Cessna 177 SERIES Service Manual

ing removed. Be sure that any new baffles seal prop- NOTE
erly.
Do
not clean the rubber
pads and dampener
11-25. CLEANING
AND
INSPECTION.
The engine
assembly
with any type
of cleaning solvent.
baffles should be cleaned with a suitable solvent to
remove oil and dirt.
Inspect the metal parts for
cracks and excessive
wear due to aging and deterioration. Inspect the
NOTE
rubber pads for separation
between the pad and metal
backing, swelling, cracking or a pronounced set of
The rubber-asbestos seals are oil and grease the pad. Install new parts for all parts that show
resistant but should not be
soaked in solvent evidence
of wear or damage.
for long periods.
11-33. ENGINE OIL SYSTEM.
Inspect
baffles for cracks in
the metal and for loose
and/or torn seals.
Repair or replace any defective 11-34.
DESCRIPTION. The lubricating system
is
parts. of the full pressure, wet sump type. The main bear-
ings, connecting rod bearing, camshaft bearings,
11-26. REMOVAL AND INSTALLATION.
Removal valve tappets and push rods,
are lubricated by posi-
and
installation of the various
baffle segments is
pos- tive pressure.
The pistons, piston pins,
cams, cyl-
sible with the
cowling removed. Be sure that any re- inder
walls, valve rockers, valve stems and other
placed baffles
and seals are installed
correctly
and internal
moving parts
are lubricated
by oil collectors
that
they seal to direct
the airflow
in the correct
di- and oil
spray. The pump,
which is
located in the ac-
rection.
Various lines,
hoses, wires
and controls
cessory
housing, draws
oil through a drilled
passage
are routed through
some baffles. Make
sure that leading
from the suction screen
located in the sump.
these parts
are reinstalled correctly
after installa-
From the pump, the
oil enters a drilled passage
to a
tion of baffles.
threaded connection
and through
a flexible
hose to the
cooler. Pressure oil from the cooler returns through
11-27. REPAIR. Repair of an individual
segment of a flexible hose to a threaded
connection on the acces-
engine baffle is generally
impractical, since,
due to sory housing.
From there the
oil flows through a
the small size and formed shape
of the part, replace- drilled passage to the
pressure screen which is con-
ment
is usually more
economical.
However, small
tained
in a cast chamber
mounted on
the accessory
cracks
may be stop-drilled
and a
reinforcing doubler
housing.
If cold oil
or obstruction
should restrict
installed. Other repairs may be made as
long as the flow through the cooler, a
cooler bypass valve is
strength and cooling requirements are met. Replace provided to pass the pressure oil directly from the
sealing
strips if they do not
seal properly.
pump to-the pressure
screen. The oil
is then filtered
through the pressure screen chamber and fed through
11-28. ENGINE MOUNT. (Refer to figure
11-2.) a drilled passage to the pressure
relief valve which
is located in the upper right side of the crankcase for-
11-29. DESCRIPTION.
The engine mount is com- ward of the
accessory housing. This relief valve
posed of sections of steel tubing
welded together and regulates the engine
oil pressure by allowing exces-
reinforced with
gussets. The mount
is fastened to
sive oil to return to the
sump, while the balance
of
the fuselage at four points. The engine is
attached the pressure oil is fed to the
main oil gallery in the
to the engine mount
with shock-mount assemblies
right half of the crankcase. The oil is distributed
which absorb engine vibrations,
from the main gallery
by means of a separate drilled
passage to each main bearing of the crankshaft. The
11-30. REMOVAL
AND INSTALLATION.
Removal drilled
passages to the bearings
are located in such
of the engine mount
is accomplished
by removing
the a
manner as to form
an inertia
type filter, thus
en-
engine as
outlined in
paragraph
11-14, then
removing
suring
that only the
cleanest oil
will reach
the bear-
the engine
mount from
the firewall.
On reinstallation
ings. Drilled
passages
from the
rear main
bearing
torque the
mount-to-fuselage
bolts to 160-190
lb-in.
supply pressure
oil to the crankshaft
idler
gears.
Torque
the engine-to-mount
bolts to 450-500
lb-in.
Angular
holes
are drilled
through the
main bearings
to
the rod journals where
sludge removal tubes
are
11-31. REPAIR.
Repair of the
engine mount
shall located.
Oil from
the main gallery
also flows to
the
be performed
carefully
as outlined in Section
18.
cam and valve
gear passages
and then is
conducted
The mount
shall be painted
with
heat-resistant
black
through
branch passages
to the
hydraulic tappets
and
enamel
after welding
or whenever
the original
finish
cam
shaft bearings.
Oil travels
out through
the hol-
has been
removed.
This will prevent
corrosion.
low push
rods to the valve
rocker bearings
and valve
stems. Residual
oil from the bearings,
accessory
11-32. ENGINE SHOCK-MOUNT
PADS. (Refer
to drives and
rocker boxes flows by
gravity to the sump
figure
11-2.)
The bonded
rubber and
metal shock-
where
it passes
through
the suction
screen and
is re-
mounts
are designed
to
reduce
transmission
of en-
circulated
through
the engine.
The oil
cooler
is con-
gine vibrations
to the airframe.
The rubber
pads
trolled by a thermostatically
controlled valve.
An
should
be wiped clean with a clean dry cloth.
external, replaceable element full-flow
oil filter may
be installed. This external filter replaces the pres-
sure oil screen when installed.
11-12 Chang2 2

Cessna 177 SERIES Specifications

General

Manufacturer	Cessna
Engine Type	Piston
Wingspan	35 ft 6 in (10.82 m)
Seating Capacity	4
Number Built	4, 295
Engine	Lycoming O-360
Horsepower	180 hp
Maximum Takeoff Weight	2, 500 lb (1, 134 kg)