1978 Thru 1986 Model R182 & TR182 Service Manual

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17-7 ...................... 0 12-15 ............................. 0 17-8 ............................. 1 12-16 ............................. 1 Revision 3 B MODEL R182 &TR182 SERIES SERVICE MANUAL Page Revision Page Revision No. No. No. No. 17-8A thru 17-8D .................... 0 19-1 ........................... . 1 17-9 .. ....... . ................... 0 19-2 thru 19-10 ..................... 0 17-10 .................. 2 19-10A ........................... 0 17-10A thru 17-10B . ............ 2 19-10B ........................... 0 17-11 thru 17-17 .................... 0 19-11 thru 19-52 .................... 0 17-18 Blank . . ............. 0 19-52A ........................... 0 17-19 thru 17-52 . ............. 0 19-52B Blank ...................... 0 18-1 ............................. 1 19-53 thru 19-74 .................... 0 18-2 thru 18-5 ...................... 0 19-74A thru 19-74B .................. 0 18-6 Blank ......................... 0 19-75 thru 19-82 .................... 0 Upon receipt of a revision to this book, personnel responsible for maintaining this publication in current status should ascertain that all previous revisions have been received and incorporated. C Revision 3 MODEL R182 AND TR182 SERVICE MANUAL TABLE OF CONTENTS SECTION PAGE NO. AEROFICHE/MANUAL 1. GENERAL DESCRIPTION .................................. 1A9/1-1 2. GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION .......................... 1B9/2-1 3. FUSELAGE .................................... ........ 1F15/3-1 4. WINGS AND EMPENNAGE ................................. 1H17/4-1 5. LANDING GEAR, BRAKES AND HYDRAULIC SYSTEM ............ 2A3/5-1 6. AILERON CONTROL SYSTEM .............................. 2F5/6-1 7. WING FLAP CONTROL SYSTEM ............................. 2F23/7-1 8. ELEVATOR CONTROL SYSTEM ............................. 2G17/8-1 9. ELEVATOR TRIM CONTROL SYSTEM ........................ 2H9/9-1 10. RUDDER CONTROL SYSTEM ............................. 2113/10-1 11. NORMALLY-ASPIRATED ENGINE ........................... 2J9/11-1 11A. TURBOCHARGED ENGINE ................................. 3A3/11A-1 12. FUEL SYSTEM .................................... ..... 3B17/12-1 13. PROPELLER AND GOVERNOR ............................. 3D21/13-1 14. UTILITY SYSTEMS ...................................... 3E13/14-1 15. INSTRUMENTS AND INSTRUMENT SYSTEMS .................. 3G11/15-1 16. ELECTRICAL SYSTEMS ......... .................... 319/16-1 17. STRUCTURAL REPAIR .................................... 4A3/17-1 18. PAINTING ............................................. 4C17/19-1 19. WIRING DIAGRAMS ...................................... 4D5/19-1 WARNING When performing any inspection or mainte- nance that requires turning on the master switch, installing a battery, or pulling the propeller through by hand, treat the propel- ler as if the ignition switch were ON. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or bro- ken wire, or a component malfunction, could cause the propeller to rotate. Revision 1 i MODEL R182 & TR182 SERIES SERVICE MANUAL CROSS REFERENCE LISTING OF POPULAR NAME VS. MODEL NUMBERS AND SERIALS All aircraft, regardless of manufacturer, are certified un- der model number designations. However, popular names are often used for marketing purposes. To provide a consis- tent method of referring to these aircraft, the model num- ber will be used in this publication unless the popular name is necessary to differentiate between versions of the same basic model. The following table provides a listing of popular name, model number and serial number. MODEL SERIAL POPULAR NAME YEAR MODEL BEGINNING ENDING SKYLANERG 1978 R182 R18200002 R18200583 SKYLANE RG II REIMS/CESSNA 1978 FR182 FR18200001 FR18200020 SKYLANE RG SKYLANE RG 1979 R182 R18200001,R18200584 R18201313 SKYLANE RG II TURBO SKYLANE RG TURBO SKYLANE RG II F SKYLANE RG 1979 FR182 FR18200021 FR18200045 F SKYLANE RG SKYLANE RG 1980 R182 R18201314 R18201628 SKYLANE RG II TURBO SKYLANE RG TURBO SKYLANE RG II F SKYLANE RG 1980 FR182 FR18200046 FR18200070 F SKYLANE RG II SKYLANE RG 1981 R182 R18201629 R18201798 SKYLANE RG II 1982 R182 R18201799 R18201928 TURBO SKYLANE RG 1983 R182 R18201929 R18201973 TURBO SKYLANE RG II 1984 R182 R18201974 R18201999 SKYLANE RG 1985 R182 R18201315, R18202000 R18202031 SKYLANE RG with 1986 R182 R18202032 R18202039 Value Group A and B TURBO SKYLANE RG TURBO SKYLANE RG With Value Group A and B ii Revision 3 MODEL R182 & TR182 SERIES SERVICE MANUAL INTRODUCTION This manual contains factory-recommended procedures and instructions for ground handling, servicing, and maintaining Cessna R182/TR182 Series Models. The R182 and TR182 Series Models covered in this manual are identical, except the Model TR182 is turbocharged. Besides serving as a reference for the experienced mechanic, this manual also covers step-by-step procedures for the less experienced. This service manual is designed for aerofiche presentation. To facilitate the use of the aerofiche, refer to the aerofiche header for basic information. KEEPING CESSNA PUBLICATIONS CURRENT The information in this publication is based on data available at the time of publication and is updated, supple- mented, and automatically amended by all information issued in Service News Letters, Service Bulletins, Sup- plier Service Notices, Publication Changes, Revisions, Reissues and Temporary Revisions. All such amendments become part of and are specifically incorporated within this publication. Users are urged to keep abreast of the latest amendments to this publication through information available at Cessna Authorized Service Stations or through the Cessna Product Support subscription services. Cessna Service Stations have also been supplied with a group of supplier publications which provide disassembly, overhaul, and parts breakdowns for some of the var- ious supplier equipment items. Suppliers publications are updated, supplemented, and specifically amended by supplier issued revisions and service information which may be reissued by Cessna; thereby automatically amending this publication and is communicated to the field through Cessna's Authorized Service Stations and/or through Cessna's subscription services. WARNING: ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC., REC- OMMENDED BY CESSNA ARE SOLELY BASED ON THE USE OF NEW, REMANU- FACTURED, OR OVERHAULED CESSNA APPROVED PARTS. IF PARTS ARE DE- SIGNED, MANUFACTURED, REMANUFACTURED, OVERHAULED, PURCHASED, AND/OR APPROVED BY ENTITIES OTHER THAN CESSNA, THEN THE DATA IN CESSNA'S MAINTENANCE/SERVICE MANUALS AND PARTS CATALOGS ARE NO LONGER APPLICABLE AND THE PURCHASER IS WARNED NOT TO RELY ON SUCH DATA FOR NON-CESSNA PARTS. ALL INSPECTION INTERVALS, RE- PLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS, THE METHOD OF INSPEC- TION, LIFE LIMITS, CYCLE LIMITS, ETC., FOR SUCH NON-CESSNA PARTS MUST BE OBTAINED FROM THE MANUFACTURER AND/OR SELLER OF SUCH NON- CESSNA PARTS. 1. REVISIONS/CHANGES. These are issued to the Service Stations by Cessna Aircraft Company for this publication as required, and include only pages that require updating. 2. REISSUE. Manual is reissued to Service Stations as required, and is a complete manual incorporating all the latest information and outstanding revisions/changes. It supersedes and replaces previous is- sue(s). REVISIONS/CHANGES and REISSUES can be purchased from your Cessna Service Station or directly from the Cessna Parts Distribution, (CPD 2) Dept. 701, Cessna Aircraft Company, 5800 East Pawnee, Wichita, Kansas 67201. All supplemental service information concerning this manual is supplied to all appropriate Cessna Service Sta- tions so that they have the latest authoritative recommendations for servicing these Cessna aircraft. Therefore, it is recommended that Cessna owners utilize the knowledge and experience of the Cessna Service Station Or- ganization. Revision 3 iii MODEL R182 & TR182 SERIES SERVICE MANUAL CUSTOMER CARE SUPPLIES AND PUBLICATIONS CATALOG A Customer Care Supplies and Publications Catalog is available from your Cessna Service Station or directly from the Cessna Parts Distribution, (CPD 2) Dept. 701, Cessna Aircraft Company, 5800 East Pawnee, Wichita, Kansas 67201. The Supplies and Publications catalog lists all publications and Customer Care Supplies avail- able from Cessna for prior year models as well as new products. SUPPLEMENTAL TYPE CERTIFICATE INSTALLATIONS Inspection, maintenance and parts requirements for supplemental type certificate (STC) installations are not in- cluded in this manual. When an STC installation is incorporated on the airplane, those portions of the airplane affected by the installation must be inspected in accordance with the inspection program published by the owner of the STC. Since STC installations may change systems interface, operating characteristics and component loads or stresses on adjacent structures, Cessna provided inspection criteria may not be valid for airplanes with STC installations. CUSTOMER COMMENTS ON MANUAL Cessna Aircraft Company has endeavored to furnish you with an accurate, useful, up-to-date manual. This man- ual can be improved with your help. Please use the return card, provided with your manual, to report any errors, discrepancies, and omissions in this manual as well as any comments you wish to make. iV Revision 3 MODEL R182 AND TR182 SERVICE MANUAL SECTION 1 GENERAL DESCRIPTION Page No. TABLE OF CONTENTS Aerofiche/ Manual DESCRIPTION .............. 1A9/1-1 SAFETYING PROCEDURES .... 1A17 1-9 Aircraft Specifications ....... 1A9/1-1 SAFETY WIRE PROCEDURES .. 1A18,1-10 Stations ................. 1A9/1-1 USE OF COTTER PINS ........ 1A22.1-14 GENERAL AIRFRAME PRAC- USE OF LOCKING CLIPS ...... 1A24/1-16 TICES .................... 1A13/1-5 USE OF LOCKWASHERS ...... 1B2/1-18 TORQUEING PROCEDURES .... 1A13/1-5 USE OF SELF-LOCKING NUTS .. 1B2/1-18 Torque Values - Bolts/Nuts . . . 1A13/1-5 Torque Values - Fittings ..... 1A16/1-8 1-1. GENERAL DESCRIPTION. The R182 Series aircraft described in this manual are high- wing, single-engine monoplanes of all-metal, semimonocoque construction. They are equipped with hydraulic retractable tricycle landing gear. The steerable nose gear is an air- hydraulic shock strut and the main gear is a tubular spring steel type. The standard four place seating arrangement consists of two individual front seats. a split-back bench in the rear, and an optional child's seat. A luggage compartment is located aft of the rear seat. These aircraft are powered by an air-cooled, horizontally-opposed, six-cylinder. Lycoming "Blue-Streak", engine, driving an all-metal, constant-speed propeller. 