Cessna 205 Owner's Manual - Take Flight San Diego

Loak rOR rue red and n,-, -S CESSNA PENNAW'5 t.(, THAT fXTRA SERVICE '.aiERf .' COUNTS WHEN YOU NEED IT'\ CESSNA AIRCRAFT C^.WPANY \i' ' :, WICHITA, KAl^-'A^' ! \ nb^ OWNER'S MANUAL •^ ,n PERFORMANCE - SPECIFICATIONS Congratulations MODEL 205 GROSS WEIGHT 3300 lbs SPEED. BEST POWER MIXTUT^E: Top Speed at Sea Level 173 nipli Cruise, 75% Power at 6500 ft 163 mph RANGE, NORMAL LEAN MIXTURE: Cruise. 75% Power at S600 ft 730 mi 63. 5 Gallons, No Reserve 4. 5 lirs 152 niph Ci-Luse. 75^r Power at 6500 ft 930 mi 80 Gallons, No Reserve 5. 7 hrs 162 niph Optimum Ran^e at 10, 000 It 1015 mi 'l«, ' 63.5 Gallons, No Reserve 3,9 hrs f 114 tnph Optlm-um Range at 10.000 ft • jf ^ IT^ 80 Gallons, No Reserve TT!, ^^^ 114 mph RATE OF CLIMB AT SEA LEVEL ?S^S^ SERVICE CEILING lb, luu u TAKE-OFF: ^^^ ^^ Ground Run . . . . lafil ft Total Distance Over 50-foot Obstacle J^dd n LANDING: „25 ft Landing Roll. ^-i « f* Total Distance Over 50-foot Otistacle ^ EMPTY WEIGHT (6-passenger version) ip;r;oibs USEFUL LOAD !« 8 Ib^ WING LOADING: Pounds/Sq Foot 12 7 lbs POWER LOADING; Pounds/HP. FUEL CAPACITY: Total , Standard Tanks "^ ^^^' Optional Long Range Tanks .^ i ' OIL CAPACITY: Total t^ inches PHOPELLEH; Constant Speed, Dia " POWER: 1O.470-S Continental Fuel Injection Engine 260 rated HP at 2625 RPM Welcome to lilt ranks of Cciisna owners! Your Ccssns ha^ been de- signed and cortstfiicccd to give you the most in performance, economy, and comfort. You will find iJy.ng it, titber for busuKss or pleasure, a plca.uni and profitable txpecicnct. This Owncr\ Manual has been prepared as a guide to help you gei the most pleasure and utility from your airplane. It (oniain.i informa- tion about your f^-ssna's et]uipmenr, operating procedures, and pcr- formanec; and suggestiims for its servicing and care. We urge you to read it from cover to cover, mv\ to refer to it fre<piently. Our interest in your Hying pleasure has nor ceased with y<HEr purchase of a Ossna. World-wide, cht Cessna Dealer Organization backed by the Cessna Service Dep.irtmeni stands ready to serve you. The follow- ing services arc oifercd only by your Cessna Dealer: FACTORY TRAINED MliCHANlCS lo provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT co provide you with the mo.-it cOicient and accurate workman- ship possible. A STOCK OF CIENUINE CESSNA SERVKT PARTS on hand when you need them. Till; LA'IJLST Al.irilORITATIVE INFORMATION rOH SERVICING CESSNA AIRPLANES, since Cessm Dealers have all of tiie Strviee Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters published by Cessna Aircraft (Company. We urge all Cessna owner* to use the Cle.ssna Dealer Organization to the fullest. A current Cessna Dealer Directory accompanies your new ;iirplane. Ih^ Directory is revjsed frequently, and a cutrem copy can be ob- tained from your Cessna Dealer. Make your Directory one of your cross-country liight planning aids; a warm welcome awaits vou at every Cessna Dealer. -3 -9 »-l iii ' I r TABLE OF CONTENTS ^^^^^_^.^-—^^-^^^^^^^^^^^^^^-^^^^^^_^^^ Page . SECTION I - DESCRtPTION l-I SECTION II - OPERATING CHECK LIST 2-1 SECTION III - OPERATING DETAILS 3-1 SECTION IV -OPERATING LIMITATIONS .4-1 SECTION V - CARE OF THE AIRPLANE 5-1 DEALER FOLLOW-UP SYSTEM 5-6 SECTION VI -OPERATIONAL DATA 6-1 SECTION VII - OPTIONAL SYSTEMS __ 7-1 RADIO SELECTOR SWITCHES __ 7-1 NAV-O-MATIC _ ._._ 7-3 OXYGEN SYSTEM ....7-9 ALPHABETICAL INDEX ._ Ind^x-I Hflshl cf ilrpluit wlUi oiHlonil idilins beicon inslallerl. "A" deikentes Uit dlmenBloii •'hsn s S.M,4 mitt B?*' '"• '^ e.OOiS main ^ir llrES are InBUIlcd, "8"dpileniitei Ihe dLmrnllon when a a»00x4 nt^t E'u* (ire ani B.OO<\A cnalr^ gdar ilrei are InfeUllad. • §-10 1/'*"(B| DIMENSIONS ) I SecU<m 1 ION One of the first steps in obtaining the utmost pGrformatice, service, and flying enjoyment from your Cessna is to famlUarize yourself with your airplane's equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered herein. ENGINE CONTROLS. THROTTIE, MIXTURE AND PROPELLER CONTROLS. The push-pull throttle incorporates a lock button to secure it in any de- sired aetting. To c^ierate the throttle, depress the lock button, then adjust the-control knob as necessary. Re- lease pressure on the lock button to lock the control. To make minor adjustments simply screw the control in or out without pressing the button. The puah-puU mixture control in- corporates a lock button to prevent inadvertent leaning or shutting off the fuel supply. To operate the con- trol, depress the lock button, then push the knob in for rich mixture or pull it out for lean mixture. Pulling the knob all the way out is idle cut- off for stepping the ei^ne. Release pressure on the lock button to lock the control. To mike minor adjust- ments simply sci-ew the control in or out without pressing the button. The propeller control is the push- pull type and changes the setting of the propeller governor to regulate engine speed. It is identical, in operation, to the mixture control. Pushing the knob forward increases BPM; pulling the knob out decreases RPM, For all ground operations, and for take-off, the propeller control should be full in (high RPM}. After take- off, reduce throttle fiTst^ thefire- diice-HPM.- -Since a "small control mdvemenf will produce a consider- able RPM change, you should set up climb and cruise RPM by screwing the knob in or out. Propeller surging (RPM variation up and down several times before en- gine smooths oirt and becomes steady) can be prevented by smooth throttle and propeller control knob oi)eration. Do not change the throttle and pro- peller control settings with jerky and rapid moticfls. INDUCTION HOT AIR KNOB. The induction hot air knob is used . 1-1 I w 1 DescriptiDii to select either filtered cold air from the Induction air scoop or heated air. In the unlikely event that ice should form ill the induction system, as evidenced by an unexijlaincd drop in manifold pressure, pull the induction hot air knob full out. Do not use an intermediate position. IGNITION-STARTER SWITCH, A five - position ignition- startcr switch controls the dual magneto Ignition and starter systems. The switch positions are labeled clock- wise- as follows; "OFF," "R," "L, " "BOTH" and "START." The engine should be operated on both magnetos ("BOTH" position). The "R" and "L" positions are for checking purposes only. When the switch is turned to the spring- loaded "START' positiOTi, the starter turns over the engine for starting. As the switch is released, it automatically returns to "BOTH." ReJer to Sections II and HI for further discussion on the use of the ignition-starter switch. ENGINE INSTRUMENTS. FUEl FLOW INDICATOR. The fuel flow indicator used with the Continental fuel injection sys- > Figure 1-1. tern is a fuel pressure gaije calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. The indicator dial is marlied with red radials at the minimum and maximum allowable operating fuel pressures. The low flow range of the indicator has a green arc for normal cruise fuel flows while the high flow portion has white radial lines for take-off and climb settings for full power at various altitudes. The full power markings represent maximum performance mixtures for the altitudes shown, making it prac- tical to lean the mixture on a high altitude take-off and during full power climbs for masimum power and performance. In the cruise power range the green arc covers the normal lean fuel flow required from 45 to 75% power. Your Cessna Power Computer or the cruise performance tables on pages 6-4 thru 6-S-show the normal lean fuel flow for cruising power settii^a. NOTE Best_j)^er_riilxture -can be op- tai"ned for any power setting shown on your Cessna Power Computer by adding^l GPH to the normal lean fuel flow on the computer. Cruising climbs (page 3-5) should be conducted at approximately 15 GPH up to 6500 feet and at 1 GPH more tlian the normal lean fuel flow shown on the Cessna Power Com- puter at higher altitudes and lower powers. Description COWL FLAPS. Cowl flaps, adjusted to the need, will meter enough air for the ade- quate cooUngand maximum efficiency of the engine under varying condi- tions. Opening the cowl flaps, while on the ground, steps up tlie volume of air necessary for engine cooling. Inflight, closing the cowl flaps, as required, restricts the flow of air through the engine compartment, thereby reducing the cooling and cowl flap drag to a minimum. The cowl flaps are controlled by a lever on the control pedestal. Nine positions, including full open and full closed, are provided by means of locking holes in the lever mechanism. To change the cowl flap settings, rnQye_the.leyer to the left, out of the locking hole, then reposition. Make sure the lever moves into the lock- ing hole at the new setting. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing (refer to figure 1-3). From each tank, fuel flows by gravity throu^ a fuel reser- voir tank to the fuel selector valve. Depending upon the setting of the selector valve, fuel from the left or right tank flows through a fuel strainer and check valve in the elec- tric auxiliary fuel jjump to the engine- driven fuel pump, by-passing the electric fuel pump when it is not op- erating. Pressurized fuel from the engine-driven fuel pump then flows through a fuel unit to a distriliutor manifold which disperses the fuel to a fyol nozzle on eaeh engine cylinder. 1-3 Descriptiott Description FUEL QUANTITY DATA itu.s. gallons) SELECTOR VALVE POSITION USABLE FUEL [ALL FLIGHT CONDITIONS! USABLE FUEL (LEVEL FLIGHT ONLY! USABLE FUEL (CLIMBING. DESCENDING) TOTAL VOLUME DECHEASe IN USABLE fUEl IN AIL FLIGHT CON0IT<ON5 IS DUE TO D£TRIMENTAl EFFECTS OF UNCOORDI MATED FLJGHT (SLIPS OR SKIDSI OH TURBULENT AIS THAT MAY BE ENCOUNTERED IN NORMAL FLYING CONDITIONS. Figure 1-2. Vapor and excess fuel fi'om the en- gine-driven fuel pump and fuel niGtor- ing unit are returned to the main tank being used by way of the selector valve and reservoir taiik. Refer to figure 1-2 for fuel quantity data. See the Servicing Diagi'am (fig- ure 5-1) for a summary ol fuel sys- tem servicing info rmat ion. FUEL SELECTOR VALVE. The rotary-type fuel selector valve has three positions, labeled "'BOTH OFF," -LEFT ON" and"RIGHT ON. " The "BOTH OFF' position seals both wing tanks off from the rest of the fuel system and allows no fuel to pass Ijeyond the selector valve. The "LEFT ON" position provides fuel (low from the left tank to the engine. Similarly, the ''RIGHT ON" position provides flow from the right tank to the engine. Both the fuel feed and vapor return lines for each tank gO through the selector valve, so that fuel returns to the tank from which it is drawn. Fiiel cannot be used from hoth tanks simultaneously. NOTE The fuel selector valve handle in- dicates the settiTig of the valve by its position above the dial. Take- off and land with the handle turned to the fullest tank, AUXILIARY FUEL PUMP SWITCH. The auxiliary fuel pump switch con- trols the electric auxiliary pump which supplies fuel flow for start- ing and for engine operation if the engine-driven pump should fail. The switch is a split rocker type. 1 1-4 ) lEFT FUEl TANK FUiU QUANTITY INDICATORS ftlOHT IIIGHT FJEl T*MK Fill EP j^^ ^^^^ FILltP ^w M/E ^^1 ^M^ flJ" OUANTIT> TRANSMITTERS fc^^V^ "^ ^ V« Iff ' ECK VALVE Ralir \a SacllDn L p-o^ugiap^ *UKIH*B¥ f UEl PJ«P SWITCH-. Mt^TlJRi end SBitiani II an4 111 (or s (<•- ,|.,. ^-U^ B'ocfdu'ai for r>ia lual pymp f UL I M02ZIF5 Figure 1-3, 1-5 J Description The right half of the switch, labeled "LO," is used tor starting. With the switch in the "LO" position, and the ignition-starter switch turnoci to "START, " tho auxiliary fuel pump will operate at a low flow rate (pro- viding proper fiiel miid-ure for start- ing) as tjie engine is being turned over with the starter, NOTE The auxiliary fuel pump will not operate in the "LO" position un- til the ignition switch is turned to tlie "STAHT" position. The left half of the switch, labeled "HI, " is used for engine operation if the engine-driven pump should tail. When the switch is in this position^ the pump tan operate at two flow rates depending upon the setting of the throttle. With the throttle at a i^ruise setting, the pump is operating at maximum eaijacity, supplying suf- ficient fuel flow to maintain flight. Wiien the throttle is moved toward the closed position, as during let- down, landing and taxiing, a mechan- ically-actuated switch electrically reduces the auxiliary fuel pump flow rate by means of a resistor in the pump powor circuit. This action automatically prevents an exces- sively rich niixtMre during these periods of reduced engine speed. The auxiliary fuel pump is not to be turned on "HI" during normal op- eration, because, with the engine driven pump functioning, a fuel/air ratio considerably richer than best power is produced. 