighten tube, repair or replace
speed - Pitot tube deformed, or obstructions. damaged line.
leak or obstruction in pitot
line.
INCORRECT OR SLUGGISH RESPONSE.
All three instruments - leaks Test line for leaks and obstruc- Repair or replace line.
or obstruction in static line. tions.
SHOP NOTES:
16-5
16-11A. TROUBLE SHOOTING -- AIRSPEED INDICATOR.
HAND FAILS TO RESPOND.
Pitot pressure connection Test line and connection for leaks. Repair or replace damaged line,
not properly connected to pres- tighten connections.
sure line from pitot tube.
Pitot or static lines clogged. Check line for obstructions. Blow out lines.
INCORRECT INDICATION OR HAND OSCILLATES.
Leak in pitot or static lines. Test lines and connections for Repair or replace damaged
leaks. lines, tighten connections.
Defective mechanism. Substitute known-good indicator Replace instrument.

and check reading.
Leaking diaphragm. Substitute known-good indicator Replace instrument.

and check reading.
HAND VIBRATES.
Excessive vibration. Check panel shock mounts. Replace defective shock mounts.
Excessive tubing vibration. Check clamps and line connections Tighten clamps and connections,
for security. replace tubing with flexible hose.
16-11B. TROUBLE SHOOTING -- ALTIMETER.
INSTRUMENT FAILS TO OPERATE.
Static line plugged. Check line for obstructions. Blow out lines.
Defective mechanism. Substitute known-good altimeter Replace instrument.

and check reading.
INCORRECT INDICATION.
Hands not carefully set. Reset hands with knob.
Leaking diaphragm. Substitute known-good altimeter Replace instrument.

and check reading.
Pointers out of calibration. Compare reading with known- Recalibrate.

good altimeter.
HAND OSCILLATES.
Static pressure irregular. Check lines for obstructions or Blow out lines, tighten con-
leaks. nections.
Leak in Airspeed or Vertical Check other instruments and Blow out lines, tighten con-
Speed Indicator installations, system plumbing for leaks and nections.
obstructions.
16-6
16-11C. TROUBLE SHOOTING -- VERTICAL SPEED INDICATOR.
INSTRUMENT FAILS TO OPERATE.
Static line plugged. Check line for obstructions. Blow out lines.
Static line broken. Check line for damage, con- Repair or replace damaged
nections for security. line, tighten connections.
INCORRECT INDICATION.
Partially plugged static line. Check line for obstructions. Blow out lines.
Ruptured diaphragm. Substitute known-good indi- Replace instrument.

cator and check reading.
Pointer off zero. Reset pointer to zero.
POINTER OSCILLATES.
Partially plugged static line. Check line for obstructions. Blow out lines.
Leak in static line. Test lines and connections for Repair or replace damaged lines,
leaks. tighten connections.
Leak in instrument case. Substitute known-good indicator Replace instrument.

and check reading.
HAND VIBRATES.
Excessive vibration. Check shock mounts. Replace defective shock mounts.
Defective diaphragm. Substitute known-good indicator Replace instrument.

and check for vibration.
16-11D. TROUBLE SHOOTING -- PITOT-STATIC HEAD.
TUBE DOES NOT HEAT OR CLEAR ICE.
Switch turned "OFF." Turn switch "ON."
Blown fuse or circuit breaker. Check fuse or circuit breaker. Replace or reset.
Break in wiring. Test for open circuit. Repair wiring.
Heating element burned out. Check resistance of heating Replace element.

element.
HANDS OSCILLATE OR INDICATE INCORRECTLY ON PITOT-STATIC INSTRUMENTS.
Leak in pitot and static lines. Test lines and connections for Repair or replace damaged
leaks. lines, tighten connections.
Leak in case of individual Substitute known-good indicator Replace instruments.

instrument. and check reading.
16-7
16-12. PITOT AND STATIC SYSTEM MAINTENANCE. end of the line toward the pitot tube.
Proper maintenance of the pitot and static system is
essential for the proper operation of the altimeter,
and vertical speed and airspeed indicators. Leaks, CAUTION
moisture and obstructions in the pitot system will
result in false airspeed indications, while static sys- Never attach an air line to the pitot tube, or
tem malfunctions will affect the readings of all three blow through it toward the airspeed indicator.
instruments. Under instrument flight conditions, Doing so may damage the indicator.
these instrument errors could be hazardous. Clean-
liness and security are the principal rules for pitot Like the pitot lines, the static pressure lines must
and static pressure system maintenance. Both the be kept clear and the connections tight. Later model
pitot tube and the static ports must be kept clean and airplanes have static source sumps that collect mois-
unobstructed. ture and keep the system clear. However, when
necessary on any model, disconnect the static line
16-13. ALIGNING PITOT TUBE. For correct air- at the first instrument to which it is connected, then
speed indications the pitot tube on the 150, 172 and blow the line clear with low-pressure air.
175 series must be properly aligned, so that the
open end of the tube is perpendicular to the vertical
axis and parallel to the longitudinal axis of the air- CAUTION
plane. For the 172 and 175, a template like the one
shown in figure 16-3 will prove the most convenient Never blow out the lines while any instrument
means of checking this alignment. Fit the template is connected to them
over the wing leading edge and bend the tube if nec-
essary so that its contour falls along the pitot tube Check all static pressure line connections for tight-
line on the template. The tube should parallel a ness. If hoses or hose connections are used, check
straightedge placed along the row of wing rib rivets them for general condition and their clamps for
just outboard of the tube. The pitot tube on the 150 security. Replace hoses which have cracked, hard-
likewise should parallel the row of wing rib rivets. ened or show other signs or deterioration.
Its contour should be checked with a template made to
the pattern in figure 16-4. The template fits over 16-16. REMOVAL OF PITOT AND STATIC PRES-
the leading edge of the wing and the pitot tube should SURE SYSTEM. To remove the pitot mast on models
parallel one of the straight lines on the template. with this type system, remove the four mounting
Both illustrations of pitot tube contour templates screws on the side of the attaching connector and pull
have been drawn carefully to actual size, so that they the mast out of the connector far enough to disconnect
may be traced directly on a sheet of stiff plastic, the pitot line. Electrical connections to the heater
plywood or metal. Place a piece of carbon paper be- assembly (if installed) may be disconnected through
tween the printed page and the template material and the wing access opening just inboard of the mast. On
trace the contours. airplanes having the simple metal pitot tube, the
tube connection is accessible through the access
16-14. CHECKING FOR LEAKS. To check the pitot hole just inboard of the pitot tube. To remove the
system for leaks, fasten a piece of rubber or plastic pitot tube, disconnect the fitting and pull the tube out
tubing over the pitot tube, close the opposite end of of the wing through the access hole. The pitot and
the tubing and slowly roll up the tube until the air- static lines are removed in the usual manner, after
speed indicator registers in the cruise range. Se- removing the wing access openings, lower wing
cure the tube and after a few minutes recheck the fairing strip, decorative cover over the left door-
airspeed indicator. Any leakage will have reduced post, and when necessary, the left forward uphol-
the pressure in the system, resulting in a lower stery panel. Reinstallation of the wing line will be
airspeed indication. Slowly unroll the tubing before simpler if a guide wire is drawn in as the line is re-
removing it, so the pressure is reduced gradually. moved from the wing. The wing line may be remov-
Otherwise the instrument may be damaged. If the ed intact by drawing it out through the cabin and
test reveals a leak in the system, check all connec- right cabin door.
tions for tightness. On some airplanes, the pitot
system includes a rubber hose connection at the wing 16-17. REPLACEMENT OF PITOT AND STATIC
root rib. Pay particular attention to this connection PRESSURE SYSTEM. When replacing components of
when checking the system for security; if the hose the pitot and static pressure systems, use anti-seize
shows signs of deterioration, replace it. compound sparingly on the male threads on both
metal and plastic connections. Avoid excess com-
16-15. BLOWING OUT PITOT LINES. Although the pound which might enter the lines. Tighten con-
pitot system is designed to drain down to the pitot nections firmly, but avoid overtightening and dis-
tube opening, condensation may collect at other points torting the fittings. If twisting of plastic tubing is
in the system and produce a partial obstruction. To encountered when tightening the fittings, VV-P-236
clear the line, disconnect it at the airspeed indicator or USP Petrolatum may be applied sparingly between
and, using low pressure air, blow from the indicator the tubing and fittings.
16-8
1
Y-4^4(-) I
Figure 16-3. Pitot Tube Alignment Template - Models 172 and 175
16-9
Figure 16-4. Pitot Tube Alignment Template - Model 150
16-10
Vacuum Systems
16-18. VACUUM SYSTEMS. vacuum line runs from the two gyro instruments,
connected in parallel, through the firewall to the
16-19. Suction to operate directional gyro and gyro relief valve. A suction gage, mounted on the instru-
horizon instruments is provided by a single or dual ment panel, connects to one or both of the gyro in-
venturi system, or by an engine driven vacuum pump. struments to indicate suction at the gyros. On some
Model 172 airplanes, except the Skyhawk, have no models, the suction gage is connected to a vacuum-
provision for mounting a vacuum pump, therefore test selector valve, which in turn is connected to
these aircraft utilize dual venturis or one larger each gyro and indicates suction at either gyro.
single venturi to provide suction. All other aircraft On aircraft having an optional pictorial gyro horizon
have vacuum pump provisions. Except for the suction and azimuth card directional gyro, a suction gage is
source, the two systems are similar. The engine- not installed. The suction gage is unnecessary since
driven vacuum system uses a vacuum pump mounted the gyro horizon incorporates two lights used for
on the engine accessory case or the engine case. The vacuum warning of high or low suction. A vacuum
pump is gear-driven through a spline-type coupling. lights test switch in the system provides a means of
The vacuum pump discharge is through an oil sepa- testing the lights electrically. Venturi tubes for the
rator, where the oil, which passes through the pump 172 vacuum system are mounted on the fuselage just
and lubricates it, is returned to the engine sump and forward of the right landing gear spring. The suction
the air is expelled overboard. A suction relief valve relief valve is installed in the vertical run of the
to control system pressure is connected between the suction line.
pump inlet and the instruments. In the cabin, the
16-20. TROUBLE SHOOTING -- VACUUM SYSTEM.
HIGH SUCTION GAGE READINGS.
Gyros function normally - Check screen, then valve. Clean screen, reset valve.
Relief valve screen clogged, Compare gage readings with new Replace gage.
relief valve malfunction. gage.
NORMAL SUCTION GAGE READING, SLUGGISH OR ERRATIC GYRO RESPONSE.
Instrument air filters clogged. Check operation with filters re- Replace filters.
moved.
LOW SUCTION GAGE READINGS.
Leaks or restriction between Check lines for leaks, check Repair or replace lines, adjust or
instruments and relief valve, pump discharge volume, replace relief valve, repair or re-
relief valve out of adjustment, disconnect and test pump. place pump or venturi, clean oil
defective pump or venturi, re- separator.
striction in oil separator or
pump discharge line.
SUCTION GAGE FLUCTUATES.
Defective gage or sticking Check suction with test gage. Replace gage. Clean sticking valve
relief valve. with Stoddard solvent. Blow dry
and test. If valve sticks after
cleaning, replace it.
OIL COMES OVER IN PUMP DISCHARGE LINE.
Oil separator clogged, oil Check oil separator, return line. Clean oil separator in Stoddard
return line obstructed, ex- Check that pump oil return rate solvent, blow dry. Blow out lines.
cessive oil flow through pump. does not exceed 120 cc/hour If pump oil consumption is ex-
(approx. 8 drops/minute), at 50 cessive,replace oil metering collar
psi oil pressure. and pin in pump.
16-11
Vacuum Systems
16-20A. TROUBLE SHOOTING -- GYRO HORIZON.
HORIZON BAR FAILS TO RESPOND.
Air filter dirty (high vacuum Check filter. Clean or replace filter.
indication).
Suction relief valve im- Adjust or replace relief valve.

properly adjusted.
Faulty suction gage. Substitute known-good suction Replace suction gage.

gage and check gyro response.
Vacuum pump or venturi Check pump or venturi. Replace pump or venturi.

failure.
Vacuum line kinked or Check lines for damage and Repair or replace damaged lines,
leaking. leaks. tighten connections.
HORIZON BAR DOES NOT SETTLE.
Defective mechanism. Substitute known-good gyro and Replace instrument.

check indication.
Insufficient vacuum. Adjust or. replace relief valve.
HORIZON BAR OSCILLATES OR VIBRATES EXCESSIVELY.
indication).
Suction relief valve im- Adjust or replace relief valve.

properly adjusted.

gage and check gyro indication.
Defective mechanism. Substitute known-good gyro and Replace instrument.

check indication.
EXCESSIVE DRIFT IN EITHER DIRECTION.
indication).
Low vacuum, relief valve im- Adjust or replace relief valve.

properly adjusted.

gage and check gyro indication.
Vacuum pump or venturi Check pump or venturi. Replace pump or venturi.

failure.
Vacuum line kinked or Check lines for damage and Repair or replace damaged lines,
leaking. leaks. tighten connections.
16-12
Vacuum Systems

DIAL SPINS IN ONE DIRECTION CONTINUOUSLY.
Operating limits have been Cage and reset when airplane

exceeded. is level.
Defective mechanism. Substitute known-good gyro Replace instrument.
and check indication.
16-20B. TROUBLE SHOOTING -- VACUUM PUMP.
EXCESSIVE OIL IN DISCHARGE.

Excessive flow to pump. Check pump vent plugs. Clean vent plugs.
Clogged oil separator. Check separator for obstructions. Clean separator.

Damaged engine drive seal. Replace gasket.
HIGH SUCTION.
Suction relief valve Check screen for obstructions. Clean or replace screen.
screen clogged.
LOW SUCTION.
Relief valve leaking. Replace relief valve.

Vacuum pump failure. Substitute known-good pump Replace vacuum pump.
and check pump suction.
LOW PRESSURE.
Safety valve leaking. Replace safety valve.
Vacuum pump failure. Substitute known-good pump Replace vacuum pump.
and check pump pressure.
16-13
Vacuum Systems
16-20C. TROUBLE SHOOTING -- VACUUM SWITCH (TYPE 34B GYRO HORIZON).
FALSE INDICATION FROM "HI" AND "LO" VACUUM INDICATOR LIGHTS.
Leakage of pressure through Check connection for security. Tighten loose connection.
switch connection.
Leaking switch diaphragm. Replace switch.
Bent or loose contacts. Replace switch.
INDICATOR LIGHT FAILURE.
Diaphragm does not return to Replace switch.

normal position.
Loose electrical connections. Check all connections for Tighten all connections.
security.
Worn or corroded switch Replace switch.

contact points.
Bulb burned out. Test lights with vacuum lights Install new bulb.
test switch.
16-21. VACUUM SYSTEM REMOVAL. The various ponents installed in the airplane. The exces-
components of the vacuum system are secured by sive pressures will damage the gyro instru-
conventional clamps, mounting screws and nuts. To ments. If an obstructed line is to be blown
remove a component, remove the mounting screws out, disconnect it at both ends and blow from
and disconnect the inlet and discharge lines. the instrument panel out.
16-22. VACUUM SYSTEM REPLACEMENT. When

replacing a vacuum system component, make sure Components such as the oil separator and suction
connections are made correctly. Use thread lubricant relief valve which are exposed to engine oil and
sparingly and only on male threads. Avoid over- dirt should be washed with Stoddard solvent, then
tightening connections. Before reinstalling a vacuum dried with a low-pressure air blast. Check hoses
pump, probe the oil passages in the pump and engine, for collapsed inner liners as well as external damage.
to make sure they are open. Place the mounting pad
gasket in position over the studs and make sure it does 16-23A. SUCTION GAGE READINGS. On aircraft
not block the oil passages. Coat the pump drive equipped with an engine-driven vacuum pump, a
splines lightly with a high-temperature grease such suction of 4.5 inches of mercury is desirable for
as Dow Silicone #30 (Dow-Corning Co., Midland, gyro instruments. However, a range of 3.75 to
Mich.). After installing the pump, before connect- 5. 0 inches of mercury is considered acceptable.
ing the plumbing, start the engine and hold a piece Model 172 aircraft, except the Skyhawk, have no
of paper over the pump discharge to check for proper provision for mounting a vacuum pump, therefore
lubrication. Proper oil flow through the pump is these aircraft utilize dual venturis or one larger
one to four fluid ounces per hour. single venturi to provide suction. The suction
range for a venturi installation is 3.8 to 4.2 inches
16-23. VACUUM SYSTEM CLEANING. In general, of mercury. On aircraft having a pictorial gyro hori-
low-pressure, dry compressed air should be used zon, the gyro horizon vacuum indicator lights show
in cleaning vacuum system components removed high or low vacuum. The light which warns of low
from the airplane. vacuum illuminates at 3.5 inches of mercury; the
CAUTION light indicating high vacuum illuminates at 5.0 inches
--- -- of mercury. Neither light is on when vacuum is be-
Never apply compressed air to lines or com- tween 3.5 and 5.0 inches of mercury.
16-14
Vacuum Systems
NOTE
THIS IS A TYPICAL ENGINE-DRIVEN

VACUUM SYSTEM. VARIATIONS BE-
TWEEN MODELS INCLUDE PUMP
LOCATION, ROUTING, PLUMBING
TYPE OIL SEPARATOR USED, AND 10
WHETHER A VACUUM-TEST SELEC-
TOR VALVE IS USED. SOME AIR-
CRAFT MAY USE A GYRO HORIZON
HAVING VACUUM INDICATOR LIGHTS
INSTEAD OF A SEPARATE SUCTION
GAGE. SEE FIGURE 16-6 FOR MODEL
172 VENTURI INSTALLATION.
SEE FIGURE 16-7 FOR OIL SEPARA-

TOR USED ON SOME MODELS.
1. Directional Gyro 10. Suction Gage 20. Line (Oil Separator to Engine)
2. Nipple 11. Vent Tube 21. Elbow
3. Line (Gyro to Gyro) 12. Line (Pump to Oil Separator) 22. Nipple
4. Tee 13. Hose (Valve to Vacuum Pump) 23. Screw
5. Hose (Gyro to Firewall) 14. Clamp 24. Nipple
6. Horizontal Gyro 15. Oil Separator 25. Vacuum Pump
7. Nipple 16. Hose 26. Relief Valve
8. Hose (Gage to Gyro) 17. Hose Clamp 27. Firewall Fitting
9. Elbow 18. Clamp 28. Nut
19. Screw
Figure 16-5. Typical Engine-Driven Vacuum System
16-15
Vacuum Systems
NOTE
THIS IS A TYPICAL VENTURI INSTALLATION

FOR EARLY MODEL 172 AIRCRAFT. LATER
MODELS, EXCEPT THE SKYHAWK WHICH
HAS VACUUM PUMP PROVISIONS, USE A
SINGLE SUPER VENTURI AND A SLIGHTLY
DIFFERENT PLUMBING ARRANGEMENT.
16
1. Hose 6. Nipple 12. Fuselage Skin

2. Clamp 7. Line 13. Rivet
3. Adapter 8. Tee 14. Venturi Tube
4. Bushing 9. Line 15. Screw
5. Relief Valve 10. Elbow 16. Nut
11. Stiffener
Figure 16-6. Venturi Installation
16-16
Vacuum Systems
NOTE
THIS TYPE OIL SEPARATOR

USED ON SOME MODELS,
THE TYPE SHOWN IN FIGURE
16-5 USED ON OTHERS.
1. Vent Line
2. Nut
3. Bracket
4. Engine Baffle
5. Line (Vacuum Pump to Separator)
6. Hose
7. Clamp
8. Oil Separator
9. Screw
10. Line (Oil Return)
11. Elbow
12. Screw and Nut
13. Engine Breather Line
14. Clamp
Figure 16-7. Oil Separator

SHOP NOTES:
16-17
Engine Indicators
16-24. ENGINE INDICATORS. between the fingers to feel for binding

and jumpy motion.
16-25. TACHOMETER. The tachometers used on
Cessna single-engine aircraft are mechanical indica- Before replacing a tachometer cable in the housing,
tors driven at half crankshaft speed by flexible shafts, coat the lower two thirds with AC Type ST-640 Speed-
Most tachometer difficulties will be found in the drive- ometer cable grease or Lubriplate No. 110. Insert
shaft. To function properly, the shaft housing must the cable in the housing as far as possible, then
be free of kinks, dents and sharp bends. There slowly rotate it to make sure it is seated in the en-
should be no bend on a radius shorter than six inches, gine fitting. Insert the cable in the tachometer,
and no bend within three inches of either terminal. making sure it is seated in the drive shaft, and re-
If a tachometer is noisy or the pointer oscillates, connect the housing.
check the cable housing for kinks, sharp bends and
damage. Disconnect the cable at the tachometer and 16-26. MANIFOLD PRESSURE GAGE. The mani-
pull it out of the housing. Check the cable for worn fold pressure gage is a barometric instrument which
spots, breaks and kinks. indicates the absolute pressure in the intake manifold
in inches of mercury; thus, with the engine stopped
NOTE or at sudden full throttle and maximum rpm, it will
register approximately the ambient barometric pres-
A kink may be detected by holding the cable sure.
vertically by one end and slowly rotating it
16-26A. TROUBLE SHOOTING -- MANIFOLD PRESSURE GAGE.
EXCESSIVE ERROR AT EXISTING BAROMETRIC PRESSURE.
Pointer shifted. Replace instrument.
Leak in vacuum bellows. Replace instrument.
Loose pointer. Replace instrument.
Leak in pressure line. Test line and connections for Repair or replace damaged
leaks. line, tighten connections.
Condensate or fuel in line. Check line for obstructions. Blow out line.
JERKY MOVEMENT OF POINTER.
Excessive internal friction. Replace instrument.
Rocker shaft screws tight. Replace instrument.
Link springs too tight. Replace instrument.
Dirty pivot bearings. Replace instrument.
Defective mechanism. Replace instrument.
Leak in pressure line. Test line and connections for Repair or replace damaged
leaks. line, tighten connections.
SLUGGISH OPERATION OF POINTER.
Foreign matter in line. Check line for obstructions. Blow out line.
Damping needle dirty. Replace instrument.
Leak in pressure line. Test line and connections for Repair or replace damaged line,
leaks. tighten connections.
16-18
SERVICE MANUAL
Instruments
Engine Indicators

EXCESSIVE POINTER VIBRATION
Tight rocker pivot bearings. Replace instrument.
Excessive panel vibration. Check panel shock mounts. Replace defective shock
mounts.
IMPROPER CALIBRATION
Faulty mechanism. Replace instrument.
NO POINTER MOVEMENT
Broken pressure line. Check line and connections for Repair or replace damaged
breaks. line.
16-27. CYLINDER HEAD TEMPERATURE GAUGES.
Two types of cylinder head temperature gages are used in the various models, the thermocouple
powered type and the electrical powered bulb type gage. Spark plug gasket thermocouples provide
power to the thermocouple type gages. Cylinder head temperature bulbs regulate power to electrical
system powered gages. On thermocouple type installations, the length of the thermocouple leads is
important; shortening or lengthening the wires will alter circuit resistance and cause erroneous gage
indication. The Rochester and Stewart Warner gages are connected similarly, but the Rochester gage
does not have a calibration pot and cannot be adjusted. Refer to Table 2 on page 16-26B when
trouble shooting the cylinder head temperature gage.
SHOP NOTES:
Revision 1
SERVICE MANUAL
Instruments
Engine Indicators
16-28. TROUBLE SHOOTING - CYLINDER HEAD TEMPERATURE GAGES.

GAGE INOPERATIVE
No current to circuit. Check circuit breaker, electrical Repa ir electrical circuit.
(bulb-type) circuit to gage.
Defective gage, thermocouple, Isolate with ohmmeter check of Repa ir or replace defective
bulb or circuit. circuits. item.
GAGE READS HIGH (THERMOCOUPLE-TYPE CIRCUIT)
Check with ohmmeter. Total
Shortened thermocouple lead. Replacece defective parts with
(Resistance too low) resistance through lead and Cessnana lead.
thermocouple should be 2 ohms.
GAGE READS LOW (THERMOCOUPLE-TYPE CIRCUIT)
Too long a lead or defective Check resistance as above. Replaice defective parts with
lead or thermocouple. Cess na parts.
GAGE FLUCTUATES RAPIDLY (BULB-TYPE CIRCUIT)
Loose or broken wire permitting Inspect circuit wiring. Repa ir or replace defective
alternate make and break of wire.
gage current.
GAGE READS TOO HIGH ON SCALE (BULB-TYPE CIRCUIT)
High voltage. Chec k "A" terminal.
Gage off calibration. Replaace Instrument.
GAGE READS TOO LOW ON SCALE (BULB-TYPE CIRCUIT)

Low voltage. Chec k voltage supply and "D"
termi nal.
Gage off calibration. Replaace instrument.
GAGE READS OFF SCALE AT HIGH END (BULB-TYPE CIRCUIT)

Break in bulb. Replaace instrument.
Break in bulb leads. Replaace instrument.
Internal break in gage. Replaace instrument.
OBVIOUSLY INCORRECT READING (BULB-TYPE CIRCUIT)

Defective gage mechanism. Replaace instrument.
Incorrect calibration. Replaace instrument.
16-20
SERVICE MANUAL
Instruments
Engine Indicators
16-29. CYLINDER HEAD TEMPERATURE GAGE MAINTENANCE.
The cylinder head temperature gage and thermocouple or bulb require no maintenance other than
cleaning, making sure the lead is properly supported, and all connections are clean, tight and properly
insulated. To make sure the resistance in the thermocouple circuit matches the instrument calibration,
always replace the gage, thermocouple, and lead with genuine Cessna parts of the correct number. The
Rochester and Stewart Warner gages are connected similarly, but the Rochester gage does not have a
calibration pot and cannot be adjusted. Refer to Table 2 on page 16-26B when trouble shooting the
cylinder head temperature gage.
16-30. OIL PRESSURE GAGE.
The Bourdon type oil pressure gage used on some Cessna single-engine aircraft is a direct reading gage,
operated by a pressure pickup line connected to the engine main oil gallery.
16-30A. TROUBLE SHOOTING - OIL PRESSURE GAGE (DIRECT-READING).

GAGE DOES NOT REGISTER
Pressure line clogged. Check line for obstructions. Clean line.
Pressure line broken. Check line for leaks and damage. Repair or replace damaged line.
Fractured Bourdon tube. Replace instrument.
Gage pointer loose on staff. Replace instrument.
Damaged gage movement. Replace instrument.
GAGE POINTER FAILS TO RETURN TO ZERO
Foreign matter in line. Check line for obstructions. Clean line.
Foreign matter in Bourdon tube. Replace instrument.
Bourdon tube stretched. Replace instrument.
GAGE DOES NOT REGISTER PROPERLY
GAGE HAS ERRACTIC OPERATION
Worn or bent movement. Replace instrument.
Foreign matter in Bourdon tube. Replace instrument.
Dirty or corroded movement. Replace instrument.
Pointer bent and rubbing on dial, Replace instrument
dial screw or glass.
Leak in pressure line. Check line for leaks and damage. Repair or replace damaged line.
16-31. ELECTRIC OIL PRESSURE GAGE.
The electric oil pressure gage system used on some Cessna aircraft requires little maintenance other
than routine cleaning and inspection of the wiring and connections. Good grounds between the sensing
unit and the engine case, and between the instrument and the instrument panel, are essential to accurate
readings. Since the ground connection to the engine is through the threads of the sensing unit, no thread
lubricant or sealer should be used when a sensing unit is installed.
Revision 1
SERVICE MANUAL
Instruments
Engine Indicators
16-32. TROUBLE SHOOTING - OIL PRESSURE GAGE (ELECTRIC).
INOPERATIVE GAGE
Blown fuse/circuit breaker out. Check fuse/circuit breaker. Repair or replace defective
Broken connection or lead, Check for open circuit to isolate wiring. Replace defective
defective sensing unit, defective break. sensing unit or gage.
gage.
GAGE READS LOW
Poor electrical connection or Check ground at gage and Repair defective connections.
ground at gage or sensing unit. sensing unit. Check connections. Replace defective gage or
Low bus voltage. Defective gage Check bus voltage, substitute sensing unit. Have voltage
or sensing unit. known - good gage or sensing regulator adjusted.
unit.
GAGE READS HIGH
Excessive bus voltage; grounded Check bus voltage. Check lead to Have voltage regulator adjusted.
lead to sensing unit; defective sensing unit. Substitute known - Repair or replace lead. Replace
sensing unit or gage. good gage or sensing unit. gage or sensing unit.
16-33. OIL TEMPERATURE GAGE.
On some airplanes, the oil temperature gage is a Bourdon tube type pressure instrument connected by
armored capillary tubing to a temperature bulb in the engine. The temperature bulb, capillary tube and
gage are filled with fluid and sealed. Expansion and contraction of fluid in the bulb with temperature
changes operates the gage. Checking capillary tube for damage and fittings for security is the only
maintenance required. Since the tubes inside diameter is small, small dents and kinks, which would be
acceptable in larger tubing, may partially or completely close off the capillary, making the gage
inoperative. Some airplanes are equipped with gages that are electrically actuated and are not
adjustable. Refer to Table 1 on page 16-26A when trouble shooting the oil temperature gage.
16-34. CARBURETOR AIR TEMPERATURE GAGES.
Both capillary-tube and electric carburetor air temperature gages have been used on Cessna single
engine aircraft. The capillary tube type is identical to the oil temperature gage except in range and the
same maintenance procedures apply to both. The electric gage is of the resistance-bridge type, in which
changes in the electrical resistance of the element in the sensing bulb occur with temperature changes
and are indicated by a meter that's dial calibrated for temperature. The resistance system, unlike the
thermocouple, requires current from the electrical system (aircraft's bus) and operates only when the
master switch is on. The wire length in this type of installation, however, is not critical as it is with the
thermocouple. Although both the instrument and the sensing bulb are grounded, two leads are used
between them to avoid the possibility of instrument error introduced by poor electrical bonds in the
airframe.
SHOP NOTES:
Revision 1
Engine Indicators
16-35. TROUBLE SHOOTING -- CARBURETOR AIR TEMPERATURE GAGE (ELECTRIC).
GAGE POINTER STAYS OFF LOW END OF SCALE.
Blown fuse/circuit breaker Check fuse/circuit breaker. Replace fuse/reset circuit

out. breaker.
Master switch "OFF" or Check switch "ON." Replace defective switch.

switch defective.
Broken or grounded leads Check circuit wiring. Repair or replace defective

between gage and sensing wiring.
unit.
Defective gage or sensing Substitute known-good gage or Replace gage or sensing

unit. sensing unit. unit.
GAGE POINTER GOES OFF HIGH END OF SCALE.
Broken or grounded lead. Check circuit wiring. Repair or replace defective

wiring.

GAGE OPERATES INTERMITTENTLY.
Defective master switch, Check circuit wiring. Replace switch, repair or

broken or grounded lead. replace defective wiring.
Defective gage or sensing Substitute known-good gage or Replace gage or sensing unit.
unit. sensing unit.
EXCESSIVE POINTER OSCILLATION.
Loose or broken lead. Check circuit wiring. Repair or replace defective

wiring.

Excessive panel vibration. Check panel shock mounts. Replace defective shock
mounts.
OBVIOUSLY INCORRECT TEMPERATURE READING.

