Cessna 182 Skylane Owner's Manual

b. Make vimal chock in thsnsre that fuel stnir,er tht valve Is closed after dnmtr.g operation. c. Chock nose wheel strut and tin for proper irliation. d. Otaconnoct nose tic-down. C. Check carbarctetr air filter for restrictions by dust or other foreign mailer. I. Check oil level. Do not operate with lean than nine quarts. Fill for extended flight. () a. Remove rudder gust lock, If I tatailed. b. nisconnect tail tie-don. a- Chock maio wheel tire for proper inflation. ii. Inspect airspeed static source hole on side of fusetago for stoppage. c. Disconnect wing tie-dosn. a. Remove pitot tube covor, It installed, and check pitot tube opening for stoppage. b. Check fuel taste vent opening for stoppage, Aieo, check ftc! tank vent opening provided in right wing when optional long range fuel taste, are installed. ® samoan® lv Figure l—L 1—1 STARTING ENGINE. (1) Carburetor Heat —- Cold. (2) Mixture - - Nch. (3) Propeller -- High RPM. (4) Throttle-- Cracked (one-hall inch). (5) Primer -- As required. (6) IgnitIon Switch —- “START.” Hold until engine fires, but not longer than 30 seconds. (7) Ignition Switch -- Release to “BOTH” (immediately after engine fires). NOTE If engine has been overprimed, start with throttle open 1/4 to 1/2 full open. Reduce throttle to idle when en gine fires. NOTE After starting, check for oil pressure indication within 30 seconds in normal temperatures and 60 seconds in cold temperatures. U no indicatIon appears, shut off engine and Investigate. BEFORE TAKE-OFF. (1) Throttle SettIng - 1700 RPM. (2) Engine Instruments -- Check. (3) Carburetor Heat —- Check operation, then set to cold unless icing conditions prevail. (4) Ammeter —- Check. (5) Suction Gage -— Check (4. 5 inches of mercury desired, 3.75 to 5.0 acceptable). (6) Magnetos -- Check (50 RPM maximum differential between magnetos). (7) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (8) Flight Controls -- Recheck. (9) Wing Flaps —— Check operation and set 0° to 20°. (10) Cowl Flaps-- Full”OPEN.” (11) Elevator and Rudder Trim -- Recheck “TAKE-OFF” setting. (12) Cabin Doors -- Cased and locked. (13) Flight Instruments and Radios -- Set. 1-2 1C:J. 133. TAKE-OFF. , :‘ * NORMAL TAKE-OFF. .:. (1) Wing Flaps-- Up. (2) carburetor Heat -- Cold. (3) Power -- Full throttle and 2600 RPM. (4) Elevator Control -— Raise nosewheel at 60 MPH. (5) Climb Speed -— 90 MPH until all obstacles are cleared, then set up climb speed as shown in “NORMAL CLIMB” paragraph. MAXIMUM PERFORMANCE TAKEOFF. ;. (1) Wing Flaps —— 20°. (2) carburetor Heat -— Cold, •. (3) Brakes -- Apply. (5) Brakes -— Release. • (6) Elevator Control -- Maintain slightly tail-low attitude. \ (4) Power -- Full throttle and 2600 RPM. (7) Climb Speed -- 60 MPH until all obstacles are cleared, then set (8) Wing Flaps —- Up after obstacles are cleared. up climb speed as shown In “MA4I PERFORMANCE CIB.” CUMB. .•. . NORMAL CLIMB. (1) Air Speed -- 100 to 120 MPH. (2) Power —- 23 Inches and 2450 RPM. (3) Mixture -- Full rich (unless engine is rough due to excessively rich mixture). (4) Cowl Flaps -- Open as required. MAXIMUM PERFORMANCE CLIMB. (1) Mr Speed -— 88 MPH (sea level) to 84 MPH (10,000 feet). (2) Power - - Full throttle and 2600 RPM. (3) Mixture —- Full rich (unless engine is rough). (4) Cowl Flaps -- Full “OPEN.” CRUISING. (1) Engine Power -- 15 to 23 inches of manifold pressure and 2200 - 2450 RPM. (2) Cowl Flaps -- Open as required. (3) Elevator and Rudder Trim -- Adjust. (4) Mixture -— Lean. 1—3 LET-DOWN. Mixture -— Rich. Power -- As desired. Carburetor Heat -- Apply (if icing conditions exist). BEFORE LANDING. Fuel Selector Valve -- “BOTH” Mixture -- Rich. Propeller -- High RPM. Cowl Flaps -- Closed.Carburetor Heat -- Apply before closing throttle. Airspeed -- 80 to 90 MPH (flaps retracted). Wing Flaps -- 00 to 40° (below 110 MPH). Airspeed -- 70 to 80 MPH (flaps extended). Elevator and Rudder Trim -- Adjust. NORMAL LANDINa (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Mixture —- Idle cut-off (pulled full out). NOTE Do not open throttle as engine stops since this actuates the accelerator pump. All Switches —— Off. Brakes -- Set. Control Lock -- installed. The following paragraphs describe the systems and equipment whose function and operation is not obvious when sifting in the airplane. Thissection also covers in somewhat greater detail some of the items listed In Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. The total usable fuel, for all flight conditions is 60 gallons for standard tanks and 79 gallons for optional long range tanks. NOTE Unusable fuel Is at a minimum due to the design of the fuel system. However, with 1/4 tank or less, prolongeduncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and enginestoppage when operating on a single tank. Therefore, to avoid this problem with low fuel reserves, the fuel selector should be set at ‘BOTH” position. Fuel from each wing tank flows by gravity to a selector valve. Depending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. NOTE Take off with the fuel selector valve handle in the “BOTH” position to prevent inadvertent take-oft on an empty tank.However, when the selector is in the “BOTH” position, unequal fuel flow from each tank may occur after extended flight if the wings are not maintained exactly level. Re— (1) (2) (3) (1) (2) (3)(4) (5) (6) (7) (8) (9) DESCRIPTION AND OPERATING DETAILS (1) Cowl Flaps “OPEN,” (2) Wing Flaps -- Retract. (3) Carburetor Heat -- Cold. SECURE AIRCRAFT. (2) (3) (4) 1-4 I I suiting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the “heavy” wThg. The recommended cruise fuel management pro cedure for extended flight is to use the left and right tank alternately. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator. The 12-volt battery is located aft of the rear baggage compartment wail. CIRCUIT BREAKERS. FUEL SYSTEM r SCHEMATIC I Figure 2-1. CARBURETOR All electrical circuits in the airplane, except the clock circuit, are protected by circuit breakers. The clock has a separate fuse mounted adjacent to the battery. The stall warning transmitter and horn circuit and the optional turn-and-bank indicator circuit are protected by a single automatically resetting circuit breaker mounted behind the instrument panel. The cigar lighter is protected by a manually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The remaining circuits are protected by “push-to-reset’ circuit breakers on the instrument panel. I •1 ROTATING BEACON (OPT) The rotating beacon should not be used when flying through clouds or overcast; the moving beams reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull “CABIN HEAT” and “CABIN AIR” knobs. Both control knobs are the double-button type with friction locks to permit intermediate settings. NOTE Always pull out the “CABIM AIR” knob slightly when the : LEFT WING TANK RIGHT WING TANK FUEL STRAINER ENGINE PRIMER TO ENGINES 6’ ql THROTTLE fl — MIKTURE CONTROL KNOB TO ENGINE 2—2 2—3 “CABIN HEAr’ knob Is cut. This action increases the airflow through the system, increasing efficiency, and blends cool outside air with the exhaust manifold heated air, thus eliminating the possibility of overheating the Fsystem ducting. The rotary type “DEFROST” knob regulates the airflow for windshield defrosting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot’s and copilot’s feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extend ing down each side of the cabin. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two in the rear cabin ceiling supply air to the rear seat passengers. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather with the throttle open approximately 1/2 inch. In extremely cold temperatures it may be necessary to continue priming while cranking. Weak inter mittent explosions followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mix hire control full lean and the throttie full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. U the engine is underprimed (most flicely in cold weather with a cold engine) it will not fire at all. Additional priming will be necessary for the next starting attempt. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. U prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. 2—4 Figure 2-2. 2—5 TAXIING. The carburetor air heat knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into It. Most engine wear occurs from improper operation before the engine is up to normal operating temperatures, and operating at high powers and RPM’s. For this reason the use of maximum power for take-off should be limited to that absolutely necessary for safety. Whenever possible, reduce take-off power to normal climb power. Normal take-off s are accomplished with wing flaps up, cowl flaps open, full throttle, and 2600 RPM. Reduce power to 23 inches of mani fold pressure and 2450 RPM as soon as practical to minimize engine wear. Since the engine is closely cowled for efficient in-flight cooling, pre cautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. The magneto check should be made at 1700 RPM with the propeller in flat pitch as follows: Move the ignition switch first to “R” position and note RPM. Then move switch back to “BOTH” position to clear the other set of plugs. Then move switch to “U’ position and note RPM. The dif ference between the two magnetos operated singly should not be more than 50 RPM. if there is a doubt concerning the operation of the ignition sys tem, RPM checks at a higher engine speed will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing has been “bumped-up” and is set in advance of the setting specified. TAKE-OFF. It is important to check full-throttle engine operation early in the take off run. Any signs of rough engine operation or sluggish engine accelera Uon is good cause for discontinuing the take-off. Full throttle runups over loose gravel are especially harmful to propeller tips. when take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- Using 20° wing flaps reduces the ground run and total distance over the obstacle by approximately 20 per cent. Soft field take-offs are per formed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. if 20° wing flaps are used for take-off, they should be left down until all obstacles are cleared. To clear an obstacle with wing flaps 20 degrees, the best angle-of-climb speed (60 MPH, LAS) should be used. if no ob structions are ahead, a best “flaps up” rate-of-climb speed (90 MPH, LAS) would be most efficient. These speeds vary slightly with altitude, butthey are close enough for average field elevations. Flap deflections of 30° to 40° are not recommended at any time for take—off. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the nmway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. A cruising climb at 23 inches of manifold pressure, 2450 RPM (ap proximately 75% power) and 100 to 120 MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb provides bet ter engine cooling, less engine wear, and more passenger comfort due to - 2—6 lower noise level. if it is necessary to climb rapidly to clear mountains or reach favor able winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 88 MPH at sea level, decreasing 2 MPH for each 5000 feet above sea level. If an obstruction ahead requires a steep climb angle, the airplane should be flown at the best angle of climb with flaps up and maximum power. This speed is 70 MPH. In a balked landing (go-around) climb, the wing flap setting should be reduced to 200 immediately after fun power is applied. Alter all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com puter or the OPERATIONAL DATA, Section V. The Optimum Cruise Performance table (figure 2-3), shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be maintained at much less power. For a given throttle setting, select the lowest engine RPM in the green arc range that will give smooth engine operation. The cowl flaps should be adjusted to maintain the cylinder head tem perature near the middle of the normal operating (green arc) range to assure prolonged engine life. To achieve the range figures shown in Section V, the mixture should be leaned as follows: pull mixture control out until engine becomes rough; then enrich mixture slightly beyond this point. Any change in altitude, power, or carburetor heat will require a change in the lean mixture setting. Application of full carburetor heat may enrich the mixture to the point of engine roughness. To avoid this, lean the mixture as instructed In the preceding paragraph. STALLS. I OPTIMUMCRUSE PERFORMANCEI wsaansamfl tBHP ALTITUDE TRUE RANGE AIRSPEED (Std.Tanks) 75 6500 162 695 70 8000 160 735 65 1O000 158 785 Figure 2—3. The stall characteristics are conventional and aural warning is pro vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c. g. position are presented in figure 5-2 as calibrated airspeeds since indicated air speeds are unreliable near the stall. SPIN S. Intentional spins are prohibited In this airplane. Should an Inadvert ent spin occur, standard liit plane recovery techniques should be used. LANDING. 2—8 landings are usually made on the main wheels first to reduce the 2—9 landing speed and the subsequent need for braking In the landing mu. The nosewheel is lowered gently to the runway alter the speed has di müilshed to avoid unnecessary ixise gear load. This procedure Is es pecially important in rough field landings. For short fleW landings, make a power off approach at 69 MPH, lAS with 40° flaps and land on the main wheels first. Immediately alter touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness alter all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply max imum possible brake pressure without sliding the tires. turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Clear propeller. (3) Turn master switch “ON.” (4) Turn magneto switch to “BOTH.’ (5) Open throttle 1/2” and engage starter. (6) Pun carburetor heat on alter engine has started, and leave on until engine is running smoothly. Without Preheat: until engine is running smoothly (8) Lock primer. NOTE H the engine does not start during the first few attempts, or if engine tiring diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. COLD WEATHER OPERATION, STARTTNG. Prior to starting on a cold morning, it is advisable to puU the propeller through several times by hand to “break loose” or “Umber” the oil, thus conserving battery energy. In extremely cold (0° F and lower) weather, the use of an external preheater (for both the engine and battery) and an external power source is recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and the electrical system. pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is im portant. Refer to Section VI, paragraph GROUND SERVICE PLUG RE CEPTACLE, for operating details. Cold weather starting procedures are as follows: With Preheat: (1) WIth magneto switch “OFF” and throttle open 1/2”, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and 2—10 (1) Prime the engine six to eight strokes while the propeller is being turned by hand with throttle open 1/2”. Leave primer charged and ready for stroke. (2) Clear propeller. (3) Tarn master switch “ON,” (4) Turn magneto switch t0 “BOTH.” (5) Pump throttle rapidly to full open twice. Return to 1/2” open position, (6) Engage starter and continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7) Pull carburetor heat on alter engine has started. Leave on IMPORTANT Excessive priming and pumping throttle may cause raw fuel to accumulate in the intake air duct, creat ing a fire hazard in the event of a backfire. U this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher Is advised for cold starts without preheat. 2-11 OPERATION. During cold weather operations, no indication will be apparent on. the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take—off. Rough engine operation in cold weather can be caused by a combina tion of an inherently leaner mixture due to the dense air and poor vapori zation and distribution of the fuel-air mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto In ground checks where only one spark plug fires in each cylinder. To operate the engine without a winterizadon kit in occasional out side air temperatures from 10° to 20° F, the following procedure is recommended: (1) Use full carburetor heat during engine warm-up and ground check. (2) Use minimum carburetor heat required for smooth operation in take-off, climb, and cruise. (3) select relatively high manifold pressure and RPM settings for optimum mixture distribution, and avoid excessive manual leaning In cruislr.g flight. (4) Avoid sudden throttle movements during ground and flight opera tion. When operating In sub-zero temperatures, avoid using partial car buretor heat. Partial heat may raise the carburetor air temperature to the 32° to 700 range where Icing is critical under certain atmospheric conditions. Refer to section VI for cold weather equipment and operating details for the OIL DILUTION SYSTEM. The general warm temperature starting Information on page 2-4 is appropriate. Avoid prolonged engine operation on the ground. OPERATIONS AUTHORIZED. Your Cessna, with standard equipment as certificated under FAA Type Certificate No. 3A13, Is approved for day and night operation under VFR. Additional optional equipment is available to Increase its utility and to make it authorized for use under IFR day and night. An owner of a proper ly equipped Cessna is eligible to obtain approval for its operation on single engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs. MANEUVERS—NORMAL CATEGORY. The airplane exceeds the requirements for airworthiness of the Federal Aviation Regulations, Part 3, set forth by the United States Government. Spins and aerobatic maneuvers are not permitted in normal category airplanes in compliance with these regulations. In connection with the foregoing, the following gross weight and flight load factors apply: Maximum Gross Weight 2800 lbs. Flight Load Factort Flaps Up +3.8 Flight Load Factort Flaps Down +3.5 tThe design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA approved markings, placards and check lists in the airplane. If there is any infor mation in this section which contradicts the FAA approved markings, pla cards and check lists, it is to be disregarded. OPERATING LIMITATIONS HOT WEATHER OPERATION. —1. 52 2—12 3—1 AIRSPEED LIMITATIONS. The following are the certificated calibrated airspeed limits for your Cessna: Never Exceed (Glide or dive, smooth air) . . . 193 MPH (red line) Caution Range 160- 193 MPH (yeflow arc) Maximum Structural Cruising Speed 160 MPH (Level flight or climb) Normal Operation Range 67-160 MPH (green arc) Maximum Speed, Flaps Extended 110MPH Flap Operation Range 60-110 MPH (white arc) Maneuvering Speedt 128 MPH tThe maximum speed at which abrupt control travel can be used without exceeding the design load factor. ENGINE OPERATION LIMITATIONS. Power and Speed 230 BLIP at 2600 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range Green Arc DoNotExceed 225°F(redllne) OIL PRESSURE GAGE. Idling Pressure 10 psi (red line) Normal Operating Range 30-60 psi (green arc) Maximum Pressure 100 psi (red line) MANIFOLD PRESSURE GAGE. Normal Operating Range 15-23 In. Hg (green arc) CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Range 275—450°F (green arc) Do Not Exceed 450°F (red line) 3—2 TACHOMETER. Normal Operating Range 2200-2450 RPM (green arc) Cautionary Range 2450- 2600 RPM Do Not Exceed (Engine rated speed) 2600 RPM (red line) CARBURETOR AIR TEMPERATURE GAGE (OPT). Under possible icing conditions:Normal Operating Range 5° to 20°C (green arc) Cautionary Range 0° to 5°C (yellow arc) Icing Range -20° to 0°C (red arc) FUEL OUANTITY INDICATORS. Empty E (red liz) 3—3 WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: 3—4 (saNnod) IHOHIAX UVO7 I’ —I— Take the licensed Empty Weight aixi Moment/bOO from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337 carried in your airplane, and write them down In the proper columns. Using the Loading Graph, determine the moment/bOO of each item to be carried. Total the weights and moments/i 000 and use the Center of Gravity Moment Envelope to determine whether the point falls with in the envelope, and if the loading is acceptable. b 0 0., I — : :11.± Tc, : L --Li $1 1. 1 Sample Airplane Your Airplane SAMPLE LOADING PROBLEM weight Moment Weight Moment (lbs( lb-in;. — I. Licensed Empty Weight Sample Airplane) 1660 57.9 1 2. oil . 