1-6 NOTE If the auxiliary fuel pump switch is accidentally turned on "HF' (with master switch on} with the' engine stopped, intake manlfoldsJ will be flooded unless the mixture' is in idle cut-off. FUEL QUANTITY INDICATORS. Two electricaUy-qieratGd fuel quan- tity indicators are provided, each working in conjunction with an elec- tric fuel level transmitter in its re- spective fuel tank. Turned on by the master switch, the indicators continue to function until the master switch is turned off. FUEl STRAINER DRAIN KNOB, The fuel strainer drain knola marked "STRAINER DRAIN" provides a quick,* convenient method of draining water and sediment that may have collected in the fuel strainer. The strainer is located below the engine just aft of the radio compartment. About two ounces of fuel (3 to 4 seconds of drain knob operation) should be drained from the strainer before the initial flight of the day to insure ag-ainst the presence of water or sediment in the fuel, The spring-loaded drain valve in the strainer is open when the fuel strainer drain knob is pulled out all the way. The valve automatically closes when the knob is released. ELECTRICAL SYSTEM. Electrical energy is supplied tiy T Description GEMRAIOR A I V A. 10 o_!0 OPI (OtAtlNO. «OI BtACON 111 O lO OPI PITOT AtiD PIIOI STALl ViAIIN\N<f h EiftlES S A. ISO 10 LANDING tlGHIS 100 IIOHT! TO EIGARCrif LICHIEn TO OPT OIL DILUTION A," (OLSItSV IIQHIS -TO NSVIGiKOH IIGHTI lO WmO flflP5 fUEl PUMP Tl Tl ^- ii iwncH r^ f-^ iQNiTiON f \ I M I " I StflRTEK ^,^yFUEL \^ K^ SWITCH 5;f^WP MAGNETOS THROTTLE SWITCH lO OPI (AOlO TO OPT. (!*DIO lO OPT BAOIO TO iLi^F POSITION nno TUKM I KtHK inOKAT- 0»S, AND OPT GVBO HosriON itiurti <-ro STALL wmmua linit -lo tufL ouAMim iN- ICATOBS AND CYllNDElr MEAIJ TIMf. GAGE -lO INSTRUMENT-MAP IIOHTS S COMPASS LIGHT -lO OPI AUTOMATIC PHOT O TO o MUMSEX UNDiFr CIRCUII BRIAKill DENOKS Hi SMPFIAGE CSPACin Figure 1-4. Description a 12-volt, direct-curi-eiit system powered by a_50-ampere engine- driven generator. The 12-volt stor- age battery is located on the upper right-hand forward portion of ttie firewall. CIRCUIT BREAKERS. All electrical circuits in the air- plane are protected by circuit break- erg. The stall warning unit, flap pttsUion indicator, turn - and - tiank indicator and the oiitioral gyro horl- iion test lights circuits are protected lay a single automatically resetting circuit brealior mounted behind the instrument panel. The remaining circuits are protected by "push-to- reset" breakers on the instrument panel. These can be pulled out to isolate Uie circuit. The name ol the circuit is shown above each circuit breaker. LANDING LIGHTS. The landing lights switch is the split rocker type. To turn on one lamp for taxiing, push the right half oftho switch 'ON." To turn on both lamps tor Landing, push the left half of the switch "ON. " NAVIGATION LIGHTS. The navigation light switch Is the split rocker type. For flashing navi- gation lights, push the right half of the switch "ON." For steady navi- gation lights, push the left half of the switch "ON. " To switch from steady to flashing, push the Left half of the switch "OFF," 1-8 I STALL WARNING INDICATOR. The stall warning indicator is an electric horn controlled by a trans- mitter unit in the leading edge of the Lett wing. This system Is in oper- ation whenever the master switch is turned on. TTie transmitter responds to changes in the airllow over the leading edge of the wing as a stall is approached. In straight-ahead and turning flight, the warnii^ horn will sound 5 to 10 MPH ahead of the stall. Under safe flight conditions, the only time you may hear the warning horn will be a short beep as you land. WING FLAPS. The wing flaps switch controls the position of the electrically-operated wing flaps. The "UP" and "DOWN" positions of the switch are momen- tary hold-on positions; the switch automatically returns to the center (off) position when released. The flaps can be lowered or raised to any position between 0° and 40', and stopped at any position by allowing the switch to return to the centered (off) position. The flaps will remain in the selected position until the switch is inoved to raise or lower them. Flap position Is shown by an electric fiap position indicator on the instrument panel. CABIN HEATING AND VENTILATING SYSTEM. Fresh air for heating and venti- lating tlie cabin is suj^liod Ijy a mani- fold cabin heater and two ventilating air scoops, one on each side of the fuselage just forward of the cabin door. The temperature and amount of air entering the cabin is controlled by three knobs on the instrument panel. The "CABIN HEAT' knob operates a heat inlet valve at the firewall to regulate the amount of heat enter- ing the cabin from tlie manifold heat- er. Tlie "CABIN MR" knob operates the air scoop on the left side of the fuselage to regulate the amount of fresh air entering the cabin. Fresh air from this air scoop is used in conjunction with heat from the mani- fold heater for mixing the correct amount of heat and airflow into the cabin. The "AUX. CAmNAIR" knob operates the air scoop on the right Bide of the fuselage providing addi- tional outside air for summer venti- lation. All three control knobs are the double -butt on type liaviiig friction locks to permit intermediate settings. To cerate the control knobs, squeeze the Ijuttons, releasing the locks; then adjust the knobs. For cabin ventilation, pull the ^"CABIN AIR" knob out. To ra'isc the air temperature, pull the "CABIN HEAT" knob out apj>roximatoly 1/2" for a small amount of heat. Addi- tional heat is available by pulling the "CABIN HEAT" knob out farther; maximum heat is available with the "CABIN HEAT" knob pulled full out and the '^CABIN AIR" knob pushed full in. The temperature and amount of flow into the cabin can be regulated to any degree desired by manipulation of these two controls in relation to each other. When additional venti- lating air is desired, pull the "AUX. Description CABIN AIR" knob out. A rotary type control knob, labeled "DEFROST' regulates the airflow for windshield defrosting. With the control knob rotated full counter- clockwise, the flow of defrosting air is shut off; rotation of theknob clock- wise permits air flow to the wind- shield, the amount depending upon the degree of rotation toward full open. The temperature of defrost- ii^ air is dependent upon the setting of the "CAfilK AIR" and "CABIN HEAT" knob. Two ventilators, one in each upper corner ol the windshield, are pro- vided to supply additional ventilating air for the pilot and front seat pas- senger. To operate, pull the venti- lator out and rotate to the desired position, Four additional ball and socket ventilators are Installed in the ceiling of the rear cabin area, for ventilation to the rear seat pas- sengers. To regulate the flow of air, turn the knurled ring on the rim of the ventilator. CABIN AND BAGGAGE DOORS. Two cabin doors are provided, each incoiporating a flush-typc door handle an the outside and a conventional door handle on the inside. Botli doors can be locked from the inside by rotating the inside door ha ndles forward and down as iar as they will go. Also, the left door can be locked from the outside by means of a key- operated lock. The same key that is used tor the ignition also locks the cabin door> as well as the baggage door. A door stop in the front edge of each 1-9 Dcscrtptiotl Description cabin door will hold the door open for easy loading. To engage the door stop, swing ttie door out to tiic limit ai its travei and release. Tlie stop disengages as the door is pulled siiut. The baggage compartment is acces- sible frcaii outside Uie aircraft through a door in the left side of the fuselage. The door is hinged at the front and the latch is fitted with a flusli-type outside handle similar to the cabin door handle. Aii inside door latch handle is also provided. The door is large and quite suitable for load- ing and unloading ot passengers in the fifth and sixth seats. As an added saiety factor when children are occupyii^ these seats, the door may be locked from the outside to prevent them opening the door from the in- side. A limit cabtc at the top of the bag- gage door allows the door to t^e opened approximately 90°, thus preventing its being opened against the fuselage, SEATS. All scats are quickly and easily re- moved for custom leading of the air- plane. To remove the two front seats; first, remove the stops at each end 1-10 of the tracks, pull up on the seat po- sition lever and slide the seat for- ward uaitil the frcmt legs can be raised slightly above the tracks, then slide the seat aft to the end of the track and lift the seat out. To remove the cen- ter seats; remove the front stops, pull up on the seat position lever and slide the seat forward free of the track. To remove the aft seats; pull up on the locking handle, puah the seat back about one inch to disengage the aft legs from the anchor plates, align the front outboard leg of the seat with the notch in the track and lift the seat. To install the front and center seats reverse the removal procedure. Check to be sure all stops are in- stalled. To install the aft seats; posi- tion the seat wiUi the aft legs just be- hind the anchor plates, align the front outboard leg with the notch in the aft outboard seat rail, puU up on the lock handle and slide the seat forward on the rail until the locking pin engages the hole in the track. Check to see that the aft legs are secure In the anchor plates. Tlie aft seat position is not adjustable; the lockii^ handle should not be pulled except to remove the seat. f INTERNAL CABIN Z) DIMENSIONS 1 1 Operating Check List ) SecUatt 2 OPERATING CHECK ® ® Turn on mister sv/lWh a*l f fiecV fuc-L flUjnllCy linllcslDri. With miatei swJtih "ON." checli nptiallon ot Jtill wirnlng IrsnamiUer t»k> s|iJ warning hAtn. T>U'm41' PlS^ler swu-ch, rh^cV l^nHlod switch "OFF.