How To: Replace Cessna Brake Pads | Most small a/c brakes
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- Опубліковано 5 сер 2024
- Here we'll walk you through the process of replacing the brake linings on our Cessna 150. This is virtually the same process on any small GA aircraft.
Leave your questions in the comments below!
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Just changed the brake pads on my Gulfstream thanks to this video, it was a days task and very easy. Thanks!
excellent video!!!!! very well done
Great video. The bleeder screw on my 1966 150F was a different size (1/4”) for anyone attempting this on another 150. Thank you
Excellent, thank-you for this !
Great video, love to see that level of detail!
Thank you .. That's was helpful
thank you so much!
Nice summary of process.
Glad it was helpful!
Wouldn’t it be better to clean off the studs before applying the anti-seize on them so they are smooth to start out? Great video. Thanks!
Phil Ackerman .
I wonder if they make those backing plates in stainless steel so corrosion don't ever become a problem
Good video, but you didn't show HOW to top off the master cylinder with brake fluid as promised, just WHERE to do it.
When washing a Cessna 182, should chocks or brakes be applied when washing the aircraft? My point of view is that properly chocking the tires without applying the brakes is best, as it saves hydraulic pressure cycles, allows for better flow of water and cleaning solutions, and helps them dry better while washing.
U didn't do the locking...
Is it necessary or not?
Can you install brembo brakes on these?
I would assume this would only work for pin style brakes? Per the refs, pilots can remove tires and replace them so by definition they can replace brakes more or less. Now as far as whipping out a Hammer and punch and brake rivet press, would that be allowed?
In my opinion, a competent pilot could do it. But I’ve seen too many people get their pilot certificate and think everything is a preventive maintenance task. Starters, wingtips, wingtip lights (STC replacement), etc...
what class of disc is that?
This is great, is a Lancair 350 the same? Can save me $$
Never worked on one, but every airplane I have worked on has been the same or similar, I'm sure the Lancair is as well!
Thanks, I will pull the wheel pants and take a peek!
Joe Smith A&P would be liable if signing off on this with the extra anti seize on the female part should it be enough to spill out onto the rotor. Don't do it Joe Smith! Clean everything, and don't double up on any lubrication unless manufacturer has sent out a safety request to do so. It's your ass Joe!
What is the torque spec?
You can find it in your aircraft maintenance manual
This whole video gives me heartburn. 0/5 stars
Actually, your aircraft record entry is a little incorrect. The entry for maintenance in accordance with part 43 section 43.9. You are correct a pilot cannot sign this type of maintenance off an A-rated mechanic can. However, if a pilot or anyone assisted their name must be in the entry for the work they performed per par 43.9. Also, part 43.13(a) says we have to use current maintenance date so the Service Manual number, revision, and date should be noted in the entry along with what section of the manual the task was performed such as section 5 landing gear. Total time or tack time is NOT required by part 43.9 but a good practice. Lastly, you stated you burned the brake in. Is this procedure in the Service Manual and did you make a pilot entry for ops checking the brakes “burn in”.
This very well be allowed as owner performed maintenance, see the FAA letter of interpretation saying that appendix "A" of part 43 is just an example see: www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/data/interps/2009/Coleal%20-%20(2009)%20Legal%20Interpretation.pdf specifically page 2 second paragraph. I have to remove the brakes to replace the tire
@@anonymous-nobody1 This is fine for the intended operator of a TRANSPORT CATEGORY under part 91 or 135. Even if preventive is listed indicating it may be performed under Appendix A but in part 43 there are still limitations to Appendix A. The main limitation is part 43.13 Performance Standard. To perform preventive maintenance the person allowed in part 43.3 still has to have the current service manuals, special tools (calibrated) and have performed the task at an earlier date under the supervision of a certificated mechanic in accordance with part 65. Just because an item is listed in appendix A is NOT a blanket right that anyone can perform the task. All of part 43 applies just saying.
@@dennypollard8004 you need to re-read the FAA letter as I think you got it backwards , the letter said that an operator of an aircraft used for 121 or 135 doesn't fall under the owner permitted maintenance but small aircraft operated under 91 do.
@@anonymous-nobody1 I do understand the letter and it is correct 121 and 135 do not fall under preventive maintenance. The point I am trying to get across is just because 43 Appendix A list item a part 91 pilot may perform there are limitations they must meet. Again limitations are training, tools, current manuals, and special tools. As an example ,the tire pressure gauges should be calibrated at least the one A&P mechanic use and per part 43.13 if you perform preventive maintenance the owners are required to have the calibrated gauge as well. Same for torque wrenches for a spark plug, brake retainer plate bolts, and etc. That is all I am trying to get across.
@@anonymous-nobody1 clearly he's an FAA guy. Pain in the ass. Probably knows lettering in the FAR's better than putting it to practical application. Typical fed
That's filthy. Should have been removed, dissasembled, cleaned, the bore cleaned, new piston o-ring with brakes back bleed. I'm not an AP and know better. I'm assisting in a break service on a 180 today because the right brake was not releasing (how dangerous is that?). Breaking down the calipers it's evident that only shoes were put on the plane the last annual and no servicing. Why even lube the pins? When those calipers get hot that grease is going to thin out and migrate.
I use this video in my wheels and brakes class to show what not to do when changing the linings. Like- installation with no torque, disc is toast, wrong anti seize used see Cleveland manual -- Install cylinder assembly in torque plate by sliding anchor bolts into bushings. A dry film lubricant (Appendix B, Section B3 for your climate environment) should be applied to anchor bolts and torque plate bushings to assist sliding motion. Exercise care to insure that linings do not become contaminated with fluid or lubricant. For best service life, cylinders must slide freely in torque plate. www.parker.com/literature/Aircraft%20Wheel%20&%20Brake%20Division/AWB%20Static%20Files%20for%20Literature/AWBCMM0001.pdf
Thank you .. That's was helpful
Glad it helps! Safe Flying!