Cessna 177 SERIES Service Manual

least
a one-half
inch
radius
at each
corner
and de-
repaired.
However,
repairs
must not
be made
to
burr.
The sides
of the hole should
lie span-wise
or the
main wing spar
inboard of wing
station 146.00
chord-wise.
A
circular patch
may also
be used.
If without
factory
approval.
Refer to Section
1 for wing
the
patch is in
an area where
flush
rivets are used,
station locations.
Figure
18-7 outlines
a typical
make
a flush
patch type
of repair;
if in
an area
where
main
wing spar
repair.
flush
rivets are not used,
make an overlapping
type
of repair.
Where
optimum
appearance
and airflow
18-26.
DAMAGE
NECESSITATING
REPLACEMENT
are
desired,
the flush patch
may be
used. Careful
OF PARTS.
An entire
wing spar
may be replaced
workmanship
will
eliminate gaps
at butt-joints;
without
factory approval.
however,
an opoxy
type filler
may
be used at
such
joints.
18-27.
WING FUEL
BAY SPARS AND
RIBS.
18-14. DAMAGE
NECESSITATING
REPLACEMENT
18-28.
NEGLIGIBLE
DAMAGE.
Any smooth
dents
OF PARTS.
If a
skin is badly
damaged,
repair
must
in the
fuel spars
that are
free from
cracks,
abra-
be made
by replacing
an entire
skin
panel, from
one
sions and
sharp corners,
which
are not stress
structural
member
to the
next. Repair
seams must
wrinkles
and
do not interfere
with any
internal struc-
be
made to lie
along existing
structural
members
ture or mechanism,
may be
considered
as negligible
and
each seam
must
be made
exactly the
same in
re-
damage
in any area
of the spar.
gard to rivet
size, spacing
and pattern
as the
manu-
factured
seams
at
the edges
of the
original
sheet.
If
18-29.
REPAIRABLE
DAMAGE.
The
type of
repair
the manufactured
seams
are
different,
the
stronger
outlined
in figure
18-7
also applies
to
fuel bay
spars
must be
copied.
If the repair
ends
at a structural
outboard
of wing
station
84.0.
Inboard
of station
member
where
no seam
is used,
enough
repair
panel
84.0, factory
approval
of proposed
repairs
is
re-
must
be used
to allow
an extra
row
of staggered
quired.
Refer
to Section
12 for
sealing
procedures
rivets,
with
sufficient
edge
margin,
to be
installed.
when
working
in fuel
bay areas.
18-15. WING
STRINGERS.
18-30.
DAMAGE
NECESSITATING
REPLACEMENT
OF PARTS.
Due
to the amount
of fuel
bay sealant
18-16.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
which must
be
removed
from fuel
bay
components
to
18-12.
facilitate
repair,
individual
parts
are not
available
to
replace fuel
bay spars
or ribs.
The entire
fuel
18-17.
REPAIRABLE
DAMAGE.
Figure
18-5
out-
bay area
must
be
replaced
as
a unit.
lines
a typical
wing
stringer
repair.
Two
such
re-
pairs
may
be used
to
splice
a new
section
of
stringer
18-31.
AILERONS.
material
in position,
without
the filler
material.
18-32.
NEGLIGIBLE
DAMAGE.
Refer
to paragraph
18-18.
DAMAGE
NECESSITATING
REPLACEMENT
18-12.
OF
PARTS. If
a stringer
is so badly
damaged
that
more
than one
section
must be
spliced,
replacement
18-33.
REPAIRABLE
DAMAGE.
The
repair shown
is recommended.
in figure
18-8
may
be used
to repair
damage
to ai-
leron leading
edge skins.
The
flush-type
skin patches
18-19.
WING
RIBS.
shown
in figure
18-4
should
be used
to repair
damage
to the
remaining
skins. Filler
material
must match
18-20.
NEGLIGIBLE
DAMAGE.
Refer
to paragraph
existing
corrugations.
Doubler
material
may be
18-12.
flat.
Following
repair,
the aileron
must be
balanced.
Refer to
paragraph
18-35
and
figure
18-3 for
balanc-
18-21.
REPAIRABLE
DAMAGE.
Figure
18-6
illus-
ing the
aileron.
trates
typical wing
rib repairs.
18-34. DAMAGE
NECESSITATING REPLACEMENT
18-22.
DAMAGE
NECESSITATING
REPLACEMENT
OF
PARTS.
If the
damage
would
require
a repair
OF
PARTS.
Any
wing
rib damaged
extensively
which
could
not
be made
between
adjacent
ribs, com-
should
be replaced.
However,
due
to the
necessity
plete skin
panels
must
be replaced.
Ribs
and
spars
of disassembling
so much
of
the wing
in
order
to re-
may
be repaired,
but
replacement
is
generally
pre-
place
a rib,
especially
in
the fuel
bay
area which
in-
ferable.
Where
extensive
damage
has
occurred,
re-
volves
sealing,
wing
ribs
should
be repaired
if
prac-
placement
of
the aileron
assembly
is recommended.
ticable.
After
repair
or replacement,
balance
aileron
in
accordance
with paragraph
18-35
and figure
18-3.
18-23. WING SPAR.
18-35.
AILERON
BALANCING.
Following
repair,
18-24.
NEGLIGIBLE
DAMAGE.
Due to
the stresses
replacement
or painting,
the
aileron
must
be
bal-
which
the wing
spar
encounters,
very
little
damage
anced.
Complete
instructions
for fabricating
bal-
can
be considered
negligible.
Smooth
dents,
light
ancing
fixtures
and
mandrels
and
their
use are
given
scratches
and
abrasions
may
be
considered
negli-
in
figure
18-3.
gible.
0 ^^~~~~gible.
~18-36.
WING
FLAPS.
18-25.
REPAIRABLE
DAMAGE.
All
cracks,
stress
wrinkles,
deep scratches
and sharp dents
must be
18-37. NEGLIGIBLE
DAMAGE.
See paragraph
18-12.
Change 1 18-3

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)