-' inlrtM* llal tupnink BelfClor valve tuii4lLe tp. un fulloat lank. On first filsJM aSifi and llln each lefucllrLg, pull <3ul glialnir drain knob Inr IDMII lour Kccnds, [0 rlear Furl strainer ol po«B|lj|e WLt«r wl ecdlTnent. Rtrno^ti ccnirol -wJicFl locli, a[ Instant Chieck Cflgg^ge door Ktcurely laCChed f 1^^' Bide only), Inaptcl airspeed slAtlc suirce holes cirh sidefl cd [ii^rEBi;? for etutipiKe. Remove glial loclis, II metalled, Insptr^l Tall K-urlaf th hiLr^ea and hiTiKe tioUt^. Ch^ck^nm lab for serurtl)'. DlBEiunnpoI ti^'iiTuiL rtjpti or chain. Check flllerun aiKl rlap hln^ea. Chsrk nangitiun li^hl Inr dunisi!*. ® ®:: Chfck mabn whe*! [ire lur tuts, brubs*? "inl pr-oper Inllatton. Remove [uel lank capanO rhpcli luel level (or a^ref msnl luLId gailt reming. S»cur» cap. DlBCimrecl tle-dos«ii rope or chain. Cfiefk fuel Unh vent opening for sloppaRe. Chech -wiredshLtld Iot i-lBinllntSB. Check piopcllEf and aplnner (or nKks »nd BecurLtv, Bnamlne propeller lor tfil leaks. Uihe visual cheek 1o Insurs Ihol fuel tlrainer drain valve Ig clwed "Ii" d'almng operali.*, CUfcV nose whsel Btml fur proper tnllillom. Chech riyfie wheel l-lie for cuta, bruised and prHper InflalSw. placoiinEC-I Ile-d<7*n r<pe. Chelt oil level. Do nul operate ullh less. Ihan nin« f|U5riB. Fill lor eKlendsd Hlghl. Inspe'ci'fSftlTccei'doora (ur seturity. Inipf el radio venCllallm air 1 ritikc sc oop on sMs 111 luBelafe tar Bluptege (lelt Bl^e w\\y\ Pemisve pil-jC tube cover, 11 LnslalLed. InSlKCl pilot luW U)«ftlre lor slopp«K5. Figure 2-1. Tliis section lists, in Pilot's Check List Conn, tlie steps necessary to operate your airpla]i(? efCicieiitly and safely. It is not a check list in its true form as it is considerably longer, but it does cov^r briefly all of the points that you would want to or should kiiow concerning the information ywj need for a typical flight. The flight and operational characteristics of your airplane are normal in all respects, There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections II and 111 are indicated airspeeds. Corresponding true indicated airspeeds may be obtained from the Airspeed Correction Table in Section VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection In accordance with figure 2-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts -- Adjust and lock. (2) Flight Controls - Check. (3) Brakes -- Test and set. (4) Master Switch -- On. <5) Cowl Flaps -- "OPEN." (6) Elevator and Rudder Trim -- Set. (7) Fuel Selector -- Fullest tank. STARTING ENGINE. (1} Mixture- Full Hich. (2) Propeller - High RPM. (3) Throttle - Closed, (4) Auxiliary Fuel Pump Switch - On "LO. " "" 2-1 Operating Check List NOTE I The aujtiliary fuel pump will not operate until the ignition switch is turned to the "START" position, (5) Crank engine. (6) Slowly advance throttle with vernier. (7) Release ignition key when engine starts. NOTE If engine lalla to continue running, start again from step (3). (8) Reset throttle to desired idle speed. (9) Auxiliary Fuel Pump Switch - "OFF." BEFORE TAKE-OFF. (1) Induction Air -- Cold. (2) Throttle Setting' -- 1700 RPM. (3) Engine InBtrumeiita -- Within green arc. (4) Ammeter -- Clieclt. (5) Magnetos -- Check (50 RPM maximum ditferential between mag- netos). '^^ (6) Propeller -- Check. (7) Flight Controls -- Recheck, (8) Wing Flaps -- 0° to 20*. (9) Cowl Flaps -- FuU "OPEN." (10) Elevator and Rudder Trim -- Take-off setting. (11) Cabin Doors -- Closed and locked. (12) Flight Instruments and Radios -- Set. TAKE-OFF. NORMAL TAKE-OFF. (1) Power-- Full throttle. (2) Elevator Control -- Lift nosewheel at 60 MPH. (3) Brakes -- Apply momentarily {when airborne). (4) Climb Speed -- 100 MPH until all obstacles are cleared, then set up climb speed as shown in "NORMAL CUMB" paragraph. (5) Wing^ Flaps — Retract (if extended). MAXIMUM PERFORMANCE TAKE-OFF, (1) Wing Flaps -- 20°. 2-2 Operating Check List (2) Drakes -- Apply. (3) Power -- Full throttle and 2625 RPM. <4) Mixture -- Lean for field elevation. (5) Brakes -- Release. <6} Elevator Control -- Maintain slightly tail-low attitude. h) Climb Speed -- 78 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB" paragraph. (S) Wing Flaps — Retract after obstacles are cleared. CLIMB. NORMAL CUMB. {!) Air Speed -- 110 to 120 MPH. -^ {2} Power -- 24 inches and 2450 RPM. (3) Mixture -- Lean for altitude as necessary. (4) Cowl Flaps — 1/2 to full "OPEN, " as required. MAXIMUM PERFORMANCE CLIMB. (1) Air Speed -- 99 MPH (sea level) to 91 MPH (10, 000 feet). (2) Power -- Full tiirottle and 2625 RPM. (3) Mixture -- Lean lor altitude. (4) Cowl Flaps — Full "OPEN. " CRUISING. (1) Power — 15-24 inches of manifold pressure and 2200-2450 RPM. (2) Cowl Flaps --Adjust to maintain normal cylinder head temper- ature. (3) Elevator and Rudder Trim — Adjust. (4) Mixture -- Lean for cruise fuel flow as determined from your Cessna Power Computer or from the tables on pages 6-4 thru 6-8. LET-DOWN. (1) Mixture -- Rich. (2) Power -- As desired.' BEFORE LANDING. (1) Fuel Selector -- Fullest tank. (2) Mixture -- Rich. (3) Airspeed -- 90-100 MPH (flaps retracted). (4) Propeller — High RPM. 2-3 Operating Check List (5) Flaps -- Down 10° - 40" (below 110 MPH). *^— (6) Airspeed -- 80-90 MPH (flaps extended). (7) Elevator and Rudder Trim -- Adjust. NORMAL LANDING. (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Cowl Flaps -- "OPEN." (2) Wing Flaps -- Retract. (3) Mixture -- frtte cut-off. (4) Ignition Switch -- "OFF. " (5) Master Switch -- Off. (6) Brakes -- Set. I 2-4 Sec^ffi 3 OPERAT The following paragraphs cover in somewhat greater detail the items entered as a Cheek List in Section II. Not every item in tlie list is diseussed here. Only ttiose items of the Chcek List that require further explanation will be found in this section. PREFLIGHT CHECK. The exterior inspection described in Section n is recommended ior the first flight of the day. Inspection procedures for subsequent flights normally are limited to brief checks of the tail surface hinges, fuel and oil quantity, and security of fuci and oil filler caps. If the airplane has beon subjected to long-term .storage, recent major maintenance, or op- eration from marginal airports, a more extensive exterior inspection is recommended. After major maintenance has been performed, the flif^ht and trim con- trols should be double-checked for free and correct movement. The security of all inspection plates on the airplane should be chocked following periodic inspections. If the airplane has been waxed and pol- ished, it is a good practice to check the external static pressure source holes for stoppage. If the airplane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuse- lage, and tail surfaces, as well as damage to navigation and landing lighta, and radio antennas. Outside storage for long periods may result in water and ob.'itruclions in the air- speed system lines, condensation in fuel tanks, and dust and dirt on the intake air filter and engine cool- ing lins. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on lead- ing edges of the horizontal tail. Stone damage to the outer six inches of the propeller tips can .qgriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high alti- tudes, are subjected to abnormal landing gear abuse. A frequent check of all coipponents of the land- ing gear, tires, and brakes is im- portant. The interior inspection will vary according to the mission and the optional equipment installed, Be- lore high altitude flights, it is im- portant to check the condition and 3-1 ,M Operating Details quantity of oxygen face masks and hoses. Tlie oxygon supply system should he funttionally checked tq in- sui-t that it is i» working order. The oxygen pr-essurc gage shoiikl indicate between 3 00 and 1800 psi, depending upon (lie anticipated re- quirements. Satisfactory operation of the pitot lube and stall warning transmitter heating elements is determined by turning on the beater and cautiously feeling the heat of botli devices. If night flying is anticipated, all exterior and interior lights should be checked tor proper illumination. STARTING ENGINE. The use of an external power source is recommended for starting in cold weather. Before connecting a gen- erator type external power source "it is imiKirtant tlat the master switch be turned on, Tins will enable the battery to absorb transient voltages which might damage the transistors in the audio amplifier. Wlien using a battery tyi>o cart the snastcr switch should be turned off. Prqier fuel niaiS^Jhnent aiid tlirottle adjustments are the determining factors in securii^ an easy stai-t from your continu<jU3-fl0W fuel-injection engme. llie procedure outlined in Section 11 should be followed closely as it is effective under nearly all op- crating conditions, including hot and cold weather conditions. Slight vari- ations from this procedure may be necessary at times to compensate for extreme conditiwis. Conventional full rich mixture and high RPM propeller settings are used 3-2 for starting; the tlirottle, however, should be fully closed itiitially. When ready to start, depress the right half of the auxiliary fuel pump switch to "LO" and turn the ignition- starter switch to the -'START" position. At the same time the starter engages and turns the engine, the auxiliary fuel pump will operate at a low flow rate, siupplyins; the fuel for starting. While cranking, slowly advance the throttle with the vernier -until the en- gine starts. Slow throttle advance- ment is essential since the engine will start readily when the correct fuel/air ratio is obtained. On the other hand, fast throttle movement may prevent starting since an ex- cessively rich mixture will be ob- tained due to the greater fuel flow metered by the throttle position. In this case, another starting attempt must be made. When the engine has started, reset the throttle to the de- sired idle speed and turn the auxiliary fuel pump switch "OFF." If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING. The induction hot air knob should be pushed full in "during all ground operations unless lieat is absolutely necessary for smooth enipne opera- tion. Wlien the knob is pulled out to the heat position, air entering the engine is not filtered. Release the parking brake before ta.\iing and use tlie minimum amount of power necessary to start the air- plane moving. Eluring taxi, and es- f pecialiy when ta:iiing do^'hwind, the RPM should be held down to prevent cxce.s5ive taxi speeds. Taxiing should te done at a speed .slow enough to make the use of brakes almost entirely unnecessary. Using the brakes as sparingly as possible will prevent undue wear and strain on tires, brakes, and landing gear. Normal steering is accomplished by aiiiilyin^ pressure to the rudder pedal in the direction the airplane is to be turned. For smaller radius turns, at slow speed, the brakes may be used on the inside wheel. At slow taxi speed, thi.'i airplane may be pivoted about the outboard strut fit- ting without sliding the tires. When taxiing in crosswinds it is important that speed and use of brakes be held to a minimum and that all controls be utilized to maintain directional control and balance. NOTE Caution should be used when taxi- ing over rough fields to avoid ex- cessive loads on the nosewheel. Rough use of brakes and power also add to nosewheel load. A ^ooii rule of thumb: "Use mini- mum speed, power, and brakes." Taxiing over loose gravel or ciji- ders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Full throttle run-up* 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 ad- vanced slowly. This allows the air- J Operating Details plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. BEFORE TAKE-OFF. Most of the warm up will have been conducted during taxi, and additional warm up before take-off should be restricted to the checks outlined in Section Et. Since the engine is close- ly cowled for efficient iit-flight cool- ing, precautions 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. An operational check of the mag- neto ignition system is important lie- fore take-off. An RPM drop on single ignition is a natural charac- teristic of dual ignition design in modern engines. The purpose of the magneto check is to determine that ail cylinders are firing. If all cyl- inders are not firing, the engine will run extremely rough and cause for investigation will be quite apparent. The amount of RPM drop is not nec- essarily significant and will be in- fluenced by ambient air temperature, liumidity, airport altitude, and other factors, An absence of RPM drop may be an indication of fa\ilty ground- ing of one side of the ignition system or should be cause for suspicion that the magneto timing has been "bumpcd-up" and is set in advance of the setting specified. Magneto cliccliis should be performed on a comparative basis Ijetween individual right and left magneto performance. 