Cessna 177 Maintenance Manual

1-4. AIRCRAFT SPECIFICATIONS. Leading partic- ulars of these aircraft, with dimensions based on gross weight, are given in figure 1-1. If these di- mensions are used for constructing a hangar or com- puting clearances, remember that such factors as nose gear strut inflation, tire pressures, tire sizes, and load distribution may result in some dimensions that are considerably different from those listed. 1-5. STATIONS. A station diagram is shown in fig- ure 1-2 to assist in locating equipment when a written description is inadequate or impractical. 1-6. TORQUE VALUES. A chart of recommended nut torque values is shown in figure 1-3. These tor- que values are recommended for all installation pro- cedures contained in this manual, except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. 1-1 MODEL 177 & CARDINAL GROSS WEIGHT (1968 Model 177 & Cardinal) . 2350 lb (1969 Model 177A & Cardinal and on) 2500 lb FUEL CAPACITY (thru 1969) (Total) 49 gal. (Usable). 48 gal. (1970 thru 1972) (Total) 50 gal. (Usable). 49 gal. (beginning with 1973) STANDARD FUEL BAYS: (Total) 50 gal. (Usable). 49 gal. OPTIONAL LONG/RANGE FUEL BAYS: (Total) 61 gal. (Usable). 60 gal. NOTE Fuel bay capacities to line of holes inside filler neck are as follows: (thru 1969) (beginning with 1970) 21 gal. " 22 gal. (Deduct 1 gallon to obtain usable fuel.) OIL CAPACITY (Without External Filter) 8 qt 9 qt (With External Filter). ENGINE MODEL (Refer to Section 11 for Engine Data) (1968 Model 177 & Cardinal) . (1969 Model 177A & Cardinal and on) PROPELLER (1968 and 1969 Models 177, 177A & Cardinals). (1970 Model 177B & Cardinal and on) MAIN WHEEL TIRES (1968 Models) (1969 and on) Pressure NOSE WHEEL TIRE (Standard) Pressure (Serial 17700001 thru 1700854) (Serial 17700855 and on). LYCOMING O-320 Series LYCOMING O-360 Series 76" McCauley (Fixed Pitch) 76" McCauley (Constant Speed) 6.00x6, 4-ply rating 6.00x6, 6-ply rating 30 psi 5.00x5, 4-ply rating 30 psi 35 psi 6.00x6, 4-ply rating NOSE WHEEL TIRE (Optional) Pressure (Thru Serial 17701164) 30 psi NOSE GEAR STRUT PRESSURE (Strut Extended) (Serial 17700001 thru 17700854) 50 psi 40 psi (Serial 17700855 and on). WHEEL ALIGNMENT 3° to 5° Camber Toe-in • 0" to .06" 1-2 Change 3 Figure 1-1. Aircraft Specifications (Sheet 1 of 2) AILERON TRAVEL Up Down WING FLAP TRAVEL RUDDER TRAVEL (Measured parallel to waterline) Right Left RUDDER TRAVEL (Measured perpendicular to hinge line) Right 20° ± 2° 15° ± 2° 0° to 30°, +2° -0° 21° 45' ± 1° 21° 45' ± 1° 24° ± 1° Left STABILATOR TRAVEL Up Down STABILATOR TRIM TAB TRAVEL (Serial 17700001 thru 17701164) Up Down 24° ± 1° 20° ± 1° 5° ± 1° 2° ± 1° 7° ± 1° (Serial 17701165 thru 17701370) Up Down (Serial 17701371 and on) Up Down PRINCIPAL DIMENSIONS Wing Span (Conventional Wing Tip) Wing Span (Conical-Camber Wing Tip) Wing Span (Conical-Camber with Strobe Lights) Tail Span Length Fin Height (Maximum with Nose Gear Depressed and Flashing Beacon Installed on Fin) Track Width . BATTERY LOCATION 6° +2° -0° 12º, +0° 5° ± 1° -2° 13° ± 1° 35' 7-1/2" 35' 6" 35' 8" 11' 10" 27'3" 8'7" 8' 3-1/2" Aft of Baggage Area Figure 1-1. Aircraft Specifications (Sheet 2 of 2) Change 3 1-3 25.25 * 40.00 54.00 68.00 * 82.00 96.00 110.00 124.00* 136.50 [138.00* 155,00 172.00* 189.00 206.00* 100% * The asterisked stations are trailing edge stations, which are canted outboard. The remainder of the stations, as well as the stations forward of the main spar corresponding to the asterisked trailing edge stations, are perpendicular to the leading edge. ·THRU 1970 MODELS 1-4 Change 4 127.14 ☆ 284.54 123.53 147.54 59.00 164.53 75.50 213.00 238.00 263.00 188.50 87.75 155.50 277.00 54.00 68.66 100.00 132.00 175.50 64.90 