Main Landing Gear Identification

The early 170 gear
PN 0541114 applicable thru SN 25611 is interchangeable R&L.

  1. is interchangeable R&L.
  2. a hole is drilled through the center of the gear leg for the brake line clip, or dual dimples are used to secure either type of brake line clip.
  3. both gear leading and trailing edges are symmetrical from the upper bend and tapering to the axle attach boss.
  4. thickness is 5/8 but varies from .640 to .685
  5. the gear comes straight out and down to the axle attach on a straight line, also referred to as wheels aft.
  6. the weight is 29-30 lbs per leg.

The late 170B gear
PN 0541118-2 and 0541118-3 sn 25612 and on

  1. -2 is right and -3 is left
  2. a dimple is used to support the brake line clip
  3. the gear has a straight leading edge facing forward
  4. the thickness is 11/16 but varies from .665 to .685
  5. the inside dimension from the center of the upper bend to the narrow end is approx 34-1/2″
  6. the narrowest point of the gear measured just above the axle attach boss is 1-1/2″
  7. the gear comes straight out and down to the axle attach on a straight line, also referred to as wheels aft.
  8. the weight is 29-30 lbs per leg.

Early Cessna 180 gear (used on 170’s)
PN 0741001-1, 0741001-2, 0741001-3, and 0741001-4

  1. -1 and -3 are left and -2 and -4 are right
  2. a dimple is used to support the brake line clip
  3. the gear has a straight leading edge facing forward
  4. the thickness is 11/16 but varies from .665 to .685
  5. the inside dimension from the center of the upper bend to the narrow end is approx 36″
  6. the narrowest point of the gear measured just above the axle attach boss is 1-7/8″
  7. on the -1 and -2 the gear comes straight out and down to the axle attach on a straight line, also referred to as wheels aft.
  8. on the -3 and -4 the gear comes out angled forward and down to the axle approx 2-3″ as compared to the -1 &-2, also referred to as wheels forward.
  9. the weight is 32-33 lbs per leg.

All the gear have serial numbers. The 170 gear will have a letter followed by numbers like Z345 while the early 180 gear will have a letter number mix like 1Y345. Later years went to the 6 digit serial number like 801123 The serial numbers are on the end or the inside of the axle attach area.

Late Cessna 180/185 steel gear
PN 0741001-5, 0741001-6, 0741001-7, and 0741001-8 , and approved STC SA00800SE. PN PP0741001-7 PP0741001-8. (PMA Approved)

  1. -5 and -7 are left and -6 and -8 are right
  2. the gear has a straight leading edge facing forward
  3. the thickness is .750 but varies from .745 to .760
  4. the inside dimension from the center of the upper bend to the narrow end is approx 36″
  5. the narrowest point of the gear measured just above the axle attach boss is 1-7/8″
  6. on the -5, 6, -7 and -8 the gear comes out angled forward and down to the axle approx 2-3″ as compared to the -1 &-2, also referred to as wheels forward.
  7. the weight is 36-37 lbs per leg.

And NEW Titanium gear
PN XP0741001-77 and XP0741001-88 Approved STC SA01087SE (PMA Approved)

  1. -77 are left and -88 are right
  2. No dimple is used to support the brake line clip, bond clip.
  3. the gear has a straight leading edge facing forward
  4. the thickness is .750 as it enters the upper support bolt area, compatible with PPonk beef up kit. The gear then thickens to 1″ and tapers to .875 for the remainder of the length. This was done to match stiffness of steel gear.
  5. the inside dimension from the center of the upper bend to the narrow end is approx 36″
  6. the narrowest point of the gear measured just above the axle attach boss is 2.00″
  7. on the -77 and -88 the gear comes out angled forward and down to the axle approx 2-3″ as compared to the -1 &-2, also referred to as wheels forward.
  8. The Titanium gear is lighter, stronger, does not lose its spring, and does not rust or corrode.
  9. The weight is 22-23 lbs per leg

Exceptions:
In the mid 50’s the gear legs identified as heavy duty for the Cessna 180. PN 0741001-5, and 0741001-6 measured .700 to .710. This contradiction thus confused the issue and Cessna never admits to knowing about this anomaly. If you have a heavy duty gear on say a 1956 180 and need to replace a gear leg with a new heavy duty you will get a .750 non dimpled -7 or -8. The stiffness will be greater on the replacement leg so the plane will have a list that exceeds the 3-1/2″ service manual requirement. You will probably have to replace both gear.