POINTER FAILS TO GO OFF SCALE WITH CURRENT OFF.
Defective master switch. Replace switch.
Defective gage. Substitute known-good gage. Replace gage.
16-23
Engine Indicators
16-36. FUEL QUANTITY INDICATORS (ELECTRIC). plane. In the magnetic type indicator, fuel
Two types of electric fuel quantity indicators have level indication is instantaneous.
been used in Cessna single-engine aircraft, the ther-
mal type and the magnetic type.
The fuel quantity indicators are used in conjunction
NOTE with float-operated variable-resistance transmitters
in the fuel tanks. The tank-full position of the trans-
Inthe thermal type indicator, operation de- mitter is minimum resistance (33. 5 ohms), permit-
pends upon heating and cooling of a bimetal ting maximum current flow through the indicator
strip. Therefore, after the master switch is and maximum pointer deflection. As the tank level
turned on, a warming period is required before drops, the resistance in the transmitter increases;
the indicator needle will arrive at the fuel level the resulting drop in current produces a smaller
reading. Also, the needle will require several pointer deflection. The maximum resistance (tank-
seconds to readjust itself to the reading after empty position) of the transmitter is approximately
any abrupt change in flight attitude of the air- 255 ohms.
16-37. TROUBLE SHOOTING -- FUEL QUANTITY INDICATORS (ELECTRIC).
FAILURE TO INDICATE.
No power to indicator or Check fuse/circuit breaker, Replace fuse/reset breaker,

transmitter. inspect for open circuit. repair or replace defective
(Pointer stays below E) wire.
Grounded wire. Check for partial ground be- Repair or replace defective
(Pointer stays above F) tween transmitter and gage. wire.
Low voltage. Check voltage at indicator. Correct voltage.
Defective indicator. Substitute known-good indi- Replace indicator.

cator.
OFF CALIBRATION.
Defective indicator. Check internal resistance of Replace indicator.

indicator; should be approxi-
mately 425 ohms.
Defective transmitter. Check internal resistance of Recalibrate or replace.

transmitter.
Low or high voltage. Check voltage at indicator. Correct voltage.
STICKY OR SLUGGISH INDICATOR OPERATION.
Defective indicator. Substitute known-good indi- Replace indicator.

cator.
ERRATIC READINGS.
Loose or broken wiring on Inspect circuit wiring. Repair or replace defective

indicator or transmitter. wire.
Defective indicator or trans- Substitute known-good indi- Replace indicator or trans-

mitter. cator or transmitter. mitter.
Defective master switch. Replace switch.
16-24
SERVICE MANUAL
Instruments
Engine Indicators
16-38. CYLINDER HEAD TEMPERATURE GAUGES.
(Refer to page 16-26A).
16-39. FUEL FLOW INDICATOR.
A fuel flow indicator is used with the Continental fuel injection system on Model 185 aircraft. The
indicator is a fuel pressure gage calibrated to indicate the approximate gallons per hour of fuel being
metered to the engine. It is operated by a pressure line from the fuel distributor manifold on the
engine.
16-39A. TROUBLE SHOOTING - FUEL FLOW INDICATOR.

DOES NOT REGISTER
Pressure line clogged. Check line for obstructions. Blow out line.
Pressure line broken. Check line for leaks and damage. Repair or replace damaged
line.
Fractured bellows or damaged Replace instrument.
mechanism.
Clogged snubber orifice. Replace instrument.
Pointer loose on staff. Replace instrument.
POINTER FAILS TO RETURN TO ZERO
Foreign matter in line. Check line for obstructions. Blow out line.
Clogged snubber orifice. Replace instrument.
Damaged bellows or mechanism. Replace instrument.
INCORRECT OR ERRATIC READING
Damaged or dirty mechanism. Replace instrument.
Pointer bent, rubbing on dial or Replace instrument.
glass.
Leak or partial obstruction in Check line for obstructions or Blow out dirty line, repair or
pressure line. leaks. tighten loose connections.
16-40. MAGNETIC COMPASS.
The magnetic compasses used in Cessna single engine airplanes are liquid-filled, with expansion
provisions to compensate for temperature changes. They are equipped with compensating magnets
adjustable from the front of the case.
The compasses are individually lighted by GE No. 330 lamps inside the compass case and controlled by
the instrument lights rheostat switch. No maintenance is required on the compass except an occasional
check on a compass rose with adjustment of the compensation, if necessary; and replacement of the
lamp.
NOTE: Both 3-volt and 12-volt lamps have been used with the compass lights. Check the voltage
on the old lamp before installing a replacement.
Revision 1
SERVICE MANUAL
Instruments
Engine Indicators
16-41. STALL WARNING HORN AND TRANSMITTER.
See paragraphs 17-46 through 17-49.
16-42. TURN-AND-BANK INDICATOR.
The turn-and-bank indicator used on Cessna single engine aircraft is an electrically operated instrument.
It is powered by the aircraft electrical system and therefore, operates only when the master switch is on.
Its electrical circuit is protected by an automatically resetting circuit breaker.
16-43. TROUBLE SHOOTING - TURN-AND-BANK INDICATOR.
INDICATOR POINTER FAILS TO RESPOND
Automatic resetting circuit Check circuit breaker. Replace circuit breaker.
breaker defective.
Master switch "OFF" or switch Check switch "ON". Replace defective switch.
defective.
Broken or grounded lead to Check circuit wiring. Repair or replace defective
indicator. wiring.
Indicator not grounded. Check ground wire. Repair or replace defective
wire.
HAND SLUGGISH IN RETURN TO ZERO

POINTER DOES NOT INDICATE PROPER TURN

HAND DOES NOT SIT ON ZERO
Gimble and rotor out of balance. Replace instrument.

Hand incorrectly sits on rod. Replace instrument.
Sensitivity spring adjustment Replace instrument.
pulls hand off zero.
IN COLD TEMPERATURES, HAND FAILS TO RESPOND OR IS SLUGGISH
Oil in indicator becomes too Replace instrument.
thick.
Insufficient bearing end play. Replace instrument.
NOISY GYRO
High voltage. Check voltage at indicator. Correct voltage.
Loose or defective rotor Replace instrument.
bearings.
16-26
SERVICE MANUAL
Instruments
Fuel Transmitter Adjustment
16-38. TRANSMITTER ADJUSTMENT.
WARNING: USING THE FOLLOWING FUEL TRANSMITTER CALIBRATION PROCEDURES ON

COMPONENTS OTHER THAN THE ORIGINALLY INSTALLED (STEWART WARNER)
COMPONENTS WILL RESULT IN A FAULTY FUEL QUANTITY READING.
16-38A. STEWART WARNER GAGE TRANSMITTER CALIBRATION.

Chances of transmitter calibration changing in normal service is remote; however it is possible that the
float arm or the float arm stops may become bent if the transmitter is removed from the fuel cell/tank.
Transmitter calibration is obtained by adjusting float travel. Float travel is limited by the float arm stops.
WARNING: USE EXTREME CAUTION WHILE WORKING WITH ELECTRICAL COMPONENTS OF

THE FUEL SYSTEM. THE POSSIBILITY OF ELECTRICAL SPARKS AROUND AN
"EMPTY" FUEL CELL CREATES A HAZARDOUS SITUATION.
Before installing transmitter, attach electrical wires and place the master switch in the "ON" position.
Allow float arm to rest against lower float arm stop and read indicator. The pointer should be on E
(empty) position. Adjust the float arm against the lower stop so pointer indicator is on E. Raise float
until arm is against upper stop and adjust upper stop to permit indicator pointer to be on F (full).
The resistance of the transmitter unit should be 33.5 +2 or -2 ohms in the up (full) position and 255 +15,
-15 ohms in the down (empty) position.
Install transmitter in accordance with paragraph 13-9.
16-38B. ROCHESTER FUEL GAGE TRANSMITTER.
Do not attempt to adjust float arm or stop. No adjustment is allowed.
16-38C. FUEL QUANTITY INDICATING SYSTEM OPERATIONAL TEST.
WARNING: REMOVE ALL IGNITION SOURCES FROM THE AIRPLANE AND VAPOR HAZARD
AREA. SOME TYPICAL EXAMPLES OF IGNITION SOURCES ARE STATIC
ELECTRICITY, ELECTRICALLY POWERED EQUIPMENT (TOOLS OR ELECTRONIC
TEST EQUIPMENT - BOTH INSTALLED ON THE AIRPLANE AND GROUND
SUPPORT EQUIPMENT), SMOKING AND SPARKS FROM METAL TOOLS.
WARNING: OBSERVE ALL STANDARD FUEL SYSTEM FIRE AND SAFETY PRACTICES.
a. Disconnect all electrical power from the airplane. Attach maintenance warning tags to the battery
connector and external power receptacle stating:
DO NOT CONNECT ELECTRICAL POWER, MAINTENANCE IN PROGRESS.
b. Electrically ground the airplane.
c. Level the airplane and drain all fuel from wing fuel tanks.
d. Gain access to each fuel transmitter float arm and actuate the arm through the transmitter's full
range of travel.
1. Ensure the transmitter float arm moves freely and consistently through this range of travel.
Replace any transmitter that does not move freely or consistently.
Revision 1
SERVICE MANUAL
Instruments
Fuel Indicator Operational Test
WARNING: USE EXTREME CAUTION WHILE WORKING WITH ELECTRICAL COMPONENTS

OF THE FUEL SYSTEM. THE POSSIBILITY OF ELECTRICAL SPARKS AROUND
AN "EMPTY" FUEL CELL CREATES A HAZARDOUS SITUATION.
2. While the transmitter float arm is being actuated, apply airplane battery electrical power as required
to ensure that the fuel quantity indicator follows the movement of the transmitter float arm. If this
does not occur, troubleshoot, repair and/or replace components as required until the results are
achieved as stated.
NOTE: Stewart Warner fuel quantity indicating systems can be adjusted. Refer to paragraph 16-
38 for instructions for adjusting Stewart Warner fuel indicating systems.
Rochester fuel quantity indicating system components are not adjustable, only component
replacement or standard electrical wiring system maintenance practices are permitted.
e. With the fuel selector valve in the "OFF" position, add unusable fuel to each fuel tank.
f. Apply electrical power as required to verify the fuel quantity indicator indicates "EMPTY".
1. If "EMPTY" is not indicated, adjust, troubleshoot, repair and/or replace fuel indicating components
as required until the "EMPTY" indication is achieved.
g. Fill tanks to capacity, apply electrical power as required and verify that the fuel quantity indicators
indicate "FULL".
1. If "FULL" is not indicated, adjust, troubleshoot, repair and/or replace fuel indicating components as
required until the "FULL" indication is achieved.
h. Install any items and/or equipment removed to accomplish this procedure, remove maintenance
warning tags and connect the airplane battery.
Revision 1
16-26B © Cessna Aircraft Company Feb 3/2003
SERVICE MANUAL
Instruments
Oil Temperature Indicating System
16-38D. OIL TEMPERATURE INDICATING SYSTEM RESISTANCE TABLE 1.
The following table is provided to assist in the troubleshooting the oil temperature indicating system
components (Rochester).
Select the oil temperature sending unit part number that is used in your airplane from the left column
and the temperature from the column headings. Read the ohms value under the appropriate
temperature column.
Part Number Type 72°F 120°F 165°F 220°F 250° F

S1630-1 Oil Temp 46.4
S1630-3 Oil Temp 620.0 52.4
S1630-4 Oil Temp 620.0 52.4
S1630-5 Oil Temp 192.0
S2335-1 Oil Temp 990.0 34.0 Q
16-38E. CYLINDER HEAD TEMPERATURE INDICATING SYSTEM RESISTANCE TABLE 2.
The following table is provided to assist in the troubleshooting the cylinder head temperature
indicating system components (Rochester).
Select the cylinder head temperature sending unit part number that is used in your airplane from the
left column and the temperature from the column headings. Read the ohms value under the
appropriate temperature column.
Part Number Type 200°F 220°F 450°F 475°F

S1372-1 CHT 310.0 34.8 46.4
S1372-2 CHT 310.0 34.8
S1372-3 CHT 113.0
S1372-4 CHT 113.0
S2334-3 CHT 745.0 38.0
S2334-4 CHT 745.0 38.0
Revision 1
Feb 3/2003 ©Cessna Aircraft Company 16-26C
SERVICE MANUAL Electrical Systems
TABLE OF CONTENTS
SECTION 17
ELECTRICAL SYSTEMS
TABLE OF CONTENTS Page Page
ELECTRICAL POWER SUPPLY SYSTEM . . . 17-2 Ammeter ............... .17-11

BATTERY AND EXTERNAL POWER SYSTEM. 17-2 AIRCRAFT LIGHTING SYSTEM .. ... .17-14
Battery . ............ 17-2 Landing and Taxi Lights ........ .17-14
Trouble Shooting ............ 17-2 Trouble Shooting ......... .. 17-15
Removal and Replacement ........ 17-7 Removal and Replacement . ..... .17-16
Cleaning the Battery .......... 17-7 Navigation Lights ........... 17-14
Adding Electrolyte or Water to the Trouble Shooting ............ 17-15
Battery ............... 17-7 Removal and Replacement ........ 17-16
Charging the Battery .......... 17-10 Navigation Lights Flasher ....... 17-14
Battery Box ............... 17-2 Rotating Beacon .... ....... .17-14
Removal and Replacement ....... .17-10 Trouble Shooting ............ 17-16
Maintenance of Battery Box ...... .17-10 Removal and Replacement ....... .17-16
Battery Solenoid ............ 17-2 Interior Lights Console, Map Light and
Removal and Replacement ....... 17-10 Dome Light ... ..17-15
Master Switch ............. 17-2 Trouble Shooting ............ 17-16
Ground Service Receptacle ........ 17-2 Removal and Replacement of Dome and
Removal and Replacement . ..... .17-10 Instrument Lights ........ . 17-17
GENERATOR POWER SYSTEM ...... .17-10 Adjustment of Overhead Light Console
Generator. .............. .17-11 for Late 182 Models ......... .17-17
Trouble Shooting ......... .. 17-11 Courtesy Lights ............ 17-15
Removal and Replacement - Models Trouble Shooting ........... 17-16
180, 182 and 185 .......... .17-12 Removal and Replacement . ....... 17-17
Removal and Replacement of Standard Compass and Radio Dial Lights . . . . 17-15
Generator - Models 150, 172 and 175 . .17-12 STALL WARNING CIRCUIT ...... . .17-24
Removal and Replacement of Heavy Duty PITOT AND STALL WARNING HEATER
Generator - Model 175 ....... .17-13 CIRCUITS. .............. .17-24
Polarizing the Generator ....... .17-14 Removal and Replacement of Stall
Voltage Regulator ........... .17-11 Warning Horn and Switch ..... 17-24
Removal and Replacement . ..... .17-14 Removal and Replacement of Pitot
Generator Warning Light .. ..... .17-11 Heater ............... .17-24
Removal and Replacement ....... 17-14 INDEX OF ELECTRICAL WIRING DIAGRAMS 17-25
SYMBOLS CHART ............. 17-27
17-1
Electrical Systems SERVICE MANUAL
Electrical Power Supply
17-1. ELECTRICAL POWER SUPPLY SYSTEM. which is riveted to the aircraft structure. The bat-
tery is vented by a tube which attaches to the bottom
17-2. Twelve-volt electrical systems are used on all of the battery box and extends downward thru the
single-engine models. An engine-driven generator bottom of the fuselage. A battery box lid completely
supplies the normal source of power during flight and encloses the battery preventing any spillage of
maintains a battery charge controlled by a voltage electrolyte or accumulation of battery gases inside
regulator. An external power source receptacle is the aircraft. Metal parts of the battery boxes are
offered as optional equipment on all models except coated with an acid resistant paint.
the 150 to supplement the battery-generator system
for ground operation. 17-7. BATTERY SOLENOID. The battery solenoid
is bolted to the side of the battery box. It is a plunger
17-3. BATTERY AND EXTERNAL POWER SYSTEM. type contactor which is actuated by turning the master
switch on. When the master switch is off, the battery
17-4. The battery and external power system con- is disconnected from the electrical system. A silicon
sists of a battery, a battery solenoid, a master switch diode has been added to all late model aircraft to elim-
and an external power receptacle (optional equipment). inate spiking of transistorized radio equipment. The
The location of the battery and solenoid is in the tail- large terminal of the diode connects to the battery
cone on all models except the 172 series. The 172 terminal of the battery solenoid and the smallterminal
model battery and solenoid are mounted on the fire- of the diode connects to the minus terminal of the sole-
wall. No electrical power is supplied to the aircraft noid coil. The minus terminal of the solenoid coil is
bus until the master switch is turned on. The master the small terminal that the master switch wire connects
switch closes the battery solenoid, connecting the bat- to. See figure 17-4 for pictorial installation of battery
tery to the bus. solenoid and diode.
17-5. BATTERY. Multi-cell, wet-type batteries 17-8. MASTER SWITCH. Operation of the battery
which have non-spill type filler caps are used on all and generator power system for all models except
models. The battery is installed in the tailcone on late 182 models, is controlled by a push-pull type
all models except the 172 where it is installed on the switch located on the instrument panel. On late 182
firewall. The battery capacity for the 150, 172and175 models, the master switch is a rocker type switch
is 24 ampere-hours and 33 ampere-hours for all other located on the instrument panel. Both switches are
models. All batteries are 12-volt and are housed in double pole, single throw. When the master switch
a battery box attached to the airframe. The battery is turned on, the battery solenoid closes, connect-
on the 172 is accessible by removing the cowl. On ing the battery to the electrical system. The switch
other aircraft the battery may be serviced through also completes the generator field circuit.
the baggage door. Early models of the 175 have a re-
movable panel on the side of the fuselage for battery 17-9. GROUND SERVICE RECEPTACLE. The
access. The baggage compartment wall in the 150 ground service receptacle is either located in the
must be removed for access to the battery. cowl area or the baggage compartment area. A
12-volt battery cart or ground service generator
17-6. BATTERY BOX. The battery is contained may be plugged into the unit for operation of the
in either an aluminum or Royalite acid resistant box electrical and radio equipment on the ground.
17-10. TROUBLE SHOOTING THE BATTERY SYSTEM.
BATTERY DOES NOT SUPPLY POWER TO BUS WHEN MASTER SWITCH IS ON.
Dead battery. Check specific gravity of electro- Replace or charge battery.

lyte. Gravity reading should be Check charging rate of
at least 1.256 which indicates a generator.
75% charge at normal tempera-
ture.
Defective master switch, Short the battery solenoid termi- Repair wiring.
battery solenoid or wiring. nal that is wired to the master
switch to ground. If the solenoid Check master switch.
does not operate, check the jumper
wire connecting the solenoid coil to Replace solenoid.
the "hot" solenoid terminal.
Faulty battery cable. Inspect the battery cables for good Replace cable.
connection. Clean and reconnect.
17-2
LATE MODEL BATTERY BOX
7. Bolt 14. Battery

Figure 17 -1. Jumper Installation
Wire - Model 150 21. Star Washer
1. Battery 8. Grommet 15. Cable

Power Cable
2. Cap
Filler Cap 9. Ground Strap
Ground 16. Nut
3. Wing Nut 10. Battery Box 17. Lockwasher
Lockwasher
4. Insulators 11. Mounting Bracket 18. Washer
5. Battery Box Lid 12. Starter Cable
Cable 19. Wire to Master Switch
6. Clip
Spring Clip 13. Diode Assembly 20. Battery Solenoid
7. Bolt 14. Jumper Wire 21. Star Washer
Figure 17-1. Battery Installation - Model 150

17-3
21
1. Battery Box Lid 8. Spring Clip 15. Battery Solenoid

2. Wing Nut 9. Water Shield 16. Washer
3. Filler Cap 10. Power Cable 17. Wire to Master Switch
4. Battery 11. Jumper Wire 18. Lockwasher
5. Bolt 12. Diode Assembly 19. Starter Cable
6. Grommet 13. Nut 20. Ground Strap
7. Battery Box 14. Star Washer 21. Insulators
Figure 17-2. Battery Installation - Model 172 and Skyhawk
17-4
17-4
1. Battery 9. Royalite Battery Box 17. Nut 17-5

2.
2. Filler Cap 10. Mounting Bracket
Mounting 18. Diode Assembly
3. Nut
Wing Nut 11.
11. Clamp 19. Lockwasher
4. Battery Box Lid 12. Drain Hose 20. Wire to Master Switch
5.
5. Insulators 13. Cable
Power Cable 21. Starter Cable
6. Aluminum Battery Box 14.
14. Washer
Star Washer 22.
22. Ground Strap
Ground Strap
7. Grommet 15.
15. Jumper Wire 23. Screw
8.
8. Bolt 16.
16. Washer 24. Spring Clip
17-3. Battery Installation - Model 175 and Skylark

Figure 17-3.
17 -5
8. Bracket
Figure Mounting - Models 180, 182, 23.
Washer
17-4. Battery and Battery15.Box Installation 185 Battery Holder
and Skylane
BOX
1. Battery 16. Nut

2. Filler Cap 9. Clamp 17. Diode Assembly
Diode Assembly
3.
3. Wing Nut
Wing 10. Drain Hose
Drain Hose 18. Lockwasher
Lockwasher
4. Clips
Spring Clips 11. Bolt 19. Switch
Wire to MasterLATE
5. Aluminum Battery Box 12. Power Cable
Power Cable 20. Cable
Starter Cable
6. Box Lid
Battery Box
Battery Lid Washer
13. Star Washer 21. Ground Strap
Ground
7.
7. Royalite Battery Box
Royalite Wire
14. Jumper Wire 22. Screw
Screw
8. Mounting Bracket 15. Washer 23. Battery Holder
Figure 17-4. Battery and Battery Box Installation - Models 180, 182, 185 and Skylane
17-6
SERVICE MANUAL Electrical System
17-10. TROUBLE SHOOTING THE BATTERY SYSTEM - Cont.
BATTERY SUPPLIES POWER TO BUS BUT WILL NOT CRANK ENGINE
Low battery. Check specific gravity. Charge battery.
Faulty battery cables. Inspect for corrosion and poor Clean and reconnect.
connection.
Battery cell shorting under Test battery with a load tester. Replace battery.
load.
Defective starter contactor On aircraft with starter switch Repair wiring.

or solenoid. check operation of switch and Replace switch.
solenoid. Replace solenoid.
BATTERY USES EXCESSIVE AMOUNT OF WATER.
Charging rate too high. Test voltage regulator or try a Adjust or replace regulator.
new unit.
NOTE
Voltage regulators are adjustable, however adjustment should not be attempted unless
proper equipment is available. Refer to Delco-Remy service bulletins for instructions.
17-11. REMOVAL AND REPLACEMENT OF BAT- 17-13. ADDING ELECTROLYTE OR WATER TO THE
TERY. (See figures 17-1 thru 17-4.) BATTERY. A battery being charged and discharged
a. Remove the battery box cover and open cover. with use will decompose the water from the electro-
b. Disconnect the ground cable from the negative lyte by electrolysis. When the water is decomposed
battery terminal. hydrogen and oxygen gases are formed which escape
into the atmosphere through the battery vent system.
The acid in the solution chemically combines with the
CAUTION plates of the battery during discharge or is suspended
in the electrolyte solution during charge. Unless the
electrolyte has been spilled from a battery, acid
Always remove the ground cable first and re- should not be added to the solution. The water, how-
place it last to prevent accidental short circuits. ever will decompose into gases and should be re-
placed regularly. Add distilled water as necessary
c. Disconnect the cable from the positive terminal to maintain the electrolyte level with the horizontal
of the battery. baffle plate or the split ring on the filler neck inside
d. Lift the battery out of the battery box. the battery. When "dry charged" batteries are put
e. To replace the battery, reverse this procedure. into service fill as directed with electrolyte. When
the electrolyte level falls below normal with use, add
17-12. CLEANING THE BATTERY. For maximum only distilled water to maintain the proper level. The
efficiency, the battery and connections should be kept battery electrolyte contains approximately 25% sul-
clean at all times. phuric acid by volume. Any change in this volume
a. Remove the battery in accordance with the pre- will hamper the proper operation of the battery.
ceding paragraph.
b. Tighten battery cell filler caps to prevent the
cleaning solution from entering the cells. CAUTION
c. Wipe battery cable ends, battery terminal and
the entire surface of the battery with a clean cloth Do not add any type of "battery rejuvenator"
moistened with a solution of bicarbonate of soda to the electrolyte. When acid has been spilled
(baking soda) and water. from a battery, the acid balance may be adjust-
d. Rinse with clear water, wipe off excess water ed by following instructions published by the
and allow batteries to dry. Association of American Battery Manufacturers.
e. Brighten up cable ends and battery terminals
with emery cloth or a wire brush.
f. Coat the battery terminals and the cable ends 17-14. TESTING THE BATTERY. The specific grav-
with petroleum jelly. ity, of the battery may be measured with a hydrometer
g. Install the batteries according to the preceding to determine the state of battery charge. If the hydro-
paragraph. meter reading is low, slow-charge the battery and re-
17-7
7 4
SOME 172 MODELS
ALL 175 MODELS
1. Power Cable 4. Plain Washer 8. Receptacle

2. Mounting Nut 5. Ground Strap 9. Lockwasher
3. Terminal Nut 6. Mounting Bracket 10. Receptacle Lid
7. Screw
Figure 17-5. Ground Service Receptacle Installation (Sheet 1 of 2)

17-8
SOME 180, 182 & 185 MODELS
SOME
180
MODELS
&182
185 MODELS
1. Receptacle 5. Mounting Nut 9. Power Cable

2. Screw 6. Mounting Bracket 10. Nipple
3. Washer 7. Ground Strap 11. Doubler
4. Lockwasher 8. Terminal Nut 12. Cover Plate
Figure 17-5. Ground Service Receptacle Installation (Sheet 2 of 2)

17-9
Generator Power System
test. Hydrometer readings of the electrolyte must be 17-17. MAINTENANCE OF BATTERY BOX. The
compensated for the temperature of the electrolyte. battery box should be inspected and cleaned period-
Some hydrometers have a built-in thermometer and ically. The box and cover should be cleaned with a
conversion chart. The following chart shows the strong solution of bicarbonate of soda (baking soda)
battery condition for various hydrometer readings and water. Hard deposits may be removed from
with an electrolyte temperature of 80 ° Fahrenheit. aluminum boxes with a wire brush. Deposits may
be removed from a Royalite box with a plastic scra-
per. After all corrosive deposites have been re-
BATTERY HYDROMETER READINGS moved from the box, flush it throughly with clean
water.
1. 280 Specific Gravity 100% Charged
1. 220 Specific Gravity 50% Charged CAUTION
1. 160 Specific Gravity Practically Dead Do not allow acid deposit to come in contact
with skin or clothing. Serious acid burns may
result unless the affected area is washed im-
NOTE mediately with soap and water. Clothing will
be ruined upon contact with battery acid.
All readings shown are for an electrolyte tem-
perature of 80 ° Fahrenheit. For higher tem- Inspect the cleaned box and cover for physical
peratures the readings will be slightly lower. damage and for areas lacking proper acid proofing.
For cooler temperatures the readings will be A badly damaged or corroded box should be replaced.
slightly higher. If the box or lid require acid proofing paint the area
with acid-proof black lacquer such as Enmar Type
17-15. CHARGING THE BATTERY. When the bat- TT-L-54.
tery is to be charged, the level of electrolyte should
be checked and adjusted by adding distilled water to 17-18. REMOVAL AND REPLACEMENT OF BAT-
cover the tops of the internal battery plates. The TERY SOLENOID. (See figures 17-1 thru 17-4.)
battery cables and connections should be clean. If a. Open battery box and disconnect ground cable
the battery has enough energy to operate the battery from negative battery terminal. Pull cable clear of
solenoid the charge may be applied to the battery battery box.
by plugging a ground service generator into the b. Remove the nut, lockwasher and the two plain
ground service receptacle. Turn off all electrical washers securing the battery cables to the battery
switches except the master switch when charging. solenoid.
c. Remove the nut, lockwasher and the two plain
CAUTION washers securing the wire which is routed to the
master switch.
When a battery is charging, hydrogen and d. Remove the bolt, washer and nut securing each
oxygen gases are generated. Accumulation of side of the battery solenoid to the battery case. The
these gases can create a hazardous explosive solenoid will now be free for removal.
condition. Always keep sparks and open e. To replace a battery solenoid, reverse this pro-
flame away from the battery. Allow unre- cedure.
stricted ventilation of the battery area during
charging. 17-19. REMOVAL AND REPLACEMENT OF GROUND
SERVICE RECEPTACLE. (See figure 17-5.)
If the battery will not close the battery solenoid, plug a. Open battery box and disconnect the ground cable
in the ground service generator and close the battery from the negative terminal of the battery and pull the
solenoid using a wire jumper. The main points of cable from the battery box.
consideration during a battery charge are excessive b. Remove the nuts and washers from the studs of
battery temperature and violent gassing. Test the the receptacle and remove the battery cable.
battery with a hydrometer to determine the amount of c. Remove the screws and nuts holding the recep-
charge. Decrease or stop the battery charging tem- tacle and the ground strap will then be free from the
porarily if the battery temperature exceeds 125°F. bracket.
d. To install a ground service receptacle, reverse
17-16. REMOVAL AND REPLACEMENT OF BAT- this procedure. Be sure to place the ground strap
TERY BOX. (See figures 17-1 thru 17-4.) The on the negative stud.
battery box is riveted either to the firewall or to the
support brackets if the box is located in the tailcone. 17-20. GENERATOR POWER SYSTEM.
It is necessary to drill out the rivets to remove the
box. When an aluminum box is installed and riveted 17-21. The generator power system consists of the
into place, any rivets or scratches inside of the bat- generator, voltage regulator and master switch.
tery box should be coated with black acid-proof lac- The generator output is controlled by the voltage
quer such as Enmar Type TT-L-54. When a Royalite regulator to compensate for the amount of electrical
box is installed, only the rivets inside of the battery power being consumed and the condition of the bat-
box need be coated with lacquer since Royalite is un- tery. The master switch allows the pilot to shut the
effected by battery acid. generator off completely. A 20-ampere generator
17-10
system is standard equipment on the 150, 172 and nected during no output conditions the armature ap-
175 models. A 35-ampere generator is optional on pears as a path to ground for the battery voltage. To
these models, and standard on early 180 and 182 prevent this loss of battery potential the cutout relay
models. If additional power is needed on the 172 portion of the regulator disconnects the battery from
or 175 a 50-ampere heavy duty system is available. the armature circuit when the charging voltage drops
On late 180, 182 and all 185 models a heavy duty below a specified level and current begins to flow in
50-ampere system is standard. a reverse direction. The operation of the voltage
regulator controls the output of the generator with
17-22. GENERATOR. Generators used on Cessna respect to certain preset maximum levels, however
aircraft are two brush-shunt wound types with neg- the regulator must be informed of the batteries con-
ative ground. The generator output is controlled by dition to taper the charge and prevent overcharging.
the current passing thru the field winding of the This information is supplied to the regulator by the
generator. The field winding is connected to the battery counter electromotive force on the regulator.
armature circuit of the generator internally and The rate of charge is determined by the voltage lim-
must be grounded externally (by the regulator) for iting relay. The higher the battery's charge, the
the generator to operate. The generator is driven higher the charging voltage must be and the more
either by a gear train in the engine accessory case effect the voltage limiter will have on the charging
or by a V-belt. The output is 14 volts at 20, 35 or rate. This reduces the charging rate as the battery
50 amperes, depending upon the particular unit. comes up to charge.
Three electrical connections are required for the
generator. Ground is provided thru the generator 17-24. GENERATOR WARNING LIGHT. The gen-
case and mounting brackets. The field terminal is erator warning light is provided to indicate when the
connected thru the master switch to the voltage generator is not charging the battery. The light is
regulator and the armature terminal connects di- electrically connectedacross the cutout relay contacts
rectly to the voltage regulator. On some aircraft a of the voltage regulator. Whenever the cutout contacts
capacitor is attached to the armature terminal of the are open the light will measure the potential difference
generator. The capacitor suppresses any radio inter- betweenthe battery and the generator armature. When
ference which might be created by the generator. the battery voltage is in excess of the generator out-
put (suchasan idling condition)the light will come on.
17-23. VOLTAGE REGULATOR. The voltage regu- As the generator speed (output) is increased, the
lator is a vibrating contact type containing three re- potential difference across the light will diminish
lays. The voltage and current limiting relays control and the light will grow dim. When the cutout relay
the output of the generator according to the demand of connects the generator output to the battery the light
the battery. This control of the generator is accom- circuit is bypassed through the voltage regulator and
plished by changing the amount of field current flow- the light will go out.
ing through the generator. The maximum current out-
putofthegeneratoris controlled by the current limit- 17-25. AMMETER. The ammeter is connected
ing relay. If the current output of the generator ex- between the battery and the aircraft bus. The meter
ceeds a preset amount the current limiting relay inter- indicates the amount of current flowing either to or
rupts the generator field circuit reducing the output by from the battery. With a low battery and the engine
inserting a resistance into the field circuit. Similar operating at cruise speed the ammeter will show the
conditions apply for generator output voltage control. full generator output when all electrical equipment
When the generator is not producing, such as in an is turned off. When the battery is fully charged
idle condition it is necessary to disconnect the battery and cruise RPM is with all electrical equipment off,
from the generator. If the generator is not discon- the ammeter will show a minimum charging rate.
17-26. TROUBLE SHOOTING THE GENERATOR POWER SYSTEM.
WARNING LIGHT OPERATES CORRECTLY - BATTERY DOES NOT COME UP TO FULL CHARGE.
Blown fuse or Inspect. Reset or replace.

circuit breaker.
Loose drive belt on Inspect. Tighten to 1/2" deflection.

generator. (Some aircraft)
Poor wiring connections. Inspect. Clean and tighten connectors.
Faulty battery. Test. Replace.
Faulty regulator. Test or substitute. Adjust or replace.
Generator output low. Test or substitute. Repair.
17-11
TROUBLE SHOOTING THE GENERATOR POWER SYSTEM - Cont
WARNING LIGHT OPERATES CORRECTLY - BATTERY DOES NOT COME UP TO FULL CHARGE (Cont)
Excessive power con- Calculate electrical loading. Install larger generator

sumption. system.
WARNING LIGHT DOES NOT COME ON WHEN MASTER SWITCH IS TURNED ON.
Battery down. Battery solenoid not closing. Charge battery.
Burned out lamp. Try new lamp. Replace.
Fuse blown. Inspect. Replace.

