Cessna 182 1978 - Equipment and Tools; Wing Twist and Stabilizer Angle-Of-Incidence; Wing; Wing Skin

MODEL
182
& T182
SERIES
SERVICE
MANUAL
18-1.
STRUCTURAL
REPAIR.
18-9.
REPAIR
MATERIALS.
Thickness
of
a mate-
rial
on
which
a repair
is
to be
made
can
easily
be de-
18-2.
REPAIR
CRITERIA.
Although
this
section
termined
by
measuring
with a
micrometer.
In
gen-
outlines
repair
permissible
on
structure
of the
air-
eral,
material
used
in Cessna
aircraft
covered
in
craft,
the
decision
of
whether
to
repair
or
replace
a
this
manual
is made
from
2024
aluminum
alloy,
heat
major
unit
of
structure
will
be
influenced
by
such
treated
to
a -T3,
-T4,
or
-T42
condition.
If
the
type
factors
as
time
and
labor
available,
and
by
a com-
of
material
cannot
readily
be
determined,
2024-T3
parison
of
labor
costs
with
the price
of
replacement
may
be
used
in
making
repairs,
since
the strength
assemblies.
Past
experience
indicates
that
replace-
of
-T3
is
greater
than
-T4
or
-T42
(-T4
and
-T42
ment,
in many
cases,
is
less
costly
than
major
re-
may
be
used
interchangeably,
but
they
may
not
be
pair.
Certainly,
when
the
aircraft
must
be
restored
substituted
for
-T3).
When
necessary
to
form
a
part
to
its
airworthy
condition
in
a limited
length
of
time.
with
a
smaller
bend
radius
than
the
standard
cold
replacement
is preferable.
Restoration
of
a damaged
bending
radius
for
2024-T4,
use
2024-0
and
heat
aircraft
to its
original
design
strength,
shape,
and
treat
to 2024-T42
after
forming.
The
repair
mate-
alignment
involves
careful
evaluation
of the
damage,
rial
used
in making
a repair
must
equal
the
gauge
of
followed
by
exacting
workmanship
in
performing
the
the
material
being
replaced
unless
otherwise
noted.
repairs.
This
section
suggests
the extent
of struc-
It is
often
practical
to cut
repair
pieces
from
service
tural
repair
practicable
on the
aircraft,
and
supple-
parts
listed
in the
Parts
Catalog.
A
few
components
ments
Federal
Aviation
Regulation,
Part
43. Con-
(empennage
tips,
for example)
are
fabricated
from
suit
the
factory
when
in
doubt
about
a
repair
not
thermo-formed
plastic
or glass-fiber
constructed
specifically
mentioned
here.
material.
18-3.
EQUIPMENT
AND
TOOLS.
18-10.
WING.
18-4.
SUPPORT
STANDS.
Padded,
reinforced
saw-
18-11.
DESCRIPTION.
The
wing
assemblies
are
a
horse
or tripod
type support
stands,
sturdy
enough
to
semicantilever
type
employing
semimoncoque
type
support
any
assembly
placed
upon
them,
must
be
of structure.
Basically,
the
internal
structure
con-
used
to
store
a removed
wing
or tailcone.
Plans
for
sists
of built-up
front
and rear
spar
assemblies,
a
local
fabrication
of support
stands
are
contained
in
formed
auxiliary
spar
assembly
and
formed
sheet
figure
18-1.
The
fuselage
assembly,
from
the tail-
metal
nose,
intermediate,
and
trailing
edge
ribs.
cane
to
the firewall,
must
NOT
be supported
from
Stressed
skin,
riveted
to
the rib
and
spar
structures,
the
underside,
since
the
skin
bulkheads
are
not de-
completes
the
rigid structure.
Access
openings
signed
for
this purpose.
Adapt
support
stands
to
(hand
holes
with
removable
cover
plates)
are
located
fasten
to
the wing
attach
points
or
landing
gear attach
in
the underside
of the
wing
between
the
wing root
points
when
supporting
a fuselage.
and tip
section.
These
openings
afford
access
to
aileron
bellcranks,
flap bellcranks,
electrical
wiring,
18-5.
FUSELAGE
REPAIR
JIGS.
Whenever
a repair
strut
attach
fittings,
control
cables
and
pulleys,
and
is to
be made
which
could
affect
structural
alignment,
control
disconnect
points.
suitable
jigs must
be used
to assure
correct align-
ment
of major
attach
points,
such
as fuselage,
fire-
18-12.
WING
SKIN.
wall,
wing
and
landing
gear.
These
fuselage
repair
jigs
are obtainable
from
the
factory.
18-13.
NEGLIGIBLE
DAMAGE.
Any
smooth
dents
in the wing
skin that
are free from
cracks,
abrasions
18-6.
WING
JIGS.
These
jigs
serve
as
a holding
fix-
and
sharp
corners,
which
are
not
stress
wrinkles
and
ture
during
extensive
repair
of
a damaged
wing,
and
do
not interfere
with
any
internal
structure
or mech-
locates
the root
rib,
leading
edge
and tip
rib
of the
anism,
may
be considered
as negligible
damage.
In
wing.
These
jigs
are
also
obtainable
from
the factory.
areas
of
low
stress
intensity,
cracks,
deep
scratches,
or deep, sharp dents,
which after trimming
or stop-
18-7.
WING
TWIST
AND
STABILIZER
ANGLE-OF-
drilling
can
be enclosed
by a
two-inch
circle,
can be
INCIDENCE.
considered
negligible
if
the
damaged
area
is at
least
one diameter
of
the enclosing
circle away
from
all
18-8.
Wing
twist
(washout)
and
horizontal
stabilizer
existing
rivet
lines
and
material
edges.
Stop
drilling
angle-of-incidence
are
shown
below.
Stabilizers
do
is considered
a
temporary
repair
and
a
permanent
not
have
twist.
Wings
have
no twist
from
the
root
to
repair
must
be
made
as
soon
as practicable.
the lift
strut station.
All twist
in
the wing
panel
occurs
between
this
station
and
the tip
rib.
See
figure
18-14.
REPAIRABLE
DAMAGE.
Figure
18-4
out-
18-2
for
wing
twist
measurement.
lines
typical
repair
to be
employed
in patching
skin.
Before installing
a
patch, trim
the damaged
area to
half inch
radius
at
each corner,
and
de-burr.
The
Twist
(Washout)
3
°
sides
of
the
hole
should
lie
span-wise
or
chord-wise.
A circular
patch
may also
be used. If
the patch
is
STABILIZER
Angle
of Incidence
-3
°
30'
patch
type
of
repair;
if
in an
area
where
flush
rivets
18-2