Greg Ellis Posted April 17 Report Share Posted April 17 1963 C model. I am replacing the nose wheel inner tube. I have looked in both the Parts manual and the maintenance manual and cannot find the proper torque for the through bolts and nuts that hold the two halves of the wheel together. Anybody have an idea where to look? I have the Cleveland wheel torque chart which I thought the wheel was but I cannot find the actual wheel assembly model # to compare to the Cleveland torque chart. Any advice would be appreciated. Thanks. Quote Link to comment Share on other sites More sharing options...
Greg Ellis Posted April 17 Author Report Share Posted April 17 Okay. With a little digging I think I found the wheel assembly. It is a Cleveland 40-24 according to the Cleveland application guide. Torque is 90 in-lb dry according to the Cleveland manual. 1 Quote Link to comment Share on other sites More sharing options...
N201MKTurbo Posted April 17 Report Share Posted April 17 I was playing my daily crossword puzzle and it occurred to me if you rearrange the letters in Mooney C you get economy. 1 2 4 Quote Link to comment Share on other sites More sharing options...
StevenL757 Posted April 17 Report Share Posted April 17 17 minutes ago, N201MKTurbo said: I was playing my daily crossword puzzle and it occurred to me if you rearrange the letters in Mooney C you get economy. FAR too much time on your hands, Rich…. :-) 1 Quote Link to comment Share on other sites More sharing options...
Shadrach Posted April 17 Report Share Posted April 17 54 minutes ago, Greg Ellis said: Okay. With a little digging I think I found the wheel assembly. It is a Cleveland 40-24 according to the Cleveland application guide. Torque is 90 in-lb dry according to the Cleveland manual. I think Cleveland is typically 90in-lb for 1/4 fasteners and 150in-lb for 5/16. 90in-lb is correct per the the Parker manual. 1 Quote Link to comment Share on other sites More sharing options...
Delta Posted April 17 Report Share Posted April 17 Here is a link to a recent revision (-28) to the Parker Manual referenced by Shadrach, just in case. https://www.parker.com/literature/Aircraft Wheel & Brake Division/AWB Static Files for Literature/AWBCMM0001.pdf 1 1 Quote Link to comment Share on other sites More sharing options...
Pstone Posted April 17 Report Share Posted April 17 Important note: 90 inch pounds is 7.5 foot pounds 1 Quote Link to comment Share on other sites More sharing options...
outermarker Posted April 17 Report Share Posted April 17 I guess I haven't looked, and having a senior moment I can't remember at the moment, but are the nuts that hold the hub halves together elastic stop nuts or just nuts? Quote Link to comment Share on other sites More sharing options...
N201MKTurbo Posted April 17 Report Share Posted April 17 Just now, outermarker said: I guess I haven't looked, and having a senior moment I can't remember at the moment, but are the nuts that hold the hub halves together elastic stop nuts or just nuts? They are stop nuts. I hate to be a bad A&P, but I just tighten them good with a 1/4 inch ratchet. 1 Quote Link to comment Share on other sites More sharing options...
outermarker Posted April 17 Report Share Posted April 17 So, these torque values are for nuts only, not elastic stop nuts, correct? Quote Link to comment Share on other sites More sharing options...
N201MKTurbo Posted April 17 Report Share Posted April 17 10 minutes ago, outermarker said: So, these torque values are for nuts only, not elastic stop nuts, correct? It depends on the engineers intent was when setting the torque. Was it clamping force, or nut stress to keep the nut from coming loose. I suspect it is neither, and the engineer was being lazy and just deferred to the standard value for the bolt. Quote Link to comment Share on other sites More sharing options...
Kelpro999 Posted April 17 Report Share Posted April 17 Torque spec is cast directly into the rim flange. Yes, stop nuts 1 1 Quote Link to comment Share on other sites More sharing options...
A64Pilot Posted April 25 Report Share Posted April 25 On 4/17/2024 at 2:18 PM, outermarker said: So, these torque values are for nuts only, not elastic stop nuts, correct? I believe to be technically correct we are supposed to measure the drag torque (torque required to turn the nut prior to it making contact with the surface) then add that torque to the torque. For something like this that would be beyond silly I think. https://www.aopa.org/news-and-media/all-news/2000/september/pilot/airframe-and-powerplant-(9) Look under free running or friction drag torque Quote Link to comment Share on other sites More sharing options...
outermarker Posted April 25 Report Share Posted April 25 I spoke with a representative from Kaman (Cleveland) who called me a few days ago to discuss the nut and the part number. When I mentioned the torque spec for the nut, he said it was for the steel, self-locking nut. However, when I mentioned the part number was superseded to a common elastic stop nut, he didn't know the nut type had changed. The price range is from over $12 to $0.50 each depending on where you buy. Aircraft Wheel & Brake Engineering | Kaman Corporation AWBPC0001-(40-97A).pdf AWBCMM0001.pdf (parker.com) Cleveland 094-10400 Nut/ MS21044-N5 | Aircraft Spruce MS21044N5 NUT, ELASTIC STOP | Aircraft Spruce Military Standard MS21044N5 Steel Nut, Self-Locking, Hexagon at SkyGeek.com Quote Link to comment Share on other sites More sharing options...
A64Pilot Posted April 25 Report Share Posted April 25 All metal self locking nuts are spec’d for high temp applications, as brakes can make wheels hot that may be why. Several Cirrus have overheated brakes so badly from just taxing that there have been fires, so it doesn’t take as much as you might think to get aircraft brakes hot. https://www.avweb.com/leadnews/cirrus-to-issue-sb-on-brake-overheating-fires/ If they had steerable nose wheels I bet they wouldn’t have burned. Quote Link to comment Share on other sites More sharing options...
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