12 Qls 22 -0.3 22 .0.3 3. PIlot & Front Passenger 340 1 2.2 4. Fuel. (60.0 Gal at 6ff/Goll 360 17.3 S. Rear Passenger, 340 24.1 6. Baggage Ic’ Passenger on Au1lJory Seall 78 7.6 7. Total AircraFt Weight ILoodedl 2800 11 8.8 fl I— ‘I II 0z-4 o z 0 0 0 0 ‘-4 B. z old 0 I It 0 0 z 0 ‘< 0 -I “a. I I I I 8. Locals this paint (2800 at 118.81 on Ike can tar of gravIty envelope, and since this point fall • with In the e nyc lope the Ic oding is acm plo bI.. Nate. Normally full oil may be on u med icr all flight,. :: :: o o 0 0 0 0 0 0 0 o Is’ 0 tO 0 to o us o us e, “ eq eq — — 11111 I I I I Is’ 0 JO - III - -f - ‘i;;’ -H-H- 0 In 3—5 C C. -4 02 ru C o o o ° — -I o 0 o rz. -ni—n trmti C a, -4 CARE OF THE AIRPLANE ‘‘II 0 ha.50 U-Ld I Ui0 o 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 0 02 CD U2 ‘ C. — 0 0 eq C. C. C. C. C. eq eq ‘ — (suNnod) IRDI3M IAVHDU1Y aaava-i Ti your airplane is to retain that new-plane performance and dependa bility, certain inspection and maintenance requirements must be followed.It is wise to follow a planned schedule of lubrication and preventative main tenance based on climatic and flying conditions encountered in your locality. Keep in touch with your Cessna Dealer, and take advantage of his knowledge awl experience. He knows your airplane and how to maintainit. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered during groundhandling by a tow-bar attached to the nosewheel. NOTE When using the tow-bar, do not exceed the nosewheel turning angle of 29 either side of center. MOORING YOUR AIRPLANE Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds, To tie-down your airplanesecurely, proceed as follows: (1) Set the parking brake arid install the control wheel lock. (2) Install a surface control lock over the fin and rudder. (3) Tie sufficiently strong ropes or chaIns (700 pounds tensile strength) to the wing, tail, and nose he-down fittings and secure each rope to a ramp tie-down. (4) Install a pitot tube cover. 0 CD 3—6 WINDSHIELD-WINDOWS. The plastic windshield and windows should be kept clean and waxed at all times. To prevent scratches and crazing, wash them carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, bot only to carry water to the surface. ltnse thoroughly, then dry with a clean, moist chamois. Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge so that it attracts dust particles in the air. WipIng with a moist chamois MU remove both the dust and this charge. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire ex tinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These materials wiil soften the plastic and may cause it to craze. After removing dirt and grease, If the surface is not badly scratched it should be waxed with a good grade of commercial wax. The wax will fill in mInor scratches and help prevent further scratching. Apply a thin, even coat of wax, and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Do not use a power buffer; the heat gen erated by the buffing pad may soften the plastic. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas covers may scratch the plastic surface. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naptha, carbon tetrachioride or other non-alkaline solvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto motive wax will preserve the bright appearance and retard corrosion. Regular waxing Is especially recommended for airplanes operated in salt water areas as a protection against corrosIon. curing period which may be as long as 90 days after the finish is applied. During this curing period some precautions should be taken to avoid dam aging the finish or interfering with the curing process. The finish should be cleaned only by washing with clean water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface during this 90-day cur ing period. Do not rub or buff the finish, and avoid flying through rain, hail or sleet. Once the finish has cured completely, It may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the nose cap and propeller spinner will help reduce the abrasion encountered in these areas. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as sure long, trouble-free service. It is vital that small nicks on the pro peller, particularly near the Ups and on the leading edges, are dressed out as soon as possible since these tucks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetncMoride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the Interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing tissue or rags. Don’t pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar I’ ingly. Before using any solvent, read the instructions on the container and test It on an obscure place on the fabric to be cleaned. Never satu rate the fabric with a volatile solvent; it may damage the padding and backing materials. I PAINTED SURFACES. The painted exterior surfaces of your new Cessna require an initial 4-2 4-3 AIRPLANE FILE Soiled upholstery and carpet may be cleaned with a foam-type deter gent, used according to the manufacturer’s instructions. Keep the foam as dry as possible and remove it with a vacuum cleaner, to minimize wetting the fabric. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grcasç on the control wheel and control knobs can be removed with a cloth moistened with kerosene. Volatile solvents, such as mentioned in paragraphs on care of the wind shield, must never be used since they soften and craze the plastic. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner’s Service Policy. Cou pons attached to the policy entitle you to an Initial inspection and the first 100-hour inspection at no charge. U you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you, if you pick up the airplane at the factory, plan to take It to your Dealer reasonably soon atter you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by anyCessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and per formed by a person designated by the administrator. In addition, 100- hour periodic inspections made by an “appropriately-rated mechanic” are required if the airplane Is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. 4—4 There are miscellaneous data, Information and licenses that are a part of the airplane file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met. A. To be displayed in the airplane at all times: (1) Aircraft Airworthiness Certificate (Form FAA-1362). (2) Aircraft Registration Certificate (Form FAA-500A). (3) Airplane Radio Station License (Form FCC-404, if transmitter installed). B. To be carried in the airplane at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form—337, if applicable). (2) Airplane Equipment List. C. To be made available upon request (1) Airplane Log Book. (2) Engine Log Book. NOTh Cessna recommends that these items, plus the Owner’s Manual and the “Cessna Flight Guide” (Flight Computer), be carried in the airplane at all times, Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported airplanes should check with their own aviation officials to determine their individual requirements. 