(Model 172 & 175)
Some aircraft
Faulty wiring or battery Test wiring and solenoid. Repair or replace.

solenoid.
WARNING LIGHT DOES NOT GO OUT WHEN ENGINE SPEED IS INCREASED.
Loose or broken generator Inspect. Replace or tighten.

belt (some aircraft).
Loss of generator Generator does not charge. Polarize generator.

polarity.
Faulty voltage regulator. Test or substitute. Adjust or replace.

Polarize generator.
Faulty generator. Test or substitute. Repair or replace.

Polarize generator.
Faulty circuit wiring. Check. Repair wiring.
17-27. REMOVAL AND REPLACEMENT OF it is connected only to the armature terminal

GENERATOR - MODELS 180, 182 & 185 (See figure of the generator. If the capacitor is acciden-
17-6.) tally connected to the field terminal, it will
a. The generator may be removed through the cowl cause arcing and burning of the voltage regu-
door. However, the job will be performed easier if lator contacts.
the top portion of the cowl is removed.
b. Release the clamp securing the generator blast 17-28. REMOVAL AND REPLACEMENT OF
tube and remove the tube. STANDARD 20-AMPERE GENERATOR ON MODELS
c. Remove the wiring from the generator. 172, 175 AND 150.
d. Cut the safety wire securing the generator ad- a. Remove the cowl from the aircraft and drain the
justment bolt and remove the bolt and washer. Leave oil (it is not necessary to drain the oil in the 150).
the generator belt in place to support the generator. b. Loosen the clip securing the blast tube and pull
e. Remove the bolts, washers and nuts from the the tube clear of the generator.
bottom of the generator bracket and remove gener- c. Disconnect the generator wiring and pull it clear
ator and drive belt. of the generator area.
f. To install the generator, reverse this procedure. d. Remove the three mounting nuts and washers
Adjust the drive belt for 1/2" deflection. attaching the generator to the engine accessory case.
e. Remove the bolts, spacers and washers secur-
ing the generator to the manifold balance tube. Pull
CAUTION the generator free from the engine and work the
generator out of the left side of the engine.
f. To replace the generator, reverse this procedure.
If the generator has a filter capacitor connect- When tightening the generator, adjust the tension on
ed for suppression of radio noise, be sure that the drive belt until 1/2" deflection can be obtained by
17-12
pressing the belt downward midway between the lift the engine only enough to relieve the tension on
pulleys. the engine shock mount bolts.
CAUTION NOTE
Before replacing the generator, carefully in- If the propeller is not removed, the engine will
spect the oil seal on the front of the generator. be slightly nose heavy. A sling arranged be-
If there is any sign of wear or deterioration, tween the engine crankshaft and hoist will be
replace the seal. A leaky seal will cause loss necessary to balance the engine.
of engine oil.
d. Remove the engine shock mount bolts.
If the generator has a filter capacitor connected e. Disconnect any lines, electrical wiring, con-
for suppression of radio noise, be sure that it trols or clamps which would interfere with lifting
is connected only to the armature terminal of the engine clear of its shock mounts and rotate the
the generator. If the capacitor is accidentally rear of the engine downward approximately two in-
connected to the field terminal, it will cause ches. Secure the engine in this position.
arcing and burning of the voltage regulator
contacts.
CAUTION
17-29. REMOVAL AND REPLACEMENT OF OP-
TIONAL (HEAVY DUTY) GENERATOR ON MODEL Use care not to damage any parts when moving
175. the engine.
a. Remove the cowl from the aircraft and drain the
engine oil. f. Disconnect the electrical wiring from the gen-
b. Block up the tail by placing a suitable support erator.
under the tail tie-down ring. g. Release the generator blast tube clamp and pull
c. Using a hoist attached to the engine hoisting lug the tube clear of generator.
1. Palnut 4. Lower Forward Generator Bracket 8. Drive Belt

2. Nut 5. Upper Generator Bracket 9. Generator
3. Washer 6. Lower Aft Generator Bracket 10. Brush Cover Band
7. Bolt
Figure 17-6. Generator Installation - Models 180, 182 and 185

17-13
Aircraft Lighting System
h. Remove the three nuts and washers attaching the a jumper momentarily between the ARMA-
generator to the engine accessory case. TURE and BATTERY terminals of the regu-
i. Remove the bolts, spacers and washers attach- lator before starting the engine. A momen-
ing the generator to the intake manifold balance tube tary surge through the generator is enough to
and remove the generator from engine. correctly polarize it.
j. To replace the generator, reverse this procedure.
17-32. REMOVAL AND REPLACEMENT OF GEN-
ERATOR WARNING LIGHT.
CAUTION a. Unsolder the wires attached to the light receptacle.
b. Remove the nut and lockwasher from the rear of
the instrument panel and withdraw the receptacle.
Before replacing the generator, carefully in- c. To replace the receptacle, reverse this procedure.
spect the oil seal on the front of the generator.
If there is any sign of wear or deterioration, 17-33. AIRCRAFT LIGHTING SYSTEM.
replace the seal. A leaky seal will cause loss
of engine oil. 17-34. Lighting equipment consists of landing and
taxi lights, navigation lights, interior and instrument
If the generator has a filter capacitor connected panel lights, courtesy lights and a rotating beacon.
for the suppression of radio noise, be sure that
it is connected only to the armature terminal 17-35. LANDING AND TAXI LIGHTS. The landing
of the generator. If the capacitor is connected and taxi lights are mounted in the leading edge of the
to the field terminal, it will cause arcing and left wing. A clear plastic cover provides weather
burning of the voltage regulator contacts. protection for the lamps and is shaped to maintain
the leading edge curvature of the wing. The landing
17-30. POLARIZING THE GENERATOR. A gen- lamp is mounted on the inboard side and adjusted to
erator of the type used on aircraft must maintain a throw its beam further forward than the taxi light.
residual magnetism in the pole shoes in order to Both lights are controlled by a single switch.
produce a charge. Whenever any work is performed
on the basic electrical system the generator should 17-36. NAVIGATION LIGHTS. The navigationlights
be polarized to make sure a charge will be produced. are located on each wing tip and on the trailing edge
To polarize a generator connect a jumper momen- of the rudder or tailcone. Some aircraft are equipped
tarily between the ARMATURE and BATTERY termi- with a flasher which blinks the lights at a regular
nals of the regulator before starting the engine. A rate. A plastic light detector on each wing tip allows
momentary surge through the generator is enough the pilot to determine if the lamps are working
to correctly polarize it. properly during flight. The navigation lights and
flasher are controlled by a single three position
pull type switch on all models except the late 182
CAUTION models which are controlled by a single three posi-
tion split rocker type switch.
If a generator is not correctly polarized the
regulator and generator may be damaged. 17-37. NAVIGATION LIGHTS FLASHER. The navi-
gation lights flasher is mounted on the glove box.
Early aircraft are equipped with a Narco thermal
17-31. REMOVAL AND REPLACEMENT OF VOLT- operating type flasher. The Narco flasher requires
AGE REGULATOR. a noise filter when used in aircraft with radio equip-
a. Disconnect the wiring from the voltage regulator ment. The Narco flasher is no longer available and
terminals. when replacement is required a transistor type should
be installed. Some aircraft are equipped with a Van
CAUTION Duesen flasher which has a replaceable thermal type
timing cartridge. The cartridge actuates a relay
which controls the lights. If the timing cartridge fails,
When removing the battery lead from the volt- the lights remain on, providing fail safe operation.
-age regulator, tape the terminal on the end of The latest flasher is a transistor type which does not
the wire to prevent accidental short circuits. use mechanical switching. The conducting properties
of the transistors is used to turn the navigation lights
b. Remove the three bolts securing the regulator to on and off. Two transistor circuits are used to pro-
the firewall and remove the regulator. vide two circuit navigation light switching. Each of
c. To replace the regulator, reverse this procedure the circuits triggers the other into operation. This
and polarize the generator field when completed. flasher also provides fail safe operation.
17-38. ROTATING BEACON. The rotating beacon is

NOTE mounted in a fiberglas mounting attached to the verti-
cal fin on all models. The 185 is equipped with two
rotating beacons. One beacon is mounted on the
When replacing the generator or regulator, vertical fin and the other is either mounted on the
it is necessary to polarize the generator bottom of the fuselage or the bottom of the cargo
to establish proper polarity. Connect pack when the pack is installed.
17-14
17-39. INTERIOR LIGHTS CONSOLE, MAP LIGHT is located on each side of the aft cabin section and
AND DOME LIGHT. Two types of interior light con- are controlled by a single slide switch labeled,
soles are currently being used. One console which "Utility Lights." The utility lights switch also
incorporates a dome light is used on all models ex- operates the courtesy lights.
cept late 182 models. The late 182 model console
does not incorporate a dome light, but does incor- 17-40. COURTESY LIGHTS. Courtesy lights are
porate a map light. Both consoles contain lighting offered as optional equipment on all late model air-
for the instrument panel. The instrument light craft. The lights consist of one light located on the
portion of the console has a red lens which pro- underside of each wing to provide ground lighting
vides non-glare instrument lighting. The intensity for the cabin area. The courtesy lights have a clear
of the instrument lighting is controlled by a rheo- lens and are controlled by a single slide switch
stat mounted on the instrument panel. The dome labeled "Utility Lights" located on the left rear door
light has a frosted lens and is controlled by a slide post. The switch also operates the late model 182
switch located in the center of the console. The dome lights.
late model 182 console incorporates two map light
opening holes with slide covers to provide map 17-41. COMPASS AND RADIO DIAL LIGHTS. The
lighting. The map light can be exposed by merely compass and radio dial lights are operated thru a
moving the slide cover. The map light on all other rheostat which allows the pilot to adjust the lighting
models is an adjustable light mounted on the for- to a comfortable intensity. The rheostat also has an
ward part of the left door post with the switch off position and a switch is not required for this
mounted below the light. The light beam is ad- circuit. The rheostat is located on the instrument
justed by rotating a small knob on the end of the panel.
light. Late 182 models have two dome lights. One
17-42. TROUBLE SHOOTING AIRCRAFT LIGHTING SYSTEM.
LANDING OR TAXI LIGHT OUT.
Lamp burned out. Inspect. Replace lamp.
Defective wiring. Check continuity. Repair wiring.
BOTH LANDING AND TAXI LIGHT OUT.
Blown fuse. Inspect. Replace.
Defective switch. Check continuity through switch. Replace switch.
ONE NAVIGATION LIGHT OUT.
Lamp burned out. Inspect. Replace lamp.
Defective light assembly. Inspect. Replace light assembly.
NAVIGATION LIGHTS WILL NOT TURN ON.
Blown fuse. Inspect. Replace fuse.
Defective wiring. Check continuity between switch Repair wiring.

and aircraft bus.
Defective switch, Check continuity through switch. Replace switch.
NAVIGATION LIGHTS ON - WILL NOT BLINK.
Defective flasher cartridge. Test with new cartridge. Replace cartridge.
17-15
TROUBLE SHOOTING AIRCRAFT LIGHT SYSTEM (Cont).
NAVIGATION LIGHTS ON - WILL NOT BLINK (Cont)
Defective flasher unit. Test by replacing unit. Repair or replace flasher.
ROTATING BEACON WILL NOT OPERATE.
Circuit breaker open. Inspect. Reset breaker.
Defective wiring. Check continuity of wiring from Repair wiring.

aircraft bus to rotating beacon
plug.
Defective beacon. Repair or replace beacon.
MAP LIGHT, DOME LIGHT OR COURTESY LIGHT TROUBLE.
Burned out lamp. Inspect. Replace.
Defective switch. Check continuity. Replace.
Defective wiring. Check continuity from light to Repair wiring.

aircraft bus.
INSTRUMENT LIGHTS WILL NOT LIGHT.
Rheostat turned down. Adjust.
Burned out lamp. Inspect. Replace.
Defective rheostat. Check continuity. Replace.
Defective wiring. Check continuity of wiring from Repair wiring.

light to bus.
17-43. REMOVAL AND REPLACEMENT OF TAXI which is riveted together, place both thumbs
OR LANDING LIGHT. (See figure 17-7.) against the upper right hand corner of the
a. Remove the 18 screws securing the landing bracket while applying pressure against the
light window and remove the window and retainer. back of the lamp with the fingers. The bracket
b. Three types of landing light brackets have been may be twisted in this manner and slipped off
used. Early aircraft use two channels to hold each the lamp. When replacing the lamp in the
lamp. The channels are attached to the wing with the bracket, start by aligning the boss of the
adjusting screws and require removal of the screws lamp with the keyway in the bracket around
to change the lamp. Later aircraft used a formed the lamp with the fingers.
bracket which is riveted together. The bracket is
a snap fit around the lamp. To change the lamp it c. To replace a lamp reverse this procedure.
is necessary to remove the adjusting screws. When
replacing the bracket assembly or the channels, re- 17-44. REMOVAL AND REPLACEMENT OF NAVI-
fer to the landing light adjustment chart. Late air- GATION LIGHTS. Figure 17-9 shows in detail all
craft use a two piece bracket which allows the lamp components of the navigation lights, detector and
to be changed without disturbing the adjustments. flasher. Use this figure as a guide for removal and
replacement.
NOTE
17-45. REMOVAL AND REPLACEMENT OF RO-
To remove the lamp from the formed bracket TATING BEACON. (See figure 17-10.)
17-16
a. Remove the three screws holding the beacon to 17-47. ADJUSTMENT OF OVERHEAD LIGHT
the fiberglas mounting. CONSOLE FOR LATE MODEL 182'S. The over-
b. Withdraw the beacon from the mounting and re- head light console on late 182 models may be ad-
move the screw attaching the ground wire to the fin justed to allow the light to illuminate the instru-
structure. ment panel without striking the windshield and caus-
c. Disconnect the other electrical lead and remove ing glare. Adjust the angle of-light by turning the
beacon. rear outboard screws (see figure 17-11), until the
d. To replace the beacon, reverse this procedure. light beams are properly directed.
Mount the beacon with the light baffle forward.
17-48. REMOVAL AND REPLACEMENT OF
17-46. REMOVAL AND REPLACEMENT OF DOME COURTESY LIGHTS. Figure 17-12 shows in detail
AND INSTRUMENT LIGHTS. Figure 17-11 shows in all components of the courtesy lights installation.
detail all components of the dome and instrument Use this figure as a guide for removal and replace-
lights installation. Use this figure as a guide for re- ment.
moval and replacement.
SHOP NOTES:
1. Window 3. Landing Light 5. Spring

2. Screw 4. Support Channel 6. Bracket
Figure 17-7. Landing and Taxi Lights Installation
17-17
2 5
10
1 5 6
VIEWS A-A
3 7 8
1 2 5 6
3 7
D I M E N D
150 172 175 180 & 185 182
1 0.55 --- 0.40 0.50 -- 0.40 0.0 0.0 0.56 0.55 - 0.50 0.50 -- -
6 0.95 ---- 0.80 0.90 ---- 0.80 0.90 0.95 ---- 0.90 1.10 ---- 0.78 0.90 --
7 0.95 0.95 0.68 0.85 0.85 0.68 0.85 0.95 0.85 0.50 0.50 0.60 0.69 0.85 0.95
1.40 ---- 1.10 1.25 -- 1.10 1.25 1.40 -- 0.84 1.00 -- 0.84 1.25 ---
9 0.68
--------- ---- 0.60 ---- ---- ---- 0.60 --- ---- 0.65 ---- ---- 0.68
10 ---- 1.18 ---- ---- 1.08 ---- ---- ---- 1.08 ---- ---- 1.15 ---- --- 1.16
Figure 17-8. Landing and Taxi Light Adjustment Chart

17-18
SERVICE MANUAL Electrical System
WING NAVIGATION LIGHT

SOME AIRCRAFT TAIL NAVIGATION LIGHT
WING NAVIGATION LIGHT

SOME AIRCRAFT -
1. Ground Wire
2. Detector
3. Wing Navigation Light
5. Bulb
6. Lens Retainer
7. Lens
8. Mount (Some Aircraft)
9. Tail Navigation Light
10. Gasket
11. Nut
12. Washer
13. Spacer
14. Grommet
15. Electrical Leads
16. Ground Strap
17. Flasher
18. Glove Box
19. Tinnerman Nut
20. Cap
21. Insulated Washer
22. Spring
23. Insulator
24. Wing
25. Seal
26. Clamp
Figure 17-9. Navigation Lights Installation
17-19
SOME MODELS 2 SOME MODELS
10
11
MODEL 150 MODELS 172 & 175
12
EARLY MODELS 180 & 182 21

LATE MODELS 180, 182 & ALL 185'S
1. Dome 8. Grommet 16. Mount

2. Lamp 9. Deflector 17. Clamp
3. Screw 10. Socket Assembly 18. Rivet
4. Gasket 11. Lens Assembly 19. Fin
5. Rotating Beacon 12. Ground Wire 20. Tinnerman Clip
6. Baffle 13. Bolt 21. Washer
7. Lens Retaining Ring 14. Nut 22. Adapter
15. Connector
Figure 17-10. Rotating Beacon Installation
17-20
SOME 180 & 182 MODELS
17 Grommet
ALL 172, 175 & 185 MODELS AND 27. Cover Assembly
SOME 180 & 182 MODELS 28. Cover Slide
Figure 17-11. Interior Lights Console Installation
17-21
3 MODELS & 180, 182 185

MODELS 150, 172 & 175
1. Tinnerman Nut 5. Socket Assembly

2. Grommet 6. Bulb
3. Screw 7. Doubler
4. Reflector 8. Lens
9. Inspection Plate
Figure 17-12. Courtesy Lights Installation

17-22
Stall Warning System
1. Stall Warning Horn 3. Tinnerman Nut 5. StallWarning Actuator

2. Mounting Bracket 4. Screw 6. Wing Skin
Figure 17-13. Stall Warning Horn and Actuator Installation
17-23
Stall Warning System
17-49. STALL WARNING CIRCUIT. 17-51. PITOT AND STALL WARNING HEATER
CIRCUITS.
17-50. The stall warning circuit is comprised of a 17-52. Electrical heater units are incorporated in
warning horn and an actuating switch. The switch is some pitot tubes and stall warning switch units. The
installed in the leading edge of the left wing and is heaters offset the possibility of ice formations on the
actuated by airflow over the surface of the wing. The pitot tube and stall warning actuator switch. The
switch will close as a stall condition is approached, heaters are integrally mounted in the pitot tube and
actuating the warning horn which is mounted on the stall warning actuator switch. Both heaters are
glove box. The stall warning unit should actuate the controlled by the pitot heat switch.
stall warning horn approximately five to ten miles
per hour above airplane stall speed. Install the lip 17-53. REMOVAL AND REPLACEMENT OF STALL
of the warning unit approximately one-sixteenth of WARNING HORN AND SWITCH. (See figure 17-13.)
an inch below the center line of the wing skin cut- Figure 17-13 shows in detail all components of the
out. Test fly the aircraft to determine if the unit stall warning system. Use this figure as a guide for
actuates the warning horn at the desired speed. removal and replacement.
If the unit actuates the horn at a speed in excess of
ten miles per hour, loosen the mounting screws 17-54. REMOVAL AND REPLACEMENT OF PITOT
and move the unit down. If the unit actuates the HEATER. (See figure 17-14.) Figure 17-14 shows
horn at a speed less than five miles an hour, in detail all components of the pitot heater installa-
loosen the mounting screws and move the unit up. tion. Use this figure as a guide for removal and
replacement.
1. Electrical Leads
2. Pitot Tube
3. Pitot Heater
Figure 17-14. Heater Pitot Installation

17-24
Index of Wiring Diagrams
INDEX OF ELECTRICAL WIRING DIAGRAMS
MODEL 150
Page Page
Battery Circuit ............ . 17-32 Instruments Light Circuit ......... .17-34
Cigar Lighter Circuit .......... . 17-34 Landing Lights Circuit .......... .17-34
Clock Circuit ............... 17-32 Magnetos Circuit ............ 17-33
Compass Light.... ............ 17-34 Navigation Lights Circuit ......... . 17-34
Courtesy Lights .............. 17-35 Radio Dial Lights Circuit .......... 17-34
Dome Light Circuit ............. 17-34 Rotating Beacon Circuit .......... .17-33
Fuel Quantity Indicators Circuit ...... 17-33 Stall Warning Circuit . .......... 17-33
Generator Circuit. ............. 17-32 Starter Circuit ............ ... 17-32
Heated Pitot & Stall Warning Transmitter Taxi Light Circuit ............. 17-34
Circuit .. . . ........ . 17-33 Turn-and-Bank Indicator Circuit ....... 17-33
MODEL 172
Page Page
Auxiliary Fuel Tank Circuit ........ .17-41 Heated Pitot & Stall Warning Transmitter
Battery Circuit. ....... .17-37,17-38,17-39 Circuit ................ .17-46
Carburetor Air Temperature Circuits. ... . 17-45 Instrument Lights Circuit ..... .. . .17-43
Cigar Lighter Circuit ......... ... 17-44 Landing Lights Circuit .......... 17-44
Clock Circuit. .............. .17-39 Magnetos Circuit .......... . 17-40,17-42
Compass Light Circuit ......... . 17-43 Map Light Circuit . . ....... .... 17-53
Courtesy Lights Circuit .......... .17-52 Navigation Lights Circuit . . . .17-48,17-49,17-50
Cylinder Head Temperature Gage Circuit . . 17-42 Oil Dilution Circuit . . ....... .... 17-41
Dome Light Circuit ............ .17-52 Radio Dial Lights Circuit ...... ... 17-43
Flares Circuit ............ .. 17-46 Rotating Beacon Circuit .......... 17-42
Fuel Quantity Indicators Circuit ....... 17-51 Stall Warning Circuit ............ 17-46
Generator Circuit ... . .17-37,17-38,17-39 Starter Circuit . . . .17-37,17-38,17-39,17-40
Ground Service Receptacle Taxi Light Circuit .......... . 17-44
Circuit . ......... 17-37,17-38,17-39 Turn-and-Bank Indicator Circuit .... 17-46, 17-47
Gyro Horizon Indicator Circuits ....... 17-47
MODEL 175
Page Page
Auxiliary Fuel Tank Circuit ........ .17-67 Circuit ................ .17-59
Battery Circuit. .......... .17-55,17-56 Instrument Light Circuit .......... 17-67
Carburetor Air Temperature Gage Circuits . .17-58 Landing Light Circuit .......... .17-61
Cigar Lighter Circuit ......... ... 17-61 Magnetos Circuit ...... . . .17-57,17-59
Clock Circuit. ............... 17-56 Map Light Circuit ............ .17-65
Compass Light Circuit .......... .17-67 Navigation Lights Circuit 17-62, 17-63, 17-64
Courtesy Lights Circuit .......... 17-65 Oil Dilution Circuit ............. 17-60
Cylinder Head Temperature Gage Circuit . . 17-59 Oil Pressure Indicator Circuit ....... .17-68
Dome Light Circuit ............. 17-65 Radio Dial Lights Circuit .......... 17-55
Fuel Quantity Indicator Circuit. ...... .17-68 Rotating Beacon Circuit ........... 17-66
Generator Circuit ......... .17-35,17-56 Stall Warning Circuit ........... .17-69
Ground Service Receptacle Circuit . .. 17-55, 17-56 Starter Circuit ....... .17-55,17-56,17-57
Gyro Horizon Indicator Circuit. ...... .17-70 Taxi Light Circuit ............ .17-61
Heated Pitot & Stall Warning Transmitter Turn-and-Bank Indicator Circuit . ..... .17-69
MODEL 180
Page Page
Auxiliary Fuel Tank Circuit ........ .. 17-89 Cylinder Head Temperature Gage Circuit . . . 17-95
Battery Dome Light Circuit ......... 17-84,17-85
Circuit . .17-72,17-73,17-74, 17-75, 17-76,17-77 Flares Circuit ............. . 17-79
Carburetor Air Temperature Gage Fuel Quantity Indicators Circuit .... . 17-97
Circuit .. ............ 17-95,17-96 Generator
Cigar Lighter Circuit ............ 17-81 Circuit . . 17-72, 17-73, 17-74, 17-75, 17-76, 17-77
Clock Circuit. ............ 17-76,17-77 Ground Service Receptacle
Compass Light Circuit ...... .17-87,17-88 Circuit . .17-72, 17-73, 17-74, 17-75, 17-76, 17-77
Courtesy Light Circuit .......... .17-99 Gyro Horizon Indicator Circuit. ...... .17-99
17-25
Index of Wiring Diagrams
INDEX OF ELECTRICAL WIRING DIAGRAMS (Cont)
MODEL 180 (Cont)
Page Page
Heated Pitot & Stall Warning Transmitter Oil Dilution Circuit ........... . 17-80
Circuit ............... . 17-83 Oil Pressure Indicator Circuit .... .. . 17-97
Instrument Lights Circuit ...... .17-87,17-88 Radio Dial Lights Circuit . . .17-70, 17-71,17-72
Landing Light Circuit .......... . 17-86 Rotating Beacon Circuit .......... .17-89
Magnetos Circuit ....... 17-76,17-77,17-78 Stall Warning Circuit ........ .17-93,17-94
Map Light Circuit ............. 17-82 Starter Circuit .......... 17-72 thru 17-77
Navigation Lights Taxi Light Circuit .............. 17-86
Circuits. ......... .17-90,17-91,17-92 Turn-and-Bank Indicator Circuit. ...... .17-98
MODEL 182
Page Page
Auxiliary Fuel Tank Circuit ........ 17-107 Gyro Horizon Indicator Circuit ...... 17-136
Battery Circuit. ........ 17-101 thru 17-106 Heated Pitot & Stall Warning Transmitter
Carburetor Air Temperature Gage Circuit ................. 17-92
Circuit ......... 17-124,17-125, 17-126 Instrument Lights Circuits . .. 17-116 thru 17-118
Cigar Lighter Circuit ........... 17-110 Landing Light Circuit ...... .17-121,17-122
Clock Circuit. .......... .17-105,17-106 Magnetos Circuit .. . ...17-105 thru 17-107
Compass Light Circuit . . . 17-116,17-117, 17-118 Map Light Circuit. ............ 17-108
Courtesy Lights Circuit .......... 17-136 Navigation Lights Circuits. . .. 17-127 thru 17-130
Cylinder Head Temperature Gage Circuit . . 17-113 Oil Dilution Circuit . . ....... . 17-111
Dome Light Circuit ........ .17-119,17-120 Oil Pressure Indicator Circuit ..... . 17-114
Electrical Flaps Circuit ......... 17-131 Radio Dial Lights Circuit . . . . 17-170 thru 17-172
Flares Circuit .............. 17-112 Rotating Beacon Circuit . ......... 17-123
Fuel Quantity Indicators Stall Warning Circuit. ...... .17-132,17-133
Circuit ............ .17-114,17-115 Starter Circuit ........ . 17-101 thru 17-106
Generator Circuit ...... .17-101 thru 17-106 Taxi Light Circuit ........ .17-121,17-122
Ground Service Receptacle Turn-and-Bank Indicator Circuit ... .17-134, 17-135
Circuit 17-101 thru 17-106
MODEL 185
Page Page
Auxiliary Fuel Boost Pumps . ... .... 17-140 Instrument Lights Circuit ......... 17-140
Battery Circuit. ......... .17-138,17-139 Landing Light Circuit ........... 17-142
Cigar Lighter Circuit ........... . 17-141 Magneto Circuit ....... . .17-138,17-139
Clock Circuit .......... .17-138,17-139 Map Light Circuit ........... . 17-140
Compass Light Circuit . ......... 17-140 Navigation Lights Circuit ......... 17-141
Courtesy Lights Circuit ......... 17-141 Oil Dilution Circuit ............ 17-141
Cylinder Head Temperature Gage Circuit . . 17-140 Radio Dial Lights Circuit ......... 17-140
Dome Light Circuit ......... 17-140,17-77 Rotating Beacon Circuit .......... 17-142
Fuel Quantity Indicators Circuit ...... 17-140 Stall Warning Circuit ........... 17-142
Generator Circuit ........ .17-138,17-139 Starter Circuit ......... .17-138,17-139
Ground Service Receptacle Circuit . .17-138, 17-139 Taxi Light Circuit ............ 17-142
Gyro Horizon Indicator Circuit. . ..... 17-143 Turn-and-Bank Indicator Circuit ...... 17-142
17-26
Symbols Chart
-
SHIELDED CONDUCTOR
SINGLE-POLE,
BUS DOUBLE THROW SWITCH
PLUG WITH CENTER OFF
CAPACITOR
SINGLE-POLE, SINGLE
THROW, MOMENTARY SWITCH
GROUND CONNECTION
BLOCK
SINGLE-POLE DOUBLE
PUSH- TO- TEST
CIRCUIT BREAKER
ELECTRICAL DEVICE
(WITH TERMINALS)
CIRCUIT BREAKER - SWITCH

(PUSH- PULL TYPE)
SINGLE-POLE, DOUBLE
ELECTRICAL DEVICE WITH CENTER OFF
AUTOMATIC RESET (WITH PLUG)
CIRCUIT BREAKER
FUSE WIRE OR CABLE
DOUBLE-POLE
TERMINAL CONNECTION SINGLE THROW SWITCH
(SCREW TYPE)
SINGLE-POLE,
SINGLE THROW SWITCH
PERMANENT CONNECTION
(SOLDERED OR CRIMPED)
SINGLE- POLE, DOUBLE- POLE

CONNECTOR DOUBLE THROW SWITCH DOUBLE THROW SWITCH
Figure 17-15. Symbols Chart (Sheet 1 of 4)
17-27
Symbols Chart
VS
VENDOR SUPPLIED
TO CESSNA
SOLENOID
DOUBLE-POLE PUSH-BUTTON SWITCH

FOUR POSITION SWITCH MOMENTARY
BATTERY
RHEOSTAT
WITH OFF
POSITION
THREE POSITION
TWO CIRCUIT
PULL SWITCH
RESISTOR MAGNETO
DIODE
THREE POSITION SPEAKER OR HORN
PULL SWITCH
PRESS- TO-TEST
0
LIGHT
INTERLOCKING, SPLIT-
ROCKER TYPE SWITCH
NOTE: THE INTERLOCKING SPLIT
ROCKER TYPE SWITCH IS MADE LIGHT
UP OF TWO SINGLE-POLE,
DOUBLE THROW SWITCHES WHICH R= RED G = GREEN
HAVE BEEN MECHANICALLY IN- W = WHITE, C = CLEAR
TERCONNECTED TO PROVIDE A
SINGLE SPLIT ROCKER TYPE
SWITCH
17-28
Symbols Chart
EXPLANATION OF CESSNA'S WIRE CODING SYSTEM

Wiring diagrams in this manual will only show the portion of the wire code number which follows the dash,
except where duplication of wire numbers would exist. The number preceding the dash is a factory manu-
facturing code and normally is not necessary for circuit checking. This section contains wiring diagrams of
factory installed electrical equipment only. If equipment has been installed in the field, some wire numbers
may not correspond to the numbers supplied in this manual. If the situation exists, refer to the wiring
diagrams supplied with the accessory kit instructions. Some accessory kits are now being issued which
have wires prefixed with the letters AK.
1. The following schedule applies to the adoption of Cessna's wire coding system:
a. All 1960 models and on, except the Models 150 and 185 which is applicable 1961 models and on.
2. Explanation of System.
a. When Cessna uses several wiring diagrams for a model with a possibility of code number
duplication, or when wiring diagrams are shown on Cessna's optional equipment drawings,
the wire code number will consist of:
1. An alphabetical character representing the aircraft model.

2. The last three digits of the engineering drawing on which the wiring schematic is shown.
3. A dash.
4. An alphabetical character representing the general circuit function, and assigned in
accordance with Paragraph 3.
5. An alphabetical character representing the specific circuit within the general circuit
function; and assigned in accordance with Paragraph 3.
6. A numerical digit or digits assigned in sequence beginning with one(1) identifying in-
dividual wires within the circuit.
7. Example:
B 059 - L A 1
Individual wire identification number.