3-3 Operattng Details Tlic magneto check ahouki be made at 1700 RPM with ttio propeller in flat pitch as followfi: Move the ig- nition switch first to "R" position and note RPM. Then move switch back to "BOTH" position to clear tJit other set ol plu^s. Then move switch to "L" position and note RPM. The difference between the two magnetos operated Singularly should not be more than ^ RPM. If there la a doubt concerning the npcratioti ol the ignition system, RPM checks at a higher engine speed will usually con- firm whether a deficieney exists. If instrument or night flights are contemplated, a careful check ahouM be made of vacuum pnmjD operation. A suction of 4, 5 inches of mercury is desirable for gyro instruments. However, a range of 3.75 to 5.0 inches of mercury is con5i<iered acceptable. On aircraft having an optional pictorial gyro horizon and azimuth card directional gyro, a suction gage is not installed. The Suction gage is unnecessary since tlie gyro horizon incorporates two lights used for wai'nlng of high or low suction. When neither light is OHj Che suction rate is acceptable. A vacuum lights test switch in the system provides a means of testing the lights electrically. The condi- tion of the generator is also impor- tant since satisfactory operation of all radio equipment and electrical instruments is essential to instru- ment llight. The condition of the generator is checked by noting that the ammeter is not showing a dis- charge with the engide speed above 1000 RPM. A simple last-minute recheek of important items should include a glance to see that the mixture and propeller pitcli knohs are full in, all flight controls have free and correct movement, and the fuel selector is on the fullest tank. TAKE-OFF. It is imixirtant to check full-throttle engine otJCration early in the take-off run. Any signs of rough engine op- eration or sluggish engine accelera- tion is good cause for di scout inuii^ the take-off. For maximum engine power, the mixture should be adjusted during the initial take-off roll to the fuel flow corresponding to tlie field ele- vation. The power increase is sig- nificant above 3000 feet and this pro- cedure always should be employed for field elevations greater than 5000 feet above sea level. Using 20° wing flaps reduces the ground run and total distance over the obstacle by approximately 10 per cent. Soft field take-offs are per- lorniedwitb 20" flaps by lifting the noiiewheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. How- ever, the airplane should be leveled off immediately to accelerate to a safe climb speed of 75 MPH. Take-offs into strong crosswlnds 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 sLishtly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When ciear of the ground, make a coordinated turn into the wind to correct for drift. AFTER TAKE-OFF. To set up the airplane in climb configuration, adjust ix)wer for climb, retract the wing flaps at a safe alti- tude and airspeed (90 MPH), and ad- just the mixture for the power sotting selected. Power reduction will vary accord- ing to the requirements of the traffic pattern, surrounding terrain, gross weight, field elevation, tempei'ature, and engine condition. However, a normal "after-take-off" power set- ting is 24 inches of manifold pres- sure and 2450 RPM. CLIMB. A cruising climb at 24 inches of manifold pressure, 2450 RPM (ap- proximately 75% power) and 1_10 j^o XBO MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb pro- vides better engine cooling, less engine wear, and more passenger comfort due to lower noise level. The mixture should be leaned as necessary for the lower powers avail- able at altitude. If It is necessary to climb rapidly to clear mountains or reach lavor- ahlc winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 99 MPH at eea level, decreasing approximately 1 MPH tor each 1000 feet above sea Level, During maxi- mum- jerlormance climbs, the mixture Operating Details should bo leaned in aceordaneo with the altitude scale o( the take-off and climb dial range to assure maximum power and sufficient engine cooling. If an obstruction ahead requires a steep climb angle, the airplane should be flown at the best angle-of- climb with flaps up. and maxinuim power. This speed is 75 MPH at sea level, increasing l/2 MPH for each 1000 feet above sea level, CRUISE. Tabulated cruising information for normal cnjising power and altitudes is presented in Section VI. These charts are based on both 63. 5 gallons and 80 gallons (optional) of fuel for cruise, normal lean mixture, 3300 pounds gross weight, zero wind, and no fuel reserve. Allowances for warm-up, take-off, and climb (see page 6-3), headwinds, variations in mixture leaning technique, and fuel reserve should be estimated, and the endurance and range shown in the charts should be modified ac- cordingly. Since tlie main advantage of the air- plane over ground transportation is speed, you usually will prefer high cruising speeds. However, if a destination is slightly out of roach in one flight at normal cruising speeds, it may save time and money to make the trip not!-stop at lower speed. The cruising charts show the long ranges obtainable with lower Cruising speetls. Normal cruising is done between 65% and 75% power. The power set- tings required to obtain tliese powers at various altitudes and outside air Operating Details OPTIMUM CRUISE PERFORMANCE % 6HP Operating Details flaps, hold full nose up elevator ard apply maximum possible brake pres- sure withait sliclintc the tires. COLD WEATHER OPERATION. WheH very cold temperatures are anticipated, tlie oil should be diluted before stopping the engine if external pre-heat is not available. The use of an external pre-heater and an external power source Is recommendet! whenever possible to reduce wear and abuse to the engine and the electrical system. In addi- tion, pre-heat will thaw the oil trap- ped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. If external pre-heat is used, the warm- up should be held to a minimum to prevent recongeallng the oil in the oil cooler. In very cold weather, no oil tem- perature indication need be apparent before take-off. After a suitable warm-up period (2 to 5 minutes at lOO&RPM}, the airi>lane is ready for take-off if it accelerates smoothly and the oil pressure is normal and steady. During let-down, observe engine temperatures closely and carry suf- ficient power to maintain them in the recommended operating range. For continuous operation in tem- peratures consistently below 20" F, the Cessna winterization kit, avail- able from your Cessna Dealer, should be installed to improve engine oper- ation. Olt DItUTION SYSTEM. If your airplane is equipped with an oil dilution system and very low temperatures arc anticipated, dilute the oil prior to engine shut down by energizing the oil dilution switch with the engine operating at 1000 RPM, and with the auxiliary fuel pump switch in the "HI" position. (Refer to figure 3-2 for dilution time for the anticipated temperature). OIL DILUTION TABLE DILUTION TIME FUEL ADDED — TEMPERATURE = F 2 min. 1 qt. - -10°F 5 niin. 2.5 qt. -20°F •a mm. - 4qt. — Maximum Sump Capacity - 16 quarts Maximum for Take-off - 13 quarts } ; While diluting the oil, the oil pres- sure should be watched for any un- usual fluctuations that might indi- cate a screen being clogged wit!i 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 Uie screen, refill with new oil and redilute as required. Operating Details IC the full dilution time was used, beginning with a full oil sump (12 quarts), subsequent starts and en- gine warm-up should be prolonged to evaporate enough of the fuel to lower the oil sump level to 13 quarts prior to tako-off. Otherwise, the sump may overflow when tlie airplane is jiased up for climb. To avoid progressive dilution of the oil, fUgiits of at least one hour's duration should be made between oil dilution operations. Figure 3-2. 3-8 $-9 Oijerating Details NOTES SecU^nt 4 a-io OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna with standard equipment, as certificated under FAA Type Certilicate No. 3A21, is approved for day and night operation under VFR. Additional optional equipment is availaljlc to increase its utility and to make it authorized for use under IFR day and night. An owner of a properly- equipped Cessna is eligible to obtain approval for its operation on single- engine SL'hcduled 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 Civil Air Regulations, Part 3, set farth by the United States Government. Spins and aerobatic maneuvers are Jiot permitted in normal category airplanes in compliance with tliese regulations. In connection with the foregoing; the following gross weight and flight load factors apply: Maximum Gross Weight 3300 lbs. Flight Load Factor *Flaps Up .3.8,-1.52 Flight Load Factor *Flaps Down +3.0 *The desigji load factors are 150% of tlie 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 in- formation in thi-s section which contradicts the FAA-approved markings, placards, and checU lists, it is to be disregarded. AIRSPEED LIMITATIONS. The following are the certificated true indicated airspeed limits for your Cessna: Never Exceed (Glide or dive, smooth air) , , , . 210 MPH (red line) Caution Range 170-210 MPH (yellow arc) 4a Operating Limitations Maximum Structural Cruising Speed 170 MPH (Level flight or climb) Normal Operating Range 7 0- 170 MPH (green arc) Maximum Speed, Flaps Extended 40° 110 MPH Flap Oi^erating Range 61-110 MPH (white arc) Maneuvering Speed* .138 MPH *The maximum speed at whicli abrupt conti'ol travel can lie uBcd witliout exceeding the desi^i load factor. ENGINE OPERATION LIMITATIONS. Power and Speed 260 BHP at 2625 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURC INDICATOR. Nornial Operating Range Green Arc Do Not Exceed Red Line OIL PRESSURE GAGE. Idling Pressure 10 psi (red line) Normal Operating Range 30-60 psi (green arc) Maximum Pressure 100 psi (red Une) MANIFOLD PRESSURE GAGE. Normal Operating Range 15-24 in, Hg (green arc) CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Range 300-460"F (green arc) Do Not Exceed 460"F (redline) TACHOMETER. Normal Operating Range 2200-2450 rpm (green arc) Maximum (Engine rated speed) 2625 rpm (red line) FUEL QUANTITY INDICATORS. Empty (.7 gallon unusable each tank) E (red line) 4-2 Operating Limitations FUEL FLOW INDICATOR. Normal Operating Range 8. 0-14. 5 gal/lir (green are) Minimum and Maximum ....... 2, and 21. 4 ga!