111.75 140.50 Figure 1-2. Reference Stations ✰ BEGINNING WITH 17701371 RECOMMENDED NUT TORQUES THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS. FINE THREAD SERIES TENSION TAP SIZE TORQUE STD (NOTE 1) ALT (NOTE 2) STD (NOTE 3) SHEAR TORQUE ALT (NOTE 2) 8-36 12-15 7-9 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 (NOTE 4) 8-32 12-15 10-24 20-25 1/4-20 40-50 5/16-18 80-90 3/8-16 160-185 7/16-14 235-255 1/2-13 400-480 9/16-12 500-700 5/8-11 700-900 3/4-10 1150-1600 7/8-9 2200-3000 1-8 3700-5000 1-1/8-8 5500-6500 1-1/4-8 6500-8000 COARSE THREAD SERIES NOTES (NOTE 5) 7-9 12-15 25-30 48-55 95-100 140-155 240-290 300-420 420-540 700-950 1300-1800 2200-3000 3300-4000 4000-5000 11. Covers AN310, AN315, AN345, AN363, MS20365, MS21042, MS21044, MS21045 and MS21046. 2. When using AN310 or AN320 castellated nuts where alignment between the bolt and cotter pin slots is not reached using normal torque values, use alternate torque values or replace the nut. 3. Covers AN316, AN320, MS20364 and MS21245. 4. Covers AN363, MS20365, MS21042, MS21043, MS21044, MS21045 and MS21046. 5. Covers AN340. CAUTION DO NOT REUSE SELF-LOCKING NUTS. The above values are recommended for all installation procedures contained in this manual, except where other values are stipulated. They are not to be used for checking tightness of installed parts during service. Figure 1-3. Torque Values Change 4 1-5/(1-6 blank) SECTION 2 GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION TABLE OF CONTENTS GROUND HANDLING Towing Hoisting. Page 2-1 2-1 Vacuum System Filter Battery 2-8 2-8 2-3 Tires 2-8 . Jacking 2-3 Nose Gear Shock Strut 2-8 ■ Leveling 2-3 Nose Gear Shimmy Dampener 2-9 Parking 2-3 Hydraulic Brake Systems 2-9 Tie-Down 2-3 CLEANING 2-9 Flyable Storage 2-3 Windshield and Windows 2-9 Returning Aircraft to Storage 2-3 Interior Trim 2-9 Temporary Storage 2-3 Painted Surfaces 2-9 . Inspection During Storage 2-4 Aluminum Surfaces 2-9 Returning Aircraft to Service 2-4 Engine Compartment 2-9 Indefinite Storage. 2-4 Upholstery and Interior 2-10 Inspection During Storage 2-5 Propeller 2-10 Returning Aircraft to Service 2-5 Wheels 2-10 SERVICING 2-6 LUBRICATION 2-10 Fuel 2-6 Tachometer Drive Shaft 2-10 Fuel Drains 2-6 Wheel Bearings 2-10 Carburetor Drain Plug Inspection 2-6 Aileron Rod End Bearing 2-10 Engine Oil. 2-6 Wing Flap Actuator 2-10 Engine Induction 2-7 INSPECTION. 2-18 2-1. GROUND HANDLING. 2-2. TOWING. Moving the aircraft by hand is ac- complished by pushing on the landing gear struts. A tow bar, illustrated in figure 2-1, should be attached to the nose gear to be used for steering and maneuver- ing the aircraft. When no tow bar is available, press down at tailcone bulkhead, just forward of stabilator, to raise nose wheel off the ground. With the nose wheel clear of the ground, the aircraft can be turned by pivoting about the main wheels. CAUTION When towing the aircraft, do NOT turn the nose wheel more than 45 degrees either side of center, or the nose gear will be damaged. Do not push on control surfaces or outboard empennage surfaces. When pushing on tailcone, always apply pressure at a bulkhead to avoid buckling the skin. TOW BAR: PART NUMBER 0501019-1 IS AVAILABLE FROM THE CESSNA SERVICE PARTS CENTER. 