What is the largest set of tires that can be installed on stock 172H landing gear and rims?
Mains 6" and nose 5". And is there a need for a 337

Get the original equipment list for your plane. What are the tire/wheel options? Anything on that list can be installed with a logbook entry. Anything else will need an approval. On the 182 I used to have it listed 6.00x6 and 8.00x6 for the mains and 5.00x5 and 6.00x6 for the nose.

I do believe that on some of the 172's you also had that optiion. If so, that makes things way easier.

Tim

I remember seeing it in my parts manual.

31 inch Bushwheels on your 6 inch rims.

I know the larger tires are not allowed on the older (fastbacks) 172 and 175 Cessnas without a Field Approval. I believe the newer models were able to use larger tires. My 1969 150J lists an optional 6:00/6 nosewheel and fork in the parts manual.

I do have a copy of a 337 for a 172D to remove 8:00/6's on the mains and install 8:50's. It doesn't mention any nosewheel and there is no 337 for the 8:00s so they were probably on the equipment list and done with a log entry. If that might help you I can send you a copy of that 337.

Where do you get the Equipment List for your plane?

I bought a winterization kit for my 150 and I need the equipment list so my mech can sign it off. Another question. Can I, as a pilot remove and reinstall the winterization kit? It seems you would need to be able to because it needs to be removed over 20 degrees. Wouldn't that be Preventative Maintenance?

Jerry

Try doing a search on this site. I asked a similar question recently. I have a set of 26" GY's I would like to install on my 172. That picture with the 31 Bushwheels is cool!!
WW

Jerry,

You can find the equipment that's approved by type design on the Type Certificate Data Sheet (TCDS) for the particular airplane make and model. These documents are the "bible" for what can go on the airplane, and the rigging of controls, the wt/balance, etc. You can find them here: http://rgl.faa.gov/Regulatory_and_Guida ... enFrameSet

As to the list of items that are considered "Preventive Maintenance", that list is found in FAR Part 43, Appendix A, here: http://ecfr.gpoaccess.gov/cgi/t/text/te ... 52&idno=14

Here is the list of preventive maintenance items, and the requirements. Note that this work cannot involve any "complex" assembly:

(c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations:

(1) Removal, installation, and repair of landing gear tires.

(2) Replacing elastic shock absorber cords on landing gear.

(3) Servicing landing gear shock struts by adding oil, air, or both.

(4) Servicing landing gear wheel bearings, such as cleaning and greasing.

(5) Replacing defective safety wiring or cotter keys.

(6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.

(7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers' instructions) not requiring load tape repair or replacement.

(8) Replenishing hydraulic fluid in the hydraulic reservoir.

(9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.

(10) Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices.

(11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft.

(12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow.

(13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.

(14) Replacing safety belts.

(15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.

(16) Trouble shooting and repairing broken circuits in landing light wiring circuits.

(17) Replacing bulbs, reflectors, and lenses of position and landing lights.

(18) Replacing wheels and skis where no weight and balance computation is involved.

(19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.

(20) Replacing or cleaning spark plugs and setting of spark plug gap clearance.

(21) Replacing any hose connection except hydraulic connections.

(22) Replacing prefabricated fuel lines.

(23) Cleaning or replacing fuel and oil strainers or filter elements.

(24) Replacing and servicing batteries.

(25) Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer's instructions.

(26) Replacement or adjustment of nonstructural standard fasteners incidental to operations.

(27) The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation.

(28) The installations of anti-misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificiate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA-approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening.

(29) Removing, checking, and replacing magnetic chip detectors.

(30) The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided:

(i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co-owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under §147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under §21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and

(ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft's type design or supplemental type design.

(31) Removing and replacing self-contained, front instrument panel-mounted navigation and communication devices that employ tray-mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit's intended use, and operational check must be performed in accordance with the applicable sections of part 91 of this chapter.

(32) Updating self-contained, front instrument panel-mounted Air Traffic Control (ATC) navigational software data bases (excluding those of automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)) provided no disassembly of the unit is required and pertinent instructions are provided. Prior to the unit's intended use, an operational check must be performed in accordance with applicable sections of part 91 of this chapter.