Specific Circuit (i. e. Cabin Lighting).
General Circuit Function (i. e. Lighting).
Last three(3) digits of Drawing 0500059.
Model 172A
8. When Cessna uses only one wiring diagram for a model, or when there is no possibility
of code number duplication if more than one diagram is used, the code number shall
be the same as described in Paragraphs 2a. 1, thru 2a. 7 except that the three(3) digits
of the drawing will be omitted.
b. If a wire or circuit is applicable to more than one model, each wire will be marked with
the applicable model code letter(s).
1. Example:
***C007-LF1 C007-LF2 BC007-LF3

**B007-LF4 B007-LF5
*BC007-LF3 (This wire is used on both the Model 172 and Model 175).
**B007-LF4 (This wire is used on the Model 172 only).
***C007-LF1 (This wire is used on the Model 175 only).
3. Circuit Function and Specific Circuit Code Letters:
a. C - Control Surface -
CC - Wing Flaps.
17-29
Symbols Chart
b. D - Instrument - (Other than flight or engine instruments) -

DA- Ammeter DC - Clock
DB - Flap Position Indicator
c. E - Engine Instruments -
EA - Carburetor Air Temperature EC - Cylinder Head Temperature
EB - Fuel Quantity Gage and Transmitter ED - Oil Pressure
d. F - Flight Instruments -
FA - Turn & Bank FC - Stall Warning
FB - Pitot Static Tube Heater and Stall FD - Speed Control System
Warning Heater FE - Indicator Lights
e. G- Landing Gear -
GA - Actuator GC - Warning Device (Horn)
GB - Retraction GD - Limit Switches
GE - Indicator Lights
f. H - Heating, Ventilating and De-icing -

HC - Cigar Lighter
g. J - Ignition-
JA - Magneto
h. K - Engine Control -
KA - Starter Control
i. L- Lighting-
LA- Cabin LD - Navigation
LB- Instrument LE - Taxi
LC - Landing LF - Rotating Beacon
LG- Radio
j. P- D.C. Power-
PA - Battery Circuit PB - Generator Circuit
PC - External Power Source
k. Q - Fuel and Oil -

QA - Auxiliary Fuel Pump QC - Engine Primer
QB - Oil Dilution QD - Main Fuel Pumps
QE - Fuel Valves
4. Model Code Letters:
a. The following table indicates the code letters that have been assigned to the various Cessna
Models and the years that these codes are applicable to:
Model Code Letter Year

150 A 1961 and on
172 B 1960 and on
175 C 1960 and on
180 and 182 D 1960 and on
185 R 1961 and on
SHOP NOTES:
17-30
Model 150 Electrical Equipment
INSTRUMENT AND
DOME LIGHTS
NAVIGATION ROTATING BEACON
LIGHT FUEL QUANTITY
TRANSMITTER FUEL QUANTITY
TRANSMITTER
COURTESY
LIGHT
TAIL LIGHT
SPEAKER
BATTERY
STALL WARNING HORN
COURTESY
STARTER
GENERATOR
VOLTAGE
REGULATOR PITOT TUBE
LANDING LIGHTS
STALL WARNING
TRANSMITTER MAVIG ATION
LIGHT
Figure 17-16. Electrical Equipment Installation - Model 150
17-31
Wiring Diagrams
CLOCK FUSE
2 AMP
DC2 - --DC4- -- DC1
DC3 STARTER BATTERY

BATTERY
. GROUND
STRAP
STARTER BATTERY
HANDLE
AMMETER STARTER SOLENOID
CONTACTOR PA1
xDA1 MASTER
XDA2 PA5 PA SWITCH
DA4 L-4 PA4
PA6 L-5 ------ L-6
L-3 - PA3,.-- --- L-18
*L-11 GENERATOR DIODE A01-PB2
-- L-63 PB3.
A011-PB1 F L-7
GENERATOR - F
FUSE-20A -
L-50 * L-8
L-52 L-62 A
SUPPRESSOR-
FC PB6 PB5 VOLTAGE

L-12 -- 2 L-10 L-9 -
AUTO-RESET GENERATOR **A112-PB1 **A112-PB2
CKT BKR WARNING LIGHT
**RADIO NOISE FILTER
FC2
L-22 - TO STALL WARN HORN
EB1
L-13 - TO LEFT FUEL QTY IND
FA1
L-25 -- TO TURN & BANK IND
NOTES: 1. *A 35 AMP FUSE, GENERATOR AND VOLTAGE REGULATOR ARE STANDARD

EQUIPMENT ON THE INTER-CITY COMMUTER (SERIALS 17684 AND ON) AND OPTIONAL
EQUIPMENT ON THE STANDARD AND TRAINER MODELS (SERIALS 17684 AND ON).
2. tAS REQUIRED FOR NOISE SUPPRESSION ON SERIALS PRIOR TO 17684.
3. **AS REQUIRED FOR NOISE SUPPRESSION ON SERIALS 17684 AND ON.
4. *SERIALS PRIOR TO 17684.
5. ALL WIRE NUMBERS PREFIXED WITH LETTER "L" ARE APPLICABLE TO SERIALS
PRIOR TO 15059019, EXCEPT AS NOTED.
6. WHEN AMMETER IS INSTALLED, WIRE PA6 IS NOT USED.
7. xUSED ONLY ON AIRCRAFT WITH GYROS.
8. ttSERIALS 15059351 AND ON.
Figure 17-17. Battery, Starter, Generator, Voltage Regulator and Clock Circuits - Model 150
17-32
Wiring Diagrams
CIRCUIT BREAKER
SWITCH
-L-24
FC4
STALL WARNING
HEATER
NOTE:
WIRE NUMBERS PREFIXED WITH "L" ARE
APPLICABLE TO SERIALS PRIOR TO 15059019.
Figure 17-18. Magneto, Rot. Bcn, Turn and Bank Indicator, Stall Warn. and Fuel Ind. Ckts - Model 150
17-33
Wiring Diagrams
L-39 L-54
DOME LIGHT SWITCH

CIGAR
LIGHTER
DOME LT &
LTR FUSE-10A
TO NAV LTS SW
L-35 L-37
INST & NAV
LT FUSE-10A COMPASS LIGHT -
L-36 LB36 -LB4 LB4

RHEOSTAT
L-49 TO RADIO
A112-LB1
TO DIAL LT RHEOSTAT
LD2 LEFT WING LIGHT
LD2 LD3
A011-LB1 L-29 L-30 LD8
NAVIGATION
LIGHTS SWITCH
LD1 LD6 LD7
L-28 L-31 L-32 C TAIL LIGHT
INST NAV .
LT FUSE-10A LD4 LD5
L-33 L-34 *LD9
RIGHT WING LIGHT
TAXI LIGHT
A302-LE1 A011-LE1 LE2
L-41 L-42 L-45
LC2 A011-LC1 LC3
L-43 L-46
LAND LT LANDING LIGHT
FUSE-20A
A302-LC1
NOTE: WIRE NUMBERS PREFIXED WITH "L" ARE APPLICABLE TO SERIALS

PRIOR TO 15059019. ASTERISKED (*) WIRE NUMBERS ARE APPLICABLE TO
SERIALS 15059351 AND ON.
Figure 17-19. Dome Lt., Compass Lt., Inst. Lt., Nav. Lts., Cigar Ltr., Taxi and Ldg. Lts. Ckt. -Model 150
17-34
Wiring Diagrams
LEFT WING
COURTESY LIGHT
LA5 LA6 VS VS
UTILITY LT,
DOME LT & RIGHT WING
LTR FUSE-10A COURTESY LIGHT
LA1 LA3 LA4 VS VS
DOME LIGHT
SWITCH LA2 -- TO DOME LIGHT
VS TO CIGAR LTR
1962 AND ON
MODEL 150B
Serials 15059351 and on
Figure 17-20. Courtesy Lights Circuit - Model 150
17-35
ROTATING BEACON
TAIL LIGHT
NAVIGATION FUEL QUANTITY

LIGHT TRANSMITTER
INTERIOR LIGHTS
COURTESY CONSOLE
LIGHT-
SPEAKER
NAVIGATION LIGHTS
GENERATOR
REGULATOR
STALL WARNING
BATTERY TRANSMITTER LANDING
EXTERNAL POWER LIGHTS
RECEPTACLE PITOT
TUBE
17-36
Wiring Diagrams
**AMMETER
STARTER
CONTACTOR
STARTER
GROUND C-124 C-126 MOT

SERVICE BATTERY MASTER
RECEPTACLE SOLENOID SWITCH
C-127
C-55
GENERATOR
*SUPPRESSOR C-146
GEN C-136
FUSE-20A
C-129
C-165
C-167
B A F
GENERATOR
WARNING
LIGHT
VOLTAGE AUTOMATIC-RESET
REGULATOR CIRCUIT BREAKER tC-166
C-138 - 2
C-57 -- TO FLARES
* AS REQUIRED FOR RADIO C-161--- TO STALL WARNING

NOISE SUPPRESSION
C-164---. TO T & S INDICATOR
1956 THRU 1958

MODEL 172
Serials 28000 thru 36965
**Serials 28000 thru 29174
tSerials 29175 thru 36965
Figure 17-22. Bat., Gnd. Serv. Recpt., Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 1 of 3)
17-37
Wiring Diagrams
- M-66 - LF1 . TO ROTATING BEACON CIRCUIT BREAKER SWITCH

NAV LTS
FUSE M-30 - LD1 - TO NAVIGATION LIGHTS SWITCH
10A
M-39 - LA1 TO DOME LIGHT SWITCH
M-37 - QB1 - TO OIL DILUTION SWITCH

M-56 M-26 + STALL
FC1 2 FC2 WARNING
CIRCUIT BREAKER FC3 HORN
M-27
M-12 . M-27
PB5 FC4
CHARGE
INDICATOR M-28 M-29
STALL WARNING
M-7 TRANSMITTER
PB4 20 AMP GENERATOR (35 AMP OPT)
G EN
GEN M-6 M-8
FUSE 20A (35A OPT) PB2
PB6 PB1 -
M-4 M-5
*SUPPRESSOR
DA2
M-74 20 AMP VOLTAGE
REGULATOR (35 AMP OPT) MASTER SWITCH
AMMETER BATTERY
(OPT)
DA1 PA4
-
17-38Figure 17-22. Bat., Gnd. Serv. Recpt., Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 2 of 3)
STARTER M-2
PC1 BATTERY
BATTERY
SOLENOID
GROUND SERVICE
- RECEPTACLE
NOTES:
NOTES: 1.
1. WHEN AMMETER
AMMETER
AND PA6 ISUSED.
ARE NOTIS INSTALLED, WIRES
INSTALLED, WIRES M-3
M-3
AND PA6 ARE NOT USED.
2.
2. *AS REQUIRED FOR RADIO NOISE SUPPRESSION.
3.
3. WIRE NUMBERS
APPLICABLE PREFIXED
TO1959
SERIALS WITHTHRU
LETTER "M" ARE
"M"
THRU 36966
11960 46754.
APPLICABLE TO SERIALS 36966 THRU 46754.
1959 THRU 1960

MODELS 172 & 72A
17-38
Wiring Diagrams
CLOCK
FUSE-2A
DC2 - --
BATTERY GROUND PC1
DC3 BATTERY DC1 SOLENOID SERVICE
RECEPTACLE
PA1 PA 5 MOT
DIODE
PA2. STARTER
AMMETER (OPT) PA6
-C075-DA2 C075-DA1 -
GENERATOR PA3
*PB4
ttSUPPRESSOR PB8
GEN PA4
FUSE -20A (35A OPT) PB4 MASTER
*PB1 SWITCH
VOLTAGE tPB7
REGULATOR
PB2
PB5 PB6
LDG LTS GENERATOR NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE
- FUSE
20A WARNING LIGHT PA6 IS NOT USED.
VS TO CIGAR LTR 2. ttAS REQUIRED FOR RADIO NOISE
LC4 SUPPRESSION.
LC4 TO LDG LTS SW
1961 AND ON
MODEL 172B AND ON
*Serials 17247747 thru 17248734
tSerials 17248735 and on
17-39
Wiring Diagrams
STARTER
TO
BATTERY
SOLENOID
STARTER LPA5 -
SWITCH - STARTER
SOLENOID
KA2
KA1
2 FC2 - TO STALL WARNING HORN

AUTO RESET 1961 ONLY
FC1 CKT BKR MODEL 172B
Serials 17247747 thru 17248734
BC062-LD1 TO NAVIGATION LIGHTS SWITCH

NAV LTS
FUSE- 10A
NOTE: THESE TWO DIAGRAMS ARE APPLICABLE TO SKYHAWK AIRCRAFT ONLY.

THE TOP DIAGRAM IS APPLICABLE TO THE PUSH-BUTTON STARTER
CIRCUIT AND THE BOTTOM DIAGRAM IS APPLICABLE TO THE KEY
STARTING CIRCUIT.
TO NAV LTS SWITCH
TO STALL WARNING HORN STARTER

SWITCH
CKT BKR FC2
BAT
FC1 ---- KA3 - L
NAV LTS R
FUSE-10A JA3
LEFT
GND
MAGNETOS
JA4
RIGHT KA4
STARTER
STARTER 1962172C
ANDAND
ON ON
MODEL
STARTER
SOLENOID
PA5 TO BAT SOL
KA5
Figure 17-23. Push-Button and Key Starting Circuits - Model 172
17-40
Wiring Diagrams
LD1
M-30
*C-16 TO NAV LT SW
*C-135 TO DOME LT SW
tM-39
LA1 OIL DILUTION OIL
SWITCH DILUTION
SOLENOID
*C-39 *C-49
NAV LTS M-37 tM-38
FUSE-10A QB1 QB2
1956 THRU 1959 -
MODEL 172
*Serials 28000 thru 36215
AUXILIARY AUX FUEL

TANK SWITCH TANK PUMP
VS RED VS
FUSE- -
10A
VS AUX FUEL AUX FUEL TANK
TANK INDICATOR QUANTITY TRANSMITTER
GREEN
NOTES: ALL WIRES IN THE AUXILIARY FUEL TANK CIRCUIT ARE VENDOR FURNISHED.
THE NAVIGATION LIGHT FUSE IS THE POWER SOURCE FOR THE AUXILIARY
FUEL TANK CIRCUIT.
1958 AND ON
MODEL 172 AND ON
Serials 36 2 16 and on
Figure 17-24. Oil Dilution and Auxiliary Fuel Tank Circuits - Model 172
17-41
Wiring Diagrams
BOTH JA3
LEFT JA1
RIGHT L **M-54
OFF *C-36 -
JA4 * FILTERS MAGNETOS
JA2
*C-35
KEY SWITCH 1956 AND ON

MODEL 172 AND ON * AS REQUIRED FOR RADIO
**Serials 28000 thru 36965 NOISE SUPPRESSION
CYLINDER HEAD
TEMPERATURE GAGE
THERMOCOUPLE
0311018-10
THERMOCOUPLE
LEAD
1960 AND ON
MODEL 172A AND ON
ROTATING
CIRCUIT BREAKER SWITCH BEACON
tB007-LF1 , BC007-LF2
BC007-LF1 10 BC007-LF2 BC007-LF3 - VS
**M-66 +5 **M-67 **M-68
*C-177 *C-176 *C-175 +LF4
1956 AND ON
MODEL 172 AND ON
tSerials 46755 thru 47746
ttSerials 46755 and on
+Serials 17248790 and on
Serials 17247747
Figure 17-25. Magneto, Cyl. Head Temp. and Rot. Beacon Circuits - Model 172
17-42
Wiring Diagrams
COMPASS
C-168 R C-169
RHEOSTAT
C-115
RHEOSTAT INSTRUMENT C-119 C-120

FUSE - 15A LIGHTS
C-134
C-160 C-12
NOTE: SERIALS PRIOR TO 29175
HAVE A 60 OHM-10 WATT RESISTOR TO RADIO
IN SERIES WITH THE COMPASS LIGHT DIAL LIGHTS
1956 THRU 1958

MODEL 172
B007-LB1 TO RADIO DIAL LIGHT

INST LTS tM-61
FUSE-10A **BC062-LB1
B059-LB1
M-19
INTERIOR COMPASS
LIGHTS
RHEOSTAT LB3 VS R VS LB4
M-14 tM-18
LB2
M-15
INSTRUMENT LIGHT
VS VS
1959 AND ON
MODEL 172 AND ON
**Serials 17247747 and on
Figure 17-26. Compass and Instruments Lights Circuits - Model 172
17-43
Wiring Diagrams
LANDING
LIGHT
,C-116 - C-117 C C-118
C-73 C-74
LDG LT TAXI
FUSE-25A 1956 THRU 1958 LIGHT C-76
C-137 MODEL 172
VS Serials 28000 thru 36965
LANDING
LIGHT
CIGAR SWITCH TAXI
LIGHTER LIGHT
M-51 -- -- M-52 M-53
M-48 M-49
LDG LT
FUSE-25A 1959 ONLY LANDING M-50
M-47 MODEL 172 LIGHT
LANDING
M-16 LIGHT
SWITCH
TAXI
LIGHT
CIGAR
LIGHTER B100-LE1 BO59-LE1 LE2
LC2 BO59-LC1 C
LDG LT
FUSE - 25A LANDING LC3
1960 ONLY LIGHT
B100-LC1 MODEL 172A
LANDING
HC1 LIGHT
SWITCH
CIGAR - TAXI
LIGHTER LIGHT
BC100-LE3 BC062-LE1 C LE2
BC100-LC5 BC062-LC1
LDG LT
- FUSE - 20A - LANDING
BC100-LC4
1961 AND ON
LANDING MODEL 172B AND ON
LIGHT Serials 17247747 and on
CIGAR SWITCH
LIGHTER
PB5 - TO GEN WARN LT
Figure 17-27. Cigar Lighter, Landing Light and Taxi Light Circuits - Model 172
17-44
Wiring Diagrams
CARBURETOR AIR
RADIO TEMPERATURE INDICATOR
FUSE - 10 A V+ CARBURETOR AIR
-TO DOME LT SW
CARBURETOR AIR
**LA1 TEMPERATURE INDICATOR
*LB1 QTY
INST LTS 1960 THRU LATE 1961

DIM RHEO MODELS 172A & 17B
CARBURETOR AIR *Serials 46755 thru 47746
TEMPERATURE INDICATOR **Serials 17247747 thru 17248266
CARBURETOR AIR
TEMPERATURE BULB
EA8 LEFT FUEL
EB3 - TO RIGHT FUEL QTY IND

LA1 - TO DOME LT SW
LATE 1961 AND ON
MODEL 172B AND ON
Figure 17-28. Carburetor Air Temperature Circuits - Model 172

17-45
Wiring Diagrams
STALL WARNING HORN

AUTOMATIC-RESET
CIRCUIT BREAKER STALL WARNING TRANS
C-138 C-161 C-162- C-81 - C-82 -
TURN & BANK INDICATOR
C-164
C-57 -1956 THRU 1958

MODEL 172
FLARE -C-58
SWITCHES C-59
FLARES
STALL
WARNING
HORN
AUTOMATIC-RESET STALL WARNING

CIRCUIT BREAKER TRANSMITTER
FC 1 FC2 FC3 FC4
*M-56 M-26 *M-27 *M-28
FC5
*M-29
TURN-AND-BANK INDICATOR
FA1 FA2
*M-24 *M-25
1959 AND ON **FE3
MODEL 172 AND ON
*Serials 36966 thru 46754 **TO GYRO HORIZON IND
PITOT HEATER
FB1 10 FB2 ----- FB3 - VS - VS

CIRCUIT
BREAKER
FB4
19 ON
MODEL 172A & ON
STALL -
WARNING
HEATER
Figure 17-29. Stall Warning, Flares, Turn and Bank and Heated Pitot and Stall Warning Ckts - Model 172
17-46
Wiring Diagrams
GYRO HORIZON AND

LD2 . TO LEFT WING LT SUCTION LIGHTS
LD4 TO TAIL & RIGHT WING LT INDICATOR
- - TO STALL WARNING HORN
FC2
FC2 FE3
FE3 VACUUM SWITCH
FC1 2 FA1 FA2 WHT
NAV LTS AUTO RESET BLK - GYRO
FUSE-10A CKT BKR TURN & BANK INDICATOR VS YEL
FE4
FE1
FE2
GYRO LIGHT YEL

YEL
GYRO LIGHT VS
SWITCH BLK
1962 AND ON
MODEL 172C&ON
Figure 17-30. Gyro Horizon Indicator Circuits - Model 172
17-47
Wiring Diagrams
C-39 - TO OILDILSW
RIGHT WING LIGHT
C-135 TO DOME LT SW
C-39 - TO OILDILSW
Figure 17-31. Navigation Lights Circuits - Model 172 (Sheet 1 of 3)
17-48
Wiring Diagrams
RIGHT WING LIGHT
C-37
TAIL LIGHT -
C-132
NAV LTS C-51 C-153
FUSE- 10A.
C- 16
NAVIGATION FLASHER
LIGHT LEFT WING LIGHT
SWITCH C-19
C-38
C-135--- TO DOME LIGHT
C-39 TO OIL DILUTION EARLY 1958 THRU 1958

(WITH FLASHER
MODEL 172
NAVIGATION LIGHTS
NAV LTS SWITCH LEFT WING LIGHT
FUSE-10A *M-30 M-32 *M-36
B059-LD1 B059-LD2 B059-LD3 R
*BC062-LD1 -LD2 *62-LDI D3
*M-31
1959 AND ON B059-LD4 RIGHT WING LIGHT
(WITHOUT FLASHER) *BC062-LD4
MODELS 172, A, B AND ON M-34
*Serials 36966 thru 46754 B059-LD5
Serials 46755 thru 47746 *BC062-LD5
*Serials 17247747 and on
M-33
LD6 TAIL LIGHT
M-35
LD7
NAV LTS
FUSE-10A
1959 THRU LATE 1959

M-30 NAVIGATION (WITH FLASHER)
LIGHTS SWITCH MODEL 172
M-69
FLASHER
M-31 ---- TO RIGHT WING AND TAIL LIGHTS
M-32 - TO LEFT WING LIGHT
17-49
Wiring Diagrams
*M-31
*M-30 B059-LD4 - TO RIGHT WING LIGHT & TAIL LIGHT DISCON
B059-LD1
NAV LTS -
*M-65
FUSE-10A B306-LD3
B306-LD3
B306-LD2
M-75 RED
NAVIGATION GRN
B306-LD1 - - ---- LIGHT
*M-71 SWITCH 12V
* M-69 GND
B 306- LD4
B059-LD2 -- TO LEFT WING LIGHT DISCON NAVIGATION
*M-32 LIGHTS
FLASHER
LATE 1959 THRU 1960
(WITH FLASHER)
MODEL 172
RIGHT WING Serials 46755 thru 47746
LIGHT
BC062-LD5 TAIL LIGHT
LD6 -LD7
NAV LTS BC062-LD4 LD8

FUSE-10A
BC062-LD1
BC191-LD3
BC191-LD1 BC191-LD2
FC1 RED
NAV LT
12V FLASHER
TO
STARTER GND
SWITCH
BC191-LD4 BC191-LD5
BC062-LD2
LEFT
BC062-LD3 WING
1961 AND ON LIGHT
(WITH FLASHER)
MODEL 172B AND ON V
17-50
Wiring Diagrams
M-43 - TO CARB AIR TEMP IND

LEFT

**Serials 17247747 thru 17248266
EA5 - TO CARB AIR TEMP IND

FUEL IND
Figure 17-32. Fuel Quantity Circuits - Model 172
17-51
Wiring Diagrams
C-39 - TO OIL DILSW

C-16 - TONAVLTSW
DOME LIGHT
SWITCH DOME LIGHT
C-135 C-145
NAV LTS
FUSE-10A 1956 THRU 1958
MODEL 172
M-37 - TO OIL DIL SW

M-30 TO NAV LT SW
DOME LIGHT
SWITCH DOME LIGHT
M-39 M-40
NAV LTS
FUSE-10A
M-56 - TO STALL WARN CKT BKR 1959 ONLY
MODEL 172
Serials 36966
thru 47654
LD1 - TO NAV LT SW
DOME LIGHT
SWITCH DOME LIGHT
LA1 - LA2
NAV LTS
FUSE-10A
FC1 - TO STALL WARN CKT BKR 1960 ONLY
MODEL 172A
Serals 46755 thru 47746
LEFT WING
*LA7 - TO MAP LT SW COURTESY LIGHT
EB1 -- TO LEFT FUEL QTY IND LA6 VS VS
DOME LIGHT
LA1 LA2
FUEL IND
FUSE-10A DOME LIGHT
SWITCH LA3 LA4 VS VS
MODEL 172B AND ON RIGHT WING
RIGHT WING -
Serials 17247747 and on COURTESY LIGHT
Figure 17-33. Dome Light and Courtesy Lights Circuits - Model 172
17-52
Wiring Diagrams
C-133 -- TO RADIO SW
C-141 -- TO CARB AIR TEMP IND
MAP LIGHT MAP

SWITCH LIGHT
C-139 C-90
RADIO
FUSE
10A 1956 THRU 1958
MODEL 172
M-19 - TO COMPASS & INST LT DIM RHEO

M-20 -- TO LEFT FUEL QTY IND
MAP LIGHT MAP

SWITCH LIGHT
M-41 M-42 *M-64

INST LTS
FUSE-10A ONLY
1959
MODEL 172
EB1 - TO LEFT FUEL QTY IND

LA1 - TO DOME LT SW
MAP LIGHT MAP

SWITCH LIGHT
LA7 -
**LA1
**LA1 LA2 C LA3 LA2
LA3
FUEL IND *LA4
FUSE-10A
1960 AND ON
MODEL 172A
**Serials 17247747 thru 17248734
Figure 17-34. Map Light Circuits - Model 172
17-53
ROTATING BEACON
NAVIGATION
LIGHT TAIL LIGHT
FUEL QUANTITY
TRANSMITTER INTERIOR LIGHTS
COURTESY CONSOLE
LIGHT SPEAKER
BATTERY
NAVIGATION LIGHTS FUEL QUANTITY

FLASHER TRANSMITTER
STALL WARNING COURTESY LIGHT

HORN
STARTER
GENERATOR
VOLTAGE
REGULATOR
STALL WARNING LANDING
TRANSMITTER LIGHT
PITOT
EXTERNAL POWER TUBE NAVIGATION
RECEPTACLE LIGHT
17-54
Wiring Diagrams
GROUND
SERVICE
BATTERY RECEPTACLE STARTER
BATTERY SOLENOID
K-1 K-2 MOT

K-51
K-50 K-52
K-50 GEN K-41--
MASTER
SWITCH
*SUPPRESSOR K-12 GENERATOR
K-10 -
FUSE-20A - K-114 -- K-113--
(35A OPT) --- K-53
AMMETER (OPT)
GENERATOR K-40
K-54 WARNING
LIGHT VOLTAGE
REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE K-10

IS NOT USED.
1958 THRU 1959

MODEL 175 --
Figure 17-36. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg. and Clock - Model 175 (Sheet 1 of 2)
17-55
Wiring Diagrams
DC1
**DC5
FUSE-2A BATTERY GROUND PC1
CLOCK SOLENOID SERVICE
*DC4 RECEPTACLE
PA1 PA5 MOT

*DIODE
-
BATTERY PA2
STARTER
AMMETER (OPT) PA6
- C075-DA2 - C075-DA1
GENERATOR PA3
PB3
*SUPPRESSOR
PA4
FUSE -20A (35A OPT) PB4 MASTER
PB1 SWITCH
VOLTAGE
REGULATOR
PB2
*BC062-PB5 *BC062-PB6
C062-DA1 C062-DA2
LDG LTS GENERATOR
FUSE-20A WARNING
LIGHT
VS - TO CIGAR LTR
C035-LC1 TO LDG LTS
*C062- LC4
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE PA6 IS NOT USED.

1960 AND ON
MODELS 175A AND ON
**Serials 17556778 thru 17556794
Figure 17-36. Bat., Gnd, Ser. Recpt., Gen., Str., Vol. Reg. and Clock - Model 175 (Sheet 2 of 2)
17-56
SERVICE MANUAL
Electrical System
Wiring Diagram
TO STARTER
BATTERY
SOLENOID
STARTER
SWITCH
PA5
STARTER
SOLENOID
KA1
FCI
NOTE: THESE TWO DIAGRAM

THE TOP DIAGRAM ARE APPLICABLE TO SKYLARK
CIRCUIT AND THE IS APPLICABLE TO THE PUSH AIRCRAFT ONLY
BOTTOM DIAGRAM BUTTON
IS APPLICABLE TO STARTER
STARTING THE KEY
CIRCUIT.
TO NAV LTS SWITCH
TO STALL WARNING HORN

CKTSTARTER
BKR FC2
SWITCH
NAV LTS
FUSE- 10A --- KA3
Figure 17-37. Push-Button and Key Starting

Circuits Model 175
17-57
Wiring Diagrams
TO INST & COMPASS LT RHEO
LB1 CARBURETOR AIR CARBURETOR AIR

TEMPERATURE INDICATOR TEMPERATURE BULB
EA2 VS
INST LTS VS
- FUSE-10A
EA4
A
LATE 1959 THRU LATE 1961
MODELS 175A & B
LB1 TO INST & COMPASS LT RHEO

EA5
INST LTS CARBURETOR AIR
FUSE- 10A TEMPERATURE BULB
EA6 VS
EA7 VS
CARBURETOR AIR EA8

TEMPERATURE INDICATOR
LATE 1961 AND ON

MODEL 175B AND ON
Figure 17-38. Carburetor Air Temperature Circuits - Model 175

17-58
Wiring Diagrams
PITOT HEAT
CIRCUIT BREAKER SWITCH PITOT HEATER
FB1 10 FB2 --- FB3 VS FB5

*K-106 *K-107 *K-108 *K-110
FB4 --
*K-109 STALL WARNING HEATER
1958 AND ON-- VS

MODEL 175 AND ON
CYLINDER HEAD
TEMPERATURE GAGE
THERMOCOUPLE
0311018-10
THERMOCOUPLE
LEAD
1958 AND ON
MODEL 175 AND ON
BOTH
LEFT JA1
RIGHT *K-43
OFF -
* FILTERS MAGNETOS
JA2
*K-42
KEY SWITCH
* AS REQUIRED FOR RADIO
NOISE SUPPRESSION
1958 AND ON
MODEL 175 AND ON
Figure 17-39. Mag., Cyl. Head Temp., Htd. Pitot and Stall Warning Ckts - Model 175
17-59
Wiring Diagrams
K-78 -- TO STALL WARN CKT BKR

K-92 - TO # 3 RADIO
NAV LIGHTS
SWITCH
K-69 K-70 - TO NAV LTS

NAV LT
FUSE-15A OIL DILUTION
SOLENOID
-K-84 K-85
OIL DILUTION
SWITCH
1958 THRU 1959

MODEL 175
,FC1 - TO STALL WARN CKT BKR
NAV LIGHTS
SWITCH - BC062-LD4 - TO TAIL LT & RIGHT WING LT
BC062-LD1 BBC062-LD2 - TO LEFT WING LT

NAV LT
FUSE-10A OIL DILUTION
SOLENOID
QB1 - QB2
OIL DILUTION
SWITCH
1960 AND ON
MODEL 172A & ON
Serials 56 2 39 and on
Figure 17-40. Oil Dilution Circuits - Model 175
17-60
Wiring Diagrams
TAXI LIGHT
K-24 K-25
K-21 K-22
K-26
LDG LTS LANDING
K-20
VS LANDING LIGHTS SWITCH

1958 THRU 1959
MODEL 175
CIGAR
LIGHTER
TAXI LIGHT
C035-LE1 --- C062-LE1
LC2 C062-LC1 LE2
LDG LTS LANDING

LANDING
FUSE-20A LIGHT LC3
LIGHTS
C035-LC1 SWITCH
CIGAR LIGHTER
1960 ONLY
VS MODEL 175A
C062-DA1 TO GEN WARN LT
TAXI LIGHT
LE3 BC062-LE1
LC5 BC062-LC1 LE2

LDG LTS LANDING
FUSE-20A LIGHT
LC4-
LANDING LIGHTS SWITCH

CIGAR 1961 AND ON
VS LIGHTER MODEL 175B & ON
BC062-PB5 - TO GEN WARN LT
Figure 17-41. Cigar Lighter, Landing Light and Taxi Light Circuits - Model 175.
17-61
Wiring Diagrams
RIGHT WING
TO STALL WARN CKT BKR LIGHT
TO # 3 RADIO
K-78 K-75
K-92 TAIL LIGHT
K-72 K-73
K-71
K-69 K-70 K-74
NAV LT LEFT WING