/lir (red line.'5) Maximum Performance Take-Oll and Climb Settings at Altitude: Sea Level 19. 5 gal/lir (wJritc radial) 4000 Ft 17.6 gal/hr (white radial) 8000 Ft 15.8 gal/lir (white radial) WEIGHT AND BALANCE. The information presented in this section will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. In figuring your loading problems be certain that you use the Licensed Empty Weight of your ijai4;icular airplane as shown on its Woi^iit and Balance Data sheet. Tins sheet, plus an Equipment List, is included with each air- plane as it leaves the factory. The FAA requires that any change in the original equipment affecting the empty weight center of gravity be recorded on a Repair and Alteration Form FAA-337. READ BEFORE WORKING LOADING PROBtEM FOR YOUR AIRPLANE To figure the weight For yout airplane in ihe same mcfnner as the sampte problem on page 4-4, proceed as follows: Step 1. Take the licensed Empty Weight and Moment/tOOO from the Weight and BaLlnce Data Sheet, plus any changes n&tcd on forms FAA- 337, carried in your airpianc and write them down In two columns in the manner shown in the sample problem. These figures are non- variables and, unless your airplane or equipment is modified, these figures may be used every time you figure your weight and 1)3 lance, Step 2. Write down the weight and moment/1000 for tlic oil in the proper columtis. Since you usually have a full load of oil for a trip, you figure 12 qts. at 22. 5 lbs, and a moment of -0. 4. You may use these same figures every time and Consider Uus also a non-vari- able. Step 3, Add the weight of yourself and the front jsisscnger. Refer to the Loading Grapli on page 4-5 and find this weight at the left side of the graph, then go across the graph horizontally to the right until you intersect the line identified as "PILOT AND FRONT PASSEN- 4- I i i J Operating Limitations OpeTating Limitations Step 7 Add the weight coKimii. The total must be 3300 lbs. , or below, or you must lighten your aircraft load. Add tho moment column (remember to subtract rattier than add the oU moment because it is a minus quantity). Step a. Refer to the Center of Gravity Moment Envelope. Locate the total weight on the scalt- on the left hand side cf the graph and. from this point, follow a line horizontally to the right. Locate the total moment/lOOO on the scale running across the liottom of the graph and from this point, follow a line vertically up until you intersect the line running horizontally from your total weight. If the point where the two lines intersect is within the envelope, your airplane is loaded within approved limits. If the point of intersection falls outside the envelope, your laid must be adjusted before flight. I CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance and dependa- bility, certain inspection and maJntcnaneo requirements must be followed. It is wise to follow a planned s-chedulc of lubrication and preventative main- tenance based otl cUmatie and flying conditions encounterecJ in your locality. Keep in taich witli your Cessna Dealer, and inke advantage of his Itnow- ledge and expei'ienco. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. i GROUND HANDLING. The airplane is most easily and safely maneuvered during ground handling by the tow-bar attached to the no sew he el. NOTE When using the tow-bar, do not exceed the nosewheo! turning ra- dius of 35" either side of center. When moving the airplane V)y hand and no tow-bar is available, push down at the front spar of the stabi- lizer beside the fuselage to raise the nosewheel off the ground. With the nosewhecl clear of the ground the airplane can be turned readily in any direction by pivoting it around the main gear. Do not push down on the empennage by the tip of the ele- vator; nor shove sidewise on the upper portion of thL' fin. When mov- ing tlie airplane forward, push at the wing strut root fitting or at the main gear strut, MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parlted airplane by gusty or strong winds. To tic-down your airplane securely, proceed as fol- lows ^ (1) Tie sufficiently strong ropes, or chains (700 jjounds tensile strength} to the wing tie-down fittings at the upper end of each wing strut. Se- cure the opposite ends of these ropes or chains to tie-down rings. (2) Tie a rope through the nose gear torque link and secure the "opposite end to a tie-down ring. (3) Securely tie the middle of a length of rope to the ring at the tail. Pull each end of the I'ope Care of the Airplane Care o( tln> Airplane I away at a 45° angle and secure it to tie-down rings positioned on each side of the tail, (4) Install a surface control lock over the fi" and rudder. Do ii.Qt use external locks between the flaps itn<l aik'rons, because accidental operation of the flaps could cause structural damage to both flaps and ailerons. (5) Install the control lock in the control wheel shaft, STORAGE. The aSl-nietal construction of your Cessna makes outside storage of it practical, although inside storage will increase Its life just as it in- creases the life of your car. IE your airplane must remain inactive for a time, cleanliness is probably the most important consideration — whether your airplane is inside or out. A small investment in cleanli- ness will rei>ay you many times, not only in keeping your airplane looking like new but in keeping it new. A later paragraph in this sec- tion covers the subject in greater detail. Do not neglect the engine when storing the airplane. Turn the pro- peller over l]iy hand or have it turned over every few days to keep the en- gine bearings, cylinder walls and internal parts lubricated, If storage is to be for an extended period, and turning the propeller Is impractical, see your Cesana Dealer for sugges- tions on preserving the engine. If the airjilane is stored outside, leave the propeller in a horii^oiital posi- ti on to p revent water seepage into 5-2 the hub mechanism. Filling the fuel tanks will help prevent condensation. Regular use helps Iceep airplanes in good condition. An airplane left standing idle for any great length of time is likely to deteriorate more rapidly than if it is flown regularly, an^ should be carefully cheeked be- fore being put back into active serv- ice. WINDSHIELD-WINDOWS. Tlie 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, but only to carry water to the surface. Rinse 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 ciianiois will re- move both the dust and this charge. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benzine, alcohol, acetone, carlJOn tetrachloride, fire extinguish- er or anti-ice fluid, lacquer thinner or glass cleaner. These materials will soften the plastic and may cause it to craze. After removing dirt and grease, if the surface is not Ixidly scratched it should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help prevent further scratchin^r. Apply a thin, even cent of wax and bring it to a high k i. polish by rubbing lightly with a clean, dry. soft tlamicl cloth. Do not use a power taffer; the heat generated 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. PAINTED SURFACES. The painted exterior surfaces of your new Cessna have been finished with high grade synthetic materials selected for their toughness, elas- ticity, and excellent adhesion. Witli a minimum of care, they will retain their original lieauty for many years. As with any paint applied to a m.etill surface, the desired qualities of the paint develop slowly throughout an initial curing period which may be as long as 90 days after tlie finish is applied. During this curing period some precautions should be taken to avoid damagil^ tlie finish or inter- fering with the curing process. The finish should be cloajied oiUy by wash- ing with clean, cold water and mild soap, followed by a rinse with cold water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface. Do not rub or buff the fin- isli and avoid flying through rain, hail or sleet. Once the finislihas cured completely, it may be waxed with a good automotive wax. A heavier coating of wax on the lead- ing edges of the wings and tail and on the nose cap and propeller spin- ner will help reduce the abrasion en- countered in these areas. Fluids containing dyes, such as fuel and hydraulic oil, accidentally spilled on the painted surface, should be flushed away at once to avoid a permanent stain. Battery electro- lyte must be flushed off at once, and the area neutralixed with an alkali such as baking soda solution, fol- lowed by a thorough rinse with clear water. PROPELLER CARE. PrefUght inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long, trouble-free service. It is vital that small nicks on the propeller, particularly near the tips and en the leading edges, are dressed out as soon as passible since these nicks produce stress concentrations, and il ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirl with carbon tetrachloride or Stoddard solvent. Your Cessna Dealer should be con- sulted about other repair and main- tenance work. Civil Air Regulations require that all maintenance except dressing small blade nicks, clear- ing, minor repairs to the spinner, and lubrication which does not re- quire disassembly, be done by an FAA - authorized propeller repair station. INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleanep. 5-3 Care o£ the Airplane Blot up any spilled Uquld promptly, witti cleansing tissue oi' ms»s. Don't Uat the spot - press the blotting niEi- terial firmly and hold it tor several seconds. Continue blotting until no more liquid i& taken up. Scrape off sticky materials with a dull HnH€, then spot-clean the area. Oily spots may be cleaned with houselvold spot removers, used spar- ingly. Before using any solvent read the instnictions on the container and test it on an obscure place in the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may De cleaned with foam-type detergent, "used according to the manufacturer' s TiistrucUons. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum clean* r , The plastic trim, headliner, in- strument panel and control knobs need only be wiped off with a damp ciolh. Oil and grease on the control wheel and control knobs c;sn be re- moved with a cloth moistened with kerosene. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and crazethe plastic. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner's Ses'vice Policy, Coupons attached to the policy entitle you to an initial iiisi^ection and the first 100- hour inspection at no charge. If you 5-4 take delivery from your Dealer, he will perform the initial iiiBpcclion 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 after you take delivery on it. This will per- mit him to check it over and to make any minor adjustments ttiat may ap- pear necessary. Also, plan an in- spection by your Dealer at lOO hours or 90 days, whichever comes first. This inspection also is pertorincd by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purcliase the airplane ac- complish this work. Civil Air Regulations require that all airplanes have a periodic (annual) i inspection as prescribed by the ad- ministrator, and performed by a person designated by the adminis- trator. In addition, 100- hour peri- odic inspections made by an "ap- propriately-rated mechanic" are re- quired if the airplane is flown for hire Tlie Cessna Aircraft Company recommends tlic 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspec- tion has been carefully worked out by the factory and is followed by the Cessna Dealer Organi^.ation. The complete famiiliarity of the Cessna Dealer Organii-.ation with Cessna equipment and with factory -approved procedures provides the highest type of service possible at lower cost. ^ Time studies of the 100-hour in- spection at the factory and in the field have developed a standard flat- rate charge for this inspection at any Cessna Dealer. Points which the inspection reveals require modifica- tion or repairs will be brought to the owner's attention by the Dealer, and quotations or ciiarges will be made accordingly. The inspection cliarge does not include the oil required for the oil chat^e. Every effort is made to attract the best mechanics in each community to Cessna service facilities. Many Dealers' mechanics have attended Cessna Aircraft Company schools and have received specialized in- structions in maintenance and care of Cessna airplanes. Cessna service instruction activity in the form of service bulletins and letters is con- stantly l>eing carried on so tiiat when you have your Cessna inspected and serviced by Cessna Dealers' mechan- ics, the work will be complete and done in accordance with the latest approved method. Cessna Dealers carry a full com- plement of Cessna service parts and have complete repair and service facilities, including such special- ized jigs and tools as may be neces- sary. Your Cessna Dealer will be glad to give you current price quotations on all parts that you might need and advise you on the practicality of parts replacement versus repairs that may be necessary from time to time. AIRPLANE FILE. There are miscellaneous data, in- formation and licenses that are a part of tlie airplane file. TJie follow- ing is a check list for that file. In Care of tlie Airplane addition, a periodic check should be made of the latest Civil Air Regula- tions to insure that all data require- ments are met. X."; To be displayed in the airplane at all times; -^(1) Aircraft Airworthiness Cer- tificate (Form FAA-1362). -^ (2) Aircraft Registration Certifi- cate (Form FAA-500A). B. To be carried IntiLe airplane at all times: (1) Airplane Radio Station License (if transmitter installed). (2) Weight and Balance Report or latest copy of the Repair and Alter- ation Form (Form FAA-337). (3) Airplane Equipment List. (4) Airplane Log Book. (5) Engine Log Book. C. To be maintained but not neces- sarily carried in the airplane at all times: (1) A form containing the follow- ing information: Model, Registra- tion Number. Factory Serial Num- ber, Date of Manufacture, Engine Number, and Key Numbers (dupli- cate keys are available through your Cessna Dealer). Most of the items listed are re- quired by the Utiited States Civil Air Regulations. Since the regulations of other nations may require other documents and data, owners of ex- ported airplanes should check with their own aviation officials to de- termine their individual require- ments. 5-5 !l i[« i Care of the Airplane LUBRICATION AND SERVICING Specific lubrication and servlcii^ iniormation is presented in the Se-rv- icing Diagram (figure 5-1). For a^ick reference, Specifications and quan- tities of fuel, oil, etc. , are contained in a table on the inside back cover. In addition to those items specified in the Servicing Diagram, all pulleys, tliL' trim tab actuator rod, bellcrank clevis bolts, brake pedal pivots, rud- der pedal crossbars, shimmy rianipener pivot bushings, door hinges and latches, Bowden controls (with the exception of their friction locking de- vices), engine control linkage, and any other friction points should be lub- ricated every 1000 hOurs, or ofteiier, with SAE 20 engine oil. Do not lub- ricate friction locks. Generally, roller chains (aileron, elevator trim tab wheel and tab actu- ator) and control cables collect dust, sand and grit if they are greased or oiled. Except under seacoast conditions, chains and cables should be merely wiped clean occasionally with a dry cloth. DEALER FOLLOW-UP SYSTEM Your Cessna EJealer has an owner follow-up system to notify you when he receives information that applies to your Cess]ia. In addition, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied In your airplane file for your use, should you choose to re- quest this service. Your Cessna Dealor will be glad to supply you with details concerning these follow-up pro- grams, and stands ready through liis Service Department to supply you with fast, efficient, low cost service. 5-8 ^ Care of the Airplane SERVICING DIAGRAM iiecommkni>h:d fuel; j\yiMior(enADi;--iW(iw MiNmuM CH«riK REl.yMMl^;^|J^:ll usTJitit 0]L- AVIATION ()RADr--SAE JU liF.UtW 40" F. Sah M AIWJVK 10' r. IIYDHAULIC FLUID: SPEC. NO. MIL-H-Se** spt:c. Nfi. riii-o-92i SERVICING INTERVALS CafG of the Airplane Care of the Airplane SERVICING PROCEDURES ® (D For convenience, the items below are segregated into servicing Intervals; that is, all items which must be checked or serviced daily are listed, then items rcauiriiig 25 hour service are listed, etc. The niimhered symbol at each item refers to the item as shown ill the Servicing Diagram. Q DAILY FUEL TANK FILLERS Service alter each flight with 100/130 miiiinium grade fuel. The caiacity of each tank is 32. 5 gallons. When optional long range fuel tanks are installed, the capacity of each tank is 42. tjaUons. OXYGEN CYLINDER AND FILLER VALVE (OPT) Check oxygen pressure gage for anticipated requirements be- fore each flight. Whenever pressure drops below 300 psi. use filler valve on left side of utility shelf and refill cylinder with aviator's breathing oxygen (Spec. Ho, BE-0-925). Maximum pressure, 1800 psi. OIL DIPSTICK Check oil level before each flight. Do not operate on less than 9 quarts and fill if an extended iUght is planned. The oil ca- ]>aeity is 12 quarts (13- quarts capacity if an optional oil filter is installed), @) FUEL STRAINER Drain approximately two ounces of fuel before each flight and after rofuolins to remove water and sediment, Make sure drain valve is closed after draining. DiBassemble and clean bowl and screen every iOO hours. (20) OIL FILLER When preflight check shows low oil level, service with aviation grade engine oil; SAE 30 below 40" F. and SAE 50 above 40" F. Your Cessna was delivered from tlie factory with straight mineral oil (non-detprgent) and should be operated with straight mineral oil for tlie first 25 hours. TliC USC of mineral oil dur- ® Figure 5-1 (Sheet 2 of 6). 5-t ir^ the 25-hour break-in period will help seat the piston rings and will result in less oil consumption. After the first 25 hours, either mineral oil or detergent oil may l)e used. U a detergent oil is used it must conform to Continental Motors Corporation Specification MHS-24. Your Cessna Dealer can supply an approved brand. Q 25 HOURS ) (7) INDUCTION AIR FILTER ^'^ Service every 25 hours or oftener when operating in dusty conditions. Under extremely dusty conditions, daily main- tenance of the niter is recommended. Service filter in ac- cordance with instructions on the litter frame. fi?)OIL SUMP DRAIN ^^ Every 25 hours, change engine oil. Drain oil by removing plug in oil sump. Provide protection for engine nacelle when draining. {See item 22 for servicing interval on aircraft equipped with an optional oil filter. ) (ib)nose gear torque UNKS Every 25 hours, lubricate through grease fittings with MIL- G-77n'general purpose grease. Wipe off excess. @ENGINE OIL SCREEN Remove and wash screen (located on right rear side of engine accessory section) with Stoddard solvent (Fed. Spec. P-S-661) whenever engine oil is changed. (On aircraft equipped with an optional oil mter, the ei^ne oil screen has been removed and replaced with an adapter unit for oil filtration. ) (34) BATTERY Check level of electrolyte every 25 hours (or at least every 30 days), oftener in hot weather. Maintain level by adding dis- tilled waier. IX) NOT overfill. Immediately neutralize spilled electrolyte with baking soda solution, then flush witli water. Keep battery clean and connections tight. Neutralize corrosion deposits with baking soda solution, then rinse tlioroughly. Figure 5-1 (Sheet 3 of 6) 5-9 Care of the Airplane Care of the Airplane }\ Q50 HOURS fl2\oih FILTER (OPT) Change engine oil and replace filter element every 50 houi-s. Oil should be changed at least every four months even though lesfi than 50 hours liave accumulated. If the engine is oper- ated in extremely dusty areas, in cold climates where sludg- ing conditions exist, or where short flights and long idle periods are encountered which cause sludt;ing conditions, the interval for changing oil should be reduced from the 50 hour interval outlined above. I I 100 HOURS rn VACUUM SYSTEM OIL SEPARATOR (OPT) — Every 100 liours, remove separator and flush with Stoddard solvent (Fed. Spec. P-S-&61), then dry with compressed air and reinstall. [T] FTJEL/Am CONTROL UNIT SCREEN Every 100 hours, remove and clean the screen in the trottom of the fuel/air control unit, reinstall and resafety. IT] SUCTION RELIEF VALVE INLET SCREEN (OPT) Every 100 hours, check inlet screen lor dirt or obstructions if suction eage readings appear high. Remove screen and clean with compressed air or wash with Stoddard solvent (Fed. Spec. P-S-S61), ITIfUSL TANK SUMP DRAINS Every JOO ho\ii'S, remove drain plugs, drain off water and sediment, and reinstall plugs. Safety wire plugs to adjacent safety screws. [TIgYRO INSTRUMENT AIR FILTERS (OPT) — Replace every 100 hours and when erratic or sluggish re- sponses are noted with liormal suction gage readings. fin FUEL RESERVOIR DRAIN PLUGS Every 100 hours, remove drain plug from bottom of each fuel I Figure 5-1 (Sheet 4 of 6). 5-10 12 i-eservoir, drain off water and sediment, and reinstall plug. Safety wirt plug to adjacent fuselage structure. BRAKE MASTER CYLINDERS Every 100 hours, check fl-uid level in brake master cylinders. Fill with MIL-H-5606 (red) hydraulic fluid. Filling with a nressure pot connected to the brake bleeder ports is prefer- able, although fluid may be poured through the plugs on the top of the master cylinders, SHIMMY DAMPENER Every 100 hairs, check fluid level in shimmy dampener, with MIL-H-56Q3 hydraulic fluid. Fill 21 PROPELLER . ^ ^ , The McCaaley propeller mechanism is sealed and does not require lubrication between overhauls. Grease the Hartzell propeller every 100 hours, using any good quality general Purpose lithium tose waterprooi grease. To prevent entrap- ping air and high pressure, remove one of the grease httmgH at each blade, then fill with grease through the opposite fitting at each blade. Fill the fittings until grease oozes from the holes from which the fittings were removed. o 500 HOURS (^WHEEL BEARINGS , . ^^ Repack with MIL-G-7T11 or aircraft wheel bearmg grease at first 100 hours, 500 hours thereafter; oftener if more than the usual amount of water, mud, ice or snow is encountered. A ^ _AS REQUIRED ZnTIRES Maintain pressure of 45 psi on the 5.00 x 5 nosewheel tire (35 psi on optional 6.00 x 6 tire) and 53 psi on the 6,00 x b main wheel tires (55 pSi on optional 8. 00 x 6 tires). Remove Figure 5-1 (Sheet 5 of G). 5-11 -^ Care of the Airplane oii and grease from tires with soap and water; periodically Inspect them for cuts, bruises and wear. /l3\GnOUND SERVICE RECEPTACLE (OPT) ^—^ Connect fo 12-voU, DC, negative- ground power unit for cold weather starting and lengthy ground maintenance ol the elec- trical system. Review Secition HI, paragraph "STARTING ENGINE" lor position of master switch when using various cKternal power sources, /lUNOSE GEAR SHOCK STRUT Keep strut inflated and filled with MIL-H-5606 (red) hydrau- lic fluid. See Service Manual for detailed instructions. The military specifications listed are not mandatory, but are intended as guides in choosing satisfactory materials. Products of moat reputable maamfacturera meet or exceed these specifications. T^gure 5-1 (Sheet 6 of 6). 