4-5 LUBRICATION AND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is Included to inform the pilot when to have other items checked and serviced. DAiLY FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fuel. The capacity of each tank is 32. 5 gallons. When optional long range fuel tanks are installed, the capacity of each tank is 42. 0 gallons. FUEL STRAINER: Drain approximately two ounces of fuel before initial flight and after refueling to remove water and sediment. Make sure drain valve is closed after draining. OIL DIPSTICK:Check oil level before each flight. Do not operate on less than 9 quarts. To minimize loss of oil through breather, fill to 10 quart level for normal flights of less than 3 hours. For extended flight, fill to 12 quarts. If optional oil filter is Installed, one additional quart is required whed the filter element is changed. OIL flLLER When preflight check shows low oil level, service with aviation grade engine oil; SAE 0 below 40°F. and SAE 50 above 40°F. Your Cessna was delivered from the factory with straight mineral oil (non-detergent) and should be operated with straight mineral oil for the first 25 hours. The use of mineral oil during the 25- hour break-in period will help seat the piston rings and will re sult in less oil consumption. Alter the first 25 hours, either mineral oil or detergeht oil may be used, if a detergent oil is used, It must conform1 to Continental Motors Corporation Spec ification IvuIS-24. Yot& Cessna Dealer can supply an approved brand. OXYGEN CYLINDER AND FILLER VALVE (OPT); Check oxygen pressure gage for anticipated requirements before each flight, Whenevez pressure drops below 300 psi, use filler valve on left side of rear baggage compartment wall and refill cylinder with aviator’s breathing oxygen (Spec. No. rvilL-O-272l0). Madmum pressure, 1800 psi. SERVICING INTERVALS CHECK LIST EACH 50 HOURS BATTERY -- Check and service. Check oftener (at least every 30 days) If operating in hot weather. ENGINE OIL AND OIL FILTER -- Change engine oil and replace filter element, if optional oil filter is not installed, change oil and clean screen 25 hours. Change engine oil at least every four months even though less titan 50 hours have been accumulated. Reduce periods for prolongedoperation in dusty areas, cold dllmates, or when short flights and long idle periods result In sludging conditions. CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS -- Lubricate. EACH 100 HOURS FUEL STRAINER -- Disassemble and clean. FUEL TANK SUMP DRAIN PLUGS -- Remove and drain. FUEL LINE DRAIN PLUG -- Remove and drain, BRAKE MASTER CYLINDERS -- Check and fill. SHIMMY DAMPENER - - Check and fill. VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean. EACH 500 HOURS WHEEL BEARINGS -- Lubricate. Lubricate at first 100 hours and at 500 hours thereafter. VACUUM SYSTEM MR FILTER (OPT) -- Replace filter element. Re place sooner if suction gage reading drops below 3.75 in. Hg. AS REQUIRED NOSE GEAR SHOCK STRUT -- Keep inflated and filled. GYRO INSTRUMENT A FILTERS (OPT) -- Replace at instrument overhaul. 4-6 4—7 OWNER FOLLOW-UP SYSTEM Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification directly from the Cessna Serv ice Department. A subscription card is supplied in your airplane file for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details oncerning these follow-up programs, and stands ready hrough his Service Department to supply you with fast, efficient, low cost service. The operational data charts on the following pages are presented for two purposes; first, so that you may know what to expect from your air plane under various conditions, and second, to enable you to plan your flights in detail and with reasonable accuracy. The data in the charts has been compiled from actual flight tests with the airplane and engine in good condition and using average piloting tech niques. Note also that the range charts make no allowances for wind, nav igational errors, warm—up, take-off, climb, etc. You must estimate these variables for yourself and make allowances accordingly. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endur ance Information, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. — FLAPS lAS 60 80 100 120 140 160 180 — up CAS 68 83 100 118 137 156 175 — *FLAPS lAS 40 50 60 70 80 90 100 110 DOWN 20°-40° CAS 58 63 68 75 84 92 101 110 ‘Maximum Flap Speed 110 MPH, CAS OPERATIONAL DATA I AIRSPIED CORRECTION TABLE I I Figure 5—1. I 5—1 4-8 STALL SPEED. POWER OF W?&’ ANGEOflAN CONFIGURATION 0° 300 600 FLAPS UP 64 69 91 FLAPS 20° 57 61 81 RAPS 4Q4 55 59 78 SPEEDS ARE MPH, CAS r Figure 5—2. :11 7 ,4j. ;i -iN. -a - ••1 C, LI 5—2 • _- .a,- -—I- •-S 5—3 o 0 g 00 r3 Q 00 — — I-. O n 0 In 0 U’ In 0000 ———-4 to In 0 in 0mb to noao on bc_i 0———c 000(-Oonmpt-_w ao,o ! — — — •C4 (14 (1 .• — — — — tillEd LU, 00 Ca, 0000 nIn0 o,_ (-tt_ t-t-t= Lii Ix I— x z LI I-i -c C z 0 0- 0 0 N IC 0, V IC IC C : U4 a a 0— z —a 4 nz o zo a Wz N w )I Iii a aA, a a 0— 2 In -j 4 oz o zo o w= •0 maX 4. a -‘z ox a a a I- ‘a U.’ U 0 0 in F. 0000 0 CO 0 [0 — €4 t4 = ‘a I1fl ILl LI [ U tai Lt*ci 0 (q= -4COcc- - U, 14• — CO (14 -4 0n-4tn oLIIn(- nIno na;4 ,:: r .It-LIL 0_it_p. OOO in IflI4I — I 0.4’na 1140..40 In,IIO.. I’4(-14I 0(--g- t-t0 t.otoo, 000m — —-4 in0000000000tnowflno o,,4CO LI140t- O_=am nC.iri..i s=In0InIno,o,=’no,o, 0nt-b t_i0 (-_tUflO -4(-_it IInU’4t0 0000 t1t’nLO trim— ne-..,, cqIno, o,0mfl tnOI”4l tfl*ç. C4r4.-.0 -4 o, (140 0 — ‘no, p ¶ t_ O0_i°ac0Co,o,(-t__ -4 COO 0000 00011 IOU II 14mflfl OL_D a0x-,p =wt-tc o,t-og, -C C, ‘-4 0 C C Cd) .9. LU, C gx4 -4*(-0LIv0In11&N(-(_,0 CO_i00, o,cott -4 c..mp.o,,o,0 t00’n 0 COin 14000.ico,co cicot..v flfl-”w flr4I_i (14_i 0 In I. C. 0 0 CO Ci 0 o to (14 Jo C. = w 0 In ‘I C. 0 0 CO (14 0 0 (14 C. IC ‘C liii (1, -4 0 -4 C 0 Cd, 1 U, 0 ‘4 C— IT U, tin a •1 0; 0 01 L C,, 0 0 0 LANDING DISTANCE TABLE LANDING DISTANCE WITH 400 FLAPS ON HARD SURFACED RUNWAY @SEALEVEL&59F 250OFEET& 50 F @S000FEET&411 @7500FEET& 3r1 GROSS APPROACH WEQIT LAS GROUND TOTAL GROUND TOTAL GROUND TOTAL GROUND TOTAL POUNDS MTh ROLL It CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR 50 FT. CBS. 50 FT. 082. 50 FT. 082. 50 FT. CBS. 2800 69 590 j35 640 1430 680 1505 740 1595 NOTE; Distanc€ are based on zero wind, power off and heavy braking. Reduce Ianthng distances 10% for each 0 MPH headwind. Figure 5—5. 