1-2. AIRCRAFT SPECIFICATIONS. Leading particulars of these aircraft. with dimensions based on gross weight, are given in figure 1-1. If these dimensions are to be used in determining size for construction of a hangar. remember such factors as nose gear strut inflation, tire pressure, and load distribution may result in some dimensions. that are considerably different than those given. 1-3. STATIONS. A station diagram is shown in figure 1-2 to assist in locating equipment. when a written description is inadequate or impractical. 1-4. Deleted - not used. 1-5. Deleted - not used. Revision 1-1 MODEL R182 AND TR182 SERVICE MANUAL MAXIMUM WEIGHT Ramp ......... ................ .......... 3112 LBS Takeoff and Landing ....................................... 3100 Lbs STANDARD EMPTY WEIGHT Skylane RG ..................... ....... ........... 1782 LBS Skylane RG II ............................................ 1827 LBS Turbo Skylane RG .............. .......................... 1827 LBS Turbo Skylane RG II ........................................ 1870 LBS MAXIMUM USEFUL LOAD Skylane RG .................. .................... ....... 1330 LBS Skylane RG II ............................ ................ 1285 LBS Turbo Skylane RG .......................... .. ... ...... 1285 LBS Turbo Skylane RG II ........................................ 1242LBS FUEL CAPACITY Standard Wing Total .................................................. 61 Gal.* Usable ................................................. 56 Gal.* Long Range Wing THRU 1978 Total ..................................... ............. 80 Gal.* U sable ............ .. ............................... . 75 G al.* Total (W et W ing) ......................................... 92 Gal. Usable (Wet Wing) ....................................... 88 Gal.* 1979 & ON ENGINE Model ............................ ...................... 0-540 Series Lycoming Oil Capacity Sump ................................................. 8 Qts. With Filter .............................................. 9 Qts. PROPELLER (Constant Speed) .................................. 82" McCauley MAIN LANDING GEAR Tire Size ................................................ 15x6.00-6 (6-Ply Rated) Pressure .................. .............................. .68 Psig NOSE GEAR Tire Size ................................................. 5.00-5 (6-Ply Rated) Pressure ..................... .. .......................... 50 PSI Strut Pressure (Extended) .................................... 55 PSI WHEEL ALIGNMENT (At Empty Weight) Camber .................................................. 6 ° -1 ° Toe-in ................................................... 0.0" to + .06" - .00" AILERON TRAVEL Up ..................................................... 20 ° - 2 ° Down ...................................... ............. 15 ° 2 ° WING FLAP TRAVEL ......................................... THRU 1981 0 ° 0 ° to 40 - 1 -2 1982 & ON Down 0 -=O° to 38 - 0 -1- Down Figure 1-1. Specifications (Sheet 1 of 2) 1-2 MODEL R182 AND TR182 SERVICE MANUAL RUDDER TRAVEL (Parallel to Water Line) Right ................................................... 24 1 ° 24 ° 1 THRU 1980Left . .. ... . ... ... ....... . .. . .. .. .. .. ..... ...... . . ..... . .. 24 ±-1 R ight ................................................... 24 ° +0, -1 Left ..................................................... 24' + O, -1 1981 & ON RUDDER TRAVEL (Perpendicular to Hinge Line) Right ...................................... ............. 27 ° 13' THRU THRU 1980 Left ......... ............... ..................... ........ 27 13' ± 1 Right ...... ................................... . .27 13' + 0 -1 1981 & ON Left ..................................................... 27- 13' + 0 . -1 ELEVATOR TRAVEL (Relative to Stabilizer) U p .......... ............ ....................... ........ 28 ±±1 THRU 1980 D ow n ................................................... 17 + 1 Down .................................................. 21 1 1981 & ON ELEVATOR TRIM TAB TRAVEL Up ................................................ ... 25 2 Up ....... .................. .. 24- ± 2 THRU 1980 Down ................................................... 15 ±1 1981 & ON PRINCIPAL DIMENSIONS Wing Span ............................................... 432.00" Tail Span ................................................ 140.00" Length .................................................. 341.12" Fin Height (Nose Gear Depressed and Flashing Beacon Installed on Fin) .......................................... 105.08" Track W idth .............................................. 109.25" BATTERY LOCATION Tailcone BEGINNING WITH 1980 MODEL YEAR . * Measured with strobe lights installed. Figure 1-1. Specifications (Sheet 2 of 2) 1-3 MODEL R182 AND TR182 SERVICE MANUAL 23.62 WET WING 39.00 1979 & ON Y, 56.78 THR\ 1978 1 8 00.7 39.0056.53 / 71.97 33.585 64.57 20900 / 100.500 / 156.00 / I~75.20 110.00 172.00 190.00 THRU 1978 33.585 64.57 2 185.50 ~26.97~~156.00 124.00 92.00 75.20 110.00 172.00 26.97 Figure 1-2. Reference Stations 1-4 MODEL R182 & TR182 SERIES SERVICE MANUAL 1-6. GENERAL AIRFRAME PRACTICES. the following paragraphs deal with general torque and safetying practices used to ensure security of installation and prevent overstressing of com- ponents. Special torque values, when required, are specified with the specific component maintenance and installation instructions. 1-7. TORQUEING PROCEDURES. The importance of correct application cannot be overem- phasized. Undertorque can result in unnecessary wear of nuts and bolts as well as parts they are holding together. When insufficient pressures are applied, uneven loads will be transmitted throughout assembly, which may result in excessive wear or premature failure due to fatigue. Overtorque can be equally damaging because of failure of a bolt or nut from overstressing threaded areas. a. Calculating Torque. There are a few simple, but very important, procedures that should be followed to assure that correct torque is applied: 1. Calibrate torque wrench periodically to assure accuracy; and recheck frequently. 2. When using a torque wrench adapter which changes distance from torque wrench drive to adapter drive, the indicated reading must be adjusted for desired torque reading. (See Figure 20-1.) 3. Be sure that bolt and nut threads are clean and dry unless otherwise specified. 4. Determine friction drag torque and add to specified dry torque value to ensure proper bolt utilization. (a) Hand-turn nut onto bolt until it stops. (b) Using a torque wrench, measure running torque (torque required to turn nut on bolt). (c) This running torque must be added to specified dry torque value to ensure proper bolt utilization. EXAMPLE Average running torque for a nut = 15 in.-lbs. Dry torque required = 125 5 in.-lbs. Final torque wrench reading = 140 5 in.-lbs. (d) Since running torque will become less due to nut/bolt re-use (in accepted ap- plications), this procedure must be repeated each time. (e) When necessary to tighten from bolt head, increase torque value by an amount equal to shank torque (torque required to turn bolt when installed). Measure with a torque wrench. EXAMPLE Average running torque for a nut = 15 in.-lbs. Average running shank torque for installed bolt = 10 in.-lbs. Dry torque required = 125 ±5 in.-lbs. Final torque wrench reading = 150 5 in.-lbs. b. Torque Values - Bolts and Nuts. (See Table 1-1.) 1. Tables included in this section do not apply to the following exceptions: (a) Sheet metal screws should be tightened firmly, but with no specific torque value. (b) Screws attached to nutplates should be tightened firmly, but with no specific torque value. (c) Bolts, nuts, and screws used in control systems and installations where re- quired torque would cause binding or interfere with proper operation of parts. (d) Screws used with dimpled washers should not be drawn tight enough to elim- inate washer crown. (e) Fasteners that have a specified torque in a specific installation. Revision 1 1-5 MODEL R182 & TR182 SERIES SERVICE MANUAL NOTE When using a torque wrench adapter which changes the distance from torque wrench drive to adapter drive, apply following formula to obtain corrected torque reading. SHORT OPEN END FORMULA LEGEND ADAPTER T = Desired Torque T x L y Y = Indicated Torque L = Effective Length Lever E = Effective Length of Extension WRENCH HANDGRIP SETSCREW DRIVE CENTERLINE ADAPTER CENTERLINE (PREDETERMINED) ADAPTER TORQUE DRIVE WRENCH CENTERLINE HOSE CLAMP L ADAPTER EXAMPLE T = 135 In.-Lbs y = 135 x 10 = 1350 = 117.39 Y = Unknown ~^~ \) Y -= ~ ~U~nknown ~ 10 + 1.5 11.5 L = 10.0 In.-Lbs 10 + 1.5 11.5 E = 1.5 In. Y = 117 In.-Lbs OPEN-END WRENCH ADAPTER HANDGRIP ADAPTER DRIVE CENTERLINE CENTERLINE (PREDETERMINED) WRENCH TORQUE DRIVE WRENCH CENTERLINE ADAPTER - L- ^ \----- E l EXA M PLE SPANNER WRENCH T = 135 In.-Lbs Y = 135 x 10 1350 158.82 SPANNER WRENCH Y = UkowY Y = Unknown -- 15. ADAPTER L = 10.0 In.-Lbs 10 - 1.5 8.5 E = -1.5 In. Y = 159 In.-Lbs Figure 1-3. Torque Wrench Adapter Adjustment 1-6 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL BOLT TORQUE VALUES Tension Shear Tension Shear BOLTS BOLTS AN3 thru AN20 MS20004 thru MS20024 NAS464 AN42 thru AN49 NOTE: Bolts in tension NAS144 thru NAS148 AN73 thru AN81 column may be used NAS172 AN173 thru AN186 with shear nuts. Bolts NAS174 AN509NK9 in shear column NAS333 thru NAS34 AN525NK525 I should not be used un- NAS585 thru NAS590 MS20033 thru MS20046 less a minimum of two NAS624 thru NAS644 MS20073 threads extend beyond NAS1303 thru NAS1320 MS20074 nut after installation. NAS517 MS24694 MS27039 NUTS NUTS AN310 AN320 AN310 AN320 AN315 AN364 AN315 AN364 AN363 MS20364 NA363 NAS 1022 AN365 NAS1022 AN365 MS20364 MS20365 MS20365 MS20500 MS21045 MS21045 NAS679 NAS679 NAS1021 NAS1021 NAS1291 FINE THREAD SERIES FINE THREAD SERIES Nut-bolt Nut-bolt size Torque Limits Torque Limits Nut Torque Limits Torque Limits in.-lbs. in.-lbs. in.-lbs. in.