asa wrote: There are two types of Cleveland brake rotors. One part number was made for 6.00x6, and requires a spacer between rotor and wheel to fit larger tires. The more modern ones made for 8.50x6 fit all large tires including bushwheels without a spacer......

I dunno about "more modern", it's just two different options.
My old Univair catalog lists 2 different Cleveland W&B kits that will fit the Cessna 180.
Kit #199-46 uses wheel p/n 40-97--
#199-62 (the one I have) uses wheel p/n 40-75.
199-46 is notated "600-6 tires",199-62 is notated "800-6 tires"--
but my 850's fit the latter just fine.
I suspect that my 26" GY's will also.

.

hotrod180 wrote:

asa wrote: There are two types of Cleveland brake rotors. One part number was made for 6.00x6, and requires a spacer between rotor and wheel to fit larger tires. The more modern ones made for 8.50x6 fit all large tires including bushwheels without a spacer......

I dunno about "more modern", it's just two different options.
My old Univair catalog lists 2 different Cleveland W&B kits that will fit the Cessna 180.
Kit #199-46 uses wheel p/n 40-97--
#199-62 (the one I have) uses wheel p/n 40-75.
199-46 is notated "600-6 tires",199-62 is notated "800-6 tires"--
but my 850's fit the latter just fine.
I suspect that my 26" GY's will also.

On at least one Cessna airplane a good long while back, going from 8.50s to the 26 inch blimp tires did require spacers.

Too long ago to recall specifics.

MTV

Another thing you have to remember when spacing the disc farther from the tire and rim is that the pins that hold the caliper are long enough. Anyone know if when you get the deeper brake disc from Alaska if the pins are longer too?

ABI sells longer pins, a friend of mine just ordered some--
about $275 for a set of 4 from Airframes Alaska.

180Marty wrote:Another thing you have to remember when spacing the disc farther from the tire and rim is that the pins that hold the caliper are long enough. Anyone know if when you get the deeper brake disc from Alaska if the pins are longer too?

A friend of mine just pulled the 600x6 tires off his Citabria & put on some desser 850 smoothies.
Apparently 4 ply 850's are on the TCDS or are otherwise factory approved.
He called the factory & ended up buying a fat tire installation kit:
two 1/8" disc spacers & two 1/8" axle spacers- both with matching bolts.
The axle spacers go between the axle & the brake torque plate.
So the rotor is farther away from the tire, but stays in the same place relative to the torque plate.
So the amount of caliper pin engagement in the torque plate doesn't change.
I don't recall how much he paid, but it seemed reasonable for aircraft parts.

So many options since I did my Citabria in 2012ish. I used the Factory drawings for the Scout axles and double puck Clevelands. In spite of what many people in this thread seem to think, getting approval is not that bad. It takes some time, field approvals aren't impossible if no other path exists. I work on a Stinson 10A with Grove 6" wheels and brakes approved out of Reno FSDO. I've had decent luck with approvals on stuff through Riverside FSDO which is where my IA cert is based out of. Smoke systems and TSO'd batteries most recently.

WorkingWarbirds wrote:So many options since I did my Citabria in 2012ish. I used the Factory drawings for the Scout axles and double puck Clevelands. In spite of what many people in this thread seem to think, getting approval is not that bad. It takes some time, field approvals aren't impossible if no other path exists. I work on a Stinson 10A with Grove 6" wheels and brakes approved out of Reno FSDO. I've had decent luck with approvals on stuff through Riverside FSDO which is where my IA cert is based out of. Smoke systems and TSO'd batteries most recently.

You’re absolutely correct, field approvals do still happen, in SOME FSDO districts. Unfortunately not all districts. And, many FAA types want to see some previously approved “acceptable” or better yet “approved” data before they’ll even consider a FA. That’s where a prior field approval may help. Emphasis on “may”.

But, I know mechanics who are getting field approvals done. Good for their customers.

MTV

If you know the mechanics, you can get the approval block on the 337 signed off by them, and get your mechanic to do the install and the conformity block signoff. The approval is just data, so if you know someone that can get it, get the PPW through them and do the work through whoever you want.