11 -3 This section contains a description, operating procedures, and per fonnance data (when applicable) for some of the optional equipment which may be installed in your Cessna. Owner’s Manual Supplements are pro vided to cover operation of other optional equipment systems when installed in your airplane. Contact your Cessna Dealer for a complete list of avail able optional equipment. I LONG RANGE FUEL TANKS Special wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range. When these tanks are installed, the total usable fuel, for all flight conditions, is 79 gallons. COLD WEATHER EQUIPMENT I WINTERIZATION KIT AND NON-CONGEALING OIL COOLER. For continuous operation in temperatures consistently below 20° F, the Cessna winterization kit and non-congealing oil cooler, available from your Cessna Dealer, should be Installed in improve engine operation. I GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy 6—1 ‘ OPTIONAL SYSTEMS 4 “a’ r • C”-. maintenance work on the electrical system. Before connecting a generator type external power source, it is im portant that the master switch be turned on. This will enable the battery to absorb transient voltages which otherwise might damage the semicon ductors in the electronic equipment. When using a battery type external power source, thE master switch should be turned off to prevent an un necessary power drain from the power source batteries to the airplane’s battery. IMPORTANT Be certain that the polarity of any external power source or batteries is correct (positive tb positive and negative to negative). A polarity reversal will result in immedi ate damage to semiconductors in the airplane’s electron ic equipment. I fluctuations that might indicate a screen being clogged with sludge washed down by the fuel. NOTE On the first operation of the oil dilution system each season, use the full dilution period, drain the oil,clean the screen, refill with new oil and redilute as required. H the full dilution time was used, beginning with a full oil sump (12 quarts), subsequent starts and engine warm-up should be prolonged to evaporate enough of the fuel to lower the oil sump level to 13 quarts prior to take-off. Otherwise, the sump may overflow when the airplane is nosed up for climb. To avoid progressive dilution of the oil, flights of at least two hour’sduration should be made between oil dilution operations. OIL DILUTION SYSTEM. If your airplane is equipped with an oil dilution system, and very low temperatures are anticipataI, dilute the oil prior to engine shut down by energizing the oil dilution switch with the engine operating at 1000 RPM. (Refer to figure 6-1 for dilution time for the anticipated temperature. While diluting the oil, the oil pressure should be watched for any unusual : TEMPERATURE — —10° F —20°F Fuel Added NOTE: Maximuth fuel and oil in sump for take.off is 13 quarts. Dilution Time 0°F 1’/2 mm. I qt. 33/4 mm. 22 qt. 6 mm. 4 qt. STATIC-PRESSURE ALTERNATESOVRCE VALVE. A static-pressure alternatesource valve may be installed in the static system for use when the external statIc sources are malfunctioning. This valve also permits draining condensate from the static lines. U eironeous instrument readings are suspected due to water or ice in the static-pressure lines, the statlc_pressure.alternate_sowce valve should be opened, thereby supplying static pressure from the cabin. Cabin pressures will vary, however, with open cabin ventilators or windows. The most adverse combinations will result in airspeed and altimeter variations of no more than 2 MPH and 20 feet, respectively. ____OIL DILUTION TABLEE FIgure 6—1. 6-2 I RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION. Operation of the radio equipment is normal as covered in the respec live radio manuals. When more than one radio is installed, an audio switching system is necessary. The operation of this switching system is described below. radio unit the pilot desires to use for transmission. This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which Is to be used. SPEAKER-PHONE SWITCHES. The speaker-phone switches determine whether the output of the re ceiver in use is fed to the headphones or through the audio amplifier to the speaker. Place the switch for the desired receiving system either In the up position for speaker operation or in the down position for head phones. TRANSMITTER SELECTOR SWITCH. The transmitter selector: switch has two positions. When two trans mitters are installed, it is necessary to switch the microphone to the 6-4 ) RADIO SELECTOR SWITCH ESJ Figure 6—2. AUTOPILOT-OMNI SWITCH. When a Nav-O-Matic autopilot is installed with two compatible omit receivers, an autopilot-omni switch is utilized. This switch selects the omni receiver to be used for the omni course sensing function of the auto pilot. The up position selects the upper omni receiver in the radio panel stack and the down position selects the lower omni receiver. ‘yt ‘3L’ * ‘Wi’, I M•iSm p...( “V’ wc.. ty .$ L’. VaL4u.,.:;:.a. Uw nt I. 3 Las .‘40’ 6—5 s— TRANSMITTER SELECTOR SWITCH 1 SPEAKER 1 000000 TRANS)77’_P1ONES /0MM Z Z—AUTOPILOT.OMNI SWITCH SPEAKER-PHONE SWITCH: NUMBERED SWITChES CONTROL SPEAKER-PHONE FUNCTION OF EQUIPMENT IN CORRESPONDING RADIO POSITIONS I (TOP RADIO POSITION) THRU 4 (BOTTOM RADIO POSITION) IN RADIO STACK pN INSTRUMENT PANEL. I OXYGEN SYSTEM I Your airplane may be equipped with either a four-place or six-place oxygen system. An oxygen cylinder, located behind the rear baggage compartment wall, supplies oxygen for the system. Cylinder pressure is reduced to an operating pressure of 70 psi by a pressure regulator attached to the cylinder. A shut-off valve is included as part of the reg ulator assembly An oxygen cylinder filler valve is located on the left side of the rear baggage compartment wall. Cylinder pressure is indi cated by a pressure gage located on the wall above the filler valve. Depending upon the type of system installed, either four or six oxygen outlets are provided in the cabin ceiling just above the side windows; one at each of the seating positions. Partial-rebreathing type oxygen masks, complete with vinyl plastic hoses and flow indicators, are provided. A remote shut-off valve control, located adjacent to the pilot’s oxygen outlet, is used to shut off the supply of oxygen tr the system when not in use. The control is mechanically connected to the shut-off valve at the cylinder. With the exception of the shut-off function, the system is completely automatic and requires no manual regulation for change of altitude. OXYGEN SYSTEM’OPERATION. Prior to flight, check to be sure that there is an adequate oxygen supply for the trip, by noting the oxygen pressure gage reading. Refer to paragraph OXYGEN DURATION CALCULATION, and to the Oxygen Duration Table (figure 6-3). Also, check that the face masks and hoses are accessible and in good condition. To use the oxygen system, proceed as follows: NOTE Permit no smoking when using oxygen. (1) Pull oxygen supply control knob “ON.” (2) Select mask and hose. OXYGEN DURATION (HOURS) PILOT ONLY PILOT PLUS ONE (1) PASSENGER PRESSURE PRESSURE ALTITUDE PRESSURE ALTItUDE 8000 10,000 15.000 20,000 6000 10,000 15,000 J 20,000 1800 14.6 13.0 10.2 8.4 8.0 7.2 5.7 4.7 1600 12.9 11.4 9.0 7.4 7.1 6.3 5.0 4.1 1400 11.2 9.9 7.6 6.4 6.2 5.5 4.3 3.6 1200 9.4 8.4 6.6 5.4 5.2 4.6 3.7 3.0 1000 7.7 6.9 5.4 4.4 4.3 3.8 3.0 2,5 BOO 6.0 5.3 4.2 3.4 3.3 2.9 2.3 1.9 600 4.3 3.9 3.0 2.4 2.4 2.1 1.7 1.3 400 2.6 2.3 1.8 1.4 5.4 1.2 1.0 .8 200 .9 .7 .6 .4 .4 .4 .3 .2 GAGE PRESSURE PILOT PLUS TWO (2) PASSENGERS 8000 PRESSURE ALTITUDE 10,000 15,000 PILOT PLUS ThREE (3) PASSENGERS 20,000 1600 1600 1400 1200 1000 600 600 400 8000 5.6 4.9 4.2 3.6 2.9 2.3 1.6 1.0 PRESSURE ALTITuDE 60.000 15.000 5. 