Safety Wiring Cleveland Brakes

[170C]

On our Cleveland brakes, the two bolts that hold the brake pad that have to be removed in order to remove the wheel--are those two bolts supposed to be safety wired? I was assisting a friend rotate his tires and clean & repack the wheel bearings on his TC-206 and I noticed that his bolts did have safety wire on them. I checked mine for the umteenth time to see if the bolt heads were drilled for safety wire & as things usually turn out, one bolt on each gear leg was drilled and the other one wasn't. Just wondering if I need to get some drilled head bolts and safety them or not. They weren't when I purchased Ole Pokey 19+ yrs ago and never have been since.
As an aside, that was the first time I had experienced the 3 piece main gear wheels on a single engine, light airplane. I thought all of them were 2 piece. Guess that shows what I know

[GAHorn]

The Cleveland installation does not require safety wire on those bolts, but there's no law against substituting drilled bolts and safety-ing them if you wish. I've never heard of them backing out.

[blueldr]

Ole Pokey, my man, you have just shot me down. I won't be able to sleep tonight, or maybefor quite a few nights. I'm a really old fart and I thought I'd seen just about everything, but by god, I've never seen a three piece Cleveland wheel unless it was on a wreck. In retrospect, I've probably seen them and didn't know they were three piece wheels.

[HA]

some Cleveland wheels have a center spacer thingie (technical term), we have them on the C340 main wheels for instance

[170C]

The friend who has the C-206 said the Cessna Pilots Assn recommended owners with the 3 piece wheels to replace them with the more common 2 piece ones like 170's have. However, he has had the plane for 20+ years and has never had a problem with them so he is continuing to use them. They reminded me of some of the aircraft wheels on larger aircraft. One other strange item I observed while helping him was that the main wheel bearings were Japanese mfg'd rather than Timken. Again he said they were on the plane when he purchased it. Likely some shop put them on at some annual prior to his buying the plane. I can't imagine Cessna putting Jap bearings on their planes back in 1976, but one never knows.

[blueldr]

It seem to me that bearinga such as Timken tapered roller bearings come from all over the world and they're commonly numbered. I've seen the same bearings with a common number from at least six countries.
I have a small, kit type, utility trailer that came from the Chinese tool store (Harbor Freight). Last year it lost a wheel bearing en route to Idaho after traveling at about 75 MPH (Recommended speed limit 55 MPH by the manufacturer) for 700 miles. New American Timken bearings were about $27.00 a set. Identical Chinese bearings ere abour $5.00 from Harbor Freight, This time I used American grease. No more trouble.

[GAHorn]

The chineese bearings will not last, I'll bet, regardless of which grease you use (unless it's that flavored "personal lubrication" stuff you carry around to the bars with you, bluEldr).
The genuine article (Timken) has FAA-PMA (to which I know bluEldr is fanatical about adherence, but just wanted to keep up appearances here.)
Other brands of bearings are usually just fine, however, as long as you never mix the cones and the races. Keep them mated when removed for inspection/repack. (They are lapped as a set and mixing them can set them up for failure.)
In the "good ol' days, it was common to purchase replacement bearings from autoparts stores because the only brand commonly available in the U.S. was Timken. The common wisdom was that "Timken" in an orange/black box was all the approval needed for aircraft use, even the FAA agreed.
Then, beginning around the early '70's, many foreign bearings showed up here on the mainland. Many were good quality German, and some were even good Japanese... but some were pure junk. So FAA quit what they regarded as a previously cavalier attitude towards bearings, and now require that bearings meet PMA.
Nowadays, Timken publishes their FAA-PMA certs online at their internet site, and lists the bearings by Timken Part Number. Only those bearing PN's are approved for aircraft use, unless bearings have another basis of approval such as a traceability-tag from an OEM.

[GAHorn]

Timken PN 13889 is documented as being FAA-PMA at: http://www.timken.com/en-us/products/be ... sting.aspx

[n2582d]

Back to the subject of using safety wire on those two bolts heads. Cleveland specifies a torque of only 75-80 in./lbs. for the back plate tie bolt torque. That is not much at all. When I worked at MAF they always safety-wired the heads of those bolts together. In Cleveland's Technician's Service Guide they say:

Torque.jpg

In that attachment they refer to "approved bolts". I've always assumed those two bolts were ordinary AN bolts but looking at the Cleveland catalog they specify bolt p/n 103-11600.

Bolt.jpg

Is this similar to what Miles has dealt with on his engine mount leg bolts? Has anyone recently bought a new set of Cleveland brakes where they could compare those bolts to regular AN bolts? The Cleveland brakes on our plane are No. 30-63A. The similar 30-56A and 30-56D brakes use p/n 103-12300 bolts which in parenthesis are AN4H17A bolts with the heads drilled for safety-wiring.

There's a lot of information available from Parker for maintaining our Cleveland wheels (40-97A) and brakes (30-63A) in the first two selections here.

[edbooth]

The first thing I did shortly after buying our 170 back in 1970 after doing a bunch of 360's trying to get where I wanted to go, was to replace the Goodyear brakes with a brand new set of Clevelands. They did not have drilled head bolts with the assemblies....and I still don't have drilled head bolts.

[blueldr]

Frank,
Why don't you just safety wire the one bolt with a drilled head/ You'd half safe then.

[johneeb]

Frank,
Why don't you just safety wire the one bolt with a drilled head/ You'd half safe then.

Dick,
Frank says he would safety wire one bolt on each brake but he does not have enough safety wire to reach from one main gear to the other

[n2582d]

Is this similar to what Miles has dealt with on his engine mount leg bolts? Has anyone recently bought a new set of Cleveland brakes where they could compare those bolts to regular AN bolts? The Cleveland brakes on our plane are No. 30-63A. The similar 30-56A and 30-56D brakes use p/n 103-12300 bolts which in parenthesis are AN4H17A bolts with the heads drilled for safety-wiring.

I found the answer to my question in the "Off Aircraft Maintenance" section of Cleveland's maintenance manual, 2.C (10), pg. 309. The reason these bolts are $ 7 each is that they are the bolt equivalent to a nylon locknut. I plan on using the drilled head AN4H17A bolts with safety wire rather than replacing $28 of bolts periodically.

image.jpg

[blueldr]

johneeb,
Tell frank to use fewer turns on the safety wire.

[DaveF]

The 103-12300 bolts (with the plastic insert) on my airplane are very well-used, but they still can't be turned without a wrench. This is the first Cessna I've owned that didn't safety the bolts. Spruce sells the AN4H17A bolts for $0.81 each.