FUSE- 15A LIGHT
K-84 - TO OIL DILUTION SWITCH

1958 THRU 1959
(WITHOUT FLASHER)
MODEL 175
TO NAV LIGHTS K-70 K-86

K-87
NAVIGATION LIGHTS FLASHER
NAV LT SWITCH
FUSE- 15A
K-69
K-92 K-84 - TO OIL DILUTION SWITCH

K-78 -. TO # 3 RADIO
TO STALL WARN CKT BKR EARLY 1958 ONLY
(WITH FLASHER)
MODEL 175
Seals 55001 thru 55004
NAVIGATION
.NAV LT LIGHTS SWITCH FLASHER
FUSE-15A
K-69 K-89 -- K-70 TO NAV
LIGHTS
K-92 K-84- TO OIL DILUTION

K-78
K-78 TO # 3 RADIO
EARLY 1958 THRU 1958
TO STALL WARN CKT BKR (WITH LASHER)
MODEL 175
17-62
Wiring Diagrams
K-78 -- TO STALL WARN CKT BKR
NAV LT
FUSE- 15
K-69
K-84 TO OIL DILUTION
K- 104
FLASHER TO NAV LIGHTS
K-86
NAV
LIGHTS
SWITCH 1959 THRU LATE 1959
(WITH FLASHER)
MODEL 175
*K-73
LD7
*K-72 TAIL LIGHT

TO OIL *K-84 LD6
DILUTION RIGHT WING
LIGHT
*K-115 *K-75
NAV LT C062-LD4 LD5
FUSE-10A *K-69
C062-LD1 *K-87
C035-LD3
*K-116
*K-104 GRN
C035-LD1 - FLASHER
FC1 *K-86
C035-LD4 GND
C062-LD2 C062-LD3 LEFT WING

*K-70 *K-74 LIGHT
TO STALL WARN CKT BKR
LATE 1959 & ALL 1960

(WITH FLASHER)
MODELS 175 & 175A
17-63
Wiring Diagrams
LD5
RIGHT WING
LD6 LIGHT **LD10
LD7
BC062-LD4 TAIL LIGHT tLD8
NAV LT
FUSE-10A
BC062-LD1 - -BC062-LD2 -- BC062-LD3
NAV LIGHTS LEFT WING **LD9

SWITCH LIGHT
*QB1 - TO OIL DIL SW

FC1 TO STALL WARN CKT BKR 1960 AND ON
(WITHOUT FLASHER)
MODEL 175A & ON
RIGHT WING Serials 56239 and on
LIGHT *Serials 56239 thru 56777
*L-D10
BC062-LD5 TAIL LIGHT
LD6 LD7
NAV LT BC062-LD4 LD8

FUSE-10A QB1 TO OI L SW
BC062-LD1-
BC191-LD3
BC191-LD1 BC191-LD2
FC1 RED
GRN NAV LT
12V FLASHER
TO
STALL WARN GND
CKT BKR
BC191-LD4 BC191-LD5
BC062-LD2
LEFT
BC062-LD3 WING
LIGHT
1961 AND ON
(WITH FLASHER) *LD9
MODEL 175B & ON
17-64
Wiring Diagrams
LA7 - TO MAP LT SW
EB1 - TO LEFT FUEL QTY IND
VS -- TO AUX FUEL TANK SW
VS - TO AUX FUEL TANK IND
LEFT WING
COURTESY LIGHT
MODEL 175C
RIGHT WING
COURTESY LIGHT
BC062-LA1 LA3 LA4 VS VS

FUEL IND
FUSE-10A DOME LT
SWITCH
BC062-LA2- TO DOME LT
EB1 1958 AND ON

MODEL 175 AND ON
*K-63 - TO LEFT FUEL QTY:IND Serials 56239 and on
**BC048-LA1 *Serials 55001 thru 56238
*K-60 TO MAP LT SW **Serials 56239 thru 175002
*K-92 . TO # 2 RADIO
DOME LIGHT
SWITCH DOME LIGHT
BC062-LA1 BC062-LA2
*K-76 - *K-77 --- *K-91
DOME LT
FUSE-10A(*15)
tLA5 -- TO LEFT WING UTILITY LIGHT
-tBC062-LA3-- TO RIGHT WING UTILITY LIGHT
1958 AND ON
*K-63 MODEL 175 AND ON
EB1 TO LEFT FUEL QTY IND *Serials 55001 thru 56238
*K-76 **Serials 56238 thru 17557002
tBC062-LA1 TO DOME LT SW Serials 56239 and on
K-92 TO # 2 RADIO Serials 17557003 and on
*K-92 TO # 2 RADIO
MAP LIGHT
SWITCH MAP LIGHT
BC048-LA3
**BC048-LA1 *K-49 *K-61
DOME LT *K-60
FUSE-10A(*15A)
Figure 17-43. Courtesy Lights, Dome Light and Map Light Circuits - Model 175
17-65
Wiring Diagrams
ROT BCN ROTATING BEACON

CKT BKR SW LIGHT
K-103 10 K-102 K-101 VS VS

AUTO-RESET
CKT BKR
K-78 2 K-82 TO TURN & BANK IND

K-79 - TO STALL WARN HORN
FUSE-15A
K-92 ---- TO # 3 RADIO
K-69 TO NAV LT SW
1958 THRU 1959

MODEL 175
ROT BCN
CKT BKR SW ROTATING BEACON
LIGHT
- LF1 10 LF2 LF3 VS *LF4
BC061-LD1 TO NAV LT SW *Serials 17557003 and on
FUSE-10A
FC1 - TO AUTO-RESET CKT BKR
1960 AND ON
MODEL 175A AND ON
erials 56239 and on
Figure 17-44. Rotating Beacon Circuits - Model 175

17-66
Wiring Diagrams
**EA1 TO CARB AIR TEMP IND

EA5
INTERIOR LIGHTS
RHEOSTAT
COMPASS
C062-LB1 LIGHT
INST LTS *K-55
FUSE-10A(*15A) LB3 VS VS
*K-58 C062-LB4
K-59
INSTRUMENT LIGHT
LB2 VS
* K-56 VS
VS
C007-LB1-- TO RADIO DIAL LIGHTS -

*K-93
1958 AND ON
MODEL 175
**Serials 56230 thru 17556967
TO DOME LIGHT SWITCH

AUXILIARY AUX FUEL
*K-76 TANK SWITCH TANK PUMP
**BC062-LA1
DOME LT RED --- RED BLK
*FUSE-15A
(**-10A) *K-63 TO LEFT FUEL QUANTITY INDICATOR
YEL AUX FUEL AUX FUEL TANK

GRN GRN BLK
*K-60 -- TO MAP LIGHT SWITCH

**BC048-LA1
1958 AND ON
MODEL 175
Figure 17-45. Compass Light, Instrument Light and Auxiliary Fuel Tank Circuits - Model 175
17-67
Wiring Diagrams
FUEL LEVEL OIL PRESSURE FUEL LEVEL

TRANSMITTER-LEFT TRANSMITTER TRANSMITTER-RIGHT
K-66 K-67 K-68
DOME LT
FUSE- 15A
K-63 K-64 K-65
LEFT FUEL OIL PRESSURE RIGHT FUEL
QUANTITY IND INDICATOR QUANTITY IND
K-76 - TO DOME LT SW
K-60 - TO MAP LT SW
K-92 - TO # 2 RADIO
1958 THRU 1959

MODEL 175
FUEL LEVEL FUEL LEVEL

TRANSMITTER-LEFT TRANSMITTER -RIGHT
EB2 EB4
DOME LT
FUSE-10A
EB1 EB5
LEFT FUEL RIGHT FUEL
QUANTITY IND QUANTITY IND
BC062-LA1- TO DOME LT SW
BC048-LA1-- TO MAP LT SW MODEL 175A AND
Figure 17-46. Fuel Quantity and Oil Pressure Indicator Circuits - Model 175
17-68
Wiring Diagrams
K-103 TO ROT BCN CKT BKR SW
STALL WARNING STALL WARNING

AUTO-RESET HORN TRANSMITTER
FC1 CKT BKR FC 2 FC3 FC4
*K-78 2 *K-79 K-80 *K-81 VS
NAV LTS *K-82 TOT & B IND
FUSE- 10A(* 15A) FA1
1958 AND ON
*K-92 - TO #3 RADIO MODEL 175 AND ON
*K-69 - TO NAV LT SW Serials 56239 and on
BC062-LD1 *Serials prior to 56239
LF1 - TO ROT BCN CKT BKR SW
*K-103 TO ROT BCN CKT BKR SW
FC2
*K-79 - TO STALL WARNING HORN
FC1
*K-78 2 *K-82 -- ---- *K-88
AUTO-RESET FA1 - FA2
NAV LTS CKT BKR tFE3 TURN & BANK IND
FUSE-10A(*15A)
*K-92 TO RADIO # 3 TO GYRO HORIZON IND
1958 AND ON
*K-69 TO NAV LT SW MODEL 175
BC062-LD1 Serials 56239 and on
*Serials prior to 56239
LF1 - TO ROT BCN CKT BKR SW Serials 17557003 and on
Figure 17-47. Stall Warning and Turn and Bank Circuits - Model 175
17-69
Wiring Diagrams
GYRO HORIZON AND

LD2 TO LEFT WING LT SUCTION LIGHTS
LD4 TO TAIL & RIGHT WING LT INDICATOR
TO STALL WARNING HORN
FC2 FE3 VACUUM SWITCH
FE3
FC1 2 - FA2 FA WHT
NAV LTS AUTO RESET , BLK GYRO
FUSE- 10A CKT BKR TURN & BANK INDICATOR VS YEL
FE4
FE1
FE2
GYRO LIGHT
SWITCH VS YEL
BLK
1962 AND ON
MODEL 175C & ON
17-70
NAVIGATION
LIGHT FUEL QUANTITY ROTATING BEACON
TRANSMITTER
SPEAKER
COURTESY INTERIOR LIGHTS TAIL LIGHT

LIGHT CONSOLE
BATTERY
MAP LIGHT
NAVIGATION LIGHTS
FLASHER EXTERNAL POWER
RECEPTACLE
STALL WARNING
HORN COURTESY LIGHT
STARTER-- STALL WARNING
STARTING
VIBERATOR
GENERATOR-
VOLTAGE PITOT
REGULATOR TUBE
LANDING
LIGHTS
FUEL QUANTITY NAVIGATION

TRANSMITTER LIGHT

17-71
Wiring Diagrams
D-25 - TO NAVIGATION LIGHTS SWITCH

D-14 -- TO DOME LIGHT SWITCH
TO INSTRUMENT LIGHTS CIRCUIT BREAKER --
STARTER D-32 D-36

STARTER
SOLENOID AMMETER
D-90 GROUND
SERVICE
STARTER RECEPTACLE
OR
15 D-13 D-66
D-18 D-14
D-18 D-19
D-16 BATTERY
MASTER
BATTERY SWITCH
SOLENOID D-7 GENERATOR D-27
1953 THRU 1956

MODEL 180
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. -Model 180 (Sheet 1 of 6)
17-72
Wiring Diagrams
D-63
STARTER
STARTER GROUND
STARTER SERVICE
RECEPTACLE
D-40- TO DOME LIGHT D-61
D-33- TO NAV LIGHTS MASTER

D-59 SWITCH
BATTERY
SOLENOID
D-60 BATTERY -58
t SUPPRESSOR D-54
D-22 - D-42 D-52
AUTOMATIC-RESET GENERATOR
CIRCUIT BREAKER WARNING D-53
50(OPT) LIGHT VOLTAGE
REGULATOR
tAS REQUIRED FOR RADIO

NOISE SUPPRESSION.
1957 THRU 1958

MODELS 180 AND 180A
*Serials 50263
thru 50355
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClock Ckts. -Model 180 (Sheet 2of6)
17-73
Wiring Diagrams
OPTIONAL AMMETER
D-102 D-104 D-103

D-5
STARTER D-101
STARTER
STARTER SOLENOID
SWITCH
GROUND
D-33 RECEPTACLE
BATTERY MASTER
GROUND STRAP D-2 SWITCH
GENERATOR
WARNING LIGHT
D-24D-6 GENERATOR D-22
35 D-7 SUPPRESSOR
50(OPT)
VOLTAGE REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE D-5 IS NOT USED.

2. tAS REQUIRED FOR RADIO NOISE SUPPRESSION.
1959 ONLY
MODEL 180B
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. -Model 180(Sheet 3 of6)
17-74
Wiring Diagrams
OPTIONAL AMMETER
PA4
STARTER
EB1 - TO LEFT FUEL TANK INDICATOR

-**PC2 ----- MASTER
SWITCH
SERVICE SOLENOID -
REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE PA4

IS NOT USED.
2. AS REQUIRED FOR RADIO NOISE SUPPRESSION.
1960 ONLY
MODEL 180C
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. - Modle 180(Sheet 4of 6)
17-75
Wiring Diagrams
GROUND
SERVICE
AMMETER (OPT) RECEPTACLE PC1

***PC3
DA1 DA2 DA3 DA4
PA4
PA4 STARTER
LA1 - TO DOME LIGHT SWITCH STARTER
LA3 - TO MAP LIGHT SWITCH PA8 SOLENOID
-LB1 - TO INST LTS DIM SWITCH
EB1 TO LEFT FUEL TANK IND
10 JA3 STARTER
CIRCUIT JA12
STARTING SWITCH
VIBRATOR
JA9 STARTER
SWITCH
JA8 JA11
JA7 - R JA4
Model 180 - Serials 18050925 and on LR
MAGNETOS Model 182 - Serials 18258042 and on
JA6
FILTER
BATTERY PA3
SOLENOID
MASTER
**PC2 SWITCH
PA2 PB6
GROUND DC1 PA7

SERVICE
RECEPTACLE BATTERY PA5 PB3
GENERATOR
DC3 DC2
DC4 CLOCK (OPT)
GENERATOR PB7
WARNING LIGHT ttPB8
2 PB5 RADIO
NOISE 1961 ONLY
PB6 FILTER MODEL 180D ONLY
50 - PB1 PB4 Serials 18050912 thru 18051063
Serials 18051030 thru 18051063
VOLTAGE *Serials 18050912 thru 18051022
REGULATOR **Serials 18050912 thru 18051022
***Serials 18051023 thru 18051063
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE PA4 **FOR USE WITH 0750153-5 OIL
IS NOT USED. FILTER ONLY.
2. AS REQUIRED FOR RADIO NOISE SUPPRESSION.
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClock Ckts. - Model 180(Sheet 5 of 6)
17-76
Wiring Diagrams
GROUND
SERVICE
AMMETER (OPT) RECEPTACLE PC3
DA5 DA6
PA9
STARTER
LA1 - TO DOME LIGHT SWITCH STARTER
TO MAP LIGHT SWITCH PA8 SOLENOID
LB1 - TO INST LTS DIM SWITCH
EB1 TO LEFT FUEL TANK IND
10 JA3
STARTING
VIBRATOR ,
JA9 STARTER
SWITCH
JA8
JA7
MAGNETOS
JA6
JA5 FILTER
BATTERY PA3
DIODE MASTER
SWITCH
, --- PB6
BATTERY PB3
GENERATOR
DC3 DC2
DC4 CLOCK (OPT)

GENERATOR PB11
WARNING LIGHT PB12
NOISE 1962180E
AND&ON
MODEL ON
50 PB9 PB4 Serials 18051064 and
VOLTAGE
REGULATOR
IS NOT USED.
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. and Clock Ckts. -Model 180(Sheet 6 of 6)
17-77
Wiring Diagrams
AS REQUIRED FOR RADIO

NOISE SUPPRESSION
+ JA2
1953 THRU 1960

MODELS 180, 180A,
180B AND 180C.
+Serials 50662 thru 50911
NOTE: SEE FIGURE 17-50 FOR 1961 AND ON, MAGNETO CIRCUITS.
Figure 17-51. Magneto Circuits - Model 180

17-78
Wiring Diagrams
INST LTS
CKT BKR
D-36 TO AMMETER
15 D-52 TO INST LTS DIM RHEO
D-33 TO LDG LTS CKT BKR
D-76 D-103 - TO STALL WARN HORN

D-47 TOT& BIND
D-98 TO T & B IND (ALTERNATE LOCATION)
D-42
AUTO RESET
CKT BKR
1953 THRU 1956
D-39 MODEL 180
D-39 Serials 30000 thru 32661
D-40
D-40 FLARES
D-41
FLARE
SWITCHES
INST LTS SWTCHES
CKT BKR
D-68 TO LEFT FUEL QTY IND
*15
AUTO RESET
D-22 CKT BKR
D-32 - TO STALL WARN HORN
D-84 TO TURN & BANK INDICATOR 1957 THRU 1958
MODELS 180 & 180A
D-26
D-27
D-28
FLARE
SWITCHES
D-25 ---- TO GEN WARN LT

D-26 ---- TO TURN & BANK IND
D-31 TO STALL WARN HORN
2 D-73 ---
AUTO RESET 1959 ONLY
CKT BKR MODEL 180B
SWITCHES D-74
D-75 FLARES
D-76
Figure 17-52. Flare Circuits - Model 180

17-79
Wiring Diagrams
OIL DILUTION
OIL DIL SWITCH OIL DILUTION
CKT BKR SOLENOID
15 D-37 D-38
1953 THRU 1956

MODEL 180
OIL DILUTION
OIL DIL SWITCH
CKT BKR
D-69 D-70 OIL DILUTION

10 SOLENOID
D-90 - TO ROTBCNSW
1957 THRU 1958

MODELS 180 & 180A
NAV LTS & OIL DILUTION

OIL DIL SWITCH
CKT BKR
10 D-61 D-62
*QB1 *QB2 OIL DILUTION
SOLENOID
TO CIGAR LTR
D-42 - TO NAV LTS SW
*LD 1
1959 AND ON
MODELS 180B AND ON
17-80
Wiring Diagrams
D-5 - TO LDG LTS SW

CIGAR
LDG LTS LIGHTER 1953 THRU 1956
D-43 TO LDG LT SW
CIGAR
CIGAR
LD1 - TO NAV LTS SW

QB1 - TOOILDILSW
Figure 17-54. Cigar Lighter Circuits - Model 180
17-81
Wiring Diagrams
MAP LIGHT MAP

PITOT HT SWITCH LIGHT
CKT BKR 1953
THRU 1956

VS
D-6 -- TO PITOT HT SW
D-9 . TO CARB AIR TEMP IND
MAP LIGHT MAP

PITOT HT SWITCH LIGHT 1957 THRU 1958
, , CKT BKR MODELS 180 & 180A
*15 D-1 D-2 Serials 32662 thru 50355
D-7D-7 - TO PITOT
TO HT SW
PITOT HT SW **D-93 **Serials 50326 and on
D-4 - TO CARB AIR TEMP IND
MAP LIGHT MAP

INST LTS SWITCH LIGHT
CKT BKR 1959 ONLY
10 D-54 -- D-56 . MODEL 180B
D-55 - TO DOME LT SW D-29
D-50 - TO INST LTS DIM RHEO,
D-32 - TO STARTER SW
D-34 - TO LEFT FUEL QTY IND
IN
MAP LIGHT MAP
ST LTS SWITCH LIGHT
CKT BKR
BKR 1960 AND ON
10 LA3 LA4 MODELS 180C AND ON
LA1 -. TO DOME LT SW LA5 Serials 50662 thru 50911
LB1 TO INST LTS DIM RHEO
*KA1 *TO STARTER
EB1 TO LEFT FUEL QTY IND
VS TO AUX FUEL TANK SW
-VS - TO AUX FUEL TANK IND

17-82
Wiring Diagrams
D-9 TO CARB AIR TEMP IND STALL WARNING

D-49 - MAP LT SW HEATER
VS VS
PITOT HT PITOT HEAT
CKT BKR SWITCH D-79
l5 D-6 D-7 D-8 VS VS D-69

PITOT
1953 THRU 1956 HEATER
MODEL 180
Serial 30000 thru 3266 STALL WARNING
HEATER
PITOT HT
CKT BKR PITOT HEAT
SWITCH D-11
7
D-
D-1 D-8
TO MAP LT SW D-9 D-10VS VS
HEATER
D-4 - TO CARB AIR TEMP
1957 THRU 1958

MODELS 180 & 180A STALL WARNING
Serials 32662 thru 50355 HEATER
*Serials prior to 50264 VS VS
D- 11
10 -- D-12 D-8 D-9 VS VS D-10

PITOT HT PITOT HEAT PITOT
CKTBKR SWITCH HEATER
1959 ONLY
MODEL 180B
STALL WARNING
HEATER
PITOT HT -
CKT BKR PITOT HEAT
SWITCH HA5
10 HA1 HA2 HA3 VS VS HA4
PITOT
1960 AND ON HEATER
MODELS 180C AND ON
Figure 17-56. Stall Warning Heater and Pitot Heater Circuits - Model 180
17-83
Wiring Diagrams
D-25 - TO NAV LT SW
D-13 - TO STARTER SW 1953 THRU 1956
r D-33- TO NAV LTS SW IMODELS 180 & 180A
Figure 17-57. Dome Light Circuits - Model 180 (Sheet 1 of 2)
17-84
Wiring Diagrams
D-54 - TO MAP LIGHT

D-50 -- TO INST LTS DIM RHEOSTAT
LATE 1959 MODELS
DOME DOME MODEL 180B
INST LTS SWITCH LIGHT Serials 50402 thru 50661
10 D-55 -- D-100
VS
LA3 - TO MAP LIGHT SW

LB1 TO INST LTS DIM SW
LA6 TO RIGHT WING COURTESY LIGHT
LA7 TO LEFT WING COURTESY LIGHT
DOME DOME 1960 AND ON

INST LTS SWITCH LIGHT MODELS 180C AND ON
,, CKT BKR Serials 50662 and on
10 LA1 LA2 *Serials 50662 thru 50911
VS
*KA1 *TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND

17-85
Wiring Diagrams
TAXI LIGHT
D-82 D-81 D-83
D-4 D-3 D-68

CKT BKR LANDING
--- LIGHTS LANDING LIGHT
25 D-5 SWITCH
1953 THRU 1956
MODEL 180
D-89 TO CIGAR LTR Serials 30000 thru 32661
D-33 TO INST LTS CKT BKR
TAXI LIGHT
D-48 D-49
D-47 D-45 D-46
D-44 LANDING LIGHT -
LDG LTS
LDG LTS 1957 THRU 1958
MODELS 180 & 180A
20 D-43 Serials 32662 thru 50355
*25 *Serials prior to 50264
LANDING LIGHT SWITCH
TO CIGAR LTR
TAXI LIGHT
D-48 D-49
*LC3 *LC4
D-14 LANDING LIGHT
*LC2
D-15 --- D-45
LDG LTS *LC5
CKT BKR *LC7
D-13
*LC1
LANDING LIGHT SWITCH 1959 AND ON
MODELS 180B AND ON
Figure 17-58. Landing and Taxi Light Circuits - Model 180

17-86
Wiring Diagrams
INSTRUMENT LIGHTS
INST LTS DIMMING RHEOSTAT
INSTRUMENT LIGHTS
D-13 - --- VS
CKT BKR D-73
Figure 17-59. Instruments and Compass Lights Circuits - Model 180 (Sheet 1 of 2)
17-87
Wiring Diagrams
INSTRUMENTS LIGHT
1959 ONLY VS VS VS
MODEL 180B
COMPASS LIGHT
D-51 VS VS D-52
INST LTS DIMMING

CKT BKR RHEOSTAT
10 D-50 D-70 TO RADIO DIAL LT DIM RHEO
D-54 - TO MAP LT SW
D-55 - TO DOME LT SW
D-34 - TO LEFT FUEL TANK QTY IND
LA1 TO DOME LT SW
LA3 TO MAP LT SW
EB1 TO LEFT FUEL TANK QTY IND
*KA1 *TO STARTER
VS TO AUX FUEL TANK IND
INSTRUMENTS
LIGHT
LB2 VS LB5
COMPASS LIGHT
LB3 VS VS
INSTRUMENT LIGHTS LB4

DIMMING RHEOSTAT
10 LB1
INST LTS 1960 AND ON
CKT BKR MODELS 180C AND ON
Figure 17-59. Instruments and Compass Lights Circuits - Model 180 (Sheet 2 of 2)
17-88
Wiring Diagrams
D-69 - TO OIL DIL SW
ROTATING
ROTATING BEACON BEACON
SWITCH
10 D-90 D-91 D-92 VS

OIL DIL & VS
1957 THRU 1958
CKT
BKR MODELS 180 & 180A
ROTATING BEACON ROTATING

SWITCH BEACON
D-16 D-17 D-18 VS

*LF1 *LF2 *LF3
**LF4
ROT BCN
CKT BKR 1959 AND ON
MODELS 180B AND ON
AUXILIARY AUX FUEL

RED RED BLK
10 YEL AUX FUEL AUX FUEL TANK

GRN GRN BLK
NOTE: ALL WIRES ARE VENDOR FURNISHED. THE AUXILIARY FUEL TANK SWITCH AND
INDICATOR WIRES CONNECT TO THE NAVIGATION LIGHT CIRCUIT BREAKER ON
SERIALS 50356 AND ON. ON SERIALS THRU 50355, WIRES CONNECT TO
INSTRUMENTS LIGHT CIR CUIT BREAKER.
THRU 1961
MODELS THRU 180D
Serials thru 18051063
Figure 17-60. Rotating Beacon and Auxiliary Fuel Tank Circuits - Model 180
17-89
Wiring Diagrams
- TO DOME LT SW RIGHT WING LIGHT
NOTE: TO INSTALL NARCO FLASHER REMOVE -20 & -23 WIRES

FROM NAVIGATION LIGHT SWITCH AND STAKE TO WIRE 1953 THRU 1956
FROM FLASHER WITH 2C12 TERMINAL, CONNECT WIRE MODEL 180
FROM FILTER TO SWITCH. thru
RIGHT WING
MODELS 180 & 180A

TAIL LIGHT
r- TO DOME LT SW
EARLY 1957 MODEIS D-

(WITH FLASHER)
MODEL 180
Serials 32662 thru

17-90
Wiring Diagrams
D-35 TO NAVIGATION LIGHTS

D-34
FLASHER
LATE 1957 MODELS

D-33 (WITH FLASHER)
MODEL 180
NAVIGATION Serials 32992 thru 50095
D-40 LIGHTS SWITCH
TO DOME LIGHT
RIGHT WING
LIGHT
NAVIGATION D-87 D-37

LIGHTS SWITCH FLASHER D-36
D-86 TAIL LIGHT
D-40 D-39-
TO DOME LIGHT LEFT WING

LIGHT
LATE 1957 & ALL 1958
(WITH FLASHER)
MODELS 180 & 180A
TO CIGAR LTR D-38

-D-61 - TO OIL DIL SW
TAIL LIGHT -
NAV LTS NAV LTS LEFT WING LIGHT
CKT BKR SWITCH
10 D-42 D-44 - D-37
D-43 ----- D-39
1959 ONLY RIGHT WING LIGHT

(WITHOUT FLASHER)
MODEL 180B

17-91
Wiring Diagrams
VS - TO CIGAR LTR
D-61 - TO OIL DIL SW
10 D-42
D-38 TAIL
NAV LTS D-67 LIGHT
CKT BKR
2
NAVIGATION
LIGHTS - LEFT
SWITCH D-37 WING
LIGHT
D-69
D-44
D-43 ------ D-39 - - WING
LIGHT
1959 ONLY
(WITH FLASHER)
MODEL 180B
Serials 50356 hru50661
RIGHT WING
LIGHT
,- TO OIL DIL SW
TO CIGAR LTR LD4 LD5
LD6 TAIL LIGHT
10 LD1 -LD7
NAV LTS NAVIGATION
CKT BKR LIGHT SWITCH
LD2 LD3
1960 AND ON --
(WITHOUT FLASHER) LEFT WING
MODELS 180C AND ON LIGHT
LD9
1960 AND ON RED
(WITH FLASHER) LD11 NAV
MODELS 180C AND ON . LIGHT
Serials 50662 and on NAVIGATION - 12V FLASHER
LIGHT SWITCH GND (OPT)
(OPT)
NAV LTS
CKT BKR LD10
LD1
LD2---
LD4 TO NAVIGATION LIGHTS
VS - TO CIGAR LTR
QB1 TO OIL DILUTION SWITCH

17-92
Wiring Diagrams
INST LTS
CKT BKR
D-36 -TO AMMETER
1953 THRU 1956

MODEL 180
TO INST LTS DIM RHEO

TO OIL PRESSURE IND
1957 THRU 1958

MODELS 180 & 180A
Figure 17-62. Stall Warning Circuits - Model 180 (Sheet 1 of 2)

17-93
Wiring Diagrams
D-73 TO FLARES SW
D-26 TO TURN & BANK IND
D-25 TO GEN WARN LT
H2V STALL
D-31 WARNING STALL WARNING
AUTO RESET HORN TRANSMITTER
CKT BKR
D-28 D-30 VS
1959 ONLY
MODEL 180B
STALL WARNING
HORN
STALL WARNING
CKT BKR TRANSMITTER
2 FC1 FC2 FC3 VS
FA1 TO TURN & BANK IND -
PB5 TO GEN WARN LT
1960 AND ON
MODELS 180C AND ON

17-94
Wiring Diagrams
CYLINDER HEAD
TEMPERATURE GAGE THERMOCOUPLE LEADS
THERMOCOUPLE
1953 AND ON
MODELS 180 AND ON
D-6 - PITOT HT SW
D-49 -- MAP LT SW
CARB AIR TEMP CARB AIR TEMP 1953 THRU 1956
INDICATOR BULB MODEL 180
15 D-9 D-12
PITOT HT
CKT BKR D-10
D-7 - TO PITOT HT SW
TO MAP LT SW
INDICATOR BULB MODELS 180 & 180A
10 D-4 *Serials prior to 50264
15 D-5
PITOT HT
CKT BKR
CARB AIR TEMP CARB AIR TEMP

INDICATOR BULB
R D-98
*D-64
*D- 65
D-99
INST LTS D-63
TO LEFT FUEL 1959 ONLY

D-34 EB2 TANK XMTR MODEL 180B
LEFT FUEL TANK Serials 50356 thru 50661
QTY INDICATOR *Serials prior to 50402
D-35 TO OIL PRESSURE IND

D-50 - TO INST LTS DIM RHEO
D-54 - TO MAP LT SW
Figure 17-63. Cyl. Head Temp. and Carb. Air Temp. Circuits - Model 180 (Sheet 1 of 2)
17-95
Wiring Diagrams
Figure 17-63. Cyl. Head Temp. and.Carb.- Air Temp. Circuits - Model 180 (Sheet 2 of 2)
17-96
Wiring Diagrams
LEFT FUEL LEFT FUEL

QTY IND TANK XMTR
5 D-68 D-21
*15 1957 THR U 1958
INST LTS D-18 RIGHT FUEL MODELS 180 & 180A
CKT BKR QTY IND Serials 32662 thru 50355
--- D-20 *Serials prior to 50264
RIGHT FUEL
D-17 TANK XMTR
OIL PRESSURE D-19

INDICATOR OIL PRESSURE
INDICATOR
D-54 - TO MAP LT SW
D-50 TO INST LTS DIM RHEO
D-32 TO STARTERSW
TO CARB AIR TEMP
D-63 LEFT FUEL
QTYIND
10 - D-34 -- D-41
INST LTS LEFT FUEL
CKT BKR D-35 TANK XMTR 1959 ONLY
MODELS 180B
OIL PRESSURE D-47 Serials 50356 thru 50661
INDICATOR
D-36 XMTR
---- D-40
RIGHT FUEL RIGHT FUEL

QTY IND TANK XMTR
LA1 -
TO DOME LT SW
LA3 -
TO MAP LT SW
LB1 -
KA1 TO STARTER
VS - TO AUX FUEL TANK SW
VS - TO AUX FUEL TANK SW 1960 AND ON
TO PIN "A" ON CARB MODELS 180C AND ON
**EA5AIR TEMP IND Serials 50662 and on
*EA1 LEFT FUEL QTY IND +Serials 50662 thru 50911
*Serials 50662 thru 18050975
10 EB1 EB2 **Serials 18050176 and on
INST LTS LEFT FUEL
CKT BKR EB3 TANK XMTR
EB4
LEFT FUEL RIGHT FUEL
QTY IND TANK XMTR
Figure 17-64. Fuel and Oil Pressure Indicator Circuits - Model 180
17-97
Wiring Diagrams
INST LTS
CKT BKR
D-36 TO AMMETER
D-103 - TO STALL WARN HORN
D-42 - TO FLARE SWITCHES
TURN & BANK
INDICATOR 1953 THRU 1956
D-47 D-70
MODEL 180
CKT BKR Serials 30000 thru 32661
D-98 D-97
TURN & BANK

INDICATOR
(ALTERNATE LOCATION)
INST LTS
CKT BKR
D-32 TO STALL WARN HORN MODELS 180 & 180A
D-22 D-25 TO FLARE SWITCHE *Serials prior to 50264
D-84 D-24
AUTO RESET
CKT BKR TURN & BANK
INDICATOR
-D-25 - TO GEN WARN LT