0 Figure 2-1. Tow Bar NOTE Use tow bar carefully to avoid scarring finish on speed fairing. Change 1 2-1 5 2 3 5 ITEM NUMBER TYPE AND PART-NUMBER REMARKS Block (Jack point not available) 1X4X4 padded with 1/4" rubber 2 Jack Any short jack of capable capacity Cessna #SE-767 Universal tail stand (SEE NOTE 1) 3 Cessna #SE-576 (41-1/2" high) Universal jack stand (FOR USE WITH ITEM 2) Cessna #1700129-1 5 6 #2-170 Basic jack #2-64 Extension cap (4" high) #2-70 Slide tube extension 1 Weighted adjustable stand attaches to tie-down ring. 2 Jack pad (SEE NOTE 2) Minimum closed 57.5"; maximum extended 80.0" (Insert slide tube extension into basic jack.) Wing jack points are aft of the aircraft center-of-gravity. This causes the aircraft to be nose- heavy when on jacks. Place additional weights (shot bags or sand bags) on the weighted tail stand to hold the tail down. In addition, the base of adjustable stand (SE-767) is to be filled with concrete for additional weight as a safety factor. On tubular gear aircraft, the only fairing that requires removal is the one common to the fuselage and the tube gear fairing. This requires the removal of (7) screws. The jack pad is then inserted on the tube in the area between the fuselage and the upper end of the tube fairing, then jack the aircraft as re- quired. The jack pad may be used only to raise one main wheel. Do not use brake castings as jack points. 3. Items (3), (4), (5) and (6) are available from the Cessna Service Parts Center. 2-2 Change 4 Figure 2-2. Jacking and Leveling (Sheet 1 of 2) JACKING INFORMATION 1. Place wing jack under main spar of the wing just outboard of main wheel. Pad at top of jack should be placed at junction of main wing spar and wing rib. 2. Raise aicraft tail and attach tail stand to tie-down fitting. BE SURE the tail stand weighs enough to keep the tail down under all conditions and that it is strong enough to support any weight that may be placed upon it. 3. Operate jacks evenly until desired height is reached. 4. 5. The individual strut jack pad may be used to raise only one main wheel at a time. Dis- connect strut-to-fuselage fairing to attach strut jack pad to strut. DO NOT use brake casting as a jack point. The nose may be raised by lowering and tying down the tail. 6. The aircraft may be hoisted as outlined in paragraph 2-3. LEVELING THE AIRCRAFT Longitudinal leveling of the aircraft is accomplished by removing the two plug buttons in the tailcone (shown in figure 2-2 at "A" and installing bolts in the jig-located nutplates, then placing a level across the bolts. Also refer to paragraph 2-5. A level placed across the front seat rails at corresponding points is used to level the aircraft laterally. SHOP NOTES: Figure 2-2. Jacking and Leveling (Sheet 2 of 2) Change 4 2-2A/(2-2B blank) 2-3. HOISTING. The aircraft may be lifted with a hoist of two-ton capacity by using hoisting rings which are optional equipment, or by means of suit- able slings. The front sling should be hooked to each upper engine mount at the firewall, and the aft sling should be positioned around the tailcone at the first bulkhead forward of the leading edge of the stabilator. If the hoisting rings are used, a minimum cable lenght of 60-inches for each cable is required to prevent bending of the eyebolt type hoisting rings. If desired, a spreader jig may be fabricated to apply vertical force to the eyebolts. 2-4. JACKING. Refer to figure 2-2 for jacking procedures. CAUTION When using the individual jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a second jacking operation. Jacking both wheels simultaneously with individual jack pads is not recommended. 2-5. LEVELING. Longitudinal leveling of the air- craft is accomplished by removing the two plug but- tons in the tail cone and installing bolts in the jig located nutplates, then placing a level across the bolts. A level placed across the front seat rails at corresponding points is used to level the aircraft laterally. 2-6. PARKING. Parking precautions depend prin- cipally on local conditions. As a general precaution, set parking brakes or chock the wheels and install the controls lock. In severe weather and high wind con- ditions, tie-down the aircraft as outlined in paragraph 2-7 if a hangar is not available. 