MTV

Mike-
Thank you! That is some good information.

That blue-n-white 172 looks like Kelly's, parked at the Arlington fly-in.
No offense, but the 172 with the bushwheels looks to me like a prop strike waiting to happen. What's on the nose-- an 850? Putting fat tires on the mains & a not-so-fat one on the nose gives the airplane a nose-down attitude, and sometimes even a normal level attitude has the prop too close to the ground to suit me. Don't know the fix except to put the same size tire all the way around, or to put on a longer oleo or fork.

Eric

172heavy wrote:What is the largest set of tires that can be installed on stock 172H landing gear and rims?
Mains 6" and nose 5". And is there a need for a 337

Pulling out a 172M manual and/or the searching I previously did online, a 6 on the nose was optionally okay but anything else would require a field approval (or STC like the blue & white 172 above). I didn't see anything that allowed 8's on the mains without jumping through hoops but I could be wrong on that.

Hotrod,

Uh, think about the geometry of that bushwheel equipped 172. The nose TIRE is substantially larger in diameter than stock. The prop is not THAT far forward of the nose tire....In actuality, there's more prop clearance than on a stock setup.


But if I were flying that thing, I'd sure pump up the nose strut to gain a little clearance. And band a piece of rubber hose around the nose strut to ensure some clearance.

MTV

I've got 8.5x6.00's all around courtesy of the Landes STC. One of the things that really caused us problems was getting the brakes to fit and work right. We had to be very careful of the mains rubbing against the outside of the calipers.

Don

mtv wrote:........ I'd sure pump up the nose strut to gain a little clearance. And band a piece of rubber hose around the nose strut to ensure some clearance.

Me too. Look at the nose strut on that one versus the blue & white, and compare fuselage angles & prop clearance.
I've seen a lot of close calls by airplanes (172's & Cherokees mainly) who just barely missed buzzing the ground with their prop, usually taxiing on uneven (not even rough!) ground. Quite often an under-inflated oleo is part of the problem. I always wonder if the driver knows how close he's come to an expensive "oops"?

Eric

MTV, I checked the type certificate and no mention of tires. I have the original equipment list for my 175B and it only lists a 5:00 with no option for a 6:00.

The Salt Lake FISDO has shot down the DER I was going to have approve my nosefork and 6" tire. The DER told me he was hoping that with my documentation (337 for the exact same conversion on a 175A) and the fact that it is a common modification, he thought it would fly (pun intended) right through.

My DER told me he belives it the mod is all right considering how common the conversion is, but unless he does all the engineering (lots of money) he couldn't help me and suggested going to another FISDO. Back to plan A for me.

I had contacted the guy at Landes about this a year or so ago. He told me he didn't understand why it is hard to get this done since his steel nosefork is 14 pounds and the aluminum 206 fork is 7. Plus he can use 8:50's on the nose gear and it is an STC'd approved modification.

Jaerl wrote:MTV, I checked the type certificate and no mention of tires.......

The TCDS for newer airplanes (such as my 1964 C-150D) are way different than the TCDS for the 170. The 170 data sheet called out tire sizes, engines, and a whole long list of approved parts/options. The 150 data sheets give ya approved props, static rpm specs, airspeed limits, W&B/CG limits,rigging specs, and down at the end some data common to all models- mainly a whole lotta info on required placards. Nothing about approved tire sizes, etc.
I lked the TCDS for the 170 way more than the one for the 150- much more useful information.

Eric

[quote][/quote]Jaerl wrote:MTV, I checked the type certificate and no mention of tires.......

The type certificate for the 175 is 3A-17 .The T-41B is a 175 and used the big fork.It is in the parts books.

Bill

willyb wrote:

Jaerl wrote:MTV, I checked the type certificate and no mention of tires.......

The type certificate for the 175 is 3A-17 .The T-41B is a 175 and used the big fork.It is in the parts books.

Bill

I thought the T-41B was a 172 with an O-360 and a 206 fork

Tim

From a 1969-1976 cesssna 172 service manual. Did a search for Cessna 172 service manual through google and found this.