D-73 TO FLARE SWITCHES 1959 ONLY
MODEL 180B
D-26 D-27
AUTO RESET
CKT BKR TURN & BANK
INDICATOR
FC1 - STALL WARNING HORN

PB5 TO GEN WARN LT
MODELS 180C AND ON

2 FA1 FA2 Serials 50662 and on
AUTO RESET
CKT BKR TURN& BANK
INDICATOR
Figure 17-65. Turn-and-Bank Indicator Circuits - Model 180

17-98
Wiring Diagrams
VACUUM SWITCH
FA3 -- WHT
- LEFT WING
LA3 TO MAP LT SW
LB1 - TO INST LTS DIM RHEO
1962 AND ON
MODEL 180E & ON
Figure 17-66. Gyro Horizon Indicator and Courtesy Lights Circuits - Model 180
17-99
TAIL LIGHT
ROTATING BEACON
NAVIGATION
LIGHT
ELECTRIC FLAP FUEL QUANTITY
MOTOR TRANSMITTERS
COURTESY DOME
LIGHT LIGHTS
SPEAKER
CONSOLE LIGHT
BATTERY
NAVIGATION LIGHTS
FLASHER COURTESY
STALL WARNING .
HORN
STARTER SOLENOID
STARTER
S T A R T IN G V IB
ERATOR
GENERATOR PITOT LIGHT SWITCH

TUBE
VOLTAGE REGULATOR
STALL WARNING
TRANSMITTER
EXTERNAL POWER
RECEPTACLE NAVIGATION
OIL DILUTION LIGHT
17-100
Wiring Diagrams
D-25 -. TO NAVIGATION LIGHTS SWITCH

D-14 - TO DOME LIGHT SWITCH
TO INSTRUMENT LIGHTS CIRCUIT BREAKER --
STARTER D-32 D-36

STARTER
SOLENOID AMMETER
D-90 GROUND
SERVICE
STARTER RECEPTACLE
SWITCH D-17
15 D-13 - D-66--
D-18
D-19
D-16 BATTERY
MASTER
BATTERY SWITCH
SOLENOID D-67 GENERATOR
D-27
D-29 D-30 D-28
D-75 35 D-31
50 (OPT) *SUPPRESSOR
*AS REQUIRED FOR RADIO NOISE SUPPRESSION.
VOLTAGE
REGULATOR
1956 ONLY
MODEL 182
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock &Mag. Circuits-Model 182(Sheet 1 of 6
17-101
Wiring Diagrams
D-63
STARTER
STARTER GROUND
1957 THRU 1958

MODELS 182 & 182A
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock& Mag. CircuitsModel 182 (Sheet 2of6)
17-102
Wiring Diagrams
OPTIONAL AMMETER
D-102 D-104 D-103

D-5 -
STARTER D-101
RECEPTACLE
D-3
BATTERY MASTER
SOLERNOI
D-21
GENERATOR
NOTES: VOLTAGE
1. WHEN REGULATOR
AMMETER IS INSTALLED, WIRE IS NOT USED.
D-5
MODEL 182B
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock Mag. Circuits - Model 182 (Sheet 3 of 6)
17-103
Wiring Diagrams
OPTIONAL AMMETER
DA1 ---- DA2 DA3---
PA4
STARTER DA4
STARTER
STARTER SOLENOID
SWITCH
*GROUND
KA2 SERVICE
RECEPTACLE
LA1 TO DOME LIGHT SWITCH PA3

LA3 -. TO MAP LIGHT SWITCH
LB1 TO INST LTS DIMMING SWITCH
EB1 -. TO LEFT FUEL TANK INDICATOR
**PC2 MASTER
SWITCH
PA2 PB6
GROUND BATTERY BATTERY

SERVICE SOLENOID -
RECEPTACLE GENERATOR PA
WARNING LIGHT
PB2 AF
PB5 PB6 -
GENERATOR
350 PB1 PB7

50 (OPT)
RADIO
FILTER
NOISE
VOLTAGE
REGULATOR
IS NOT USED.
1960 ONLY
MODEL 182C
*Serials 52981 thru53007
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock &Mag. Circuits - Model 182 (Sheet 4 of 6)
17-104
Wiring Diagrams
GROUND
SERVICE
RECEPTACLE
PA4
STARTER
REGULATOR
!S NOT USED.
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock & Mag. Circuits - Model 182 (Sheet 5 of 6)
17-105
Wiring Diagrams
LA1 TO UTILITY LTS SW STARTER

LB1 - TO INST LTS DIM RHEO SWITCH
EB1 -- TO LEFT FUEL TANK IND JA8
JA1
INST LTS - JA2
CKT BKR LEFT
MAGNETOS JUMPER
JA4
RIGHT
STARTING IN JA5
VIBRATOR
BATTERY GROUND BO JA6
SERVICE
RECEPTACLE PC1
JA7
PA2 PA8
PA3
BATTERY
SOLENOID
CLOCK D-PA5 DC1 STARTER

SOLENOID
MASTER
PA7 SWITCH
-- PB4 PB3
AMMETER
DA2 DA1 RADIO

FILTER -
GEN -
CKT BKR
GENERATOR
VOLTAGE
REGULATOR
NOTE: WHEN RADIO FILTER IS INSTALLED, WIRES PB8 AND PB7 REPLACE WIRE PB2.
MODEL 182E AND ON

Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock & Mag. Circuits- Model 182 (Sheet 6 of 6)
17-106
Wiring Diagrams
AUXILIARY AUX FUEL

RED RED BLK
10 YEL AUX FUEL AUX FUEL TANK

GRN GRN BLK
NOTE: ALL WIRES ARE VENDOR FURNISHED. THE AUXILIARY FUEL TANK SWITCH AND
INDICATOR WIRES CONNECT TO THE NAVIGATION LIGHT CIRCUIT BREAKER ON
SERIAL 51557 AND ON. ON SERIALS THRU 51556, WIRES CONNECT TO
INSTRUMENTS LIGHT CIRCUIT BREAKER.
THRU 1961
MODELS THRU 182D
Serials thru 18 2 53 5 9 8
* AS REQUIRED FOR RADIO

NOISE SUPPRESSION
+JA2
BOTH **D-59
LEFT *D-67
RIGHT L D-34
OFF
* FILTERS MAGNETOS
*D-66
**D-60
JA1
KEY SWITCH
NOTE: FOR 1961 AND ON MAGNETO CIRCUITS, SEE FIGURE 17-68.
1956 THRU 1960

MODELS 182 THRU 182C
+Serials 52359 thru 53007
Figure 17-69. Auxiliary Fuel Tank and Magneto Circuits - Model 182
17-107
Wiring Diagrams
MAP LIGHT MAP

PITOT HT SWITCH LIGHT
CKT BKR 1956 ONLY
MAP LIGHT MAP

PITOT HT SWITCH LIGHT 1957 THRU 1958
CKT BKR MODELS 182 & 182A
MAP LIGHT MAP

INST LTS SWITCH LIGHT
CKT BKR
MAP LIGHT MAP
NOTE: FOR 1962 & ON MAP LIGHT, SEE FIGURE 17-77.

17-108
Wiring Diagrams
D-9 - TO CARB AIR TEMP IND STALL WARNING

D-49 MAP LT SW HEATER
PITOT HT PITOT HEATD

CKT BKR SWITCH D-79
D-7 D-8 VS VS D-69
D-7 D-8 PITOT

1956 ONLY HEATER
MODEL 182
STALL WARNING
HEATER
PITOT HT PITOT HEAT

CKTBKR SWITCH
10 D-7 -- -- D-8 D-9 VS VS D-10
D-1
D TO MAP LT SW
HEATER
D-4 - TO CARB AIR TEMP
1957 THRU 1958 STALL WARNING

MODELS 182 & 182A HEATER
*Serials prior to 51225 VS VS
D- 11
10 D-12 D-8 --- D-9 VS VS D-10

PITOT HT PITOT HEAT PITOT
CKT BKR SWITCH HEATER
1959 ONLY
MODEL 182B STALL WARNING
Serials 51557 thru 52358 HEATER
PITOT HT PITOT HEAT

CKT BKR PITOT HEAT
SWITCH
10 HA1 HA2 HA3 VS HA4
PITOT
HEATER
1960 AND ON
MODELS 182C AND ON
Figure 17-71. Pitot Heater and Stall Warning Heater Circuits - Model 182
17-109
Wiring Diagrams
D-5 - TO LDG LTS SW
CIGAR
LDG LTS LIGHTER 1956 ONLY
CKT BKR MODEL 182
25 D-89 VS
VS Serials 33000 thru 33842
- D-33 - TO INST LTS CKT BKR
D-43 - TO LDG LT SW
CIGAR
LDG LTS LIGHTER
CKT BKR 1957 THRU 1958
20 VS MODELS 182 & 182A
*25 Serials 33843 thru 51556
MODEL 182B
10 VS Serials 51557 thru 52358
NAV LTS
CKT BKR LIGHTER
CIGAR
LD1 - TO NAV LTS SW

QB1 - TO OIL DIL SW
1960 AND ON
VS MODELS 182C AND ON
NAV LTS Serials 52359 and on
CKT BKR CIGAR
LIGHTER
Figure 17-72. Cigar Lighter Circuits - Model 182

17-110
Wiring Diagrams
OIL DILUTION
OIL DIL SWITCH OIL DILUTION
1956 ONLY
MODEL 182
OIL DILUTION
OIL DIL SWITCH
CKT BKR
1957 THRU 1958

MODELS 182 & 182A
NAV LTS & OIL DILUTION

OIL DIL SWITCH
SOLENOID
VS TO CIGAR LTR
D-42 -- TO NAV LTS SW
*LD1
1959 AND ON
MODELS 182B AND ON
17-111
Wiring Diagrams
INST LTS
CKT BKR
D-36 - TO AMMETER
D-33 - TO LDG LTS CKT BKR
D-76 D-103 - TO STALL WARN HORN

D-47 - TO T& BIND
2 -D-98 - TO T & B IND (ALTERNATE LOCATION)
D-42
AUTO RESET
CKT BKR
1956 ONLY
D-39 MODEL 182
D-40
D-41
FLARE
INST LTS SWITCHES
CKT BKR
15
AUTO RESET
D-22 CKT BKR
2 D-84 TO TURN & BANK INDICATOR MODELS & 182
D-26
D-27
D-28
FLARES
SWITCHES FLARES
D-25 TO GEN WARN LT

2 D-73
AUTO RESET
CKT BKR 1959 ONLY
FLARE MODEL 182B
D-75 FLARES
D-76
Figure 17-74. Flare Circuits - Model 182
17-112
Wiring Diagrams
CYLINDER HEAD
TEMPERATURE GAGE THERMOCOUPLE LEADS
THERMOCOUPLE
1956 THRU 1961

MODELS 182 THRU 182D
JA1 - TO BATTERY PIN ON STARTER SW

LA1 TO UTILITY LTS SW
LEFT FUEL TANK IND
10 EB1 EB2 -- TO LEFT FUEL TANK XMTR

INST LTS CYL HEAD
CKT BKR JUMPER CYL HEAD TEMP IND TEMP BULB
EC1
JUMPER TO RIGHT FUEL TANK IND
1962 AND ON
MODEL 182E AND ON
Figure 17-75. Cylinder Head Temperature Circuits - Model 182
17-113
Wiring Diagrams
INDICATOR
D-54 - TO MAP LT SW
Figure 17-76. Fuel Indicators and Oil Pressure Indicator Circuits - Model 182 (Sheet 1 of 2)
17-114
Wiring Diagrams
LA1 TO DOME LT SW
LA3 TO MAP LT SW
+KA1 TO STARTER
VS TO AUX FUEL TANK IND 1960 THRU 1961
TO PIN "A" ON CARB
**EA5 AIR TEMP IND MODELS 182C & 182D
Serials 52359
Serials thru 18253598
52359 thru 18253598
*EA1 LEFT FUEL QTY IND +Serials 52359 thru 53007
EB1 EB2 *Serials 52359 thru 18253194
EB1 LEFT FUEL **Serials 18253195 thru 18253598
INST LTS LEFT FUEL
CKT BKR EB3 TANK XMTR
EB4
LEFT FUEL RIGHT FUEL -

QTY IND TANK XMTR
JA1 TO BATTERY PIN ON STARTER SW

LEFT FUEL LEFT FUEL

TANK IND TANK XMTR
10 EB1 EB2
INST LTS JUMPER CYL HEAD 1962 AND ON
CKT BKR TEMP IND MODEL 182E AND ON
EC1 - TO CYL HEAD Serials 18253599 and on
TEMP XMTR
JUMPER RIGHT FUEL
TANK IND
EB2
EA1
TO CARB AIR TEMP IND
Figure 17-76. Fuel Indicator and Oil Pressure Indicator Circuits - Model 182 (Sheet 2 of 2)
17-115
Wiring Diagrams
D-95 D-95
INSTRUMENTS LIGHTS
D-51 D-51
D-50 RESISTOR COMPASS COMPASS

60 10W LIGHT
VS VS
INSTRUMENT LIGHTS
CKT
BKR D-106 TO RADIO LIGHT DIMMING RHEOSTAT
15 D-52
D-36 - TO AMMETER 1956 ONLY

D-33 - TO LANDING LIGHTS CIRCUIT BREAKER MODEL 182
INSTRUMENT LIGHTS
COMPASS LIGHT D-13
VS VS D-65 D-15 D-16
D-14
RHEOSTAT RHEOSTAT
D-74 TO RADIO
DIAL LIGHTS
INST LTS
CKT BKR
D-73
15 D-12 1957 THRU 1958

MODELS 182 & 182A
D-68 - TO LEFT FUEL QTY IND *Serials prior to 51225
Figure 17-77. Compass and Instrument Lights Circuits - Model 182 (Sheet 1 of 3)
17-116
Wiring Diagrams
INSTRUMENTS LIGHT
1959 ONLY D-53- -VS

MODEL 182B
COMPASS LIGHT
INST LTS DIMMING
D-54 - TO MAP LT SW
D-32 TO STARTER SW
D-34 - TO LEFT FUEL TANK QTY IND
LA1 - TO DOME LT SW
LA3 TO MAP LT SW
EB1 - TO LEFT FUEL TANK QTY IND
*KA1 - *TO STARTER
VS **TO AUX FUEL TANK SW
VS - *TO AUX FUEL TANK IND
INSTRUMENTS
LIGHT

DIMMING RHEOSTAT
10 LB1
INST LTS
CKT BKR 1960 THRU 1961
MODELS 182C & 182D
17-117
Electrical Systems SERVICE DIAGRAMS
Wiring Diagrams
VS VS-
INSTRUMENT LIGHTS
LB2 VS VS
COMPASS LIGHT
LB3 VS VS LB4
LG1 TO RADIO DIAL LT DIM RHEO
INSTRUMENTS AND COMPASS

CKT BKR LIGHTS DIMMING RHEOSTAT
10 LB1
EB1 - TO LEFT FUEL TANK IND

JA1 - TO BATTERY PIN ON MAGNETO SW
LA1 - TO UTILITY LTS SW
1962 AND ON
MODEL 182E AND ON
17-118
Wiring Diagrams
D-25 - TO NAV LT SW
1956 ONLY
D-14 D-53 VS
VS MODEL 182
NAV LTS DOME LIGHT DOME
CKT BKR SWITCH LIGHT

1957 THRU 1958
MODELS 182 & 182A
15 D-40 D-41 Serials 34754 thru 51556
DOME LIGHT DOME*Serials prior to 51225
NAV LTS SWITCH LIGHT
CKT BKR
D-54 TO MAP LIGHT

D-50 TO INST LTS DIM RHEO
DOME LIGHT DOME

SWITCH LIGHT
10 D-55 VS EARLY 1959 ONLY
NAV LTS Serials 51557 thru 51660
CKT BKR
D-32 TO STARTER SW
17-119
Wiring Diagrams
-- D-54 TO MAP LIGHT

D-50 - TO INST LTS DIM RHEOSTAT
DOME DOME LATE 1959 ONLY
INST LTS SWITCH LIGHT MODEL 182B
D-34 - TO LEFT FUEL QTY IND
LA3 - TO MAP LIGHT SW

LB1 - TO INST LTS DIM SW
DOME DOME
FINST LTS SWITCH LIGHT 1960 THRU 1961
CKT BKR MODELS 182C & 182D
LA1 LA2 Serials 52359 thru 18253598
*KA1 *TO STARTER

JA1 - TO BAT PIN ON STARTER SW

LEFT
rDOME
INST LTS LA2
LA5 - TO LEFT WING COURTESY LT
LA6 TO RIGHT WING COURTESY LT
UTILITY LTS
SWITCH LA3
RIGHT
DOME
LIGHT
EB1 - TO LEFT FUEL TANK IND MODEL 182E AND ON

17-120
Wiring Diagrams
TAXI LIGHT
D-82 D-81 D-83
D-4 D-3 D-68

CKT BKR LANDING
LIGHTS LANDING LIGHT
25 D-5 SWITCH
1956 ONLY
D-89 - TO CIGAR LTR 1956 ONLY
MODEL 182
D-33 TO INST LTS CKT BKR Serials 33000 thru 33842
TAXI LIGHT
----- D-48 D-49

D-47 --- D-45 D-46
D-44 LANDING LIGHT
LDG LTS
CKT BKR
20 D-43 1957 THRU 1958
25 MODELS 182 & 182A
LANDING LIGHT SWITCH Serials 33843 thru 51556
TO CIGAR LTR
TAXI LIGHT
D-48 D-49
D-14 LANDING LIGHT

D-15 D-45
LDG LTS
CKT BKR D-46
15-- D-13 -
LANDING LIGHT SWITCH

1959 ONLY
MODEL 182B
Figure 17-79. Landing and Taxi Light Circuits - Model 182 (Sheet 1 of 2)
17-121
Wiring Diagrams
TAXI LIGHT
LC3 LC4
LC 2
LC5 LC6
LDG LTS
, CKT BKR LANDING LC7
15 LC1 LIGHT
LANDING LIGHT
SWITCH 1960 THRU 1961
MODELS 182C & 182D
OUTBOARD
LIGHT
LC2 LC3 LC4

15 LC1
LDG LTS LC8 LC5 - - LC6 LC7 -
CKT BKR LAND
OFF INBOARD
LIGHT
LANDING & TAXI
LIGHTS SWITCH
1962 AND ON
MODEL 182E AND ON
Figure 17-79. Landing and Taxi Light Circuits - Model 182 (Sheet 2 of 2)
17-122
Wiring Diagrams
D-69 TO OILDIL SW

SWITCH BEACON
10 - D-90 D-91 ---- D-92 - -- VS
OIL DIL & VS

ROT BCN .
CKT BKR
1957 THRU 1958

MODELS 182 & 182A

SWITCH BEACON
10 D-16 D-17 -- D-18 - VS
*LF1 -*LF2 *LF3
LF4
ROT BCN
CKT BKR
1959 AND ON
MODELS 182A AND ON
Figure 17-80. Rotating Beacon Circuits - Model 182

17-123
Wiring Diagrams
D-6 -- PITOT HT SW
D-49 MAP LT SW 1956 ONLY
CARB AIR TEMP CARB AIR TEMP MODEL 182
INDICATOR BULB Serials 33000 thru 33842
D-11
15 D- 12
PITOT HT
CKT BKR D-10
D-7 - TO PITOT HT SW
D-1 TOMAPLT SW
INDICATOR BULB MODELS 182 AND 182A
V+ Serials 33843 thru 51556
D-4 D-5 *Serials prior to 51225
15 V-
PITOT HT D-3
CKT BKR
CARB AIR TEMP CARB AIR TEMP

INDICATOR BULB
R D-98 BULB
V+ *D-64
*D-65
INST LTS D-99
D-63 D-66
1959 ONLY
10 D-34 TO LEFT FUEL MODEL 182B
D-34
EB2 TANK XMTR Serials 51557 thru 51660
LEFT FUEL TANK
QTY INDICATOR
D-35 TO OIL PRESSURE IND
D-54 - TO MAP LT SW
Figure 17-81. Carburetor Air Temperature Indicator Circuits - Model 182 (Sheet 1 of 3)
17-124
Wiring Diagrams
LA1 TO DOME LT SW
LA3 TO MAP LT SW
*KA1 TO STARTER
VS TO AUX FUEL TANK IND
CARB AIR TEMP CARB AIR 1960 THRU EARLY 1961
INDICATOR TEMP BULB MODELS 182C AND 182D
EA4 *Serials 52359 thru 53007
EA2
EA1
EB2 TO LEFT FUEL
EB1 EB2 TANK XMTR
INST LTS
CKT BKR LEFT FUEL TANK
QTY INDICATOR
CARB AIR
TEMP IND CARB AIR
TEMP BULB
EA7 VS
EA8 VS
EA6
INST LTS EA5 LEFT FUEL TANK
CKT BKR QTY INDICATOR
EB1 EB2 - TO LEFT FUEL TANK XMTR
EB3 - TO RIGHT FUEL TANK IND

LA1 -- TO DOME LT SW EARLY 1961 THRU 1961
LA3 - TO MAP LT SW MODEL 182D
LB1 - TO INST LTS DIM RHEO Serials 18253195 thru 18253598
VS - TO AUX FUEL TANK SW
17-126
Wiring Diagrams
JA1 TO BATTERY PIN ON STARTER SW

LEFT FUEL TANK IND
10 EB2 -- TO LEFT FUEL TANK XMTR

INST LTS
CKT BKR JUMPER
CYL HEAD TEMP IND
EC1 TO CYL HEAD TEMP XMTR
JUMPER
RIGHT FUEL TANK IND
EB3 - TO RIGHT FUEL TANK XMTR
EA1
EA3 VS
EA4 VS
EA2
CARB AIR TEMP CARB AIR
INDICATOR TEMP BULB
1962 AND ON
MODEL 182E AND ON
17-126
Wiring Diagrams
TO DOME LT SW RIGHT WING LIGHT
D-15
D-14
NAV LTS D-20 D-20 D-21 TAIL LIGHT

CKT BKR
D-25 D-24
FLASHER
NAVIGATION FILTER (OPT) -
LIGHT D-23 (OPT) D-23 -
D-13 SWITCH LEFT WING LIGHT
D-22
TO STARTER SWITCH
NOTE: TO INSTALL NARCO FLASHER REMOVE -20 &-23 WIRES
FROM NAVIGATION LIGHT SWITCH AND STAKE TO WIRE 1956 ONLY
FROM FLASHER WITH 2C12 TERMINAL, CONNECT WIRE MODEL 182
FROM FILTER TO SWITCH. Serials 33000 thru 33842
RIGHT WING
TO DOME LT SW LIGHT
D-40 D-35 D-37 TAIL

NAV LIGHTS
CKT
BKR
*15 D-33 D-36 D-38
10 LEFT -
WING LIGHT
1957 THRU 1958 D-34 D-39
(WITHOUT FLASHER)
MODEL 182 AND 182A
TAIL LIGHT
TO DOME LT SW
D-38 C
D-40 NAVIGATION
LIGHTS SWITCH FILTER FLASHER D-36 RIGHT WING LIGHT
15 D-33 D35 D-37
NAV LTS D-34 LEFT WING LIGHT
(WITH FLASHER)
MODEL 182

17-127
Wiring Diagrams
D-35 TO NAVIGATION LIGHTS

D-34
FLASHER
-
D-33 LATE 1957 THRU 1957
15 (WITH FLASHER)
MODEL 182
NAVIGATION
D-40 LIGHTS SWITCH
--- TO DOME LIGHT
RIGHT WING
LIGHT
NAVIGATION D-87 D-37

LIGHTS SWITCH FLASHER D-36
D-33--83 2 1 D-38
TAIL LIGHT -
D-40 D-3 9
TO DOME LIGHT 1958 ONLY LEFT WING

(WITH FLASHER) LIGHT
MODEL 182A
TAIL
TO CIGAR LTR LIGHT
D-61 -- TO OIL DIL SW
D-38
NAV LTS
SWITCH
10 D-42 -D-44 - D-37
LEFT WING LIGHT
D-43 --- ---- D-39
1959 ONLY
(WITHOUT FLASHER) RIGHT WING
MODEL 182B LIGHT
17-128
Wiring Diagrams
., -- - VS TO CIGAR LTR
D- 61 - TO OIL DIL SW
D-42 - D-38 TAIL
LIGHT
NAV LTS D-68 D-67
CKT BKR
NAVIGATION
LIGHTS FLASHER
D-37 WING
SWITCH LIGHT
D-69
D-44
1959 ONLY RIGHT
(WITH FLASHER) D-43 --- D-39 WING
MODEL 182B LIGHT
RIGHT WING
LIGHT
TO OIL DIL SW
TO CIGAR LTR LD4 - -) LD5
QB1
LD6 TAIL LIGHT
10 LD1 LD7
NAV LTS NAVIGATION
CKT BKR LIGHT SWITCH
LD2 --- LD3
1960 THRU 1961
(WITHOUT FLASHER) LEFTWING
MODELS 182C AND 182D LIGHT
LD9
1960 THRU 1961 RED
(WITH FLASHER) , LD11 GRN NAV
MODELS 182C AND 182D LIGHT
LIGHT
Serials 52359 thru 18253598 NAVIGATION FLASHER
LD8 NAVIGATION 12V FLASHER
(O P T ) GND (OPT)
(OPT)
NAV LTS
CKT BKR LD10
LD2
TO NAVIGATION LIGHTS
VS - TO CIGAR LTR
QB1 - TO OIL DILUTION SWITCH

17-129
Wiring Diagrams
QB1 TOOILDILSW
LEFT WING
VS - TO CIGAR LTR LIGHT
LD16 ---- LD3
LD13
RIGHT WING LIGHT
10 LD14 LD5
NAV LTS TAIL LIGHT
CKT BKR SWITCH
LD15 LD7 C
1962 AND ON
(WITHOUT FLASHER)
MODEL 182E & ON
TAIL
LIGHT
LD7
7-
RIGHT WING LIGHT-
. -- QB1 -- TOOIL DIL SW LD5 LD12

VS --- TO CIGAR
TO CIGAR LTR
LTR LEFT WING LIGHT
NAV LTS LD13
SWITCH
LD6 LD3
LD1
FLASH 12V
LB8
LD11 NAV LTS
FLASHER
1962 AND ON
(WITH FLASHER)
MODEL 182E& ON

17-130
Wiring Diagrams
FA1 -- TO TURN & BANK IND
FLAP POSITION
INDICATOR DE6
FLAP
2 DB1 POSITION
AUTO RESET TRANSMITTER
CKT BKR DB5 -- -- DB4 ---- BLK
DB2
DB3 WHT
FC1 -- TO STALL WARNING HORN
1962 AND ON
MODEL 182E
D-CC5 RED
D-CC6 YEL
D-CC3 D-CC4 D-CC7 GRN
ELECTRIC FLAP BLK

D-CC2 D-CC10 MOTOR
15 D-CC1 D-CC8
*FLAPS
CKT BKR
SWITCH D-CC9
NOTE: FLAP SWITCH WIRING SHOWN IN FLAP "UP" POSITION.

(COUNTER CLOCKWISE MOTOR ROTATION)
1962 AND ON
MODEL 182E
Figure 17-83. Electric Flaps Circuits - Model 182

17-131
Wiring Diagrams
INST LTS
CKT BKR
D-36 - TO AMMETER
D-52 - TO INSTRUMENT LIGHTS DIMMING RHEOSTAT
STALL
D-103
HORN TRANSMITTER
D-76 AUTO RESET
-. CKT BKRD-102 D-44 D-43
D-47 - TO TURN & BANK INDICATOR

D-98 - TO TURN & BANK INDICATOR (ALTERNATE)
D-42 - TO FLARES SWITCH
1956 ONLY
MODEL 182

TO OIL PRESSURE IND
CKT BKR D-32 WARNING STALL WARNING

D-12 - HORN TRANSMITTER
D-68 AUTO RESET
CKT BKR D-31 D-30 VS
D-22 2
D-42 - TO GEN CHG IND LT
D-84 - TO TURN & BANK IND
D-25 TO FLARES SW
1957 THRU 1958

MODELS 182 & 182A
Serials prior to 51224
17-132
Wiring Diagrams
D-73 - TO FLARES SW
D-25 TO GEN WARN LT
STALL
AUTO RESET HORN TRANSMITTER
CKT BKR
D-28 D-30 VS
1959 ONLY
MODEL 182B
STALL WARNING
HORN
AUTO-RESET
STALL WARNING
TRANSMTTER
FC1 FC2 FC3 VS
FA1 TO TURN & BANK IND
1960 THRU 1961

MODELS 182C & 182D
FA1 TO TURN & BANK IND
FLAP POSITION 1962 AND ON

INDICATOR MODEL 182E
DE6 Serials 18253599 and on
2 DB1
AUTO RESET
CKT BKR DB5 TO FLAP POSITION TRANSMITTER
DB2 - TO FLAP POSITION TRANSMITTER

FC1 STALL WARNING STALL WARNING
HORN TRANSMITTER
FC2 FC3
17-133
Wiring Diagrams
INST LTS
CKT BKR
D-36 - TO AMMETER
15 - D-52 - TO INST LTS DIM RHEO
,- D-103 - TO STALL WARN HORN

D-42 - TO FLARE SWITCHES 1956
ONLY
TURN & BANK 1956 ONLY
INDICATOR MODEL 182
D-70 D-47 Serials 33000 thru 33842
AUTO RESET
CKT BKR
D-98 D-97 -
TURN & BANK

INDICATOR
(ALTERNATE LOCATION)
INST LTS
CKT BKR
-- D-12 - TO INST LTS DIM RHEO
D-22 D-25 TO FLARE SWITCHES 1957 THRU 1958

MODELS 182 & 182A
D-84 D-24 Serials 33843 thru 51556
AUTO RESET
AUTO
RESET *Serials prior to 51225
CKT BKR TURN & BANK
INDICATOR
D-25 - TO GEN WARN LT

-D-31 - TO STALL WARN HORN
D-73 - TO FLARE SWITCHES 1959 ONLY
MODEL 182B
D-26 D-27
AUTO RESET
CKT BKR TURN & BANK
INDICATOR
Figure 17-85. Turn and Bank Indicator Circuits - Model 182 (Sheet 1 of 2)
17-134
Wiring Diagrams
FC1 - STALL WARNING HORN

2 FA1 - -- FA2
AUTO RESET
CKT BKR TURN & BANK
INDICATOR
1960 THRU 1961

MODELS 182C & 182D
AUTO RESET FE3 --- TO GYRO HORIZON IND

CKT BKR
2 FA1 FA2
TURN & BANK -

INDICATOR
DB1 - TO FLAP POSITION IND
1962 AND ON
MODEL 182E AND ON
Figure 17-85. Turn and Bank Indicator Circuits - Model 182 (Sheet 2 of 2)
17-135
Wiring Diagrams
RIGHT WING
COURTESY LIGHT
LA6 LA4 VS VS
INST LTS LA2 VS W VS

CKT BKR RIGHT
DOME LIGHT
UTITY LTS LA3 VS VS

SWITCH
LA5 LA7 VS
LB1 - TO INST LTS DIM RHEO LEFT WING

EB1 - TO LEFT FUEL TANK IND COURTESY LIGHT
JA 1 - TO "BAT" PIN ON IGN SW
1962 AND ON
MODEL 182E
GYRO HORIZON AND

SUCTION LIGHTS
INDICATOR
TO FLAP POSITION INDICATOR VACUUM SWITCH

DB1 FE3 WHT-
TURN & BANK IND BLK GYRO

FA1 YEL
AUTO-RESET FE4
CKT BKR FA2
FE1
FE2
GYRO LIGHT
SWITCH YEL
1962 AND ON
Figure 17-86. Courtesy Lights and Gyro Horizon Indicator Circuits - Model 182
17-136
ROTATING BEACON
NAVIGATION FUEL QUANTITY SPEAKER TAIL LIGHT

LIGHT TRANSMITTER
INTERIOR LIGHTS
COURTESY CONSOLE
LIGHT EXTERNAL POWER
RECEPTACLE
BATTERY
MAP LIGHT
COURTESY LIGHT
STARTING
VIBERATOR PITOT TUBE
STALL WARNING -
HORN
STARTER
GENERATOR---
VOLTAGE
REGULATOR
FUEL BOOST
PUMPS LANDING
LIGHTS
ROTATING STALL WARNING NAVIGATION

BEACON TRANSMITTER LIGHT
FUEL QUANTITY
TRANSMITTER

17-137
Wiring Diagrams
JA1
EB1 -- TO LEFT FUEL TANK IND.
10 - LB1 TO INST LTS DIM RHEOSTAT *PC1
LA3 - TO MAPLTSW
LA1 TO DOME LT SW
INST LT AMMETER STARTER
CKT BKR
DA2
DA1
PA3
JA10 STARTER
. SOLENOID
STARTING JA9
VIBRATOR- STARTER
CIRCUIT
JA7 SWITCH
MAGNETOS
FUSE PA2
*PC2 -
DC3 SOLENOID
PA - GROUND
FC1 TO STALL WARN HORN PB3

AND TRANSMITTER | -
PB5 PB6 PB2

,AUTO RESET
CKT BKR GENERATOR
WARNING LIGHT GENERATOR
PB7
50 PB1 - PB8
GEN 1961 ONLY
CKT BKR MODEL 185& ON VOLTAGE RADIO
Serials 185-0001 thru 185-0237
*Serials 185-0001 thru 185-0079 REGULATOR FILTER
*Serials 185-0080 thru 185-0237
NOTES: 1. WHEN RADIO FILTER IS INSTALLED, WIRES PB7 AND PB8 REPLACE WIRE PB2.
Figure 17-88. Bat., Gnd. Ser. Recpt., Gen., Vol. Reg., Str., Mag. and Clock Ckts. -Model 185(Sheet 1 of 2)
17-138
Wiring Diagrams
JA1
EB1 TO LEFT FUEL TANK IND.
10 LB1 TO INST LTS DIM RHEOSTAT
LA3 TO MAP LT SW
LA1 TO DOME LT SW
INST LT AMMETER STARTER
CKT BKR
DA2
DA1
JA11 STARTER
SOLENOID
STARTING
VIBRATOR -
BAT
JA5 IGNITION
BATTERY SWITCH
MAGNETOS FILTER PA1
LEFT RET
JA3
FUSE PA2
2AMP
DC2 DC1 PC2
BATTERY
DC4 SERVICE
RECEPTACLE
PA 6 MASTER
FA1 TO TURN & BANK IND WITCH
-- FC1 - TO STALL WARN HORN PB3
AND TRANSMITTER
2 PB5 - PB- PB2

AUTO RESET
CKT BKR GENERATOR
WARNING LIGHT GENERATOR
PB7
50 PB1 - PB8
CKTBKR 1962 AND ON

MODEL 185A & ON VOLTAGE RADIO
Serials andon
185-0238 REGULATOR FILTER
NOTES: 1. WHEN RADIO FILTER IS INSTALLED, WIRES PB7 AND PB8 REPLACE WIRE PB2.
Figure 17-88. Bat., Gnd. Ser. Recpt., Gen., Vol. Reg., Str., Mag. andClockCkts. -Model 185(Sheet 2 of 2)
17-139
Wiring Diagrams
4 MFD
LEFT
QD4
FUEL PUMPS
OFF HIGH -- VS VS
(SHOWN) QD3 TERMINAL -
QD2 BLOCK RIGHT
QD5
10 QD1 QE1 RETURN
FUEL PUMP LOW LINE
CKT BKR FUEL PUMP QE2 SOLENOID
SWITCH VALVE
*LA6 - *TO RIGHT WING COURTESY LT

DOME LIGHT **LA7- *TO LEFT WING COURTESY LT
SWITCH
LA1 LA2 --
DOME LIGHT
MAP LIGHT
LA3 LA4 LA5
MAP LIGHT INSTRUMENTS

SWITCH LIGHT
LB2 VS VS LB5
COMPASS LIGHT
LB3 VS R VS

CKT BKR
CYLINDER HEAD
TEMPERATURE BULB
HEAD TEMP IND.