2-7. TIE-DOWN. When mooring the aircraft in the open, head into the wind if possible. Secure control surfaces with the internal control lock and set brakes. CAUTION Do not set parking brakes during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated. Moor the aircraft in accordance with the following procedures. a. Tie ropes, cables, or chains to the wing tie- down fittings located under each wing. Secure the opposite ends of ropes, cables, or chains to ground anchors. b. Secure a tie-down rope (no chains or cables) to the exposed portion of the engine mount and secure opposite end of rope to a ground anchor. c. Secure the middle of a rope to the tail tie-down ring. Pull each end of rope away at a 45 degree angle and secure to ground anchors at each side of tail. d. Secure control lock on pilot control column. If control lock is not available, tie pilot control wheel back with the front seat belt. e. These aircraft are equipped with a spring-loaded steering bungee which affords protection against nor- mal wind gusts. However, if extremely high wind gusts are anticipated, additional external locks may be installed. 2-8. FLYABLE STORAGE. Flyable storage is de- fined as a maximum of 30 days non-operational stor- age and/or the first 25 hours of intermittent engine operation. NOTE The aircraft is delivered from Cessna with a Corrosion Preventive Aircraft Engine Oil (Military Specification MIL-C-6529, Type II, RUST BAN). This engine oil is a blend of aviation grade straight mineral oil and a corrosion preventive compound. This en- gine oil should be used for the first 50 hours of engine operation. Refer to paragraph 5-21 for oil change information during the first 50 hours of operation. During the 30 day non-operational storage or the first 25 hours of intermittent engine operation, every sev- enth day, the propeller shall be rotated through five revolutions, without running the engine. If the air- craft is stored outside, tie down in accordance with paragraph 2-7. In addition, the pitot tube, static air vents, air vents, openings in the engine cowling and other similar openings shall have protective covers installed to prevent entry of foreign material. After 30 days, aircraft should be flown for 30 minutes or ground run-up until oil has reached operating temper- ature. 2-9. RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to service is accomplished by performing a thorough preflight in- spection. At the end of the first 25 hours of engine operation, drain engine oil, clean oil screens and change external oil filter element. Service engine with correct grade and quantity of engine oil. Refer to figure 2-4 and paragraph 2-21 for correct grade of engine oil. 2-10. TEMPORARY STORAGE. Temporary storage is defined as aircraft in a non-operational status for a maximum of 90 days. The aircraft is constructed of corrosion resistant alclad aluminum, which will last indefinitely under normal conditions if kept clean, however, these alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces is in the form of white deposits or spots. On painted surfaces, the paint is discolored or blistered. Stor- age in a dry hangar is essential to good preservation, and should be procured if possible. Varying condi- tions will alter the measures of preservation, but under normal conditions in a dry hangar, and for stor- age periods not to exceed 90 days, the following meth- ods of treatment are suggested. a. Fill fuel bays with correct grade of gasoline. Clean and wax aircraft thoroughly. b. c. Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires to protect against grease and oil. I Change 3 2-3