-lbs. MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX 8-36 12 15 7 9 10-32 25 30 15 20 10-32 20 25 12 15 14-28 80 100 50 60 14-28 50 70 30 40 516-24 120 145 70 90 516-24 100 140 60 85 3/8-24 200 250 120 150 3/8-24 160 190 95 110 716-20 520 630 300 400 716-20 450 500 270 300 12-20 770 950 450 550 12-20 480 690 290 410 916-18 1100 1300 650 800 916-18 800 1000 480 600 5/8-18 1250 1550 750 950 58-18 1100 1300 660 780 34-16 2650 3200 1600 1900 34-16 2300 2500 1300 1500 78-14 3550 4350 2100 2600 7 8-14 2500 3000 1500 1800 1-14 4500 5500 2700 3300 1-14 3700 4500 2200 3300 1-1.8-12 6000 7300 3600 4400 1-1/8-12 5000 7000 3000 4200 1-1/4-12 11000 13400 6600 8000 1-1/4-12 9000 11000 5400 6600 COURSE THREAD SERIES MS17825 MS17826 Nut-bolt Nut-bolt size Torque Limits Torque Limits Nut Torque Limits Torque Limits in.-lbs. in.-lbs. in.-lbs. in.-lbs. MIN. I MAX. MIN. MAX. MIN. I MAX. MIN. MAX. 8-32 12 15 7 9 10-32 28 35 16 20 10-24 20 25 12 15 1/4-28 65 80 35 45 1.4-20 40 50 25 30 5/16-24 180 225 70 90 5.16-18 80 90 48 55 3/8-24 260 325 100 125 38-16 160 185 95 110 7/16-20 460 575 180 225 7 16-14 235 255 140 155 1/2-20 720 900 240 300 12-13 400 480 240 290 916-18 880 1100 320 400 9 16-12 500 700 300 420 5/8-18 1300 1600 480 600 58-11 700 900 420 540 3/4-16 2200 2800 880 1100 34-10 1150 1600 700 950 78-14 3700 4600 1500 1900 78-9 2200 3000 1300 1800 1-14 5400 6800 2400 3000 1-8 3700 5000 2200 3000 1-1 8-12 8000 10000 4000 5000 1-1 8-8 5500 6500 3300 4000 1-1/4-12 11000 14000 5600 7000 1-1 4-8 6500 8000 4000 5000 Table 1-1. Torque Values - Bolts and Nuts Revision 1 1-7 MODEL R182 & TR182 SERIES SERVICE MANUAL 2. The values shown in Table 1-1 are based on parts being clean and dry with no lu- bricants added. 3. Castellated nuts requiring cotter pins should be tightened to low torque value. Torque can be increased to install cotter pin, but should never exceed maximum torque value. NOTE Self-locking castellated nuts, MS17825 and MS17826, re- quire a separate torque range. These values are shown separately in torque value tables. c. Torque Value - Threaded Straight Fittings. NOTE Tables in this section are for general applications. Refer to specific installations for special torque values and pro- cedures. 1. Connectors installed in bosses with no required orientation should be installed using torque values given in Table 1-2. 2. Connectors installed in bosses requiring a specific orientation do not use a torque value, but use the following steps: (a) Place jam-nut on fitting along with retainer and packing. (b) Turn nut down until packing is firmly against lower threaded section of fit- ting. (c) Install fitting into boss and tighten until there is a sudden increase in torque. (d) Tighten fitting 1-1/2 turns. (e) Orientation is accomplished by tightening fitting, but not exceeding one turn. (f) Tighten jam-nut to torque values in Table 1-2. THREADED CONNECTOR TORQUE VALUE - HOSE ASSEMBLIES TUBE JAM-NUT CONNECTOR Nipple or Nut HOSEOUTSIDE THREAD w/ PACKING HOSE ALUMINUM STEEL DIAMETER w/o JAM-NUT Torque-Limits Torque-Limits (Inches) Torque-Limits Torque-Limits DIAMETER in.-lbs. in.-lbs (in.lbs.) n.-lbs.) MAX. MIN. MAX. MIN. MAX. MIN. MAX. 1/8 20 30 75 85 1/8 5/16-24 35 50 50 55 3/16 25 35 95 105 3/16 3/8-24 65 80 65 75 1/4 50 65 135 150 1/4 7/16-20 85 105 95 105 5/16 70 90 170 200 5/16 1/2-20 105 125 125 135 3/8 110 130 270 300 3/8 9/16-18 120 150 155 165 1;2 230 260 450 500 1/2 3/4-16 240 280 280 305 5/8 330 360 650 700 5/8 7/7-14 320 380 380 405 3/4 460 500 900 1000 3/4 1/16-12 500 600 550 600 1 500 700 1200 1400 1 1-5/16-12 720 880 800 900 1-14 800 900 1520 1680 1-1/4 1-5/8-12 960 1200 900 1000 1-1/2 800 900 1900 2100 1-1/2 1-7/8-12 1200 1440 900 1000 1-3/4 - - - - 2 2-1/2-12 1400 1500 900 1000 2 1800 2000 2660 2940 Table 1-2. Torque Values Table 1-3. Torque Values Jam-Nuts and Threaded Connector Hose Assemblies 1-8 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL THREADED STRAIGHT FITTING TORQUE VALUE (RIGID TUBE) FLARED END STRAIGHT END TUBE ALUMINUM ALUMINUM STEEL 6061- ALUMINUM STEEL 6061-TIX) ALUMINUM OUTSIDE On Oxygen Lines 5052-0 ALUMINUM w/ steel sleeve DIAMETER Torque-Limits Torque-Limits Torque-imits Torque-Limits Torque-Limits Torque-Limits in-lbs. in-lbs. in-lbs. in-lbs. inlbs. MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX. TUBE WALL MIN. MAX. 18 20 30 45 55 316 90 100 30 40 90 100 0.028 45 55 14 40 65 135 150 40 65 135 150 0.022 80 105 0.028 80 105 0.035 80 105 0.049 90 115 516 60 80 100 125 180 200 60 80 180 200 0.028 80 105 0.035 80 105 0.042 125 175 38 75 125 270 300 75 125 270 300 0.028 125 175 0.035 125 175 0.049 125 175 1 2 150 250 450 500 150 250 450 500 0.028 135 180 0.035 200 300 0.049 400 500 0.058 400 500 0.065 400 500 58 200 350 700 800 200 350 700 800 All 500 600 34 300 500 1100 1150 300 500 1100 1150 All 600 700 1 500 700 1200 1400 500 700 1200 1400 All 1000 1300 1-14 600 900 1300 1450 600 900 1300 1450 All 1300 1500 1-1 2 600 900 1350 1500 600 900 1350 1500 All 1400 1700 -600 900 1500 1700 Table 1-4. Torque Values - Straight Threaded Fittings (Line) 3. Bulkhead fittings are installed with jam-nuts and should be torqued to values in Table 1-2. 4. Torque values for hose end fittings (nipple or nut) are given in Table 1-3. 5. Torque values for straight threaded fittings used with rigid lines are given in Table 1-4. 1-8. SAFETYING PROCEDURES. The use of safety wire, cotter pins, lockwashers, and self-lock- ing nuts is to prevent relative movement of critical components subject to vibration, torque, tension, etc., which could cause attaching parts to be broken, loosened, and/or detached. Revision 1 1-9 MODEL R182 & TR182 SERIES SERVICE MANUAL 1-9. SAFETY WIRE PROCEDURES. a. Identification. Lockwire comes in three types which are identified by size and color. The three types are classified by use. 1. Inconel and Monel wire is used for general lockwiring and is identified by a natu- ral wire color. (a) Inconel can withstand temperatures up to 1500F. (b) Monel can withstand temperatures up to 800°F. 2. Copper that is cadium-plated and dyed yellow is used for shear and seal wiring applications. (a) Shear applications are those where it is necessary to break or shear wire to permit operation or actuation of emergency devices. (b) Seal applications are where wire is used with a lead seal to prevent-tampering or use of a device without indication. 3. Aluminum Alloy (Alclad 5056) is dyed blue and is used exclusively for safety-wir- ing magnesium parts. 4. Size of wire is dependent on material and purpose of installation. (a) 0.020-inch diameter copper wire should be used for shear and seal applica- tion. (b) 0.020-inch diameter wire may be used to lockwire parts with tie holes smaller than 0.045 inches; or, on parts with tie hole diameters between 0.045 and 0.062 when spacing between ports is less than two inches; or, when bolts and screws of 0.25-inch diameter or less are closely spaced. (c) 0.032-inch minimum diameter wire is used for general purpose lockwiring. NOTE When using single-wire method of locking, the largest wire that will fit tie holes should be used. b. Lockwire Installation. There are two basic forms of lockwiring. The single-wire method has limited application; the double-twist method is the common method of lockwiring. 1. Use new wire for each application; do not try to re-use old wire. 2. Single-wire method is accomplished by passing a single wire through tie holes and back with ends then twisted together. (See Figure 1-4.) (a) Single-wire method is used for shear and seal wiring applications. (b) Single-wire method can be used in closely spaced. closed geometric patterns. Closely spaced is defined as spacing two inches or less between centers of parts. CAUTION Screws in closely spaced geometric patterns which secure hydraulic or air seals, hold hydraulic pressure, or are used in critical areas should use double-twist method of lockwiring. 3. Lockwiring by the double-twist method is really one wire twisted on itself several times and is accomplished by the following steps (see Figure 1-4). (a) Insert one end of wire through tie holes of bolt head and firmly loop around bolt head. NOTE This does not necessarily apply to castellated nuts when slot is close to top of nut. The wire will be more secure if it is made to pass along side of stud. 1-10 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL (b) While taut, twist strands to within 1/8 inch of next part. The twisting keeps wire taut without overstressing and prevents wire from becoming nicked, kinked, or mutilated. (c) Lockwiring multiple groups by double-twist method is accomplished in a similar manner except twists between parts are alternated between clockwise and counterclockwise. (d) After last tie hole, wire is twisted three to five times to form a pigtail. (e) Cut off any excess wire and bend pigtail towards part. 4. When lockwiring widely spaced multiple groups by double-twist method, three units shall be the maximum number in a series. NOTE Widely spaced multiple groups shall mean those in which fasteners are from four to six inches apart. Lockwiring shall not be used to secure fasteners or fittings which are spaced more than six inches apart, unless tie points are provided on adjacent parts to shorten span of lockwire to less than six inches. 5. When lockwiring closely spaced multiple groups, the number of units that can be lockwired by a 24-inch length of wire shall be the maximum number in a series. 6. Parts should be lockwired so that wire is placed in tension (pulled on) if a part at- tempts to loosen. c. Required Lockwire Installation Applications. 1. Bolts and other fasteners securing critical parts that affect airplane safety and operation. (a) In blind-tapped hole applications or bolts or castellated nuts on studs. lockwiring is installed in same manner as described for bolt heads. (b) Hollow head bolts are safetied in manner prescribed for regular bolts. (c) Drain plugs and cocks may be safetied to a bolt, nut, or other part having a free tie hole in accordance with instructions described. (d) External snap rings may be locked if necessary using general locking princi- ples as described and illustrated. Internal snap rings should not be lockwired. (e) When locking is required on electrical connectors which use threaded cou- pling rings, or on plugs which employ screws or rings to fasten individual parts of plug together, they shall be lockwired with 0.020-inch diameter wire in accordance with locking principles as described and illustrated. It is prefer- able to lockwire all electrical connectors individually. Do not lockwire one connector to another unless it is necessary to do so. (f) Drilled head bolts and screws need not be lockwired if installed into self-lock- ing nuts or installed with lockwashers. Castellated nuts with cotter pins or lockwire are preferred on bolts or studs with drilled shanks, but self-locking nuts are permissible within limitations described in Paragraph 1-13. 