What is the difference between the 3 bolt and 6 bolt wheels? I have 3 bolt currently.

VTOSS wrote:What is the difference between the 3 bolt and 6 bolt wheels? I have 3 bolt currently.

One set has 3 bolts going through it and on has 6 bolts going through it... haha.
If you are buying new ones I would go with 6. Makes sense that they will hold together better.

I was waiting for the obvious answer.... Thanks! haha And yes, I will buy the 6 bolt!

There is a great thread I finally found -26" Blimp Tires Rubbing- that covers most of what I have been looking for. I need the correct Disc for 800 tires, currently it has the 600 disc and probably torque plate.

Now I need some help finding someone in Boise to do the install after I order the kit from ABI, suggestions?

Try S&P Aviation over on the SW corner next to Ponderosa Flying club. I have 8:00 x 6 Goodyear tires and they don’t rub. I have about 1/4-3/8” clearance between the tire and the caliper. However, I put new brakes on yesterday and after starting realized I would have to jack the wheel up and pull it off about 1/2” so the inside pad and plate would slip out. Luckily I had one of those little welded steel wedges and a bottle jack to slip under the gear.

My McCauley wheels just failed visual inspection. A185F. 1976.

I ordered the ABI 199-62A conversion kit (six bolt) and Atlee Dodge STC. Then I put my order on hold. The Atlee Dodge STC stops at A185E. No basis of eligibility down that path.

Cessna service letter and service kit (SEB00-5 and SK182-120) provide basis of eligibility for Cleveland’s, but not the six bolt option.

The ABI 199-62A kit is a PMA replacement for the same part number Parker/Cleveland kit, for which Cleveland has an STC. Doubt Parker will sell just the STC, but hypothetically: If I was in possession of the STC documents, could I then substitute the PMA parts from ABI complete with the ABI instructions? Would there need to be a set of Cleveland’s physically installed on the airplane before they are replaced by ABI?

I’d buy the Cleveland’s except the 900 USD price difference, and the corrosion prone magnesium materials.

Any suggestions for an affordable path to eligibility welcome.

Pinecone wrote:My McCauley wheels just failed visual inspection. A185F. 1976.

I ordered the ABI 199-62A conversion kit (six bolt) and Atlee Dodge STC. Then I put my order on hold. The Atlee Dodge STC stops at A185E. No basis of eligibility down that path.

Cessna service letter and service kit (SEB00-5 and SK182-120) provide basis of eligibility for Cleveland’s, but not the six bolt option.

The ABI 199-62A kit is a PMA replacement for the same part number Parker/Cleveland kit, for which Cleveland has an STC. Doubt Parker will sell just the STC, but hypothetically: If I was in possession of the STC documents, could I then substitute the PMA parts from ABI complete with the ABI instructions? Would there need to be a set of Cleveland’s physically installed on the airplane before they are replaced by ABI?

I’d buy the Cleveland’s except the 900 USD price difference, and the corrosion prone magnesium materials.

Any suggestions for an affordable path to eligibility welcome.

I would sign off on that. I can't see why you would physically need to have the Cleveland on first.

If I remember correctly, I think Kenmore has STC for Cleveland’s on later model 185’s. I think that is the route I went years ago with my 1974 and 1976 185.

Kurt

Thanks Kurt. Cleveland has the STC I need. What I’m trying to do is connect a path from that STC to the PMA replacement parts produced by ABI. I just read their PMA. Not sure how a PMA works now. I thought a PMA was literally Parts Manufacturer Approval, allowing users to substitute their part as an exact replacement for another approved part. That’s not what the PMA says. It lists eligibility to specific models of aircraft. Unfortunately, my A185F isn’t on that list. The PMA also doesn’t state that it can replace any Cleveland part found that is replicated by the ABI part. I have to search for another path. Please note that I’m trying to navigate Transport Canada rules, not FAA rules, and on matters of eligibility, my sense is that TC Is a tougher standard. I’m not criticizing ABI. They’ve met the FAA standard, and the TC standard is my problem, not theirs.

Here’s the ABI PMA. I’m off to look at their other PMAs.

https://www.airframesalaska.com/v/vspfi ... .%2004.pdf

Success! Late Friday night I was searching the web for an understanding of exactly what PMA allowed. I stumbled across the list of PMAs held by Airframes Alaska. When I opened the PMA for 199-62A conversion kit, I found that it was a more recent amendment. The A185F is listed as eligible for their kit to replace the Cleveland parts.

Kit ordered!

I’ll ask them to updated the documents section of their website with this letter.