EC3
EB1
EC1 LEFT FUEL TANK
TRANSMITTER
LEFT FUEL
QUANTITY INDICATOR
EB3
RIGHT FUEL RIGHT FUEL TANK
QUANTITY INDICATOR TRANSMITTER
EB4
1961 AND ON
MODEL 185 & ON
Serials 185-0001 and on
*Serials 185-0238 and on
Figure 17-89. Aux. Fuel Pumps, Interior Lts., Cyl. Head Temp and Fuel Ind. Ckts. - Model 185
17-140
Wiring Diagrams
PITOT HEATER
SWITCH PITOT HEATER
10 HA1 HA2 ---- HA3 VS VS

PITOT HT HA4
CKT BKR HA5
CIGAR STALL WARNING

LIGHTER HEATER
VS
RIGHT WING
LIGHT
LD4 LD5
NAV LTS LD6 TAIL LIGHT

CKT BKR
LD1 LD7
10
NAVIGATION
LIGHT SWITCH
LD2 LD3
LEFT WING
LIGHT
QB2 OIL
DILUTION
OIL DILUTION SOLENOID
SWITCH
1961 AND ON
MODEL 185 & ON
LA3 ---- VS -- VS
INST LTS RIGHT WING

. CKT BKR LA6 DOME LIGHT COURTESY LIGHT
10 LA LA2
LEFT WING
LA7 COURTESY LIGHT
LA9 VS
LA3 - TO MAP LT SW
LB1 - TO INST LTS DIM RHEO 1962 AND ON
EB1 - TO LEFT FUEL TANK IND MODEL 185A & ON
JA1 - TO "BAT" PIN ON IGN SW Serials 185-238 and on
Figure 17-90. Pitot & Stall Warn. Htr., Cigar Ltr., Nav. Lts., Courtesy Lts. & Oil Dil. Ckts. -Model 185
17-141
Wiring Diagrams
TAXI LIGHT
LC3 LC4
LC2 LANDING LIGHT

LC5 LC6
15 LC1
LAND LT
CKT BKR LANDING LIGHT SWITCH
(TAIL POSITION)
LF3 VS
LF5
LF2 ROTATING BEACON LIGHTS
10 LF1 LF4
ROT BCN
CKT BKR ROTATNG (FUSELAGE POSITION) LF6
BEACON
SWITCH
TURN & BANK

INDICATOR
*FA3 - * TO GYRO LTS SW & IND LTS
FA1
FA2
STALL WARNING
HORN
RESET
AUTO STALL WARNING
AUTO RESET TRANSMITTER
CK T BK R
FC1 FC2 FC3 .- VS
PB5 - TO GENERATOR WARNING LIGHT
1961 AND ON
MODEL 185 & ON
*Serials 185-0238andon
Figure 17-91. Ldg. Lts., Rot. Bcn., Turn & Bank and Stall Warn. Xmtr. Circuits - Model 185
17-142
Wiring Diagrams
FC1 TO STALL WARN HORN GYRO HORIZON AND

PB5 TO GEN IND LT SUCTION LIGHTS
INDICATOR
VACUUM SWITCH
FA3 WHT
BLK GYRO
FA1 TURN & BANK IND VS YEL
AUTO-RESET FA4
CKT BKR FA2
FA5
FA6
GYRO LIGHT VS YEL

SWITCH BLK
1962 AND ON
MODEL 185A & ON

17-143
SERVICE MANUAL Electronic Systems
SECTION 18
ELECTRONIC SYSTEMS
This section has been deleted from this book. The infor-
mation formerly contained in this section may be found in
the "Cessna Electronics Manual and Parts Catalog."
18-1
SERVICE MANUAL Structural Repair
Repair Criteria
SECTION 19
STRUCTURAL REPAIR
REPAIR CRITERIA ............. 19-1 Repairable Damage ......... .19-26

EQUIPMENT AND TOOLS ......... . 19-1 ELEVATORS AND RUDDER ......... 19-26
Control Balancing Fixtures ........ 19-1 Negligible Damage .......... .19-26
Support Stands. ............. 19-1 Damage Necessitating Replacement
Fuselage Repair Jig ........... 19-1 of Parts. .............. .19-26
Wing Jig ................ 19-2 Repair Considerations .......... 19-27
SKIN REPAIR MATERIALS ......... 19-7 FUSELAGE ................ 19-27
WING ........... ........ 19-8 Negligible Damage ............ 19-27
Access Openings ........... . 19-8 Repairable Damage ........... 19-27
WING SKIN ................ 19-8 Damage Repairable by Insertion ..... .19-27
Negligible Damage ............ 19-8 Damage Necessitating Replacement
Damage Repairable by Patching ...... 19-8 of Parts ............. . 19-27
Damage Repairable by Insertion ...... 19-8 BULKHEADS ............. . 19-27
Damage Necessitating Replacement Description ............ ... 19-27
of Parts .............. 19-8 Cracked Bulkhead Webs or Flanges . . . . 19-27
WING RIBS ................ 19-8 Severely Damaged Channels ...... .19-27
Negligible Damage ............ 19-8 Damaged Fittings ............ . 19-27
Repairable Damage ......... . 19-8 LANDING GEAR BULKHEADS ..... . 19-30
Damage Necessitating Replacement REPLACEMENT OF HI-SHEAR RIVETS. . . .19-30
of Parts. ............... 19-8 FIREWALL DAMAGE .......... . 19-30
WING SPARS ................ 19-8 REPLACEMENT OF PORTIONS OF
Repair of Wing Spars .......... 19-8 SKIN PANELS .............. 19-30
AILERONS ................. 19-8 ENGINE MOUNT .............. 19-36
Repair ................. 19-8 Description ............... 19-36
FLAPS ......... ... . ..19-24 General Considerations. ........ .19-36
Repair ................. 19-24 Support Cradle Damage. ........ 19-36
TAIL GROUP. .............. .19-26 Mounting Lugs and Fittings ........ 19-36
VERTICAL FIN AND DORSAL AREA .... .19-26 BAFFLES ................. 19-36
Negligible Damage. .......... .19-26 Repair Considerations ......... .19-36
Repairable Damage ........... 19-26 ENGINE COWLING ............ .19-36
Damage Necessitating Replacement Repair of Cowling Skins. ........ .19-36
of Parts .. ......... . .19-26 Repair of Reinforcement Angles ...... 19-36
STABILIZER. ............ .. 19-26 ROYALITE REPAIRS ........... .19-36
Negligible Damage .......... . 19-26 FIBERGLAS REPAIRS. ........... 19-36
19-1. REPAIR CRITERIA. 19-4. EQUIPMENT AND TOOLS.
19-2. Although this section outlines repair permis- 19-5. Equipment and tools for repair of structure
sible on structure of the various aircraft, the decision may be fabricated locally for all but major repair
of whether to repair or replace a major unit of struc- jobs. For major repair of wings and fuselage, special
ture will be influenced by such factors as time and jigs, available from the factory, are recommended.
labor available, and by a comparison of labor costs These jigs are precision equipment designed to ensure
with the price of replacement assemblies. Past ex- accurate alignment of these airframe components.
perience indicates that replacement, in many cases,
is less costly than major repair. Certainly, when 19-6. CONTROL BALANCING requires the use of
the aircraft must be restored to its airworthy condi- a fixture to determine the static balance moment of
tion in a limited length of time, replacement is the control surface assembly. Plans for, and the
preferable. use of such a fixture are shown in figure 19-2.
19-3. Restoration of a damaged aircraft to its origi- 19-7. SUPPORT STANDS shown in figure 19-1 are
nal design strength, shape and alignment involves used to hold a fuselage or wing when it is removed.
careful evaluation of the damage, followed by exact- The stands may be manufactured locally of any suit-
ing workmanship in performing the repairs. This able wood.
section suggests the extent of repair practicable on
Cessna single-engine aircraft and supplements C.A.M.
18. Consult the factory when in doubt about a repair 19-8. FUSELAGE REPAIR JIG. The fuselage
not specifically mentioned here. jig which may be obtained from the factory is a
19-1
Structural Repair SERVICE MANUAL
Equipment
sturdy, versatile fixture used to hold an entire fuse- 19-9. WING JIG. The wing jig, which may also
lage and locate the firewall, wing and landing gear be obtained from the factory, serves as a holding
attachment points. The jig is ideal for assembling fixture during extensive repair of a damaged wing.
new parts in repair of a badly damaged fuselage. The jig locates the root-rib, leading edge, andtip
rib of the wing.
12" WIDE HEAVY CANVAS
WING
1"x12"x30-3/4"
l"x12"x48"
2"x4"x20"
"x12"x8" 1"x12"x11"
1-1/2"
14"
5" COTTON WEBBING
2"x4"
3/8" DIAMETER
BOLTS
34"
1"x4"
Figure 19-1. Support Stands
19-2
Equipment
CUT A 1 x 2 TO THE DIMENSION SHOWN. DRAW A LINE 24" FROM THE END. BEND A WIRE TO HOOK
UNDER THE TRAILING EDGE OF THE CONTROL SURFACE. ADJUST LENGTH OF THE WIRE SO THAT
CHORD LINE OF CONTROL SURFACE IS PARALLEL TO WOOD BEAM. (AILERON CHORD LINE AT
CENTER SPAN EXTENDS FROM TRAILING EDGE TO A POINT APPROXIMATELY A THIRD OF DIS-
TANCE UP FROM BOTTOM SURFACE.
STIFF WIRE BENT

TO HOOK UNDER TRAILING EDGE
-WOOD BEAM
4' x 1"x 2"
24" -
LINE TO BE PLACED DIRECTLY OVER

HINGE LINE OF CONTROL SURFACE.
1 LB WEIGHT
BALANCE THE BEAM OVER THE HINGE LINE MARK
ADD WASHERS
OVER A NAIL
AS NECESSARY
TO COUNTERBALANCE SET
BEAMTHE LINE ON OVER
DIRECTLY THE
THE WEIGHT OF THE HINGE LINE OF THE
WIRE HOOK. CONTROL SURFACE, WITH
HINGE PINS RESTING ON
BALANCING MANDRELS.
SEE "UNBALANCE" COLUMNS

OF FOLLOWING CHARTS FOR
CORRECT RANGE OF WEIGHT.
1 LB WEIGHT
KNIFE-EDGE BALANCING MANDRELS

(See Figure 19-3.)
Figure 19-2. Control Surface Balancing (Sheet 1)
19-3
Control Surface Balancing
AILERONS RUDDER RIGHT ELEVATOR LEFT ELEVATOR
Bal. Bal. Bal. Bal.

Model Serials Weight Unbalance Weight Unbalance Weight Unbalance Weight Unbalance
150 Prior to 3.54 lbs 0. 0 to 0. 0 lbs 0.0 to 0.0 lbs 0.0 to 0. 0 lbs 0.0 to
17911 +1.5 oz +10.3 +41.47 +35.41 +29. 05
-0.0 oz in-lbs in-lbs in-lbs in-lbs
150 17911& on 4.58 lbs 0.0 to Same as above. Same as above. Same as above.
150A +1.5 oz +8.94
150B -0.0 oz in-lbs
172 Prior to 3.54 lbs 0.0 to 4.93 lbs 0.0 to 2.38 lbs 0.0 to 2.38 lbs 0.0 to
46126 +1.5 oz +10.3 +1.0 oz +2.70 +1.0 oz +13.6 +1.0 oz +7.80
-0.0 oz in-lbs -0.0 oz in-lbs -0.0 oz in-lbs -0.0 oz in-lbs
172 46126 Same as above. 5.12 lbs 0.0 to Same as above. Same as above.
thru +1.0 oz +3.04
46754 -0.0 oz in-lbs
172A 46755 Same as above 4.5 lbs 0.0 to Same as above. Same as above.
thru +1.0 oz +18.71
47559 -0.0 oz in-lbs
172A 47560 4.58 bs 0. 0 to Same as above. Same as above. Same as above.

thru +1.5 oz +8.94
47746 -0.0 oz in-lbs
172B 17247747 Same as above. Same as above. 1.88 lbs 0.0 to 1.88 lbs 0.0 to
172C thru ±1.0 oz +24.38 ±1.0 oz +21.22
17249085 in-lbs in-lbs
172C 17249086 Same as above. Same as above. 1.53 lbs 0.0 to 1.53 lbs 0.0 to
& on ±1.0 oz +20.8 ±1.0 oz +16.0
in-lbs in-lbs
175 Prior to 3.54 lbs 0. 0 to 4.93 lbs 0.0 to 2.38 lbs 0.0 to 2. 38 lbs 0.0 to
55691 +1.5 oz +10.3 +1.0 oz +2.70 +1.0 oz +13.6 +1.0 oz +7.80
-0.0 oz in-lbs -0.0 oz in-lbs -0.0 oz in-lbs -0.0 oz in-lbs
175 55691 Same as above. 5.12 lbs 0.0 to Same as above. Same as above.
thru +1.0 oz +3.04
56238 -0.0 oz in-lbs

19-4
AILERONS RUDDER RIGHTELEVATOR LEFT ELEVATOR
Bal. Bal. Bal. Bal.

175A 56239 Same as above. 4.50 lbs 0.0 to 1.88 lbs 0.0 to 1.88 lbs 0.0 to
thru +1.0 oz +18.71 ±1.0 oz +24.38 ±1.0 oz +21.22
56724 -0.0 oz in-lbs in-lbs in-lbs
175A 56725 4.58 lbs 0.0 to Same as above. Same as above. Same as above.
175B thru +1.5 oz +8.94
175C 17257064 -0.0 oz in-lbs
175C 17557065 Same as above. Same as above. 1.53 lbs 0.0 to 1.53 lbs 0.0 to
& on ±1.0 oz +20.8 ±1.0 oz +16.0
in-lbs in-lbs
50260 +2.0 oz +8.47 ±1.0 oz +3.8 ±1.0 oz +9.3 ±1.0 oz +9.3
180 50260 5.43 lbs 0.0 to Same as above. Same as above. Same as above.
180B thru +1.5 oz +9.64
180C 50747 -0.0 oz in-lbs
180C 50748 Same as above. Same as above. 1.41 lbs 0. 0 to 1.41 lbs 0.0 to
180D thru ±1.0 oz +20.8 ±1.0 oz +20.8
180E 18051099 in-lbs in-lbs
180E 18051100 Same as above. Same as above. 1.44 lbs 0.0 to 1.44 lbs 0.0 to
& on ±1.0 oz +17.2 ±1.0 oz +17.2
in-lbs in-lbs
51214 +2.0 oz +8.47 ±1.0 oz +3.8 ±1.0 oz +9.3 ±1.0 oz +9.3
182 51214 5.43 lbs 0.0 to Same as above. Same as above. Same as above.
182B thru +1.5 oz +9.64
52358 -0.0 oz in-lbs
182C 52359 Same as above. 3. 00 lbs 0.0 to Same as above. Same as above.
thru +2.0 oz +3.9
52611 & -0.0 oz in-lbs
52613
19-5
AILERONS RUDDER RIGHT ELEVATOR LEFT ELEVATOR
Bal. Bal. Bal. Bal.

182C 52612 & Same as above. 2.50 bs 0.0 to 1.41 lbs 0.0 to 1.41 lbs 0.0 to
182D 52614 ±1.0 oz +7.6 ±1.0 oz +20.8 ±1.0 oz +20.8
182E thru in-lbs in-lbs in-lbs
18253858
182E 18253859 Same as above. 3.00 lbs 0.0 to 1.75 lbs 0.0to 1.44 lbs 0.0 to
& on ±2.0 oz +6.0 ±1.0 oz +20.2 ±1.0 oz +17.2
in-lbs in-lbs in-lbs
185-0238 +1.5 oz +7.07 ±1.0 oz +16.18 ±1.0 oz +20.8 ±1.0 oz +20.8
185A 185-0238 7.63 lbs 0.0 to Same as above. Same as above. Same as above.
thru ±1.0 oz +3.0
185-0359 in-lbs
185A 185-0360 Same as above. Same as above. 1.44 lbs 0.0 to 1.44 lbs 0.0 to
& on ±1.0 oz +17.2 ±1.0 oz +17.2
in-lbs in-lbs
Weights and moments enclosed by a border apply

to all spares prior to the serials listed.
NOTE
"Balance Weights" listed above refer to the fixed lead balancing weights mounted in the
counter-balance area of the control surface. "Unbalance" columns list the moment toler-
ances within which the control surface must balance. These tolerances must never be ex-
ceeded in the final flight configuration, regardless of whether the control surface is painted
or unpainted. Likewise, the balance weight tolerances must never be exceeded to achieve
the unbalance specified.

19-6
Skin Repair Materials
b. KNIF EDGE
6"
1/16" SLOT
3/4" DEEP
(TO FIT AILERON
HINGES)
a. Place pins through control surface hinges and position on knife edge of balancing mandrels;
secure ailerons by inserting hinges into the slots in the mandrels.
b. Balance in still air.
c. Hinge lines must be horizontal.
d. All control surfaces are neutral to underbalanced. This means the control surfaces should
be horizontal or hang down from the hinge line; they should never swing up from horizontal.
Figure 19-3. Balancing Mandrel
19-9A. SKIN REPAIR MATERIALS. strength of -T3 is greater than -T4 or -T42 (-T4
and -T42 may be used interchangeably, but they may
19-9B. Thickness of a skin on which a repair is to not be substituted for -T3).
be made can easily be determined by measuring with
a micrometer. In general, skins used on Cessna A few components (some empennage tips, for ex-
aircraft covered in this manual are made from 2024 ample) have been fabricated from an easily formed
aluminum alloy, heat treated to a -T3, -T4, or and/or readily weldable material, such as 5052-0
-T42 condition, and 6061-O. These can be recognized by their
relative softness. Royalite or Fiberglas is also
If the material of a skin cannot be readily determined, used for some of these components.
2024-T3 may be used in making repairs, since the
SHOP NOTES:
19-7
Wing
19-10. WING. should be made by replacing an entire skin panelfrom

one structural member to the next. The repair seams
19-11. The wing assemblies are of the semi-canti- should be made to lie along stiffening members, or
lever type employing semi-monocoque type of struc- bulkheads, and each seam should be made exactly the
ture. Basically, the internal structure consists of same in regard to rivet size, spacing and rivet pattern
built-up front and rear spar assemblies, a formed as the manufactured seam at the edges of the original
auxiliary spar assembly and formed sheet metal nose, sheet. If the two manufactured seams are different,
intermediate, and trailing edge ribs. Stressed skin, the stronger one should be copied.
riveted to the rib and spar structures, completes the
rigid structure. Fiberglas wing tips have replaced 19-18. WING RIBS.
the metal ones formerly used.
19-19. NEGLIGIBLE DAMAGE. Refer to paragraph
19-14.
19-12. ACCESS openings (hand holes with removable
cover plates) are located in the underside of the wing 19-20. REPAIRABLE DAMAGE. Repairs for wing
between the wing root and tip section. These open- rib webs and flanges are shown in figure 19-8.
ings afford access to the aileron bellcranks, flap Before repairing is attempted, all cracks or deep
bellcranks, electrical wiring, strut attaching fittings, scratches must be stop drilled with a 3/32-inch
aileron control cable pulley and control cable-discon- drill and all other types of damage must be trimmed.
nect points.
19-13. WING SKIN. NOTE
19-14. NEGLIGIBLE DAMAGE. Any smooth dents Do not leave any sharp corners or ragged
in the wing skin that are free from cracks, abrasions edges in the damaged area.
and sharp corners, which are not stress wrinkles
and do not interfere with any internal structure or 19-21. DAMAGE NECESSITATING REPLACEMENT
mechanism, may be considered as negligible damage. OF PARTS. Parts such as stiffeners, small ribs,
In areas of low stress intensity, cracks, deep clips and brackets should be replaced if their damage
scratches or deep, sharp dents, which after trim- exceeds that specified as negligible. These parts,
ming or stop drilling can be enclosed by a two-inch due to their size, are usually impractical to repair.
circle, can be considered negligible if the damaged In many instances, time required to replace the
area is at least one diameter of the enclosing circle damaged part may be considerably less than time
away from all existing rivet lines. Stop drilling is required to repair it. This should be considered
considered a temporary repair. carefully prior to making a repair.
19-15. DAMAGE REPAIRABLE BY PATCHING. Skin

damage aft of the front spar which exceeds the negli- 19-22. WING SPARS.
gible damage limit but is not extensive enough to ne-
cessitate replacement of a skin panel can be repaired 19-23. REPAIR OF WING SPARS is shown in figure
by patching. Figures 19-9 thru 19-12 outline typical 19-6. Service Kits are available for certain types
repairs that can be used for patching the wing skin. of repairs. It is often practical to cut repair pieces
Self-plugging blind skin patches may be used in any from spare parts listed in Parts Catalogs.
area where it is not possible to buck rivets from the
inside. Before installing any large patch, trim the 19-24. AILERONS.
damaged area to a rectangular pattern, leaving at
least one-half inch radius at each corner. Trim the
damaged area burr-free so the sides of the hole lie 19-25. REPAIR of a flight control surface should be
spanwise or chord-wise. accomplished with great care, and the feasibility of
repair should be weighed against the obvious advan-
19-16. DAMAGE REPAIRABLE BY INSERTION. tages of replacement of the entire assembly. Damaged
(See figure 19-12.) Skin damage ahead of the front ribs, spars and skins should, if possible, be re-
spar and also where the optimum in appearance is placed rather than patched. When skin patches must
desired should be repaired by the insertion method. be made, the insert-type patch is generally superior,
The damaged portion of the skin should be removed, since this type of patch retains the "clean" surface
leaving a rectangular burr-free hole with minimum of the original skin. After repair and repainting, the
corner radii of one-half inch. A doubler of appro- surface should be restored to its proper static balance.
priate size must be employed along the edges that
do not lie along existing panel splices. The gage
and material of the doubler is normally the same as
that used for the insertion material, that is, the
original strength material and thickness as that
of the surrounding skin.
19-17. DAMAGE NECESSITATING REPLACEMENT

OF PARTS. If the skin is badly damaged, repairs
19-8
SERVICE MANUAL
Structural Repair
Ailerons
19-25A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 19-8)
a. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
b. Stop drill crack using a #30 (.128 inch) drill.
c. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
d. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraph 19-25 as applicable for repair information.
e. A control surface that has any of the following conditions shall have a repair made as soon as practicable
1. A crack that is longer than 2 inches.
2. A crack that does not originate from the trailing edge or a trailing edge rivet.
3. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraph 19-25 as applicable for repair information.
f. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past
the stop drilled hole, may remain in service without additional repair.
Revision 1
Feb 3/2003 © Cessna Aircraft Company 19-8A
Figure 19-4 has been deleted. See paragraph 19-9A.
19-9
Wing
DOUBLER- 2024-T3 ALCLAD
1/4"EDGE MARGIN
RIVET SPACING TO MATCH

PATTERN IN SKIN
6 RIVETS EACH SIDE - STRINGER

OF DAMAGED AREA
CLEAN OUT DAMAGED AREA
FILLER-2024-T3 ALCLAD
A-A
AN470AD4 RIVETS
A
SKIN
ORIGINAL PARTS
NOTE
REPAIR PARTS
Repair doublers must equal repaired material
REPAIR PARTS IN CROSS SECTION in gage. It is often practical to cut repair
pieces from spare parts listed in Parts Cata-
logs.
Figure 19-5. Wing Stringer Repair
19-10
SERVICE MANUAL Structure Repair
Wing
INBOARD FACE OF RIB
5/16(170A)
34
13/16 (140A) 22
BOLT
1. Outboard Fuel Tank Bay Rib
2. Rear Spar
4. Spa
5 Jog
removal isoptional.
2. Remove
3. Remove opening. This
ment. These Kits supply parts and
instructions for repairing the inboard

4. Cut off da end of rear wing spars. and a maximum
of 25 5/16'
5. Attach chan
6. Cut the spar between out-

board fuel ta
7. Slide the spar in place with "C" clamps and

check dimensi
8. Rivet spar seg shown.
9. Trim and install the joggled angle (5) so that the outboard end of the angle butts against the inboard end of
of the channel.
10. Rivet skins in place as necessary. Replace tank and tank cover.
NOTE
In case of any slight damage in area 4, plate #3, channel #6 and angle #5
may be used as reinforcements without the replacement of section 4.
Figure 19-6. Wing Spar Repair - Sheet 1
19-11
Wing
FILLER-2024-O ALCLAD
HEAT TREAT TO 2024-T4
(GAGE EQUAL TO SPAR)
FILLER-2024-0 ALCLAD
(GAGE EQUAL TO ANGLE "A")
PLATE- 2024-T3 ALCLAD
(REF)
3/8" RADIUS
ANGLE
2024-0 ALCLAD
HEAT TREAT TO 2024-T4... ..
(GAGE EQUAL TO ANGLE "A")
3/8" EDGE MARGIN

(TYPICAL)
AN470AD4 RIVETS
ORIGINAL PARTS A
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION A-A
19-12
Wing
ORIGINAL PARTS
FILLER- 2024-T3 ALCLAD
REPAIR PARTS (SAME GAGE AS SPAR)
REPAIR PARTS IN CROSS SECTION
1/4" EDGE MARGIN (TYP.)

TRIM OUT DAMAGED AREA PLATE-
2024-T3 ALCLAD
3/4" RIVET SPACING EDGEMINIMUM

1/4" MARGIN DAMAGED OF
EACH SIDE AREA
2024-T3 ALCLAD
7/8 X 7/8 X .068
3 ROWS RIVETS
front3/4"
or rear
RIVETspar if the spar
SPACING-- EDGE MARGIN A-A
DAMAGED AREA
(TYPICAL ALL PARTS) DOUBLER-- 2024-T3 ALCLAD
1/4" EDGE MARGIN (TYP.)
This repair applies to either
AN470AD4 RIVETS
NOTE
. Repair
Repair doublers equal
must equal
doublers must
material in
repaired material in gage.
This repair applies to either

front or rear spar if the spar A-A
is a single channel.
19-13
Wing
FILLER-2024-T3
ALCLAD
3/4" RIVET
SPACING
CLEAN OUT
DAMAGED AREA
1/4" EDGE MARGIN
A-A
DOUBLER-2024-T3
ALCLAD
NOTE
Repair doublers must equal

AN470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS A
19-14
Wing
FILLER-2024-O ALCLAD
FILLER-2024-O ALCLAD HEAT TREAT TO 2024-T4
STRIP-2024-T3 ALCLAD
ANGLE-2024-0 ALCLAD
FILLER-2024-T4 ALCLAD HEAT TREAT TO 2024-T4
ANGLE-2024-O ALCLAD
2024-T3 ALCLAD
3/8" EDGE MARGIN

(TYPICAL)
AN470AD4 RIVETS
RIVETS
ORIGINAL PARTS A
REPAIR PARTS
Repair doublers must equal repaired material in
REPAIR PARTS IN CROSS SECTION gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
19-15
Wing
DOUBLER - 2024-T3 ALCLAD
CLEAN OUT DAMAGED AREA RIVET
A-A
1/4" EDGE
MARGIN
20 RIVETS EACH SIDE OF

DAMAGED AREA
FILLER E
2024-T3 ALCLAD
SPAR
A
WING SKIN
NOTE
Repair doublers must equal repaired

material in gage. It is often practical
to cut repair pieces from spare parts AN470AD4
listed in Parts Catalogs. RIVETS
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION A
Figure 19-7. Auxiliary Spar Repair
19-16
Wing
SPACER-2024-T3 ALCLAD
(SAME GAGE AS RIB)
DOUBLER
2024-T3
(SAME GAGE AS RIB)
1/4" EDGE MARGIN
SPACING
ANGLE-2024-0 ALCLAD
HEAT TREAT TO 2024-T4 ONE ROW RIVETS
Figure 19-8. Wing Repairs - Rib

Sheet 1
ORIGINAL PARTS
REPAIR PARTS A--A
Figure 19-8. Wing Rib Repairs - Sheet 1
19-17
Wing
STOP DRILL CRACK IF CRACK DOES

NOT EXTEND TO EDGE OF PART DOUBLER-2024-T3 ALCLAD
(SAME GAGE AS RIB)
1/4" EDGE
MARGIN
RIB
A-A
AN470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS
Figure 19-8. Wing Rib Repairs - Sheet 2
19-18
Wing
DOUBLERS
EXISTING 1/4 B (BUT NOT LESS THAN 4D)
SKIN
DOUBLER
PATCH B -
A-A
SECTION THRU ASSEMBLED PATCH A
CARRY EXISTING
RIVET PATTERN
THRU PATCH
PITCH TYPICAL FOR

PATCH SKIN & DOUBLER
(4-8D)
EXISTING SKIN
0.5"MIN. RADIUS
TYPICAL
EDGE DISTANCE
RIVET TRBLE 2D MIN.

