Pilot's Operating Handbook

6-3 thru 6-13 .......... 1 October 1978 6-14 Blank ............ 1 October 1978 6-15 thru 6-25 ......... 1 October 1978 6-26 Blank ............ 1 October 1978 7-1 thru 7-40 .......... 1 October 1978 8-1 ................... 1 October 1978 8-2 Blank ............. 1 October 1978 8-3 thru 8-14 .......... 1 October 1978 9-1 thru9-3 ........... 1 October 1978 9-4 Blank ............. 1 October 1978 NOTE Refer to Section 9 Table of Contents for supplements applicable to optional systems. iii TABLE OF CONTENTS CESSNA MODEL 182Q f . TABLE OF CONTENTS SECTION GENERAL ............................. 1 L1MITATIONS ......................... 2 EMERGENCY PROCEDURES ............ 3 NORMAL PROCEDURES ............... 4 PERFORMANCE ....................... 5 WEIGHT & BALANCE/ EQUIPMENT LIST ................. 6 AIRPLANE & SYSTEMS DESC RI PTI ONS ................... 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE ........ 8 SU PPLEMENTS (Optional Systems Description & Operating Procedures) .......... 9 iv 1 October 1978 CESSNA MODEL 182Q SECTION 1 GENERAL TABLE OF CONTENTS Three View Introduction Descriptive Data Engine Propeller Fuel ... Oil Maximum Certificated Weights Standard Airplane Weights .. Cabin And Entry Dimensions . Baggage Space and Entry Dimensions Specific Loadings ........ . Symbols, Abbreviations And Terminology General Airspeed Terminology And Symbols Meteorological Terminology ...... . Engine Power Terminology . . . . . . . . SECTION 1 GENERAL Page Airplane Performance And Flight Planning Terminology Weight And Balance Terminology . . . . . . . . . . . 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-4 1-5 1-5 1-5 1-5 1-5 1-5 1-6 1-7 1-7 1-7 1 October 1978 1-1 SECTION 1 GENERAL 1-------28 '-0,,-----------j NOTES: CESSNA MODEL 182Q 9'-3" MAX. 1. Oi mensions shown are based on standard empty weight and proper nose gear and tire inflation. Wing span shown with strobe lights installed. Maximum height shown with nose gear depressed, as far as possible and flashing beacon installed. 4. Wheel base length is 66 1/2". 5. Propeller ground clearance is 10 7/8". 6. Wing area is 174 square feet. 7. Minimum turning radius (*pivot point to outboard wing tip) is 27'-0". * * PIVOT POINT @ @ PIVOT POINT l-~ 36'-0" 'I ~~ ---- 1-----9'-0" ----0--1 Figure 1-1. Three View 1-2 1 October 1978 J CESSNA MODEL 182Q INTRODUCTION SECTION 1 GENERAL This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-U. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor-equipped, six-cylinder engine with 470 cu. in. displacement. Horsepower Rating and Engine Speed: 230 rated BHP at 2400 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: C2A34C204/90DCB-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.0 0 and a high pitch setting of 29.4 0 (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Total Capacity: 92 gallons. Total Capacity~a.c.1} ..Tank: 46 gallons. Total Usable: ;138 gallons ..~ '-----_._- " .. -... ~- 1 October 1978 1-3 SECTION 1 GENERAL CESSNA MODEL 182Q OIL NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24 (and all revisions thereto), Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity for Temperature Range: SAE 50 above 4°C (40°F). SAE 10W30 or SAE 30 below 4°C (40°F). NOTE Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts. Total: 13 Quarts (if oil filter installed). MAXIMUM CERTIFICATED WEIGHTS Ramp: 2960 lbs. Takeoff: 2950 lbs. Landing: 2950 lbs. 1-4 1 October 1978 I CESSNA MODEL 182Q Weight in Baggage Compartment: SECTION 1 GENERAL Baggage Area "A" (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. Baggage Area "B" and Hatshelf-Station 108 to 136: 80 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skylane: 1700 lbs. Skylane II: 17541bs. Maximum Useful Load, Skylane: 12601bs. Sky lane II: 1206 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 16.9 lbs./ sq. ft. Power Loading: 12.8 lbs./ hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. 1 October 1978 1-5 SECTION 1 GENERAL KTAS V NE ,&1,-,SO,- 'V CESSNA MODEL 182Q Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Standard Tempera- ture Pressure Altitude 1-6 Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fah- renheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). 1 October 1978 CESSNA MODEL 182Q SECTION 1 GENERAL ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configura- tion. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment 1 October 1978 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied 1-7 SECTION 1 GENERAL Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight CESSNA MODEL 182Q by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-8 Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . . Center Of Gravity Limits . .,. Maneuver Limits .... Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations . - . Other Limitations Flap Limitations Placards ..... 1 October 1978 SECTION 2 LIMIT ATIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-1/ (2-2 blank) CESSNA MODEL 182Q SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A13 as Cessna Model No. 182Q. 1 October 1978 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 182Q Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS V NE Never Exceed Speed 172 179 Do not exceed th is speed in any operation. V NO Maximum Structural 139 143 Do not exceed this speed Cru isi ng Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2950 Pounds 109 111 Do not make full or abrupt 2450 Pounds 99 100 control movements above 1950 Pounds 89 89 this speed. V FE Maximum Flap Extended Speed: To 100 Flaps 137 140 Do not exceed these speeds 100 - 400 Flaps 95 95 with the given flap settings. MaXimum Window Open 172 179 Do not exceed this speed with Speed windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMIT ATIONS MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 45 - 95 Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. U~r limit is maximum speed permissible with flaps extended. Green Arc 48 - 143 Normal Operating Range. Lower limit ~. is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 143 - 179 Operations must be conducted with caution and only in smooth air. . Red Line 179 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-U. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 230 BHP. Maximum Engine Speed: 2400 RPM. Maximum Cylinder Head Temperature: 460°F (238°C). Maximum Oil Temperature: 240°F (116°C). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: C2A34C204/90DCB-8 Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 15.0°. High: 29.4°. 1 October 1978 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 182Q POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE LIMIT Tachometer - - - 2100 - - - - 2400 RPM 2400 RPM Manifold Pressure - - - 15-23 - - - - - - in. Hg Oil Temperature - - - 100° - 240°F - - - 240°F Cylinder Head - - - 200° - 460°F - - - 460°F Temperature Oil Pressure 10 psi 30-60 psi - - - 100 psi Carburetor Air - - - - - - -15° to 5°C - - - Temperature Suction - - - 4.5-5.4 - - - - - - in. Hg Fuel Quantity E - - - - - - - - - (2.0 Gal. Unusable Each Tank) Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Ramp Weight: 2960lbs. Maximum Takeoff Weight: 2950lbs. Maximum Landing Weight: 2950lbs. Maximum Weight in Baggage Compartment: Baggage Area" A" (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. 2-6 Baggage Area "B" and Hatshelf- Station 108 to 136: 80lbs. See note below. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMIT ATIONS NOTE The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs. CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2250 lbs. or less, with straight line variation to 39.5 inches aft of datum at 2950 lbs. Aft: 48.5 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. 1 October 1978 2-7 SECTION 2 LIMITATIONS FUEL LIMITATIONS 2 Standard Tanks: 46 U.S. gallons each. Total Fuel: 92 U.S. gallons. Usable Fuel (all flight conditions): 88 U.S. gallons. Unusable Fuel: 4 U.S. gallons. NOTE CESSNA MODEL 182Q To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. Takeoff and land with the fuel selector valve handle in BOTH position. Operation on either left or right tank limited to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank in level flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS 2-8 Approved Takeoff Range: 0° to 20°. Approved Landing Range: 0° to 40°. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITATIONS PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operat- ing limitations which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY -NIGHT- VFR-IFR 2. On control lock: CONTROL LOCK- REMOVE BEFORE STARTING ENGINE 3. On the fuel selector valve plate: 1 October 1978 OFF LEFT - 44 GAL. LEVEL FLIGHT ONLY BOTH - 88 GAL. ALL FLIGHT ATTITUDES BOTH ON FOR TAKEOFF AND LANDING RIGHT - 44 GAL. LEVEL FLIGHT ONLY 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 182Q 4. On the baggage door: FORWARD OF BAGGAGE DOOR LATCH 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER AFT OF BAGGAGE DOOR LATCH 80 POUNDS MAXIMUM BAGGAGE INCLUDING 25 LBS MAXIMUM IN BAGGAGE WALL HATSHELF MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 5. On flap control indicator: 0° to 10° 10° to 20° to FULL (Partial flap range with blue code and 140 kt callout; also, mechanical detent at 10°.) (Indices at these positions with white color code and 95 kt callout; also, mechanical detent at 10° and 20°.) 