0 4.4 3.6 3.2 2. 6 2. 1 1.5 .9 3.9 3.5 3,0 2. 8 2.1 1.6 1.2 .7 20,000 3.2 2. 8 2. 5 2. 1 1.7 1. 3 .9 4.2 3.7 3. 2 2.7 2. 2 1.7 1.2 .7 I 3.8 3. 3 2,9 2. 5 2.0 1. 6 1.1 .7 3.0 2.6 2.3 1.9 1.6 1.2 .9 .5 2.5 2.2 1.9 1.6 1.3 1.0 .7 PILOT PLUS FOUR (4) PASSENGERS PILOT PLUS FIVE (5) PASSENGERS GAGE PRESSURE PRESSURE ALTITUDE PRESSURE ALTITUDE 8000 10,000 15,000 20,000 8000 10,000 15,000 20,000 1600 3.4 3.1 2.4 2.0 2.9 2.8 2.0 1.7 1600 3,0 2,7 2.2 1.7 2.5 2.3 1.8 1.5 1400 2.6 3.4 1.9 1.5 2.2 2.0 1.5 1.3 1200 2.2 2.0 1.6 1.3 1.6 1.7 1,3 1.1 1000 1.8 1.6 1.3 1.0 1.5 1.4 1.1 .9 600 1.4 1.3 1.0 .6 1,2 1.1 .8 .7 600 1.0 .9 .7 .6 .8 .7 .6 .5 NOTES: 1. MI figures based on ptlot with orange color - coded oxygen line fitting and passengers with green color — coded line fittings. 2. Duration figures are averages ——— actual duration will depend upnn accuracy of setting altituth and ambient temperature. 3. Dur4jon times are based on pressure alutode. Figure 6—3. 6—7 6-6 NOTE - In a standard four-place or six-place oxygen system installation, the hose assembly provided I or the pilot is of a higher flow rate than those for the passengers. The pilot’s hose assembly is color-coded with an orange band adjacent to the plug-in fitting. The hoses provided for the passengers are color-coded with a green band. U the aircraft owner prefers to do so, he may provide the higher flow rate hoses for all passengers; these hoses would also be color-coded with an orange band. In any case, it Is recommended that the pilot use the larger capacity hose. All masks are identical. (3) Attach mask to face and adjust metallic nose strap for snug mask fit. (4) Select oxygen outlet located nearest to the seat you are occupy ing, and plug delivery hose into it. Oxygen will flow continuously at the proper rate of flow for any altitude without any manual ad justments. (5) Check the flow indicator in the face mask hose. Oxygen Is flow ing if the indicator is being forced toward the mask. (6) Unplug the deUvery hose from the outlet coupling when discontin uhig use of oxygen system. This automatically stops the flow of oxygen. OXYGEN DURATION CALCULATION. The Oxygen Duration Table (fIgure 6-3) should be used in determin ing the usable duration (in iours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the table. the available bxygen pressure shown on the pressure gage. this figure In the “GAGE PRESSURE” column adjacent to of figures applicable to the number of occupants in the air plane. (3) Locate the pressurp altitude at which you intend to fly; then, read down this column until you intersect the number in line with the gage pressure reading. The resulting number is the usable duration (in hours) of the existing oxygen supply. (4) As an example of tAe above procedure, 1400 psi of pressure will safely sustain the pilot bnly for 9.9 hours at a 10,000 foot pressure altitude. The same pressure will sustain the pilot and three (3) passengers for 2. 9 hours at 10, 000 feet. NOTE Oxygen Duration Table figures are based on a standard configuration oxygen system having one orange color- coded hose assembly for the pilot and green color-codedhoses for the passengers. U orange color-coded hosesare provided for the passengers in your airplane, it will be necessary to compute new duration figures due to the greater consumption of oxygen with these hoses. OXYGEN SYSTEM SERVICING. The oxygen cylinder, when fully charged, contains 48 cubic feet of oxygen, under a pressure of 1800 psi at 70°F. Refer to servicing pro cedures, page 4-6, for oxygen system servicing requirements. IMPORTANT Oil, grease, or other lubricants in contact with oxygen create a serious fire hazard, and such contact must be avoided. (1) Note (2) Find the block 6-8 6-9 CESSNA ECONOMY MIXTURE INDICATOR) ALPHABETICAL INDEX OPERATING INSTRUCTIONS. (1) In take-off and full;power climb, use full rich mixture. (2) In level flight (or cruising climbat less than 75%power), lean the mixture to peak EGT, then enrichen one large division (-100°F) below peak EGT. While leaning the mixture under some operating conditions, engine roughness may occur before peak EGT is reached. In this case, enrichen the mixture approxImately 100° F from the EGT corresponding to the onset of roughness. NOTE Changes in altitude or power setting require the EGT to be re-checked and the mixture re-set. (3) Use rich mixture (or mixture appropriate for field elevation) in idle descents or landing approaches. Leaning technique for cruise descents may be with EGT reference method (at least every 5000 feet) or. by simply enriching to avoid engine rough ness, if numerous power reductions are made. Alter Landing, 1-4 Airplane, before entering, 1 -1 file, 4—5 mooring, 4-1 secure, 1-4 Airspeed Correction Table, Airspeed LimitatIons, 3-2 Aluminum Surfaces, 4-2 Authorized Operations, 3-1 B Baggage, Weight, inside front cover Beacon, Rotating, 2-3 Before Entering Airplane, 1-I Before Landing, 1-4 Before Starting Engine, 1-1 Before Take-Off, 1-2, 2-6 C Cabin Heating, Ventilating and Defrosting System, 2-3 Capacity,fuel, inside front cover oil, inside front cover Carburetor, 2-2 Care, Circuit Breakers, 2—3 Climb, 1-3, 2—7 maximum performance, 1-3normal, 1-3 Cold Weather Equipment, 6-1 Cold Weather Operation, 2-10 operation, 2-12 starting, 2-10 5-1 Correction Table, Airspeed, 5-i Cruise Performance, Optimum, 2-8Cruise Performance, 5-4, 5-5, 5-6 Cruising, 1—3, 2—8 D Diagram,exterior inspection, iv fuel system schematic, 2—2 principal dimensions, ii taxiing, 2-5 Dilution System, Oil, 6-2dilution table, 6-2 Dimensions, Principal, ii E Economy Mixture Indicator, 6-10 operating instructions, 6-10 Electrical System, 2-3 circuit breakers, 2-3 ground service plug recept acle, 6—1 rotating beacon, 2—3 Empty Weight, inside front cover Engine, inside front cover before starting, 1—1 instrument markings, 3-2 The Cessna Economy Mixture Indicator is an exhaust gas temperature sensing device which is used to aid the pilot in selecting the most desirable fuel-air mixture for cruising flight at less