SKIN GAGE RIVET DIA.
.020 1/8
.025 1/8
.032 1/8
.040 1/8
.051 5/32 . PATCH
ORIGINAL PARTS
NOTE
REPAIR PARTS
pieces from spare parts listed in Parts Catalogs.
Figure 19-9. Over-Structure Skin Repair - Sheet 1
19-19
Wing
NOTE
DOUBLER THIS IS NOT RECOMMENDED IN
DOUBLER AREAS WHERE INTERCOSTAL
DOUBLER STRINGERS JOIN BULKHEADS.
EXISTING
SKIN PATCH
DOUBLER
A-A
SECTION THRU ASSEMBLED PATCH
EXISTING SKIN - . CARRY EXISTING

RIVET PATTERN
THRU PATCH
EDGE DISTANCE PITCH 4-8D

2D MIN. TYPICAL
.051 5/32 .50 R. MIN.

TYPICAL
032
19-20 pieces from spare parts listed in Parts Catalogs.
.040 1/8 PATCH
.051 5/32
ORIGINAL PARTS
REPAIR PARTS
pieces from spare parts listed in Parts Catalogs.
Figure 19-9. Over-Structure Skin Repair - Sheet 2
19-20
Wing
1/4 B B
1/2 B
A-A
EDGE MARGIN =2 X RIVET DIA.
PATCH - 2024-T3 ALCLAD

(SAME GAGE AS SKIN)
1/2" RADIUS
CLEAN OUT
DAMAGED AREA
EDGE MARGIN = 2 X RIVET
DIAMETER
1/2" RADIUS
RIVET SPACING =
6 x RIVET DIA.
A
1/2" RADIUS
EDGE MARGIN = 2 X RIVET DIA.
DOUBLER - 2024-T3 ALCLAD

(SAME GAGE AS SKIN)
RIVET TABLE
ORIGINAL PARTS .020 1/8
REPAIR PARTS .025 1/8

.032 1/8
REPAIR PARTS IN CROSS SECTION .040 1/8
.051 5/32
Figure 19-10. Clear-of-Structure Skin Repair

19-21
Wing
AN470AD4 RIVETS
24 REQD
SECTION THRU PATCH
3.00 HOLE DIA.
PATCH REPAIR FOR 3 INCH DIAMETER HOLE
AN470AD4 RIVETS
16 REQD 22 1/2°
PATCH
DOUBLER
EXISTING - 5.00 DIA.
SKIN
2.00 DIA. HOLE SECTION THRU PATCH
AN470AD4 RIVETS
8 REQD
SKIN PATCH
NO DOUBLER
1.00 DIA. HOLE DIA.
SECTION THRU PATCH
Figure 19-11. Patch Repair of Circular Holes
19-22
Wing
B -- 1/4 B
PATCH EXISTING SKIN
DOUBLER 1/2 B
A-A
EDGE MARGIN = 2 X RIVET DIA.
PATCH- 2024-T3 ALCLAD

1/12" RADIUS (SAME GAGE AS SKIN)
EDGE MARGIN
2 X RIVET DIAMETER CLEAN OUT
DAMAGED AREA
SKIN
1/2" RADIUS
RIVET SPACING =
6 X RIVET DIA.
EDGE MARGIN
2 X RIVET DIA.
DOUBLER- 2024-T3 --
(SAME GAGE AS SKIN)
1/2" RADIUS
1/2" RADIUS RIVET TABLE

ORIGINAL PARTS .020 1/8
.. REPAIR PARTS .025 1/8
.032 1/8
REPAIR PARTS IN CROSS SECTION .051 5/32
Figure 19-12. Insert Patch
19-23
Flaps
19-26. FLAPS. Damaged ribs, spars and skins should be replaced,

if possible, rather than repaired. Insert-type
19-27. REPAIR of the flaps, as with all flight control patches may be used to retain a "clean" surface
surfaces, should be accomplished with great care. or to maintain proper clearance.
1" MAXIMUM RIVET SPACING
1/4" MINIMUM EDGE MARGIN
REPAIR DOUBLER TO BUTT
1/4" MINIMUM EDGE MARGIN
2024-T3
ALCLAD
NOTE
Repair doublers must equal
ORIGINAL PARTS 1/8" DIA. RIVETS
REPAIR PARTS
Figure 19-13. Flap Leading Edge Repair

19-24
SERVICE MANUAL
Structural Repair
Flaps
19-27A. CRACKS IN CORRUGATED FLAP SKINS (Continued from page 19-24)
paragraph 19-27 as applicable for repair information.
e. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
Refer to paragraph 19-27 as applicable for repair information.
f. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past
the stop drilled hole, may remain in service without additional repair.
Revision 1
SERVICE MANUAL
Structural Repair
Tail Group
19-28. TAIL GROUP
19-29. The tail group is of full cantilever design, consisting of the conventional arrangement of vertical fin and
rudder, horizontal stabilizer, and elevators. The tail group is constructed of metal spars and ribs covered
with metal skin. Some tips are Royalite or Fiberglas.
19-30. VERTICAL FIN AND DORSAL AREA
19-31. NEGLIGIBLE DAMAGE
Refer to paragraph 19-14.
19-32. REPAIRABLE DAMAGE
Repair of skins can be accomplished in accordance with figures 19-9 through 19-12. Ribs and spars can
be repaired as shown in figures 19-6 through 19-8. Access to internal structure can be gained by
removing skin attaching rivets and flexing the skin. Royalite and Fiberglas repairs are discussed in
paragraphs 19-64 through 19-67.
19-33. DAMAGE NECESSITATING REPLACEMENT OF PARTS
Extrusions, hinge brackets, and small ribs should be replaced rather than repaired. In general, where
parts are available, the easiest and most satisfactory repairs can be accomplished by replacing the
damaged parts.
19-34. STABILIZER
Refer to paragraph 19-14.
19-36. REPAIRABLE DAMAGE
Patching can repair skin damage that exceeds what is considered negligible damage. Repairs to spars
should consist of channels formed of the same material and bend radius as the spar and extending at
least three inches each side of the stop-drilled crack. Access to the stabilizer structure may be gained by
removing a portion of the rivets along the rear spar and ribs and bending back the skin. Closure can be
affected with a minimum of blind rivets, using proper bucking bars and working through the holes
provided in the spar web.
19-37. ELEVATORS AND RUDDER
For a description of negligible damage, refer to paragraph 19-14. The exception to negligible damage on
the elevator surfaces is the front spar, where a crack appearing in the web at the hinge fittings or in the tip
rib that supports the overhanging balance weight is not considered negligible. Cracks in the overhanging
tip rib, in the area at the front spar intersection with the web of the rib, also cannot be considered
negligible.
Revision 1
SERVICE MANUAL
Structural Repair
Elevators and Rudder
19-38A. CRACKS
IN C ORRUG
TD
AE ELEVATOR AN
D RUDDER SKINS (Continued
from page 19-26)
paragraphs 19-38,-39, and -40 as applicable for repair information.
e. A control surface that has any of the following conditions shall have a repair made as soon as
practicable:
Refer to paragraphs 19-38,-39, and -40 as applicable for repair information.
f. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend
past the stop-drilled hole, may remain in service without additional repair.
19-39. DAMAGE NECESSITATING REPLACEMENT OF PARTS
Extrusions, hinge brackets, elevator tab, spar and ribs should be replaced rather than repaired. In
general, where parts are available, the easiest and most satisfactory repairs can be accomplished by
replacing the damaged parts.
19-40. REPAIR
Repair of a flight control surface should be accomplished with great care and the feasibility of the
repair should be weighed against the obvious advantages of replacement of the entire assembly.
Damaged ribs, spars and skins should, if possible, be replaced rather than patched. When skin
patches must be made, the insert-type patch is generally superior, since this type of patch retains the
"clean" surface of the original skin. After repair and repainting, the surface should be restored to its
proper static balance.
Revision 1
Feb 3/2003 © Cessna Aircraft Company 19-26A
Fuselage
19-41. FUSELAGE. of negligible damage. Major skin damage should be

repaired by replacing the entire damaged sheet.
19-42. The fuselage is of semi-monocoque construc-
tion consisting of formed bulkheads, longitudinal NOTE
stringers, reinforcing channels and skin platings.
When replacing entire skin panels, duplication
19-43. NEGLIGIBLE DAMAGE. Refer to paragraph of the formed edge on the original sheet is re-
19-14. Mild corrosion appearing upon alclad surfaces quired. In effect, this flange is a structural
does not necessarily indicate incipient failure of the member, carrying specific loads across the
base metal. However, corrosion of all types should open areas.
be carefully considered, and approved remedial action
taken. Small cans appear in the skin structure of all-
metal airplanes. It is strongly recommended how- 19-47. BULKHEADS.
ever, that wrinkles which appear to have originated
from other sources, or which do not follow the gen- 19-48. DESCRIPTION. Bulkheads are composed
eral appearance of the remainder of the skin panels, of formed "U" channel sections. Aluminum alloy
be thoroughly investigated. Wrinkles occurring on material is formed in the soft condition, then heat
open areas which would disappear when the rivet pat- treated. Reinforcements of formed sheet metal
tern at the edge of the sheet is removed may often be are used for additional strength requirements on
repaired by the addition of a 1/2 x 1/2 x . 060-inch some bulkheads, and a back-to-back double bulk-
2024-T4 extruded angle, if riveted over the wrinkle head arrangement is used on others.
and extended to within 1/16 to 1/8-inch of the nearest
structural members. Rivet pattern should be identical 19-49. CRACKED BULKHEAD WEBS OR FLANGES.
to the existing manufactured seam at the edge of the Acceptable methods of repairing various types of
sheet. Wrinkles occurring over stringers which dis- cracks occurring in service are shown in figure
appear when the rivet pattern is removed may be con- 19-8. Small holes (3/32-inch) should be drilled at
sidered negligible. However, the stringer rivet holes the extreme ends of the cracks to prevent further
may not align themselves perfectly with the skin holes spreading. Reinforcement should be added to carry
because of a permanent "set" in the stringer. If this the stresses across the damaged portion and stiffen
is apparent, replacement of the stringer will usually the joints. The condition causing such cracks to
restore the original strength characteristics to the develop at a particular point may be stress concentra-
area. tion at that point, in conjunction with repetition of
stress (such as produced by vibration of the structure).
NOTE The stress concentration may be due to defects such
as nicks, scratches, tool marks and initial stresses
Wrinkles occurring in the lower skin of the or cracks from forming or heat treating operations.
main landing gear bulkhead areas should not
be considered negligible. The skin panel
should be opened sufficiently to permit a thor- NOTE
ough examination of the lower portion of the
landing gear bulkhead and its tie-in structure. An increase in sheet thickness alone is usually
beneficial but does not necessarily remedy the
19-44. REPAIRABLE DAMAGE. Mild wrinkles oc- conditions leading to cracking. Patch type re-
curring in the upper or lower skin panels in the bay pairs are generally employed and are usually
forward of the horizontal stabilizer and which extend satisfactory in restoring the original material
through the corners (shoulder areas) may be repaired strength characteristics.
by the addition of a stringer. A wrinkle, which is
hand removable, should be reinforced by a 1/2 x 1/2 19-50. SEVERELY BENT, KINKED OR TORN CHAN-
x . 050-inch 2024-T4 extruded angle. The angle should NELS. If practical, severely bent, kinked or torn
be inserted fore and aft across the center of the portions of bulkheads should be removed and a re-
wrinkle and should extend to within 1/16 to 1/8-inch placement section installed and joined at the original
of the fuselage bulkheads comprising the ends of the splice joint. If this is not justified, cutting away the
bay. If wrinkles cannot be removed by hand, the dam- damaged portion and inserting a trimmed portion of
aged area should be repaired. the original section, adequately reinforced by splice
plates or doublers, will prove satisfactory. This is
19-45. DAMAGE REPAIRABLE BY INSERTION. known as an insertion type repair.
Where the optimum in appearance is desired, inser-
tion type repairs may be accomplished. 19-51. DAMAGED FITTINGS. Damaged fittings should
not be repaired but should be replaced in their entirety.
In some instances, in certain fittings where low stress
19-46. DAMAGE NECESSITATING REPLACEMENT intensity is encountered, it may prove satisfactory to
OF PARTS. Damaged fittings should not be repaired. manufacture a replacement unit, provided the new
Seat rails serve as structural parts of the fuselage parts are of the same material thickness and character-
and should be replaced if damaged beyond the limits istics and direction of grain and bend radii is dupli-
cated.
19-27
Figure 19-15 has been deleted. See paragraph 19-9A.
19-28
SHOP NOTES:
19-29
Fuselage
19-52. LANDING GEAR BULKHEAD ASSEMBLIES. 19-52B. FIREWALL DAMAGE may be repaired by
Standard sheet metal repair practices may be used removing the damaged material and splicing in a
to repair damage to landing gear bulkhead assem- new section of the material. The new portion should
blies. In making such repairs, however, good work- be lapped over the old material, sealed with EC-539
manship is of particular importance since the landing compound or equivalent, and secured with stainless
gear bulkheads may be heavily loaded in a hard land- steel rivets. Damaged or deformed angles and
ing. Elongated holes, double holes, and insufficient stiffeners should be replaced. A severely damaged
edge distances must be avoided. Nicks and scratches firewall should be replaced as a unit.
on the forgings concentrate stresses and therefore
should be dressed out, and the dressed area primed 19-53. REPLACEMENT OF PORTIONS OF SKIN
with zinc chromate primer to prevent corrosion. PANELS. In case metal skin is damaged exten-
Cracked or damaged forgings must be replaced. sively, repairs should be made by replacing an en-
tire sheet panel from one structural member to the
19-52A. REPLACEMENT OF HI-SHEAR RIVETS next. The repair seams should be made to lie
with close-tolerance bolts or other commercial along stiffening members, bulkheads, stringers,
fasteners of equivalent strength properties is per- and the like. Each seam should be made exactly
missible. Holes should not be elongated and the the same in regard to rivet size, spacing, and
Hi-shear substitute should be a smooth push fit. rivet pattern as the parallel manufactured seams
Forgings may be spot-faced the least amount at the edges of the original sheet.
necessary for proper seating of the fasteners.
SHOP NOTES:
19-30
Fuselage
1/4" EDGE MARGIN
CLEAN OUT DAMAGED AREA A-A
ANGLE- 2024-0 ALCLAD

10 RIVETS EACH SIDE

OF DAMAGED AREA
FIREWALL ANGLE
REPAIR PARTS IN CROSS SECTION Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
Figure 19-16. Firewall Angle Repair
19-31
Fuselage
FILLER - 2024-T3 ALCLAD
PLATE-2024-T3 ALCLAD
A-A
1/4", RADIUS
2 ROWS RIVETS OUTBOARD

OF LIGHTENING HOLE
CHANNEL
3/4" RIVET
SPACING
1/4" MARGIN AN470AD4 RIVETS
DOUBLER-2024-T3 ALCLAD
ORIGINAL PARTS
REPAIR PARTS NOTE

REPAIR IN CROSS SECTION Repair doublers must equal repaired material in
Figure 19-17. Channel Flange Repair
19-32
Fuselage
ORIGINAL PARTS
REPAIR PARTS
STOP DRILL CRACK

A-A CHANNEL
2 ROWS OF RIVETS
OUTBOARD OF
LIGHTENING HOLE
- DOUBLER - 2024-T3 ALCLAD

(SAME GAGE AS CHANNEL)
1/4" EDGE MARGIN

SKIN
AN470AD4 RIVETS
Figure 19-18. Channel Repair
19-33
Fuselage
FILLER- 2024-0 ALCLAD

(GAGE AND DIMENSIONS SAME
AS EXTRUDED ANGLE)
A-A
STRIP- 2024-T3 ALCLAD
(SAME GAGE AS
1/4" EDGE MARGIN EXTRUDED ANGLE)
EXTRUDED ANGLE)
5 RIVETS EACH SIDE

OF DAMAGED AREA
ANGLE- 2024-T3 ALCLAD 3/4" RIVET

(GAGE AND DIMENSIONS SAME SPACING
AS EXTRUDED ANGLE)
- STRINGER
PICK UP EXISTING SKIN RIVETS
ORIGINAL PARTS
REPAIR PARTS A SKIN
REPAIR PARTS IN CROSS SECTIO NOTE

Figure 19-19. Stringer Repair
19-34
Fuselage
-FUSELAGE SKIN -- CLEAN OUT DAMAGED AREA
A-A
PICK UP EXISTING
SKIN RIVET PATTERN
1/4" RADIUS
10 RIVETS
EACH SIDE OF
DAMAGED AREA
DOUBLER-2024-0
1/4" EDGE MARGIN ALCLAD (HEAT TREAT TO
2024-T4)
AN470AD4 RIVETS
NOTE

ORIGINAL PARTS
REPAIR PARTS
Figure 19-20. Fuselage Skin Flange Repair
19-35
Engine Mount
19-54. ENGINE MOUNT. 19-61. ENGINE COWLING.
19-55. DESCRIPTION. The mount for the aircraft 19-62. REPAIR OF COWLING SKINS. If extensively
engine is constructed of 4130 chrome-molybdenum damaged, complete sections of cowling should be re-
steel tubing. A truss structure, fastened to the fire- placed. Standard insert-type skin patches, however,
wall at four points, supports a cradle arrangement. may be used if repair parts are formed to fit. Small
This cradle arrangement, with its supporting lugs, cracks may be stop-drilled and dents straightened,
forms the base for rubber shock mounted engine sup- if they are reinforced on the inner side with a doubler
ports. of the same material.
19-56. GENERAL CONSIDERATIONS. All welding 19-63. REPAIR OF REINFORCEMENT ANGLES.

on the engine mount should be of the highest quality Cowl reinforcement angles, if damaged, should be
since the tendency of vibration is to accentuate any replaced. Due to their small size they are easier to
minor defect present and cause fatigue cracks. En- replace than to repair.
gine mount members are preferably repaired by using
a large diameter replacement tube, telescoped over 19-64. ROYALITE REPAIRS.
the stub of the original member using fishmouth and
rosette type welds. However, reinforced 30-degree 19-65. Repair of puncture or holes in Royalite can
scarf welds in place of the fishmouth welds are con- be made by trimming out the damaged area and in-
sidered satisfactory for engine mount repair work. stalling an overlapping, beveled, or flush Royalite
patch. Doublers may be installed behind the patch
19-57. ENGINE MOUNT SUPPORT CRADLE DAMAGE. where additional strength is desired. Acetone, or
Minor damage such as a crack adjacent to an engine any commercially available cohesive for Royalite,
attaching lug may be repaired by rewelding the cradle may be used as the bonding agent. Moderate pres-
tube and extending a gusset past the damaged area. sure is recommended for best results. Curing time
Extensively damaged parts should not be repaired but will vary with the agent used, but repairs should not
should be replaced. be stressed until fully cured. Cracks can be re-
paired by saturating the crack itself with the cohesive,
19-58. DAMAGE INVOLVING ENGINE MOUNTING then filling with an epoxy filler or a paste made of
LUGS AND ENGINE MOUNT TO FUSELAGE ATTACH- Royalite shavings and the cohesive. Again, the crack
ING FITTINGS. Engine mounting lugs and engine may be reinforced with a doubler on the back side for
mount to fuselage attaching fittings should not be re- additional strength. After the repair has been made,
paired but should be replaced. the area may be sanded smooth and painted if desired.
19-59. BAFFLES. 19-66. FIBERGLAS REPAIRS.
19-60. CONSIDERATIONS. Baffles ordinarily should 19-67. Fiberglas items on the aircraft may be
be replaced if damaged or cracked. However, small repaired as stipulated in instructions furnished
plate reinforcements riveted to the baffle will often in SK182-12. Observe the resin manufacturer's
prove satisfactory both to the strength and cylinder recommendations concerning mixing and application
cooling requirements of the unit. of the resin. Epoxy resins are preferable for mak-
ing repairs, since epoxy compounds are usually
more stable and predictable than polyester, and
in addition give better adhesion.
19-36
SERVICE MANUAL Painting
Lacquer
SECTION 20
PAINTING
PAINTING. ............... 20-1 Mixture and Application of Primer. .... 20-2

ENMAR 27H SERIES LACQUER ....... 20-1 Preparation of Vinyl Colors. ....... 20-2
Preparation .............. 20-1 Application of Vinyl Colors ........ 20-2
Mixture and Application of Primer ..... 20-1 HI-VISIBILITY PAINT ........... 20-3
Preparation of Lacquer Colors ...... 20-1 Materials ................ 20-3
Application of Lacquer Colors. ...... 20-1 Mixing ........... ...... 20-3
ENMAR 82A SERIES VINYL ........ 20-1 Surface Preparation ........... 20-3
Initial Preparation ........... . 20-1 Application .............. .20-3
FIBERGLAS SPEED FAIRINGS. ....... 20-3
20-1. PAINTING an airplane requires little special d. Apply two well broken up, wet, even coats of
equipment. The average shop will have the compres- lacquer primer over the EX2016 as an intermediate
sor, spray gun and clean place to work required for coat.
a good paint job. Ordinarily, painting involves three
basic steps. They are: 20-5. PREPARATION OF 27H LACQUER COLORS.
1. Cleaning - Washing down the aircraft thorough- a. Thoroughly stir and mix in original container
ly to remove all oil, grease, and dirt. to make sure all pigments are in solution.
2. Priming - Applying one priming coat before b. Thin required amount of lacquer color with
painting with vinyl and an extra intermediate priming T-1866 thinner in a 1:1 ratio. Mix thoroughly and
coat before painting with lacquer. strain into cups before using.
3. Painting - Applying three or more coats of
final paint, then adding decorative stripes. NOTE
20-2. PROCEDURE FOR PAINTING WITH ENMAR T-1866A is faster drying than T-1866B. The
27H SERIES LACQUER. former is primarily for lacquer, although
the "B" may be mixed with the "A" to slow
20-3. PREPARATION. Thoroughly clean all sur- down the drying time if desired.
faces, beyond area to be painted, with 3094 thinner.
Extreme care should be taken to remove all letters, 20-6. APPLICATION OF 27H LACQUER COLORS.
grease, bugs, etc. Mask off stripe areas to be Apply three well broken, wet, even coats of lacquer
painted carefully - see that all tapes are firmly color. Air pressure at the gun should not exceed 40
adhered to metal to prevent ragged edges. Class pounds. At all times, keep gun from 6 to 8 inches
"A" wrapping paper and thinner proof masking tape from the work and perpendicular to surfaces being
should be used to cover the Plexiglas area. This painted. DO NOT PAINT WITH ARCING MOTION.
will prevent damage from solvent and thinner vapors. Keep paint room around 75 to 80°F. Burn down with
(Newspapers will not provide adequate protection. ) T-1411 thinner to give smooth, even surfaces free
from overspray.
20-4. MIXTURE AND APPLICATION OF PRIMER.
20-7. PROCEDURE FOR PAINTING WITH ENMAR
NOTE 82 SERIES VINYL.
Mix EX2016 primer only in quantities required NOTE

for use within six hours and then only in stain-
less steel bucket provided. 82A and 82 are interchangeable, although 82A
has better flow characteristics.
a. Mix EX2016 primer and EX2016C reducer in a
1:1 ratio and stir thoroughly. 20-8. INITIAL PREPARATION. Thoroughly clean
b. Apply EX2016 primer in a well broken up, wet, all surfaces and seams with 3094 lacquer thinner.
even coat. Extreme care should be taken to assure that no oil
c. Mix EX2414 yellow lacquer primer and MIL-T- seepage occurs from seams, splices or rivet heads.
6094A thinner in equal parts. All bugs and foreign matter should be removed from
20-1
Painting SERVICE MANUAL
Vinyl
airplane before painting. Thoroughly inspect after in solution. Thin required amount of vinyl color
cleaning to be sure all surfaces are ready for prim- with T-1866 vinyl thinner in a 1:1 ratio. Mix thor-
ing. Class "A" wrapping paper and thinner proof oughly and strain into either a cup or pressure pot.
masking tape should be used to cover the Plexiglas
area. This will prevent damage from solvent and 20-11. APPLICATION OF 82SERIES VINYLCOLORS.
thinner vapors. (Newspapers will not provide ade-
quate protection. ) NOTE
20-9. PRIMER - MIXTURE AND APPLICATION. If vinyl is to be applied from pressure pot, do
so under following conditions: Pressure of 10
NOTE pounds. Regulate gun pressure at gun with
test gauge to 25 pounds, using gun with FX
Mix EX2016 primer only in quantities required needle and fluid tip, with fan set wide open
for use within six hours and then only in stain- and yield two turns open. If cups are used,
less steel bucket provided. set gun at 30 pounds with EX needle and fluid,
tip, fan set one turn open and yield wide open.
a. Mix equal parts of EX2016 primer and EX2016C
reducer and stir thoroughly. a. Apply first coat even and wet; second and third
b. Apply EX2016 primer in a well broken up, wet, coats in same manner.
even coat. If primer has to be sanded, sand and re- b. Check carefully before second and third coats
prime. Sanding breaks film, resulting in poor ad- for defects and correct before final coats.
hesion. c. On second and third colors, mask off and lightly
sand with 400 paper the painted surfaces of previous
NOTE color that is in area to be painted.
On all leading edge surfaces, apply cross coat, NOTE

wet and even, of EX2016 primer.
On all leading edges apply a fourth coat. After
c. Clean equipment immediately after use and under finishing each color coat, burn down with T-
no consideration use EX2016 that has been mixed 1411 burn down thinner. Remove all masking
longer than six hours. from painted surfaces after each color appli-
cation. If you have a Heat Room, turn up the
20-10. PREPARATION OF 82 SERIES VINYL heat and dry paint at temperatures of 125 to
ENAMEL COLORS. Thoroughly mix and stir in 145°F., for at least three hours. Heat will
original container and make sure all pigments are give a very good reflow on vinyl paint.
SHOP NOTES:
20-2
SERVICE MANUAL
20-12. PROCEDURE FOR APPLICATION OF HI- 20-17. REFINISHING OF FIBERGLAS SPEED FAIR-
VISIBILITY PAINT. INGS. Main wheel speed fairings are painted with a
lacquer base coat with lacquer stripes on all models
20-13. MATERIALS REQUIRED are: except the Skylane and Skylark which have a vinyl
base coat with lacquer stripes. Beginning in 1961,
3 qts Switzer Orange Day-Glo however, all main wheel speed fairings have a lac-
quer base coat and lacquer stripes.
2 qts Toluene Thinner
Nose wheel speed fairings prior to 1959 had a base
2 qts Switzer Filteray, Type B Top Coat coat of lacquer or vinyl, the same as the base coat
on the main speed fairings. Beginning with 1959
2 qts Xylene Thinner models, a base coat of white epoxy was used on all
except the Model 150 nose fairing, which has a lac-
2 qts White Base Coat, Enmar 82A or 27H quer base coat and lacquer stripes for all serials.
Beginning in 1961, all nose wheel speed fairings,
2 qts Thinner, T-1866 except the 150, are epoxy. During 1958, a top coat
of clear epoxy was applied for protection against
20-14. MIXING PROCEDURE: All paint shall be fuel, hydraulic fluid, and lubricants. A few early
thinned to spraying consistency as follows: 1959 Model 172 nose fairings had a base coat of
a. Hi-Visibility paint shall be thinned with two white lacquer instead of white epoxy; where repaint-
parts Toluene thinner to three parts paint. ing is required, use the white epoxy.
b. Clear top coat shall be thinned with one part
Xylene thinner to one part paint. NOTE
c. White base coat shall be thinned with one part
thinner to one part paint. This formula applies to In most cases refinishing or retouching of
either lacquer or vinyl. fiberglas speed fairings will require the re-
moval of all the finish down to the primer
NOTE surfacer. However, if the damage is local
and the work is carefully done, the "spotting
Either Toluene or Xylene may be used as the in" method may be used.
thinner for Hi-Visibility paint and the top coat.
Toluene is recommended for the Hi-Visibility a. To remove fuel stains or damage, the finish
paint and Xylene for the top coat. must be removed as deep as the fuel has penetrated.
Do not attempt to finish over fuel damaged area, as
20-15. SURFACE PREPARATION. Hi-Visibility the fuel will bleed through. In case of yellowed fin-
paint must be applied over a good white undercoat. ish, all finish must be removed. If the fiberglas has
The preferred white undercoat is white lacquer. If, been repaired, the repair shall be sanded smooth.
however, the airplane is already painted with vinyl b. Nose wheel speed fairings should be finished
base paint, the white undercoat may consist of white with colored epoxy. The epoxy finishes are very
vinyl. A white primer may also be used as the difficult to remove with thinner or solvent and must
undercoat. be sanded or a paint remover, such as TurcoPaint-
Gon, must be used. If the finish has been removed
20-16. APPLICATION. until the bare fiberglas has been exposed, it must be
a. Apply three well broken even coats of white refinished with an automotive type primer surfacer
undercoat. Allow sufficient drying time. Wipe with or special fiberglas primer surfacer and sanded
tack rag. smooth.
b. Apply one heavy wet coat of Hi-Visibility paint. c. After the area being spotted or the whole speed
This coat should consist of three wet passes over the fairing has been sanded and edges of the old finish
entire area. Allow two or three minutes drying time feathered, it should be finished in the usual manner
between passes. Dry coat should be 2. 5 to 3.5 mils with lacquer, vinyl or epoxy colors as required. The
thick. Allow one to two hours drying time. nose wheel fairing should be painted with colored
c. Wipe surface with tack rag to remove overspray. epoxy after the other materials have dried. An
d. Apply two wet coats of clear top coat, consisting epoxy coat is impervious to gasoline softening or
of two passes per coat. Dry coat should be 1.5 to 2.5 discoloration after 36 to 48 hours.
mils thick.
NOTE
Repair of speed fairings is covered in SK182-12.
20-3

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SERVICE MANUAL

INSERT THE FOLLOWING REVISED

1962 AND PRIOR

THIS SUPERSEDES ALL PREVIOUS SINGLE ENGINE SERVICE MANUALS.

FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION

REVISION 1 TO THE BASIC MANUAL IS BEING SUPPLIED TO PROVIDE ADDITIONAL

COPYRIGHT © 2003 FEBRUARY 1962

D138-1-13 REVISION 1 3 February 2003

TEMPORARY REVISION NUMBER 5

MANUAL TITLE 100 Series (1953-1962) Service Manual

MANUAL NUMBER - PAPER COPY D138-1 -13

MANUAL NUMBER -AEROFICHE D1 38-1-1 3AF

TEMPORARY REVISION NUMBER D1 38-1 TR5

MANUAL DATE February 1962 REVISION NUMBER 1 DATE 3 February 2003

REASON FOR TEMPORARY REVISION

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

©Cessna Aircraft Company

TEMPORARY REVISION NUMBER 4

MANUAL NUMBER - PAPER COPY D138-1-13

MANUAL NUMBER - AEROFICHE D138-1-13AF

TEMPORARY REVISION NUMBER D138-1-TR4

MANUAL DATE February 1962 REVISION NUMBER 1 DATE 3 February 2003

REASON FOR TEMPORARY REVISION

1. To add the cleaning interval of the engine fuel injection nozzles.

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

© Cessna Aircraft Company

Dates of issue for original and Revisions are:

Note: The portion of the text affected by the revision is indicated

*The asterisk indicates pages revised, added, or deleted by current revision.

Page Revision Page Revision

This page intentionally left blank.

SECTION 1 - GENERAL DESCRIPTION Page SECTION 7 - FLAP CONTROL SYSTEMS

General Description ........... 1-1 Flap Control Systems. .......... 7-1

TABLE OF CONTENTS (Cont)

SECTION 13 - FUEL SYSTEMS SECTION 18 - ELECTRONIC SYSTEMS

DESIGN GROSS WEIGHT ......... 1500 lb ELEVATOR TRIM TAB TRAVEL

*If bullet-shaped spinner is installed, add approximately 6" to length.

DESIGN GROSS WEIGHT ELEVATOR TRIM TAB TRAVEL

DESIGN GROSS WEIGHT RATED RPM (Crankshaft) ......... 3200

MODEL 175 (Cont)

DESIGN GROSS WEIGHT ELEVATOR TRAVEL

*With stabilizer full down.

DESIGN GROSS WEIGHT STABILIZER TRAVEL (1960 & 1961)

DESIGN GROSS WEIGHT ......... 3200 lb ELEVATOR TRAVEL

11.0 / 70.69 76.44

Figure 1-1. Reference Stations - Model 150

Figure 1-2. Reference Stations - Models 172 & 175

MODEL 182 (1962 & on) -

0 17.0 65.33 90.0 108.0 140.0 172.0 209.0 230.18

*124. 0 *ADDITIONAL ON MODEL 182 (1962 & on)

44.0 MODELS 180 & 185; MODEL 182 (Prior to 1962)

Figure 1-3. Reference Stations - Models 180, 182 & 185

TORQUE VALUES IN POUND-INCHES

10-32 20-25 20-28 12-15 12-19

BOLT SIZE STANDARD TYPE NUTS SHEAR TYPE NUTS

8-32 12-15 7-9

GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION

124. 0 ADDITIONAL ON MODEL 182 (1962 & on)