6. Forward of fuel tank filler cap: 2-10 FUEL 100LL/l00 MIN. GRADE AVIATION GASOLINE CAP. 46.0 U.S. GAL. CAP. 34.5 U.S. GAL. TO BOTTOM OF FILLER NECK 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITA TIONS 7. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments. 8. On oil filler cap: OIL 12QTS 9. N ear airspeed indicator: 1 October 1978 MANEUVER SPEED 111 KIAS 2-11/ (2-12 blank) CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation OPERATION AL CHECKLIEITS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run ... Engine Failure Immediately After Takeoff Engine Failure During Flight . . . . . . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing Wit~ne Power Ditching ....... . Fires .. . . . . . . . . . During Start On Ground Engine Fire In Flight .. Electrical Fire In Flight Cabin Fire Wing Fire ...... . Icing . . . . . . . . . . . Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . . . . . Landing With A Flat Main Tire ...... . Electrical Power Supply System Malfunctions . . Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) ........ . Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) ..... Engine, Failure Forced Landings 1 October 1978 AMPLIFIED PROCEDURES Page 3-3 . 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-7 3-8 3-8 3-8 3-8 3-8 3-11 3-12 3-1 SECTION 3 CESSNA MODEL 182Q EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Page Landing Without Elevator Control ........... 3-12 Fires . . . . . . . . . . . .. ........... 3-12 Emergency Operation In Clouds (Vacuum System Failure) 3-13 Executing A 180 0 Turn In Clouds 3-13 Emergency Descent Through Clouds 3-13 Recovery From A Spiral Dive . . . 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked ...... 3-14 Spins . . . . . . . . . . . . . . . . 3-15 Rough Engine Operation Or Loss Of Power 3-15 Carburetor Icing . . 3-15 Spark Plug Fouling 3-16 Magneto Malfunction 3-16 Low Oil Pressure . . 3-16 Electrical Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge . . . . . . . 3-17 3-2 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down Maneuvering Speed: 2950 Lbs 2450 Lbs .. _. 1~50 Lbs .... Maximum Glide . . Precautionary Landing With Engine Power Landing Without Engine Power: J Wing Flaps Up . . Wing Flaps Down OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 1 October 1978 'ZQ_KIAS 65 KIAS 111 KIAS 100KIA'S 89 KIAS ~l.o KIAS £KE:JA~~ 70 KIAS 65 KIAS , ••~",-".- < - 3-3 SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (40 0 recommended). 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 70 KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH 4. Mixture -- RICH. CESSNA MODEL 182Q 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER. 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED.(40° recommended). 6. Master Switch -- OFF. 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed -- 65 KIAS. 2. Wing Flaps -- 20 0 • 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Wing Flaps -- 40 0 (on final approach). 6. Airspeed -- 65 KIAS. 7. Avionics Power and Master Switches -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 3-4 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Flaps -- 20° - 40°. 4. Power -- ESTABLISH 300 FT/MIN DESCENT at 60 KIAS. 5. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10° flaps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airpl_ane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Cranking -- CONTINUE. 1 October 1978 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182Q 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 8. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. 9. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTIVATE (if available). I WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. . 11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. 3-6 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). I WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Navigation Light Switch -- OFF. 2. Strobe Light Switch (if installed) -- OFF. 3. Pitot Heat Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clock- wise to obtain maximum defroster airflow. 