2. For new design, lockwire shall not be used to secure nor shall lockwire be depen- dent upon fracture as basis for operation of emergency devices such as handles, switches, and guard-covering handles that operate emergency mechanisms such as emergency exits, fire extingushers, emergency cabin pressure release, emergency landing gear release, and the like. However, where existing structural equipment or safety of flight emergency devices requires shear wire to secure equipment while not in use, but which are dependent upon shearing or breaking of lockwire for successful emergency operation of equipment, particular care exercised to assure that wiring under these circumstances shall not prevent emergency operations of these devices. Revision 1 1-11 MODEL R182 & TR182 SERIES SERVICE MANUAL II II BOLTS IN CLOSELY SPACED, CLOSED RIGHT-HAND THREADED PARTS GEOMETRICAL PATTERN. SINGLE- WIRE METHOD. SHOWN. REVERSE DIRECTION FOR LEFT-HAND THREADS. SINGLE FASTENER APPLICATION CASTELLATED NUTS ON DRILLED STUDS DOUBLE-TWIST METHOD DOUBLE-TWIST METHOD Figure 1-4. Lockwire Safetying (Sheet 1 of 2) 1-12 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL DOUBLE-TWIST METHOD STEP 1. Insert wire through bolt A and bend /BOLT A around bolt (if necessary, bend wire across bolt head). Twist wires clockwise \\ until they reach bolt B. \" - j ) STEP 2. Insert one end of wire through bolt B. Bend other end around bolt (if necessary, bend wire across head of bolt). Twist wires counterclockwise 1/2 inch or six twists. Clip ends. Bend pigtail back againt/ part. O(^^1Q t^~~~ ~BOLT B DOUBLE-TWIST METHOD CLOCKWISE ] --- ^ DOUBLE-TWIST METHOD COUNTERCLOCKWISE l MULTIPLE FASTENER APPLICATION ELECTRICAL CONNECTION DOUBLE-TWIST METHOD Figure 1-4. Lockwire Safetying (Sheet 2 of 2) Revision 1 1-13 MODEL R182 & TR182 SERIES SERVICE MANUAL 1-10. USE OF COTTER PINS. a. Cotter Pin Installation. Castellated nuts and pins may be safetied with cotter pins or lockwire. The preferred method is to use cotter pins. 1. Select cotter pin material in accordance with temperature, atmosphere, and service limitations (see Table 1-5). 2. Cotter pins shall be new upon each application. 3. When nuts are to be secured to fastener with cotter pins, tighten nut to low side (minimum) of applicable specified or selected torque range, unless otherwise specified, and if necessary, continue tightening until slot aligns with hole. In no case shall you exceed high side (maximum) torque range. 4. If more than 50 percent of cotter pin diameter is above nut castellation, a washer should be used under nut or a shorter fastener should be used. A ma-imum of two washers may be permitted under a nut. 5. The largest diameter cotter pin which hole and slots will accommodate should be used, but in no application to a nut, bolt, or screw shall pin size be less than sizes described in Table 1-6. 6. Install cotter pin with head firmly in slot of nut with axis of eye at right angles to bolt shank. Bend prongs so that head and upper prong are firmly seated against bolt (see figure 1-5). 7. In pin applications, install cotter pin with axis of eye parallel to shank of clevis pin or rod end. Bend prongs around shank of pin or rod end (see Figure 1-5). CAUTION Cadium-plated cotter pins should not be used in applica- tions bringing them in contact with fuel, hydraulic fluid, or synthetic lubricants. COTTER PIN - MINIMUM SIZE THREAD SIZE MINIMUM PIN SIZE COTTER PINS (MS24665) 0.028 MATERIAL TEMPERATURE USE 8 0.044 Carbon Steel Up to 450°F Pins that contact cadmium- 10 0.044 plated surfaces. 1/4 0044 5/16 0.044 General Applications 3/8 0.072 7/16 0.072 Normal Atmospheres 1/2 0.072 9/16 0.086 Corrosion-Resistant Up to 800°F Pins that contact cor- 5/8 0.086 rosion-resistant steel. 3/4 0.086 7/8 0.086 Corrosive atmospheres 1 0.086 1-1/8 0.116 1-1/4 0.116 1-3/8 0.116 1-1/2 0.116 Table 1-5. Cotter Pin Table 1-6. Cotter Pin Temperature and Use Minimum Size 1-14 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL TO PROVIDE CLEARANCE PRONG MAY BE CUT HERE L~~~I~~L PREFERRED METHOD ALTERNATE METHOD CASTELLATED NUT ON BOLT TANGENT TO PIN 60" MAXIMUM MINIMUM COTTER PIN COTTER PIN LENGTH LENGTH PIN APPLICATION Figure 1-5. Installation of Cotter Pins Revision 1 1-1 MODEL R182 & TR182 SERIES SERVICE MANUAL 1-11.USE OF LOCKING CLIPS. a. Safetying Turnbuckles. (See Figure 1-6.) 1. Prior to safetying, both threaded terminals shall be screwed an equal distance into turnbuckle body and shall be screwed in at least so far that not more than three threads of any terminal are exposed outside body. 2. After turnbuckle has been adjusted to its locking position, with slot indicator groove on terminals and slot indicator notch on body aligned, insert end of lock- ing clip into terminal and body (refer to Figure 1-6) until U-curved end of locking clip is over hole in center of body. (a) Press locking clip into hold to its full extent. (b) Curved end of locking clip will expand and latch in body slot. (c) To check proper seating of locking clip, attempt to remove pressed "U" end from body hole with fingers only. NOTE Do not use tool as locking clip could be distorted. 3. Locking clips are for one time use only and shall not be re-used. 4. Both locking clips may be inserted in same hole of turnbuckle body or in opposite holes of turnbuckle body. 1-16 Revision 1 MODEL R182 & TR182 SERIES SERVICE MANUAL LOCKING CLIP BARREL BARREL LOCKING CLIP LOCKING CLIP CABLE TERMINAL * Detail A Figure 1-6. Safetying Turnbuckle Assemblies Revision 1 1-17 MODEL R182 & TR182 SERIES SERVICE MANUAL -12. USE OF LOCKWASHERS. a. Lockwashers can be used only under the following conditions. 1. When self-locking feature cannot be provided in externally or internally threaded part. 2. When a cotter pin cannot be used to prevent rotation of internal threads with re- spect to external threads. 3. When lockwire cannot be used to prevent loosening of threaded parts. 4. When fastening is not used for fabrication of primary structure. 5. When loosening of threaded parts would not endanger safety of airplane or people. 6. When corrosion encouraged by gouging aluminum or magnesium alloys by edges of teeth on tooth-locked washers would not cause malfunctioning of parts being fastened together. -13. USE OF SELF-LOCKING NUTS. a. Restrictions. 1. Self-locking nuts cannot be used under certain conditions. (a) Used, reworked, or reprocessed nuts should not be installed for any applica- tion. (b) Do not use if at joints in control systems for singular attach points. (c) Do not use on externally threaded parts that serve as an axle of rotation for another part where tensional (torque) loads can cause nut to loosen and/or be- come separated. Examples are pulleys, levers, linkages, and cam followers. NOTE Self-locking nuts can be used when threaded parts are held by a positive locking device that requires shearing or rupture before torsional loads can act on threaded parts. (d) Do not use where a loose nut, bolt, or screw could fall or be drawn into an area that would impede or damage or otherwise distort operation. (e) Do not use to attach access panels and doors or to assemble components that are routinely disassembled or removed for access and servicing. (f) In general, do not use self-locking nuts where loss of bolt affects safety of flight. 2. Bolts, studs, or screws, excluding Hi-Locks, must extend through self-locking nut for a length equivalent of two threaded pitches. This length includes chamfer. 3. Self-locking nuts which are attached to structure shall be attached in a positive manner to eliminate possibility of their rotation or misalignment when tighten- ing is to be accomplished by rotating bolts to structure, and permit replacement of nuts. 1-18 Revision 1 MODEL R182 AND TR182 SERVICE MANUAL SECTION 2 GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION WARNING When performing any inspection or maintenance that re- quires turning on the master switch, installing a battery, or pulling the propeller through by hand, treat the prop- eller as if the ignition switch were ON. Do not stand, nor allow anyone else to stand, within the arc of the propel- ler, since a loose or broken wire, or a component mal- function, could cause the propeller to rotate. Page No. TABLE OF CONTENTS Aerofiche/ Manual GROUND HANDLING ......... 1B10/2-2 Nose Gear Shock Strut ....... 1C2 2-18 Towing .................. 1B10/2-2 Shimmy Dampener ......... 1C2/2-18 Hoisting ................. 1B12/2-4 Hydraulic Fluid Sampling Jacking .................. 1B12/2-4 and Contamination Check ... 1C3/2-19 Leveling ............... 1B12/2-4 Landing Gear Hydraulic Weighing ................ 1B12/2-4 Retraction System ......... 1C3'2-19 Parking ................. 1B13/2-5 Hydraulic Brake System ..... 1C4 2-20 Tie-Down ................ 1B13/2-5 CLEANING ................ 1C4/2-20 Flyable Storage ........... 1B13/2-5 General Description ......... 1C4 2-20 Returning Aircraft to Windshield and Windows ..... 1C52-21 Service ................ 1B314/2-6 Materials Required ........ 1C5.2-21 Temporary Storage ......... 1B14/2-6 Waxing ................ 1C6 2-22 Inspection During Storage .. 1B15/2-7 Preventive Maintenance .... 1C6.2-22 Returning Aircraft to Interior Trim .............. 1C7.2-23 Service ................ 1B16/2-8 Painted Surfaces ........... 1C7 2-23 Indefinite Storage .......... 1B16/2-8 Aluminum Surfaces ......... 1C7 2-23 Inspection During Storage .. 1B17/2-9 Engine and Engine Returning Aircraft to Compartment ............ 1C7 2-23 Service ................ 1B18/2-10 Upholstery and Interior ...... 1C9 2-25 SERVICING ................ 1B18/2-10 Propeller ................. 1C9 2-25 General Description ......... 1B18/2-10 Wheels .................. 1C9 2-25 Fuel . ................... 1B19/2-11 LUBRICATION .............. 1C9 2-25 Use of Fuel Additives for General Description ......... 1C9 2-25 Cold Weather Operation . .. 