than 75%power. Exhaust gas temperature (EQT) varies with the ratio of fuel-to-air mixture entering the engine cylinders. The EGT will peak at a value that is approximately maximum range mixture. Operation at peak ECT is not authorized, except to establish peak EGT for reference. A richer mixture which provides a drop of approx imately iOO°F from peak ECT is recommended for normal cruise at less than 75%power. Leaning in this manner will provide fuel consump tion very close to the Cessna Flight Computer and Owner’s Manual values and will result in a decrease of only 1 MPH In airspeed from that obtain able with the same power setting and best power mixture. A interior, 4-3 propeller, 4-3 Center of Gravity Moment Envelope, 3-6 Check List, Servicing Intervals, 4-7 6-10 Index—i Inspection Service — Inspection Period, 4-4 Instrument Markings, Engine, 3-2 Interior Care, 4-3 I. Landing, inside front cover, 1-4, 2-9 after, 1-4 before, 1-4 distance table, 5-’I normal, 1-4 Let-DOwn, 1-4 Limitations, Airspeed, 3-2Limitations, Engine Operation, 3-2 Loading, Power, inside front cover Loading, Wing, inside front cover Loading Graph, 3-5 Loading Problem, Sample, 3-4 Long Range Fuel Tanks, 6-1 Lubrication and Servicing Procedures, 4-6 M Maneuvers — Normal Category, 3-1 Maximum Performance Climb, 1-3 Maximum Performance Take -Off, 1—3 Mixture Control, 2-2 Moment Envelope, Center of Gravity, 3-6 Mooring Your Airplane, 4-1 Oil System, capacity, inside front cover dilution system, 6-2 dilution system table, 6-2 Operation, Cold Weather, 2—10 Operation, Hot Weather, 2-12 Operation Limitations, Engine, 3-2Operations Authorized, 3-1 Optimum Cruise Performance, 2-S Owner Follow-Up System, 4-8 Oxygen System, 6-6duration calculation, 6—8 duration table, 6-7operation, 6-6 servicing, 6—9 p Painted Surfaces, 4-2 Performance - Specifications, Inside front cover Power, Inside front cover Power Loading, inside front cover Primer, Engine, 2-2 Principal Dimensions Diagram, Ii Propeller, inside front cover Radio Selector Switches, 6-4 autopilot—omni switch, 6-4, 6-5 operation, 6-4 speaker-phone, 6-4, 6-5 transmitter selector, 6-4 Range, inside front cover Rate of Climb at Sea Level,inside front cover Rotating Beacon, 2-3 0 S operation limitations, 3-2 primer, 2-2 starting, 1-2, 2-4 Equipment, Cold Weather, 6-1 Exterior Inspection Diagram, iv F File, Airplane, 4-5 Fuel System, 2-1 capacity, inside front cover carburetor, 2-2 engine primer, 2-2 fuel strainer, 2-2 long range tanks, 6—1 mixture control, 2-2 schematic, 2—2 selector valve, 2-2 throttle, 2-2 wing tanks, 2-2 G Graph,center of gravity moment envelope, 3-6 loading, 3-5 Gross Weight, inside front cover Ground HandlIng, 4-1 Ground Service Plug Receptacle, 6-1 H Handling Airplane On Ground, 4-1 Heating, Ventilating and Defrosting System, CabIn, 2-3 Hot Weather Operation, 2-12 I Inspection Diagram, Exterior, iv Index-2 Sample Loading Problem, 3-4 Securing Aircraft, 1-4Selector Valve, Fuel, 2-2Service Ceiling, inside front cover Servicing and LubricationProcedures, 4-6Servicing Intervals Check List, 4-7Servicing Requirements, inside back cover Specifications - Performance, Inside front cover Speed, inside front cover Spins, 2-9 Stalls, 2-9speed chart, 5—2 Starting Engine, 1-2, -4 Static-Pressure Alternate-Source Valve, 6—3 Strainer, Fuel, 2-2Surfaces, aluminum, 4-2 painted, 4-2System, cabin heating, ventilating and defrosting, 2-3 electrical, 2—3 fuel, 2—I oil dilution, 6-2 owner follow-up, 4-Soxygen, 6-6 T Take—Off, inside front cover, 1—3, 2—6 before, 1—2, 2—6 maximum performance, 1-3 normal, 1-3 Take-Off and Climb Data Table, 5-3 Taxiing, 2-6 diagram, 2-5 Throttle, 2-2 Index-3 care, 4-3 N Normal Category — Maneuvers, 3-1 Normal Climb, 1-3 Normal Landing, 1-4 Normal Take-Off, 1—3 I V empty, inside front cover gross, inside front cover Weight and Balance, 3-4 Windshield and Windows, 4-2 Wing Loading, Inside front cover Wing Tanks, Fuel, 2-2 Winterization Mt and Non-Congeal ing 011 Cooler, 6-1 FUEL: AVIATION GRADE -- 80/87 MINIMUM GRADE CAPACITY EACH STANDARD TANK -- 32.5 GALLONS CAPACITY EACH LONG RANGE TANK -- 42.0 GALLONS ENGINE OIL: WARRANTY • The Cessna Aircraft Company (Cessna) warrants each new aircraft, including factory installed equipment and accessories, and warrants aU new aircraft equipment and accessories bearing the name “Cessna,1’ to be free from defects in material and work mansifip under normal use and service. Cessna’s obligation under this warranty is limited to supplying a part or parts to replace any part or parts which, within six (6) months after delivery of such aircraft or such aircraft equipment or accessories to the original retail purchaser or first user, shall be returned transportation charges prepaid to Cessna at Wichita, Kansas, or such other place as Cessna may designate and which upon examination shall dis close to Cessna’s satisfaction to have been thus defective. • The provisions of this warranty shafl not apply to any aircraft, equipment or accessories which have been subject to misuse, neg ligence or accident, or which shall have been repaired or altered outside of Cessna’s factory in any way so as In the judgment of Cessna to affect advedely its performance, stability or reliability. This warranty is expressly in lieu of any other warranties, ex pressed or implied, including any implied warranty of merchant ability or fitness for a particular purpose, and of any other ob ligation or liability on Lhe part of Cessna of any nature whatsoever and Cessna neither asumes nor authorizes any one to assume for it any other obligation br liability in connection with such aircraft, equipment and accessobes. Index-4 I AVIATION GRADE -- SAE 30 BELOW 40° F. SAE 50 ABOVE 400 F. (AIRCRAFT DELIVERED MTh STRAIGHT MINERAL OIL. EITHER MINERAL OIL OR DETERGENT OIL MAY BE USED. IF DETERGENT OIL IS USED, IT MUST CONFORM TO CONTINENTAL MOTORS SPECIFICATION MHS-24.) CAPACITY OF ENGINE SUMP -- 12 QUARTS (DO NOT OPERATE ON LESS ThAN 9 QUARTS. TO MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL TO 10 QUART LEVEL FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO 12 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED, ONE ADDITIONAL QUART IS REQUIRED WHEN THE FILTER ELEMENT IS CHANGED.) HYDRAULIC FLUID: MIL-H-5506 HYDRAULIC FLUID OXYGEN: AVIATOR’S BREATHING OXYGEN -- SPEC. NO. MIL-O-27210 MAXIMUM PRESSURE -- 1800 PSI TIRE PRESSURE: MAIN WHEElS -- 32 PSI ON 6.00x 6 TIRES -- 25TO35 PSIONB.OOX6TIRES(OPT) NOSE WHEEL --32 PSI ON 5.OOxS TIRE -- 20 TO 29 PSI ON 6.00 X 6 TIRE (OPT) I Valve, Fuel Selector, 2-2 w Weight, baggage, Inside front cover I SERVICING REQUIREMENTS L “TAKE YOUR CESSNA HOME FOR SERVICE AT THE SIGN OF THE CESSNA SHIELD”, CESSNA AIRCRAFT COMPANY WICHITA, KANSAS P0: 790366 LOT: 30—17679 P/N: 14—00783 LOG: ZNS 866690015 CESSNR 182H & SKYLPNE 1965 OWNERS MPNUAL