4. Increase engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused 1 October 1978 3-7 SECTION 3 CESSNA MODEL 182Q EMERGENCY PROCEDURES by wing flap extension could result in a loss of elevator effective- ness. 9. Open left window and if practical scrape ice from a portion of the ... windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip. if necessary. for improved visibility. 11. Approach at 80 to 90 KIAS depending upon the amount of ice accum ulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Alternate Static Source Valve (if inst~.lJ~~J_=-:PULL.0N-=- 2. AIrspeed n Consult appropri~te t~bl~U.JL$..~ct!{)Il5.--- .-.- 3. Altitude n Cruise 50 feet hii'her ~~<i.!Lppro_ach30 feElt ?ighe:r:_!l.1~n normal. .. LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Wing Flaps -- FULL DOWN. 3. Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Nonessential Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) 3-8 NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions. the 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Low-Voltage Light -- CHECK OFF. 5. Avionics Power Switch -- ON. If low-voltage light illuminates again: 6. Alternator -- OFF. 7. Nonessential Radio and Electrical Equipment -- OFF. 8. Flight -- TERMINATE as soon as practical. 1 October 1978 3-9/(3-10 blank) CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 I- 10,000 u. z « 8000 a: a: w I- w > 6000 0 ID « 4000 l- -' * SPEED 70 KIAS I a * PROPELLER WINDMILLlNG- o ~.:{:..:.;..{_f_t:"""')_}_":":::_···""'&-_--'-_--L..._*_F...LL_A_P_S--JUL..-P_*.......Z_ER_O.....&-W_I_NiL.D_--, w 2000 I o 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 1 October 1978 3-11 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL 182Q If all attempts to restart the engine fail and a forced landing is·. imminent. select a suitable field and prepare for the landing as discussed ., in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power availa- ble. one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions. proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusive- ly. At flareout. the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent- ly. at flareout. the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight. the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure. execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. 3-12 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a.,....yacuum system failure during Wgbt, the directional indicator and attitude indicator will be disabled. and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative. and that the pilot is not completely proficient in ,instrument flying. - --- EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering the clouds. an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 1 October 1978 3-13 SECTION 3 EMERGENCY PROCEDURES 2. Apply full carburetor heat. CESSNA MODEL lS2Q 3. Reduce power to set up a 500 to SOO ft/min rate of descent. 4. Adjust the elevator and rudder trim control wheels for a stabilized descent at SO KIAS. 5. Keep hands off control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Adjust rudder trim to relieve unbalanced rudder force, if present. S. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 9. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle .• 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to SO KIAS. 4. Adjust the elevator trim control to maintain an SO KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Apply carburetor heat. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. S. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. Cabin pressures will vary with open ventila- tors or windows and with airspeed. To avoid the possibility of large errors, the windows should not be open when using the alternate static source. 3-14 1 October 1975 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. A calibration table is provided in Section 5 to illustrate the effect of the alternate static source on indicated airspeeds. With the windows and vents closed the airspeed indicator may typically read as much as 3 knots faster and the altimeter 45 feet higher in cruise. With the vents open, this variation reduces to zero. If the alternate static source must be used for landing, the normal indicated approach speed may be used since the indicated airspeed variations in this configuration are 2 knots or less. SPINS Intentional spins are prohibited in this airplane. Should an inadvert- ent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine ,1 October 1978 3-15