1B19/2-11 Tachometer Drive Shaft ...... 1C9 2-25 Drains ................ 1B21/2-13 Wheel Bearings ............ 1C9 2-25 Carburetor Drain Plug Nose Gear Torque Links ..... 1C9 2-25 Inspection ............ 1B21/2-13 Wing Flap Actuator .......... C10 2-26 Engine Oil ............... 1B21/2-13 Rod End Bearings .......... 1C10 2-26 Oil Cooler . .............. B24/2-16 Nose Gear Steering Collar .... 1C10 2-26 Induction Air Filter ......... 1B24/2-16 Nose Gear Pivots ........... 1C10 2-26 Vacuum System Filter ....... 1C1/2-17 Main Gear Pivot Points ...... C10 2-26 Battery .................. 1C1/2-17 INSPECTION ................ 1C22 2-38 Tires ................... . 1C1/2-17 Revision 1 2-1 MODEL R182 AND TR182 SERVICE MANUAL 2-1. GROUND HANDLING. 2-2. TOWING. Moving the aircraft by hand is accomplished by using the wing struts and landing gear struts as push points. A tow bar attached to the nose gear should be used for steering and maneuvering the aircraft on the ground. NOTE Tow bar Part No. 0501019-1, is available from the Cessna Supply Division. CAUTION When towing the aircraft, never turn the nose wheel more than 29 degrees either side of center or the nose gear will be damaged. Do not push on control surfaces or outboard empennage surfaces. When pushing on the tailcone. always apply pressure at a bulkhead to avoid buckling the skin. 2-2 MODEL R182 AND TR182 SERVICE MANUAL I-6" MIINMUM *^^~~~~~~ ~NOTE Corresponding points on both upper door sills may be used to level the aircraft laterally. Reference points for longitudinal leveling of aircraft are two screws on left side of tailcone. These are indicated in illustration by A. (Also refer to paragraph 2-5) Figure 2-1. Jacking and Leveling (Sheet 1 of 2) 2-3 MODEL R182 AND TR182 SERVICE MANUAL JACKING INFORMATION ITEM TYPE AND NUMBER REMARKS Block (Jack points are available) 1x4x4 padded with 1 4" rubber Cessna No. 2-168 Tail tie-down stand No. 2-170 Basic jack (includes No. 2-71 Min. closed height: 34" Side tube: Liftstroke 22-1/2") Max. extension height: 56-1'2" No. 2-70 Slide tube: Liftstroke Min. closed height: 57-1.2" 22-1 2" Max. extension height: 80" No. 2-591 Extension cap Adds 4" No. 2-109 Leg extension Adds 12" 1. Wing jacks are placed under front spar of wing just outboard of wing strut, must ex- tend far enough to raise wheels a minimum of 16 inches off the ground, and must be of adequate strength. 2. Attach Cessna tail tie-down stand (SE2-168) to the tie-down ring. Be sure tail stand weighs enough to keep tail down and under all conditions and that it is strong enought to support any weight that might be placed on it (place shot bags or sand bags on tail stand). In addition, the base of adjustable tail stand is to be filled with concrete for additional weight as a safety factor. 3. Operate jacks evenly until desired height is reached (16-inch minimum). 4. Items (1), (2), and (3) are available from the Cessna Supply Division. Figure 2-1. Jacking and Leveling (Sheet 2 of 2) 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 suitable slings. The front sling should be hooked to each upper engine mount at the firewall, and the aft sling should be positioned around the fuselage at the first bulkhead forward of the leading edge of the stabilizer. If the optional hoisting rings are used, a minimum cable length 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. See figure 2-1 for jacking procedures. 2-5. LEVELING. Corresponding points on both upper door sills may be used to level the aircraft laterally. Leveling point nutplates are provided on the left side of the tailcone at Sta. 139.65 and 171.65. Use these points for leveling the aircraft by removing NAS221-7 screws and installing suitable studs to support a level. 2-6. WEIGHING . Refer to Pilot's Operating Handbook. 2-4 MODEL R182 AND TR182 SERVICE MANUAL 2-7. PARKING. Parking precautions depend principally on local conditions. As a general precaution, set parking brake or chock the wheels and install the controls lock. In severe weather and high wind conditions, tie down the aircraft as outlined in paragraph 2-8 if a hangar is not available. 2-8. 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 when they are overheated or during cold weather when accumulated moisture may freeze them. If brake ice freeze-up occurs, operate the brakes several times using maximum pressure. a. Tie ropes, cables, or chains to the wing tie-down fittings located at the upper end of each wing strut. Secure the opposite ends of ropes, cables, or chains to ground anchors. b. Secure a tie-down rope (no chains or cables) to the nose gear strut, and secure opposite end of rope to 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 front seat belt. e. These aircraft are equipped with a spring-loaded steering bungee which affords protection against normal wind gusts. However, if extremely high wind gusts are anticipated, additional external locks may be installed. 2-9. FLYABLE STORAGE. Flyable storage is defined as a maximum of 30 days nonoperational storage and/or the first 25 hours of intermittent engine operation. NOTE The aircraft is delivered from Cessna with MIL-L-6082 Aviation Grade Mineral Oil. This oil is to be used to replenish the oil supply during the first 25 hours of operation, at the first 25-hour oil change and until a total of 50 hours have accumulated or oil consumption has stabilized. Then use Ashless Dispersant Oil conforming to MIL-L-22851 in accordance with the oil chart in figure 2-5. Revision 1 2-5 MODEL R182 AND TR182 SERVICE MANUAL During the 30-day nonoperational storage or the first 25 hours of intermittent engine operation, every seventh day the propeller shall be rotated by hand without running the engine. After rotating the engine five revolutions, stop the propeller 45 to 90 ° from the position it was in. If the aircraft is stored outside, tie-down in accordance with paragraph 2-8. 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. If at the end of thirty (30) days aircraft will not be removed from storage, the engine shall be started and run. The preferred method would be to fly the aircraft for thirty (30) minutes, and up to but not exceeding normal oil and cylinder temperatures. CAUTION Excessive ground operation shall be avoided. 2-10. RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to ser- vice is accomplished by performing a thorough preflight inspection. At the end of the first 25 hours of engine operation, drain engine oil, change external oil filter element, and ser- vice engine with correct grade and quantity of engine oil. See figure 2-4 and paragraph 2-23 for correct grade of engine oil. 2-11. TEMPORARY STORAGE. Temporary storage is defined as aircraft in a nonoperational 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. Storage in a dry hangar is essential to good preservation and should be procured, if possi- ble. Varying conditions will alter the measures of preservation, but under normal conditions in a dry hangar, and for storage periods not to exceed 90 days, the following methods of treatment are suggested. a. Fill fuel tanks or bays with correct grade of gasoline. WARNING DURING ALL FUELING PROCEDURES, FIRE FIGHTING EQUIPMENT MUST BE AVAILABLE. TWO GROUND WIRES FROM DIFFERENT POINTS ON THE AIRPLANE TO SEPARATE APPROVED GROUND STAKES SHALL BE USED TO PREVENT ACCIDENTAL DISCONNECTION OF ONE GROUND WIRE. ENSURE THAT FUELING NOZZLE IS GROUNDED TO THE AIRPLANE. NOTE Tie down rings should be used as grounding pionts for all ground wires during refueling procedures. b. Clean and wax aircraft thoroughly. c. Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires to protect against grease and oil. d. Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to prevent flat spotting the tires. e. Lubricate all airframe items and seal or cover all openings which could allow mois- ture and/or dust to enter. 2-6 MODEL R182 AND TR182 SERVICE MANUAL NOTE The aircraft battery serial number is recorded in the aircraft equipment list. To assure accurate warranty records, the battery should be reinstalled in the same aircraft from which it was removed. If the battery is returned to service in a different aircraft, appropriate record changes must be made and notification sent to the Cessna Claims Department. f. Remove battery and store in a cool, dry place; service battery periodically and charge as required. NOTE An engine treated in accordance with the following may be considered being protected against normal atmos- pheric corrosion for a period not to exceed 90 days. g. Disconnect spark plug leads and remove upper and lower spark plugs from each cy- linder. NOTE The preservative oil must conform to specification MIL-C- 6529, Type 1. Oil must be heated to 200°/220°F spray noz- zle temperature. h. Using a portable pressure sprayer, spray preservative oil through the upper spark plug hole of each cylinder with the piston in a down position. Rotate crankshaft as each pair of cylinders is sprayed. i. After completing step "h," rotate crankshaft so that no piston is at a top position. If the aircraft is to be stored outside, stop two-bladed propeller so that blades are as near horizontal as possible to provide maximum clearance with passing aircraft. j. Again, spray each cylinder without moving the crankshaft. to thoroughly cover all interior surfaces of the cylinder above the piston. k. Install spark plugs and connect spark plug leads. 1. Apply preservative oil to the engine interior by spraying approximately two ounces of the preservative oil through the oil filler tube. m. Seal all engine openings exposed to the atmosphere, using suitable plugs or non- hygroscopic tape. Attach a red streamer at each point that a plug or tape is installed. n. If the aircraft is to be stored outside, perform the procedures outlined in paragraph 2- 8. In addition, the pitot tube, static source vents, air vents, openings in the engine cowling, and other similar openings should have protective covers installed to prevent entry of foreign material. o. Attach a warning placard to the propeller to the effect that the propeller shall not be moved while the engine is in storage. 2-12. INSPECTION DURING STORAGE. a. Inspect airframe for corrosion at least once a month. Remove dust collections as frequently as possible. Clean and wax aircraft as required. b. Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least once each month. Revision 1 2-7 MODEL R182 AND TR182 SERVICE MANUAL NOTE Do not move crankshaft when inspecting interior of cylinder for corrosion. c. If at the end of the 90 day period, the aircraft is to be continued in non-operational storage, repeat the procedural steps "g" thru "o" of paragraph 2-11. 2-13. RETURNING AIRCRAFT TO SERVICE. After temporary storage, use the following procedures to return the aircraft to service. a. Remove aircraft from blocks. Check tires for proper inflation. b. Check and install battery. c. Check that oil sump has proper grade and quantity of engine oil. d. Service induction air filter and remove warning placard from propeller. e. Remove materials used to cover openings. f. Remove, clean and gap spark plugs. g. While spark plugs are removed, rotate propeller several revolutions to clear excess rust preventive oil from cylinders. h. Install spark plugs and torque to value specified in Section 11 or 11A. Connect spark plug leads. i. Check fuel strainer. Remove and clean filter screen, if necessary. Check fuel cells and fuel lines for moisture and sediment. Drain enough fuel to eliminate moisture and sediment. j. Perform a thorough preflight inspection, then start and warmup engine. 2-14. INDEFINITE STORAGE. Indefinite storage is defined as aircraft in a nonoperational status for an indefinite period of time. Engines treated in accordance with the following may be considered protected against normal atmosphere corrosion, provided the procedures outlined in paragraph 2-15 are performed at the intervals specified. a. Operate engine until oil temperature reaches normal operating range. Drain engine oil sump in accordance with procedures outlined in paragraph 2-23. Close drain valve. b. Fill oil sump to normal operating capacity with corrosion preventive mixture which has been thoroughly mixed. NOTE Corrosion-preventive mixture consists of one part com- pound (by volume) MILC-6529. Type 1, mixed with three parts (by volume) MIL-C-6082 aviation grade straight mineral oil. c. Immediately after filling the oil sump with a corrosion preventive mixture, fly the aircraft for a period of time not to exceed a maximum of 30 minutes. d. After flight, with engine operating at 1200 to 1500 RPM. and induction air filter removed, spray corrosion preventive mixture into induction airbox. at the rate of one-half gallon per minute. Spray until heavy black smoke comes from exhaust stack. Then increase the spray until engine is stopped. CAUTION Spraying the mixture too fast can cause a hydrostatic lock. 2-8 Revision 1 MODEL R182 AND TR182 SERVICE MANUAL e. Do not rotate propeller after completing step "d." f. Remove all spark plugs and spray corrosion preventive mixture, which has been preheated (221°F to 250F) into all spark plug holes to thoroughly cover interior surfaces of cylinders. g. Install spark plugs or solid plugs into the lower spark plug holes and install dehydrator plugs in the upper spark plug holes. Be sure that dehydrator plugs are blue in color when installed. NOTE To thoroughly cover all surfaces of the cylinder interior, move the nozzle of the spray gun from the top to the bottom of the cylinder. If by accident the propeller is rotated following this spraying, respray the cylinders to insure an unbroken coverage on all surfaces. h. Cover spark plug lead terminals with shipping plugs (AN4060-1), or other suitable covers. i. With throttle in full open position, place a bag of desiccant in the induction air intake and seal opening with moisture resistant paper and tape. j. Place a bag of desiccant in the exhaust tailpipe and seal openings with moisture resistant tape. k. Seal cold air inlet to the heater muff with moisture resistant tape. l. Seal engine breather hose and clamping in place. m. Seal all other engine openings exposed to atmosphere, using suitable plugs or non- hygroscopic tape. NOTE Attach a red streamer to each location where plugs or tapes are installed. Either attach red streamers outside the sealed area with tape or to the inside of the sealed area with safety wire to prevent wicking of moisture into the sealed area. n. Drain corrosion preventive mixture from engine sump in accordance with the procedures outlined in paragraph 2-23. The corrosion preventive mixture is harmful to paint and should be wiped from painted surfaces immediately. o. Attach a warning placard on the throttle control knob to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it should not be moved while the engine is in storage. p. Prepare airframe for storage as outlined in paragraph 2-11 thru step "f". NOTE As an alternate method of indefinite storage, the aircraft may be serviced in accordance with paragraph 2-11, providing the aircraft is run up at maximum intervals of 90 days and then reserviced per paragraph 2-11. 2-15. INSPECTION DURING STORAGE. Aircraft in indefinite storage shall be inspected as follows: a. Inspect cylinder protex plugs each seven days. 2-9 MODEL R182 AND TR182 SERVICE MANUAL b. Change protex plugs if their color indicates an unsafe condition. c. If the protex plugs have changed color in one half of the cylinders, all desiccant material in the engine should be replaced with new material. d. Respray the cylinder interiors with corrosion preventive mixture every six months and replace all desiccant and Protex plugs. NOTE Before spraying, inspect the interior of one cylinder for corrosion through the spark plug hole and remove at lease one rocker box cover and inspect the valve mecha- nism. 2-16. RETURNING AIRCRAFT TO SERVICE. After indefinite storage, use the following proce- dure to return the aircraft to service. a. Remove aircraft from blocks. Check tires for correct inflation. b. Check and install battery. c. Remove all materials used to seal and cover openings. d. Remove warning placards posted at throttle and propeller. e. Change engine oil filter and close oil quick-drain valve by pulling down on stem or twisting a screwdriver inserted between clip and body as shown in figure 2-4. Re- move hose from stem. Service engine with oil in accordance with figure 2-4 of this manual. f. Service and install the induction air filter. NOTE The corrosion preventive mixture will mix with the engine lubricating oil, so flushing the oil system is not necessary. Draining the oil sump will remove enough of the corrosion preventive mixture. g. Remove protex plugs and spark plugs or plugs installed in spark plugs holes. Rotate propeller several revolutions by hand to clear corrosion preventive mixture from cylinders. h. Clean, gap and install spark plugs. Torque spark plugs to value specified in Section 11 or 11A. Connect leads. i. Check fuel strainer. Remove and clean filter screen. Check fuel cells and fuel lines for moisture and sediment, and drain enough fuel to eliminate. j. Perform a thorough preflight inspection, then start and warm-up engine. k. Thoroughly clean aircraft and flight test aircraft. 2-17. SERVICING. 2-18. GENERAL DESCRIPTION. Servicing requirements are shown in figure 2-4. The following paragraphs supplement this figure by adding details not included in the figure. 2-10 MODEL R182 AND TR182 SERVICE MANUAL 18 - 4.5 140 - 16-- 4.0 120 14- - 3.5 UJI _ 100 - |- -: 2 8- 3.0 LL 80 a 10 02.5 o l _< - : : :n:rIL u IL 0 z -0 8-- 2.0 0 - .J 40 4-- 1.0 2- 0.5 0 0 0.0 0 10 20 30 40 50 60 70 80 90 100 110 Figure 2-2. Fuel Additives Mixing Ratio Chart 2-19. FUEL. Fuel tanks should be filled immediately after flight to lessen moisture condensation. Tank capacities are listed in Section I. The recommended fuel grade to be used is given in figure 2-4. WARNING DURING ALL FUELING PROCEDURES, FIRE FIGHTING EQUIPMENT MUST BE AVAILABLE. TWO GROUND WIRES FROM DIFFERENT POINTS ON THE AIRPLANE TO SEPARATE APPROVED GROUND STAKES SHALL BE USED TO PREVENT ACCIDENTAL DISCONNECTION OF ONE GROUND WIRE. ENSURE THAT FUELING NOZZLE IS GROUNDED TO THE AIRPLANE. NOTE Tie down rings should be used as grounding pionts for all ground wires during refueling procedures. 2-20. USE OF FUEL ADDITIVES FOR COLD WEATHER OPERATION. Strict adherence to recommended preflight draining instructions will eliminate any free water accumulations from the tank sumps. While small amounts of water may still remain in solution in the gasoline, it will normally be consumed and go unnoticed in the operation of the engine. 2-11 MODEL R182 AND TR182 SERVICE MANUAL One exception to this can be encountered when operating under the combined effect of: (1) use of certain fuels, with (2) high humidity conditions on the ground (3) followed by flight at high altitude and low temperature. Under these unusual conditions small amounts of water in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce partial icing of the engine fuel system. While these conditions are quite rare and will not normally pose a problem to owners and operators, they do exist in certain areas of the world and consequently must be dealt with, when encountered. Therefore, to alleviate the possibility of fuel icing occuring under these unusual conditions it is permissible to add isopropyl alcohol or ethylene glycol monomethyl ether (EGME) com- pound to the fuel supply. See Figure 2-2 for fuel additive mixing ratio. The introduction of alcohol or EGME compound into the fuel provides two distinct effects: (1) it absorbs the dissolved water from the gasoline and (2) alcohol has a freezing temperature depressant effect. Alcohol, if used, is to be blended with the fuel in a concentration of 1% by volume. Concentrations greater than 1% are not recommended since they can be detrimental to fuel tank materials. The manner in which the alcohol is added to the fuel is significant because alcohol is most effective when it is completely dissolved in the fuel. To insure proper mixing the following is recommended: 1. For best results the alcohol should be added during the fueling operation by pouring the alcohol directly on the fuel stream issuing from the fueling nozzle. 