5-12 Section, A OPERATIONAL DATA The operational data tharts on the following images are presented for two purposes; first, so that you may know what to expect from your air- plane under various conditioiiH; and second, to enable you to plan your flights in detail ai\d with reasonable accuracy. A power setting selected from the range charts usually will be more efficient than a random setting, since it will permit accurate fuel flow settings and your fuel consumption can be estimated closely. You will find that using the charts and your Power Computer will pay dividends in over-all efficiency. 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 (hat the range charts make no allowances for wind, navi- gational errors, warm-up. take-off, climb, etc. You must estimate these variables for yourself and make allowances accordinKly. AIRSPEED CORRECTION TABLE FLAPS IAS - MPH TIAS - MPH •FLAPS 20 IAS - MPH TIAS - MPH FLAPS 40 IAS - MPH TIAS - MPH 60 70 50 63 50 55 &0 82 60 66 60 60 100 101 70 71 70 68 120 121 80 79 80 77 140 141 90 88 90 86 160 161 100 98 100 96 180 181 110 109 110 107 •Maximum flap spe«d 110 MPH-TIAS Fi^re 6-1. 6-1 i \ 'N Operational Data Operational Data STALL SPEED, ;^ OiJi' rational Data Operational Data CRU7SE^PERFORM^J« NORMAL LEAN MIXTURE Standard Condition, ^l^ Z*ro Wind ^ Cro» W«igM.3300 Pound, Operational Data Operational Data Operational Data Operational Data CRUISE PERFORMANCE Standard CondHiont RPM 2 4Sil 3:ii0 aaou ?. 1 ij I e-s MP !! 13 1?; IG 1^ NORMAL LEAN MIXTURE Zero WIrtd ^^Grosi WeiBht-3aOO Po^jr^ds 15,000 FEET 7. aHP 51 12 3H TAS MPH 47 4:( 14 148 141 13-1 i2f; GAL/ HOUK 63.5GAUNORESEHVE1 ENDfl. HOURS HI 135 127 9-7 6.0 a. 3 7.7 43 3li 10 36 13(-i 120 131 130 123 9.0 a. 4 7.B 7.2 Q.S 7. 1 7.fi 8.3 7.9 7.4 7.S T.l T.fi 8.2 fiANGE MILES 970 lOOfl 1020 1(HI> BO GAUNO RtSERVE 1000 lOZO 1035 1015 a. a, 6 7,0 loia 10J5 11)45 1030 1040 Figure 6-4 tShcet 5 of 5). ENDR. HOUftS (!,3 B.9 ft, 5 10. 4 a, 9 10.3 11. 1 a- 4 10. 1 10. n 10. 10.7 RANGE MILES 1220 125S i2as 1310 1255 1285 1305 13lS 12S0 KiOO 1315 L300 1315 (TfTlW Operational Data NOTES OPTIONAL SYSTEMS This section contains a description, operating procedures, and per- formance data (when applicable) for the "major item" optional equii>meiit systems in your airplane. Only optional equipment requiring detailed coverage for efficient utilization of the system, is discussed horc. Op- tional equipment of a more simple nature is discussed in other portions of this manual. RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION. Operation of tti« radio equipment is normal as covered in the respec- tive radio manuals. When more tlian one radio is installed, an audio switch- ing system is necessary. The operation of this switching system is de- scribed below, TRANSMITTER SELECTOR SWITCH. The transmitter selector switch has two positions. When two trans- mitters are installed, it is necessary to switch the microphone and antenna to the radio unit the pilot desires to use for transmission. ThiK is accom- plished by placing the transmitter selector switch in position 1 or 2 cor- responding to the radio unit which is to be used. SPEAKER-PHONE SWITCHES. The speaker -plione switches determine whether the output of tlie re- ceiver in use is ted to tlic 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 headphones. 7-1 5-10 optional Systems Optional Systems TRANS MITT EH SELECTOR KNOB RADIO SELECTOR SWITCHES AUDIO AMPLIFIER CIHCUIT littEAKER SPEAKER- E'HONK SWITCH rOR ADF RECKIVER SPEAKER-PHONE SWITCH PORNO. 1 RECEfVEH SPEAKER -mONE SWrFCH rOR NO. 2 BECEIVEll SPEAKER-PHONE SWITCH FOR NO. -3 RKCEIVEH Figure 7-1. AUDIO AMPLIFIER CIRCUIT BREAKER. A "push-Lo-resef type circuit breaker protects the audio amplifier circuit Should a maKunction occur, the circuit breaker will pop ™t. If thG malfunction was of a temporary nature, the breaker may be pushed in to reactivate the circuit; however, repeated popping out of the breaicer in- dicates a more serious trouble and no further attempt should be made to reset the breaker and use the cabin speaker. Reposition the speaker -phone switches to "PHONES" for headphone operation wliich is unaffected by a malfunction in the audio amplifier. NAV-O-MATIC DESCRIPTION NAV-O-MATIC. The Cessna NAV-O-MATIC flight controller is an electronic, single- axis autopilot featuring a transistor- ized heading hold circuit. The NAV-O-MATIC provides com- plete lateral stablHty, thereby giv- ing the pilot additional time for navi- gatioiialand visual flight operation by relieving htm of most control duties between take-oEt and landing. The NAV-O-MATIC also provides heading holding capability. When the autcpilot is engaged aiid trimmed, the airplane wilt hold a desired head- ing automatically. System compon- ents include a control unit, mcninted on Uie instrument panel (see figure 7-2), an inclined rate gyro, mounted OFF-ON SWITCH- HEADING TRIM KNOB Nav-o-matic 200 FUtM HEj^DINO moid 'ssna. LATERAL TRIM TAB- PULL -TURN KNOB Figure 7-2, 7-2 optional Systems behind the instrument panel, and a motor driven actuatar connected to tlie right aileron bell crank. OPERATING CHECK LIST PREFLtGHT CHECK. NOTE A pre-tliglit check need not be performed before each flight. It is primarily used for ground checking the NAV^O-MATIC when a malfunction is suspected or as a periodic, preventive mainten- ance check. (See page 1-1 tor Pre- Flight Ground Ch«ck pro- cedure. TAKE-OFF. (1) NAV-O-MATIC "OFF-ON" switch in OFF position. CRUISE. (1) Trim aircraft for straight flight. (2 Center all NAV-O-MATIC con- trols and turn NAV-O-MATIC "OFF-ON" switch ON. (3) Pull out "PULL-TURN" knob and adjust lateral trim Ub as re- quired to level aircralt, (4) Push in "PULL- TURN" knob to engage heading hold. {5) Make fine adjustments to hold heading by use of the "TRIM" knob. After each new trim setting, dis- engage and re-engage "PULL- TURN" knob. NOTE Refer to paragraph entitled "USE OF THE NAV-O-MATIC TRIM KNOB" for additional details. (6} To turn to new heading, pull out "PULL- TURN" knob and rotate it in the desired direction. Center knob and push in when aircraft ia on new heading and wings are level. BEFORE LANDING. (1) NAV-O-MATIC "OFF-ON" switch in OFF position before en- tering Iratfic pattern. OPERATING DETAILS It is recommended that the NAV-O- MATIC not be engaged prior to take- off. Forces applied to the control system by the autopilot are easily overpower«i; however, these forces could significantly alter the "feel" of the aircraft controls. The NAV-O-MATIC requires no warm-up period before engagement since the system employs transis- tors and the rate gyro is operating when the aircraft's master switch is on. It is not mandatory that the pro- cedure Usted in the Operating Check tist (or engaging the autopilot be ^ed but it will result in the smooth- psrensagement. If the setting of the 'opil^i-^^"^^^"''^''"V''V""w the aircraft at the time the autopilot is engaged, it will cause a brisk change of attitude; however, no ex- cessive Loads wiU be imposed on the airplane. Although the autopilot may be easily overpowered at any time, this prac- tice should be minimised since some servo clutch wear will result from long periods of manually overpower- ing the system. An aircralt out of trim condition will result in the NAV-O-MATIC causing the aircraft to fly with one wing low to maintain a heading. If objecticMial, this can be corrected by centering the ball in the turn anct bank indicator with the rudder pedals or the rudder trim control. The "PULL-TURN^' knob can be used to turn to a new heading tiy Jiuil- Ing out to disengage the heading hold circuit and turning in the desired di- rection. When the aircraft is on the new heading, center the knob and push into re-engage the heading cir- cuit. USE OF THE NAV-O-MATlC TRIM KNOB. The heading "TRIM" knob is used to balance the internal electrical circuits of the NAV-O-MATlC sys- tem. Temperature changes or en- vironmental conditions may cause the internal circuitry of the system to became electrically unlxllanced, Thrtwgh use of the "TRIM" knob, the internal circuitry can be adjusted so Optional Systems that the airplane has no tendency to drift due to unbalanced electrical signals. With the "TRIM" knob adjusted so tliat the internal circuits are balanced, the autcpilot will make corrective ac- tion only on airplane attitude changes. In this condition, the NAV-O-MATIC will hold a heading for extended per- iods of time. The heading "TRIM" knob is used as follows ; "10 With~aircraft trimmed for level flight at desired heading, push "PULL- TURN" knob in. NOTE The heading "TRIM" knob should be in centered position. (2) Note initial heading and observe any noticeable heading drift. Do not be hasty about adjusting "TRIM" knob. Allow several minutes to determine the rate-of-drift. NOTE Use the magnetic compass to check drift. A precessing gyro compass would give a false indication of airplane drift. (3) If airplane is drifting, turn head- ing "TRIM" knob one half graduation in Uie opposite direction from turn. Allow several minutes to determine new rate and direction of drift. NOTE After each new trim setting, dis- 7-5 7-4 Optional Systems engagG and re-engage "PULL- TURN" knob. This erases the original electrical memory cir- cuit and speeds up a.utopilot re- sponse for the new setting. (4) If aircraft continues to drift in the same direction, continue to move heading "TRIM" knob in op- posite direction ol turn. NOTE The knob usually will not require as large a movement as before. For example^ il rate-of-drift ap- pears to be half that originally experienced, move luiob one-fourth graduation; if drift rate is approx- imately one fourth, move knob one eighth graduation; etc. (5) If aircraft starts to drift in the opposite direction, too much Cor- rective trim has been applied. Ro- tate the heading "TRIM" knob in tlic opposite direction from the turn a distance proportionate to the turn rate. (6} Make subsequent corrections of heading "TRIM" knob settings until the aircraft is holdii^ the head- ing. NOTE Progressively finer adjustments of the heading "TRIM" Imob will be required as the aircraft drift rate diminishes. Accurate judg- ment as to the amount of progres- Optiqnal Systems sive knob movements required is quickly gained thru experience using the NAV-0-MATIC. (7) Once the "TRIM" knob has been set to hold a heading, the unit should operate for extended periods of time without chaining the knob setting. Do not touch the "TRIM" knob un- less you are sure that the aircraft is drifting, in level flight, in re- spect to the magnetic compass. Do not be impatient . The NAV-0- MATIC ^temporarily may drift 1" to 5° to one side of course due to rough air. But, it should correct with an opposite drift to the other side and then return to your orig- inal heading. In rough air, the NAV-0-MATlC will "average out" on your heading. Temporary os- cillation £i'om course is normal. (8) Changes in power settings or altihide should not affect the "TKM" knob setting. During the time Hiat power is being reduced or increased, or while the airplane is diving or climbing, the NAV-0-MATiC may change heading. However, once the aircraft has stabilized in level flight, at the new altitude or power setting, the