The International Cessna^® 170 Association

Decades ago I had Cleveland Brakes "grab and chatter" when brake pedal applied.

A&P explained dirt .water , rust in Torque Plate. He simply wire brushed clean and advised Do Not oil . Oil attracts dust creates sticking problem later on. Clean Clean.

I have on occasion used Dupont's FTPE which reportedly repels dirt.

Recently I saw a Youtube video of operator applying the copper Anti Seize Lubricant on the Cleveland Brake on the anchor bolts/torque Plate. He also was stuffing anti-seize compound inside the bushings.Sticky liquid paste.

He was applying copious amounts which shocked me.

Have I missed something, is it now OK to apply liquids to these aircraft parts?

I use a dry-lube in an aerosol on the alignment bolts and have never had any problem with them.

I have always cleaned the alignment pins with spray carb cleaner and leave dry. I also have never had any problems with them sticking.

I would never apply anti seize compound to any nut/bolt unless the maintenance manual called for it. However in circumstances that cant be avoided i would use wire locking so the bolt/nut couldn't come undone . However on the cleveland twin spot brake , the 2 anti-rotation pins , I use moly coat spray and drys to a grey film. No issues using this .
"BUT" i have 1 wheel that's rotates while in flight ,which makes a noise/vibration that travels through out the airframe.
Tried retorquing the wheel axle nut ,ok for the next 2 or 3 landings but then starts to turn . Also tried using very thick grease but its not a bearing grease . Yes i could apply the park brake but that's a little dangerous on landing . I put a new tire on it as the old one had a bulge in it [found after landing] and it made the wheel spin worse.

When I lived in south Mississippi I used 170 Association charter member Don Poucher from Slidell, LA as my AI, and he recommended antiseize on the caliper bolts. It that neck of the woods the humidity rarely gets below 80%, and if you left the caliper bolts dry they'd freeze up in a matter of months.

I posted this info in response to another recent post by Grady, but since the responses above discuss both the assembly bolts and the Anchor Bolts, I'll repeat it here.

The Parker/Cleveland maintenance manual specifies use of a dry film lubricant on those "anchor bolts" (i.e. the smooth pins on which the pressure plate slides). See p.207 ("Lubricate the anchor bolts with a dry film lubricant (Appendix B, Section B3) specified for your climate environment: amphibious/extremely wet or non-amphibious. DO NOT USE GREASE OR OIL. These materials will attract dirt and enhance wear of the anchor pins.") Here's what Appendix B, Section B3 lists for the dry film lubricant:

“Anchor Bolts/Torque Plate Bushings
Amphibious Environment
Lubriplate X-357 Extreme Pressure Moly Lubricant
Non-Amphibious Environment
Silicone Spray
Dri-Slide® Multi-Purpose Lubricant
LPS Force 842® Dry Moly Lubricant”

With respect to the assembly bolts, Table A3 of the Parker/Cleveland maintenance manual shows for the 30-63A brake assembly that the assembly bolts (Cleveland p/n 103-11600) must be torqued "dry", i.e., without any anti-seize. The same thing is shown in Table H of the Parker/Cleveland Technician's Service Guide. So I would not apply anti-seize to the thread area of the assembly bolts. In any event, when Parker/Cleveland specifies use of an anti-seize on the bolts of other brake assembly model numbers, here's what it lists for anti-seize:

“Bolts/Nuts Antiseize -- Use only antiseize specified for your assembly
per SAE-AMS2518 (MIL-T-5544)
Armite Laboratories, Costa Mesa, CA
Royco 44 – Royal Lubricant, East Hanover, NJ
per MIL-PRF-83483
Moly-50 P/N 51094 – Fel-Pro Chemical Products L.P., Skokie, IL”