2. An alternate method that may be used is to premix the complete alcohol dosage with some fuel in a separate clean container (approximately 2-3 gallon capacity) and then transfer this mixture to the tank prior to the fuel operation. Any high quality isopropyl alcohol may be used, such as: Anti-icing fluid (MIL-F-5566) or Isopropyl alcohol (Federal Specification TT-I-735a). Ethylene glycol monomethyl ether (EGME) compound in compliance with MIL-I-27686 or Phillips PFA-55MB, if used, must be carefully mixed with the fuel in concentrations not to exceed 0.15% by volume. CAUTION Mixing of the EGME compound with the fuel is extremely important because concentration in excess of that recom- mended (0.15 percent by volume maximum) will result in detrimental affects to the fuel tanks, such as deterioration of protective primer and sealants and damage to O-rings and seals in the fuel system and engine components. Use only blending equipment that is recommended by the manufacturer to obtain proper proportioning. Do not allow the concentrated EGME compound to come in contact with the airplane finish or fuel cell as damage can result. 2-12 MODEL R182 AND TR182 SERVICE MANUAL Prolonged storage of the airplane will result in a water build-up in the fuel which "leeches out" the additive. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps. The concentration can be checked using a differential refractometer. It is imperative that the technical manual for the differential refractometer be followed explicitly when checking the additive concentration. 2-21. FUEL DRAINS. Fuel drains are located in the fuel selector valve, fuel tanks, fuel line, fuel strainer and carburetor. The fuel tanks and fuel strainer have drain valves. To activate the tank drain valve for fuel sampling, place cup up to valve and depress valve with rod prot- ruding from cup. See Section 12 for illustration of fuel tank drain valve. The strainer drain valve is an integral part of the fuel strainer assembly. The strainer drain is equipped with a control which is located adjacent to the oil dipstick. Access to the control is through the oil dipstick access door. Open drains and remove drain plugs at intervals specified in figure 2- 4. Also, during daily inspection of the fuel strainer and tanks, if water is found in the sys- tem, all fuel drain plugs should be removed and all water drained from the system. 2-22. CARBURETOR DRAIN PLUG INSPECTION. In order to prevent the possibility of thread sealant contamination in the carburetor float chamber, cleaning and inspection of the carburetor should be accomplished at each 100-hour inspection and any time water in the fuel is suspected. a. With the fuel selector valve OFF, remove carburetor drain plug and clean off any sealant present on the end of the plug or in the threads on the plug. b. Inspect drain plug hole in the carburetor and remove any sealant remaining in the hole. c. Turn fuel selector valve to ON to flush float chamber and drain plug chamber while probing drain plug hole to ascertain that all residue of sealant material is dislodged and washed out of the chamber. Flushing operation should last 15 to 30 seconds. d. A second flushing should then be accomplished and the drained fuel retained for inspection to insure that no sealant particles are present. e. Install drain plug as follows: 1. Install drain plug in carburetor 1-1/2 to 2 turns. 2. Apply sealant to drain plug threads (use NS-40 (RAS-4) or equivalent). 3. Tighten and safety drain plug. f. Turn fuel selector valve ON and inspect for evidence of fuel leakage. 2-23. ENGINE OIL. Check engine lubricating oil with the dipstick five to ten minutes after the en- gine has been stopped. The airplane should be in as near a level position as possible when checking the engine oil, so that a true reading is obtained. Engine oil should be drained while the engine is still hot, and the nose of the airplane should be raised slightly for more positive draining of any sludge which may have collected in the engine oil sump. Oil change may be extended to 100 hours, providing the oil filter is changed each 50 hours. Change en- gine oil and filter at least every six months, e.en though less than the specified hours have accumulated. Reduce these intervals for prolonged operations in dusty areas. in cold cli- Revision 1 2-13 MODEL R182 & TR182 SERIES SERVICE MANUAL mates where sludging conditions exist, or where short flights and long idle periods are en- countered. which cause sludging conditions. Always change oil and oil filter whenever oil on the dipstick appears dirty. Aviation grade oil conforming to AVCO Lycoming Service In- struction No. 1014, and any revisions or supplements thereto, shall be used in the "Blue Streak" (Lycoming) engine. WARNING The U.S. Environmental Protection Agency advises that mechanics and other workers who handle engine oil are advised to minimize skin contact with used oil and promptly remove used oil from the skin. In a laboratory study, mice developed skin cancer after skin was exposed to used engine oil twice a week without being washed off, for most of their life span. Substances found to cause cancer in laboratory animals may also cause cancer in humans. NOTE New or newly-overhauled engines should be operated on aviation grade straight mineral oil until the first oil change. If an ashless dispersant oil is used in a new or newly-overhauled engine, high oil consumption may be experienced. The anti-friction additives in detergent and dispersant oils will retard "break-in" of the pistons, rings and cylinder walls. This condition can be avoided by the use of straight mineral oil. If oil must be added during the first 25 hours, use only aviation grade straight min- eral oil (non-detergent) conforming to Specification No. MIL-L-6082. After the first 25 hours of operation, drain engine oil sump and change the oil filter. Refill sump with straight mineral oil (non-detergent) and use until a total of 50 hours have accumulated or oil consumption has stabilized, then change to ashless dispersant oil in ac- cordance with the oil charts in figure 2-4. 2-14 Revision 1 MODEL R182 AND TR182 SERVICE MANUAL When changing engine oil, install a new oil filter. An oil quick-drain valve is installed. This valve provides a quicker and cleaner method of draining the engine oil. This valve is instal- led in the oil drain port of the oil sump and allows oil to be drained by attaching a hose over the stem and pushing up, causing the oil to drain through the hose into a container. To drain the engine oil, proceed as follows: a. Operate engine until oil temperature is at normal operating temperature. b. Attach a hose to the stem of the quick-drain valve located in the engine oil sump. Push up on stem until clip locks on body, holding valve in the open position. (See fig- ure 2-3.) Allow oil to drain through hose into container. c. Close oil quick-drain valve by pulling down on stem or twisting a screwdriver in- serted between valve body and clip as shown in figure 2-3. Remove hose from stem. d. Change engine oil filter and service engine with oil in accordance with figure 2-4 of this manual. NOTE Refer to figure 2-4 for intervals for changing oil and fil- ters. Valve shown open. To close, twist screwdriver until valve ~ unlocks and snaps down to t closed position. Figure 2-3. Quick-Drain Valve 2-15 MODEL R182 AND TR182 SERVICE MANUAL 2-24. ENGINE OIL COOLER. Oil coolers can be a cause of internal engine damage if not properly serviced. Trapped air in the lines and cooler, as a result of draining oil from the oil cooler, can cause oil aeration, which gives insufficient valve train lubrication resulting in premature engine wear. Therefore, anytime oil is drained, for changing or flushing, the following procedures should be used to eliminate trapped air. a. Prior to starting, remove lower spark plugs. If available, the use of an Auxiliary Power Cart is recommended. b. With mixture in idle cut off, and magneto switch on "START", rotate engine with the starter. Rotate engine to stabilize oil pressure, but DO NOT CRANK LONGER THAN THIRTY (30) SECONDS EACH TIME. ALLOW AT LEAST ONE (1) FULL MINUTE BETWEEN CYCLES FOR STARTER MOTOR COOLING. After oil pressure gage stabilizes, crank an additional ten (10) seconds, IF WITHIN THE THIRTY SECONDS LIMIT. c. Repeat this procedure at least four (4) times, but DO NOT EXCEED THIRTY (30) SECONDS "ON" nor ONE (1) MINUTE "OFF" Limitation. d. Reinstall the lower spark plugs. e. Start engine and run at 900 - 1,000 RPM for approximately five (5) minutes. Shut engine down, and check oil level. Add oil as necessary to fill crankcase to full mark on dipstick. Ensure that oil filter is safety wired. 2-25. ENGINE INDUCTION AIR FILTER. The induction air filter keeps dust and dirt from enter- ing the induction system. The value of maintaining the air filter in a good clean condition can never be overstressed. More engine wear is caused through the use of a dirty or dam- aged air filter than is generally believed. The frequency with which the filter should be re- moved, inspected, and cleaned will be determined primarily by aircraft operating conditions. A good general rule, however, is to remove, inspect and clean the filter at least every 100 hours of engine operating time and more frequently if warranted by operating conditions. Under extremely dusty conditions, daily servicing of the filter is recommended. To service the induction air filter, proceed as follows: a. Remove filter from aircraft. NOTE Use care to prevent damage to filter element when cleaning filter with compressed air. b. Clean filter by blowing with compressed air (not over 100 psi) from direction opposite of normal air flow. Arrows on filter case indicate direction of normal air flow. CAUTION Do not use solvent or cleaning fluids to wash filter. Use only a water and household detergent solution when washing the filter. c. After cleaning as outlined in step "b", the filter may be washed, if necessary. in a solution of warm water and a mild household detergent. A cold water solution may be used. 2-16 MODEL R182 AND TR182 SERVICE MANUAL NOTE The filter assembly may be cleaned with compressed air a maximum of 30 times or it may be washed a maximum of 20 times. A new filter should be installed after 500 hours of engine operating time or one year, whichever should occur first. However, a new filter should be installed at anytime the existing filter is damaged. A damaged filter may have sharp or broken edges in the filtering panels which would allow unfiltered air to enter the induction system. Any filter that appears doubtful, shall have a new filter installed in its place. d. After washing, rinse filter with clear water until rinse water draining from filter is clear. Allow water to drain from filter and dry with compressed air (not over 100 psi). NOTE The filtering panels of the filter may become distorted when wet, but they will return to their original shape when dry. e. Ensure that the air box is clean and the filter and filter gasket are undamaged and serviceable. f. Install filter at entrance to air box with gasket on aft face of filter frame pointed in the correct direction. 