NAV-O-MATIC will again hold a heading within the same accuracy that it field the original heading before tiie power Or altitude change. If heading has changed, steer aircraft back onto original heading with the "PULL-TURN" kJiob and push knob in to re-engage heading hold. Do not move the heading "TRIM" knob. EMERGENCY PROCEDURES If a malfunction should occur in any of the autopilot units, it can Ijc over- ridden merely with pressure an the normal flight controls, and the en- tire autoplloi may be disengaged by turning the NAV-O-MATlC "OFF- ON" switch OFF. PREFLIGHT GROUND CHECK. To ground check the NAV-O-MATIC, start the engine and proceed as fol- lows: (1) Center all NAV-O-MATIC con- trols and pull "PULL- TURN" knob out. Allow 3-5 minutes for gyro to stabilize at operating speed. NOTE Check that master switch and cir- cuit breaker are ON. (2) Turn "OFF-QN" switch ON. Actuator should move ailerons to level night position (control wheels slightly deflected to right). (3) Turn "PULL-TURN'^ knob to full right. Note aileron response. Rotate knob full left. Control wheels should rotate in direction of turn and then slowly return to a setting part way back to level flight atti- tude. Reset "PULL-TURN" knob to center position. (4) Over-ride actuator by manually turning control wheel to left and then right. When released from each position, the wheel should re- turn to level flight position. NOTE On some aircraft, ailerons may not return to level flight attitude if control wheel is deflected to full left position. This is due to the variation in control system rigging permitting the follow-up potentiometer of the NAV-O- MATIC to be rotated more than 180 degrees. By slightly turning control wheel toward neutral, the NAV-O-MATIC will return the ailerons to level flight position. This condition cannot occur in flight due to air loads. (5) Fush "PULL-TURN" knob in and turn heading "TRIM" knob full left. Control wheel should rotate slowly to left. Turn"TRIM" knob full right. Control wheel should rotate slowly to right. (6) Turn the aircraft left and right, while taxiing, and observe control wheel motion. As the aircraft is turned right, the control wheel should turn to the left. As the air- craft is turned left, the control wheel should turn right. 7-6 A Optional Systems Optional Systems OXYGEN SYSTEM An oxygen system, supplying oxygen Uirou^h seven individual outlets, ia available as cptiojial equipment. Tlie system is completely automatic and requires no manual regulation for change oi altitude or flow shut-off when tlie system is not in use. The system consists of an oxygen cylinder, filler vaivo, jiressure gage, pressure regulator, outlet couplings, and six disposable oxy- gen face masks, c&niplete with vinyl plastic hoses and flow indicators. The face masks ajid hoses are stared in a plastic bag, normally stowed on the utility shelf when use is not anticipated. The oxygen cylinder and shut-oft vaive are located iDehind the baggage compartment wall, Oxygen, under high pressure, flows from the cyl- inder to a pressure gage anti an auto- matic pressure regulator which sup- plies filtered, low pressure oxygen to the seven individual outlet coup- lings. The pressure gage, regulator, and five of the outlet couplings are located in the overhead console panel. The two remaining couplings are jnounted in the aft cabin ceiling. When the oxygen mask hoses are plugged into the quick-disconnect outlet couplings, a continuous flow 01 oxygen is supplied to each mask. A Uow indicator in each mask supply line shows if o:,ygen is flowing. IMPORTANT Permit no smoking when using 7-8 oxygen. Oil, grease, soap and other fatty materials in contact with oxygen constitute a serious fire hazard. Be sure hands and clothing are oil-free before han- dling oxygen equipment, OXYGEN SYSTEM OPERATION. Prior to flight, clieck to be sure that there is an adet^ate oxygen sup- ply for the trip, tiy notii^ the oxygen pressure gage reading. Refer to the Oxygen Duration Cliart (figure 7-4). See that the plastic bag Containing the face masks and hoses is acces- sible, and that the masks and hoses are in good condition. To use the oxygen system, proceed as follows: (1) Select mask and hose from plastic t)ag. (2) If nrask is not connected to hose, attach by inserting plastic tube on mask into rubber hose connector on delivery hose. (3) Attach mask to face. (4) Select oxygen outlet coupling in overhead console panel or two- port outlet manifold, and plug de^ livery hose into it. Oxygen will (lew continuously at the premier rate- of-flCM for any altitude without any manual adjustments. (5) Check the flow iixlicator in the face mask hose. Oxygen is flowing if the red indicator compresses its return spring. 7-9 Optional Systems Figure 7-4, NOTE Th€ left console outlet (labeled "PILOT") meters appr oxtmately twice the volume ot oxygen me- tered by the other outlets. (&) Unplug the delivery hose from the overhead console and two-port outlet manifold when discontinuing use of the oxygen system. This automatically stops the flow of oxygen. OXYGEN SYSTEM SERVICING. The oxygen cylinder, when fully charged, contains 48 cubic ieet of oxygen, under a pressure of ISOO psi at TOT. It sliould kje refilled, whenever the oxygen presBure gage indicates less than 300 psi, with aviator's breathing Oxygen (Fed. Spec. No. BB-O-925, or equivalent). For servicing convenience, a filler valve ia located on the left side of optional Systems tlie utility shelf near the Ixtggage door, IMPORTANT Oil. grease, or other lubricants ill contact with oxygen create a serious fire hazard, and such contact must be avo-ided. Only a thread compound approved under MlL-T-SS'Sa can be used safely on oxygen systems. Apply only to the first three threads of male fittings to prevent thread seizure. The face masks used with the oxygen system arc the partial-rebreathing, disposable type. The masks 3rc dur- able and the frequent user can mark his mask for ideiititi cation and reuse it many times. Additional masks and hoses are available from ycwr Cessna Dealer. 7-12 ALPHABETICAL INDEX After Landing, 2-4 Aiter Take-off, 3-5 Airplane, before entering, 2-1 file, 5-5 mooring, 5-1 storage, 5-2 Airspeed Correction T^ble, 6-1 Airspeed Limitations, 4-1 Ammeter, 1-7 Authorized Operations, 4-1 Auxiliary Fuel Pump, 1-5, 1-7 switch, 1-4, 1-5, 1-7 B Battery, 1-7 Battery Contactor, 1-7 Before Entering Airplane, 2-1 Before Landing, 2-3 Before Starting Engine, 2-1 Before Take-Off, 2-2, 3-3 Cabin and Baggage Doors, 1-9 Cabin HeatinK and Ventilating System, 1-8 Cap, Fuel Filler, 1-5 Capacity, fuel, inside covers oil, Inside covers Care, interior, 5-3 propeller, 5-3 Center of Gravity Moment Envelope, 4-5 Check. Preflight, 3-1 Circuit Breakers, 1-8 Climb, 2-3, 3-5 maximum performance, 2'-3 normal, 2-3 Climb Data and Takc-Off Data Table, 6-3 Cold Weather Operation, 3-& Controls, Engine, 1-1 Correction Table, Airspeed, 6-1 Cowl Flaps, 1--3 Cruise Performance, Optimum, Cruise Performance, 6-4, 6-5, 6-6, 6^7, 6-8 Cruiaing, 2-3, 3-5 3-6 Dealer Follow-Up ^stem, 5-6 Diagram, electrical power distribution, 1-7 exterior inspection, 1-12 fuel flow settings, 1-2 fuel system schematic, 1-5 internal cabin dimensions, l-ll principal dimensions, iv servicing, 5-7 DiluUon System, Oil, 3-8 dilution table, 3-8 switch, 1-5 Index- 1 Alpliabetical Index Dimensions, internal cabin, 1-11 prijicipa.1, iv Distributor, Fuel, 1-5 Doors, Cabin and Baggage, 1-9 Drain Knob, Fuel Strainer, 1-5, Drain Plugs, Fuell Tank Sumps, 1-5 Electrical System, 1-6 ammeter, 1-7 battery, 1-1 battery contactor, 1-T circuit brealters, 1-8 generator, l-'J ground service receptacle, 1-T ignition - starter switch, 1-2, 1-7 landing lights, 1-8 magnetos, 1-7 master switch, 1-T navigation lights, 1-S power distribution diagram, 1-7 stall warning indicator, 1-8 starter, 1-7 starter contactor, 1-7 voltage regulator, 1-7 Empty Weight, inside cover Engine, inside cover before starting, 2-1 controls, 1-1 fuel pump, 1-5 instrument markings, 4-2 instruments, 1-2 operation limitatione, 4-2 starting, 2-1, 3-2 Exterior Inspection Diagram, 1-12 Index- 2 File, Airplane, 5-5 Flaps, Cowl, 1-3 Flaps, Wing, 1-8 Fuel System, 1-3 , c . 7 auxiliary fuel pump, l-a, a-' auxiliary fuel pump switch, 1-4, 1-5, 1-7 by-pass valve, 1-5 capacity, inside covers check valve, 1-5 engine *uel pump, 1-5 filler cap, 1-5 filter screen, 1-5 fuel distributor, 1-5 fuel flow indicator, 1-2, 1-5 fuel flow settings diagram, 1-2 fuel nozzles, 1-5 fuel quantity data table, 1-4 fuel quantity indicators, 1-5, 1-6 fuel quantity transmitters, 1-5 fuel reservoir, 1-5 fuel tank, 1-5 fuel unit, 1-5 oil dilution solenoid valve, 1-5 oil dilution switch, 1-5 schematic, 1-5 selector valve, 1-4, 1-5 strainer, 1-5 strainer drain knob, 1-5, 1-6 tank sump drain plugs, 1-5 tank vent, 1-5 Generator, 1-7 Graph, center of gravity moment envelope, 4-5 loading, 4-5 * Gross Weight, inside cover Ground Handling, 5-1 Ground Service Receptable, 1-7 H Handling Airplane on Ground, 5-1 Heating and Ventilating System, Cabin, 1-8 Hc4 Air Knob, Induction, 1-1 I Ignition - Starter Switch, 1-2, 1-7 Indicator, fuel flow, 1-2, 1-5 fuel quantity, 1-5, 1-6 stall warning, 1-8 Induction Hot Air Knob, 1-1 Inspection Service - Inspection Periods, 5-4 Instrument Markings, Engine, 4-2 Interior CarC, 5-S Internal Cabin Dimensions, 1-11 Knob, fuel strainer drain, 1-5, 1-6 induction hot air, 1-1 mixture control, 1-1, 1-5 propeller control, 1-1 throttle, 1-1, 1-5 landing, inside cover, 2-4, 3-7 after, 2-4 before, 2-3 Alphabetical Index distance table, 6-9 normal, 2-4 Landing Lights, 1-8 Lot-Down, Z-3, 3-7 Lights, landing, 1-8 navigation, 1-8 Limitations, Airspeed, 4-1 Limitations, Engine Operation, 4-2 Loading, Power, inside cover Loading, Wing, inside cover Loading Graph, 4-5 Loading Problem, Sample, 4-4 Lubrication and Servicing, 5-6 M Magnetos, 1-7 Maneuvers — Normal Category, 4-1 Markings, Engine Instrument, 4-2 Master Switch, 1-7 Maximum Performance Climb, 2-3 Maximum Performance Take-Off, 2-2 Mixture Control, 1-1, 1-5 Moment Envelope, Center of Gravity, 4-5 Moorii^ Your Airplane, 5-1 N Navigation Ughts, 1-ft Nav-0-Matic, 7-3 before landing, 7-4 cruise, 7-4 emergency procedures, 8-5 heading trim knob, 7-3 lateral trim tab, 7-3 off-on switch, T-3 pceflight check, 7-4 w Alphabetical Index j>reflight ground check, T-S puU-turn knob, 7-3 Normal Category - Maneuvers, 4-1 Normal Climb, 2-3 Normal Landing, 2-4 Normal Take-Off, 2-2 Nozzles, Fuel, 1-5 3-6 7-10 Power, inside cover Power Loading, inside cover Pi-efUgiit Check, 3-1 Principal Dimensions Diagram, iv Propeller, inside cover care, 5-3 control, 1-1 Oi! System, capacity, inside covers dilution solenoid valve, 1-5 dilution switch, 1-5 dilation system, 3-8 dilution syBtem table, 3-» Operation, Cold Weather, 3-8 Operation Limitations, EiiEine, 4-2 Operations Authorized, 4-1 Optimum CruiBe PerEormance, Oxygen System, 7-9 cyUnder, 7-10 duration chart, 7-11 tiller -valve, 7-10 flow indicators, 7-10 operation, 7-9 overhead console panel, pressure gage, 7-10 pressure regulator, 7-lt) achematic, 7-10 servicing, 7-11 shut-off valve, 7-10 two-povt outlet manilold, 7-lU painted Surfaces, 5-3 Performance - Specifications, Inside cover index- 4 Quantity Data, Fuel, 1-4 Quantity Indicators, Fuel, 1-5 1-b Quantity Transmitters, Fuel, l-& Radio Selector Switches, 7-1, 7-2 audio ampllTier circuit breaker, 7-2 operation, 7-1 spc alter -phone, 7-1, l-J transmitter selector, 7-1, '--i Range, inside cover Rate of Climt) at Sea Level, inside cover Regulator, Voltage, 1-7 Sample Loading Problem,