Hi, I am newly registered here, but a long term reader. I used search button, but don't have luck. And because my question is related to this thread, I don't want to start new one and make here a mess. So: I have stock (now, but will modify it slowly) Reims Cessna 172 with stock McCauley 6.00-6 wheels. I just fell in love with Desser 8.50-6. Will they fit to my rims, without more modifications? I am afraid of clearance between tire and breaks. Has anyone those tires on C172?
Thanks fro Europe.

I don't know about Desser but this is an Air Trac and there is no problem with clearance. Goodyear works good too. This is a double puck McCauley on my Cessna 180K

Jelen wrote:Hi, I am newly registered here, but a long term reader. I used search button, but don't have luck. And because my question is related to this thread, I don't want to start new one and make here a mess. So: I have stock (now, but will modify it slowly) Reims Cessna 172 with stock McCauley 6.00-6 wheels. I just fell in love with Desser 8.50-6. Will they fit to my rims, without more modifications? I am afraid of clearance between tire and breaks. Has anyone those tires on C172?
Thanks fro Europe.

If there is a clearance problem you can buy a shim from airframes to go between the brake rotor and wheel halve. The clearances are tighter on the thinner single puck brakes then the double pucks that Marty shows. Probably worth just ordering the shims right away. Are you going with an Airglas fork?

Jelen wrote:Hi, I am newly registered here, but a long term reader. I used search button, but don't have luck. And because my question is related to this thread, I don't want to start new one and make here a mess. So: I have stock (now, but will modify it slowly) Reims Cessna 172 with stock McCauley 6.00-6 wheels. I just fell in love with Desser 8.50-6. Will they fit to my rims, without more modifications? I am afraid of clearance between tire and breaks. Has anyone those tires on C172?
Thanks fro Europe.

Do European regulations allow for mounting 8.50 x 6 tires on a Reims 172?

MTV

Thanks guys,, it will help. Anyway I will take shims, for sure. I will also go with Airglas fork, or heavy duty C206 fork.
If is it allowed? I hope so, it meets standards for tyres (type III, 4ply). I will consult with CAA, but if it needs to be allowed, I hope for only some minor change.

Next step will be Sportsman STOL.

Jelen wrote:Thanks guys,, it will help. Anyway I will take shims, for sure. I will also go with Airglas fork, or heavy duty C206 fork.
If is it allowed? I hope so, it meets standards for tyres (type III, 4ply). I will consult with CAA, but if it needs to be allowed, I hope for only some minor change.

Next step will be Sportsman STOL.

The Airglas fork comes with an STC which permits the 8.50 x 6 tires. At least in this country, you must have a model specific approval for tires other than that which is on the type certificate, or approved by the manufacturer, NOT just a tso’d tire.

Installation on a certificated airplane requires in most cases, two “approvals”:

One is a tso, which simply says the part is approved for use on aircraft. That’s what you referenced as a “Type III, 4 ply tire”.

The second is a type specific approval, which may be on the TC, equipment list for part 23 aircraft, or approved via a Supplemental Type Certificate, or STC.

Cessna never approved the 8.50 x 6 tire on the 172. The only approval for that is the Airglas fork mod, as far as I know, which also approves larger main tires.

Before you get too carried away with buying stuff, talk to your maintenance technician, otherwise, you may have an ugly surprise when your annual inspection comes due.

MTV

MTV is correct. To go with 8.50s you will need the Airglas. If the HD fork is an option in you parts manual, and that's only the case on certain model years, then you are still limited to 8.00x6 on the mains and 6.00x6 on the nose. Nor sure how it is to get field approvals in Europe, but if it's anything like Canada then just go with the Airglas route.

I must ask CAA if Airglas STC is approved for EASA. Anyway I am licensed mechanic, and I will perform annual on my plane myself. I was just asking about technical side, not legislation, but thanks for this advice.

By the way, my Cessna is listed on C-175 type certificate, since it has 210HP and constant speed prop.

p.s.: fork P/N from AIPC is SK175-9 or 1243623-2

Jelen wrote:I must ask CAA if Airglas STC is approved for EASA. Anyway I am licensed mechanic, and I will perform annual on my plane myself. I was just asking about technical side, not legislation, but thanks for this advice.

By the way, my Cessna is listed on C-175 type certificate, since it has 210HP and constant speed prop.

Just look at the Airglas website. It shows the EASA STC. So you are good there.

Good thing, thank you.