2-26. VACUUM SYSTEM CENTRAL AIR FILTER. The vacuum system central air filter keeps dust and dirt from entering the vacuum operated instruments. Inspect the filter every 100 hours for damage and cleanliness. Change central air filter element whenever damaged, every 500 hours of operating time, or annually, whichever comes occurs first: and whenever it be- comes sufficiently clogged to cause suction gage readings to drop below 4.6 inches of mer- cury. Also, do not operate the vacuum system with the filter removed, or a vacuum line dis- connected as particles of dust or other foreign matter may enter the system and damage the vacuum-operated instruments. CAUTION Smoking will cause premature filter clogging. 2-27. BATTERY. Battery servicing involves adding distilled water to maintain the electrolyte even with the horizontal baffle plate at the bottom of the filler holes, checking the battery cable connections, and neutralizing and cleaning spilled electrolyte or corrosion. Use bicarbonate of soda (baking soda) and water to neutralize electrolyte or corrosion. Follow with a thor- ough flushing with water. Brighten cables and terminals with a wire brush, then coat with petroleum jelly before connecting. The battery box also should be checked and cleaned if any corrosion is noted (when applicable). Distilled water, not acid or "rejuvenators", should be used to maintain electrolyte level. Check the battery every 100 hours (or at least every 90 days), more often in hot weather. See Section 16 for detailed battery removal, installation and testing. 2-28 TIRES. Maintain tire pressure at the pressure specified in figure 1-1. When checking tire pressure, examine tires for wear, cuts, bruises, and slippage. Remove oil, grease. and mud from tires with soap and water. Revision 1 2-17 MODEL R182 AND TR182 SERVICE MANUAL NOTE Recommended tire pressures should be maintained. Especially in cold weather, remember that any drop in temperature of the air inside a tire causes a correspond- ing drop in air pressure. 2-29. NOSE GEAR SHOCK STRUT. The nose gear shock strut requires periodic checking to ensure that the strut is filled with hydraulic fluid and is inflated to the correct air pressure. To service the nose gear shock strut, proceed as follows: a. Remove valve core and fully compress strut. (Fork and outer barrel in contact.) b. Remove upper filler plug. c. Extend strut one inch, fill to overflow with MIL-H-5606 Hydraulic fluid and replace filler plug. d. Compress strut. If strut compresses fully, repeat operation "c" and "d" until strut will no longer compress fully. e. Remove filler plug, compress strut fully and allow fluid to overflow. f. Replace filler plug and valve core. g. With no load on strut inflate to 55 PSI. NOTE The nose landing gear shock strut will normally require only a minimum amount of service. Maintain the strut extension air pressure shown in figure 1-1. Lubricate landing gear as shown in figure 2-5. Check landing gear daily for general cleanliness, security of mounting, and for hydraulic fluid leakage. Keep machined surface of strut barrel wiped free of dirt and dust, using a clean, lint-free cloth moistened with hydraulic fluid or kerosene. All surfaces should be wiped free of excess hy- draulic fluid or kerosene. Leave a light film of fluid on the machine surface of the strut barrel. 2-30. SHIMMY DAMPENER. The shimmy dampener contains a compensating mechanism within the hollow piston rod for thermal expansion and contraction of the hydraulic fluid. The shimmy dampener must be filled completely with fluid, free of entrapped air, to serve its purpose. In addition, the piston rod must also be partially full of fluid before the temperature compensating mechanism will function properly. It should be noted that the fluid is under pressure exerted against the floating piston by a spring, and that loosening or removing the filler plug will cause loss of fluid and necessitate removal and refilling of the shimmy dampener and piston rod. NOTE The shimmy dampener should be checked at each 50-hour inspection to see if it should be serviced. Use the following procedure to fill the shimmy dampener. a. Using the tow bar, turn the nose wheel strut to the extreme left position (thru serial R18200710), to the extreme right position (beginning with serial R18200711), against the stop. This will place the shimmy dampener piston to the rear of the cylinder and eliminate the possibility of trapping air in the cylinder. 2-18 MODEL R182 AND TR182 SERVICE MANUAL b. Remove the filler plug and fill with hydraulic fluid. c. Replace filler plug and turn nose wheel strut through its entire travel several times. d. Return strut to the extreme left position (thru serial R18200710), to the extreme right position (beginning with R18200711) against the stop. e. Remove filler plug and add whatever fluid is needed to fill the cylinder. f. Replace and safety the filler plug. NOTE Keep shimmy dampener, especially the exposed portions of the dampener piston shaft, clean to prevent collection of dust and grit which could cut the seals in the dampener barrel Keep machined surfaces wiped free of dirt and dust, using a clean lint-free cloth saturated with hydrau- lic fluid (MIL-H-5606) or kerosene. All surfaces should be wiped free of excessive hydraulic fluid. 2-31. HYDRAULIC FLUID SAMPLING AND CONTAMINATION CHECK. At the first 50 and first 100-hour inspection and thereafter at each 500-hour inspection or one year. whichever should occur first, a sample of fluid should be taken and examined for sediment and discoloration. This may be done as follows: a. Place aircraft master switch in OFF position and place aircraft on jacks as shown in figure 2-1. Bleed pressure from system by moving landing gear selector valve to gear UP position. CAUTION Do not turn master switch ON while hydraulic system is open to atmosphere. The pump will automatically start, causing hydraulic fluid to spray from any open line. b. Remove cap plug from tee fitting on left side of power pack and place a non-metal container below opening. c. Place landing gear selector valve in down position and operate emergency hand pump to pump fluid into container. d. If the drain fluid is clear and is not appreciably darker in color than new fluid. continue to use the present fluid. e. If the fluid color is doubtful, place fluid sample in a non-metallic container and insert a strip of polished copper in the fluid. f. Keep copper in the fluid for six hours at a temperature of 70°F or more. A slight darkening of the copper is permissible, but there should be no pitting or etching visible up to 20X magnification. If pitting or etching is evident, drain fluid from power pack reservoir. Fill power pack with MIL-H-5606 hydraulic fluid and bleed air from system. 2-32. LANDING GEAR HYDRAULIC RETRACTION SYSTEM. Draining, filling and bleeding of the landing gear hydraulic retraction system can be accomplished by the following method. a. Place aircraft master switch in OFF position and place aircraft on jacks as shown in figure 2-1. Bleed pressure from system by moving landing gear selector valve to gear UP position. 2-19 MODEL R182 AND TR182 SERVICE MANUAL CAUTION Do not turn master switch ON while hydraulic system is open to atmosphere. The pump will automatically start. causing hydraulic fluid to spray from any open line. b. Drain system by removing cap plug from tee fitting on left side of power pack and attaching a drain hose to opening. Place end of hose in a container of at least one gallon capaity and using emergency hand pump, pump fluid into container. When power pack reservoir is empty, replace cap plug on tee fitting. c. Fill power pack reservoir full with MIL-H-5606 hydraulic fluid by inserting funnel or filler hose in dipstick opening on top of power pack body. d. Bleed system by cycling landing gear through several cycles. Refill power pack re- servoir with MIL-H-5606 hydraulic fluid and remove aircraft from jacks. 2-33. HYDRAULIC BRAKE SYSTEM. Check brake master cylinders and refill with hydraulic fluid (MIL-H-5606) as specified in the inspection charts. Bleed the brake system of entrapped air whenever there is a spongy response to the brake pedals. Refer to Section 5 for filling and bleeding of the brake system. 2-34. CLEANING. 2-35. GENERAL DESCRIPTION. Keeping the aircraft clean is important. Besides maintaining the trim appearance of the aircraft, cleaning lessens the possiblity of corrosion and makes inspection and maintenance easier. 2-20 MODEL R182 & TR182 SERIES SERVICE MANUAL 2-36. CLEANING WINDSHIELD AND WINDOWS. 2-37. MATERIALS REQUIRED. NAME MANUFACTURER USE Mild soap or detergent Commercially available. Cleaning windshields and (hand dishwashing type windows. without abrasives). Aliphatic Naphtha Type II Commercially available. Removing deposits which conforming to Federal cannot be removed with mild Specification TT-N-95. soap solution on acrylic windshields and windows. *Polishing wax. Waxing acrylic windshields and windows Turtle Wax (paste). Turtle Wax, Inc. Chicago, IL. 60638 Great Reflections E.I. duPont de Nemours Paste Wax and Co. (Inc.) Wilmington, DE 19898 Slip-Stream Wax Classic Chemical (paste) Grand Prairie, TX 75050 Acrylic polish conforming to Cleaning and polishing acrylic Federal Specification windshields and windows. P-P-560 such as: Permatex plastic cleaner Permatex Company, Inc. No. 403D Kansas City, KS 66115 Cotton flannel or cotton Commercially available. terry cloth material. *These are the only polishing waxes tested and approved for use by Cessna Aircraft Company. CAUTION Windshields and windows are easily damaged by impro- per handling and cleaning techniques. a. Place airplane inside hangar or in shaded area and allow to cool from heat of sun's direct rays. b. Using clean (preferably running) water, flood surface. Use bare hands with no jewelry to feel and dislodge any dirt or abrasive materials. c. Using a mild soap or detergent (such as dishwashing liquid) in water, wash surface. Again use only bare hands to provide r