Cessna 150G Owner's Manual

(b) Disconnect tail tie-down. (a) Remove gust lock, if installed. Same as 4 (a) Check main wheel tire for proper inflation. (b) Inspect airspeed static source hole on side of fuselage for stoppage (left side only). (a) Remove pitot tube cover, if installed, and (c) Disconnect wing tie-down. check pitot tube opening for stoppage. (b) Check fuel tank vent opening for stoppage. (c) Check stall warning vent opening for stoppage. 5 (a) Check all level. Do not operate with less than 4 quarts. Fill for extended flights. (b) Check propeller and spinner for nicks and security. Same as Figure 1-1. iv • OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize 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 in Section II. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no unconventional characteristics or operations that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section V. BEFOREENTER INGTHE AIRPLA N E. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts -- Adjust and lock. (2) Brakes -- Test and set. (3) Master Switch -- "ON. " (4) Fuel Valve Handle -- "ON " STARTING THE ENGINE (1) Carburetor gat -- Cold. 1-1 (2) Mixture -- Rich. (3) Primer -- As required. (4) Ignition Switch -- "BOTH. " (5) Throttle -- Open 1/4". (6) Propeller Area -- Clear. (7) Starter Handle -- Pull. BEFORE TAKE-OFF. (1) Throttle Setting -- 1700 RPM. (2) Engine Instruments -- Within green arc. (3) Magnetos -- Check (75 RPM maximum differential between magneto (4) Carburetor Heat -- Check operation. (5) Suction Gage -- Check (4. 6 to 5. 4 inches of mercury). (6) Flight Controls -- Check. (7) Trim Tab -- "TAKE-OFF" setting. (8) Cabin Doors -- Latched. (9) Flight Instruments and Radios -- Set. TA KE- OF F. NORMAL TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Throttle -- Full "OPEN. " (4) Elevator Control -- Lift nose wheel at 50 MPH. (5) Climb Speed -- 72 MPH until all obstacles are cleared, then set up climb speed as shown in "NORMAL CLIMB" paragraph- MAXIMUM PERFORMANCE TAKE-OFF- (1) Wing Flaps -- UP. (2) Carburetor Heat -- Cold. (3) Brakes -- Hold. (4) Throttle -- Full "OPEN. " (5) Brakes -- Release. (6) Elevator Control -- Slightly tail low. (7) Climb Speed -- 52 MPH (with obstacles ahead). CL1MB- NORMAL CLIMB. (1) Air Speed -- 75 to 80 MPH. 1-2 (2) Power -- Full throttle. (3) Mixture -- Rich (unless engine is rough). MAXIMUM PERFORMANCE CLIMB. (1) Air Speed -- 72 MPH. (2) Power -- Full throttle. (3) Mixture -- Rich (unless engine is rough). CRUISIN G. (1) Power -- 2000 to 2750 RPM. (2) Elevator Trim -- Adjust. (3) Mixture -- Lean to maximum RPM. BEFORE LANDING. (1) Mixture -- Rich. (2) Carburetor Heat -- Apply full heat before closing throttle. (3) Airspeed -- 65 to 75 MPH. (4) Wing Flaps -- As desired below 100 MPH. (5) Airspeed -- 60 to 70 MPH (flaps extended). NORM A LL A ND IN G. (1) Touch Down -- Main wheels first. (2) Landing Roll -- Lower nose wheel gently. (3) Braking -- Minimum required. A FTER LA ND IN G. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. SECU RE A IRCR A FT. (1) Mixture -- Idle cut-off. (2) All Switches -- Off. (3) Parking Brake -- Set. (4) Control Lock -- Insta11ed. 1-3 INSTRUMENT PANEL 2 3 4 5 6 7 8 10 11 12 3 14 5 16 17 19 36 35 14 33 :2 31 30 29 28 27 26 25 24 23 22 21 20 1. Altimeter 13. Oil Pressure Gage 25. Mixture Control Knob 2. AirspeedIndicator 14. OilTemperatureGage 26. Throttle r'e"etÌnd-B yr n cator(Opt.) AFume ue tityIndicator(Right) Ehnr craTrimeChonStro1Wheel 5. Vertical Speed Indicator (Opt.) 17. Optional Instrument Space 29. Carburetor Air Heat Control m°piss Šreoen Card SOp nnalGans ru nt Space Omni Course Indicator (Opt.) 8. Optional Radio 20. Map Compartment 32. Clock 1 e"1"Ûn ty na cator (Left) 21 CF ser/CLircuit Breaker Panel 3 S tern t 11. Aircraft Registration Number 23. Cabin Air and Heat Controls 35. Primer 12. Tachometer 24. Wing Flap Switch 36. Master Switch Figure 2-1. 1-4 Jeeties H DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. From these tanks, fuel flows by gravity through a fuel shutoff valve and fuel strainer to the carburetor. Refer to figure 2-2 for fuel quantity data. For fuel system service information, refer to Lubrication and Servicing Procedures in Section IV. FUEL STRAINER DRAIN KNOB. Refer to fuel strainer servicing procedure, Section IV. FUEL QU A NT ITY D A TA ( U. S. G A LLON S) USABLE FUEL TOTAL TANKS ALL FLIGHT UNUSABLE FUEL CONDITIONS FUEL VOLUME TWO, STANDARD WING (13 GAL. EACH) 22. 5 3. 5 26. O TWO, LONG RANGE WING 35.0 3.0 38.0 (19 GAL. EACH) Figure 2-2. 2-1 LEFT FUEL TANK RIGHT FUEL TANK lità FUEL ° FUEL SHUTOFF VALVE OFF o RENER EER THROTTLE FUEL CARBURETOR <s SYSTEM !!! " TO ENGINE ···· SCHEM AT I C ···· CYLINDERS MIXTURE COK OROL Figure 2-3. 2-2 ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). A 12-volt storage battery is located on the right, forward side of the firewall just inside the cowl access door. The master switch controls all electrical circuits except the clock and the ignition system. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is "ON, " the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. FUSES AND CIRCUIT BREAKERS. Fuses on the instrument panel protect most of the electrical circuits in your airplane. (The clock fuse is located adjacent to the battery.) The circuits controlled by each fuse are indicated above each fuse retainer. Fuse capacity is indicated on each fuse retainer cap. Fuses are removed by pressing the fuse retainers inward and rotating them counterclockwise until they disengage. The faulty fuse may then be lifted out and replaced. Spare fuses are held in a clip on the inside of the map compartment door. A "push-to-reset" circuit breaker on the instrument panel protects the alternator circuit. The cigar lighter is protected by a manually re- set type circuit breaker mounted directly on the back of the lighter behind the instrument panel. LANDING LIGHTS (OPT). A three-position, push-pull type switch controls the optional landing lights mounted in the leading edge of the left wing. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the second stop. FLASHING BEACON (OPT). The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in 2-3 ELECTRICAL SYSTEM SCHEMATIC CIGAR LIGHTER (WITH CIRCUIT BREAKER) TO WING FLAP SYSTEM FLAPS REGULATOR 60 i TO LANDING & || GEN TAXi LIGHTS (OPT) s A+ ALTERNATOR L D TO FLASHING F BEACON (OPT) AMMETER scN LT cLOCK PITOT HT TO PITOT HEAT BATTERY SYSTEM (OPT) TO RADIO (OPT) STARTER RADIO HANDLE BATTERY RADIO TO RADIO (OPT) CONTACTOR TO RADIO (OPT) RADIO TO DOME LIGHT & OPT COURTESY LIGHTS MASTER SWITCH NAV STARTER - LTS TO NAVIGATION LIGHTS TJ NAVI( ATION IGNITION LIGHI FUSE SWITCH TO TURN & BANK INDICATOR (OPT) CODE CIRCUIT BREAKER I TO INSTRUMENT LIGHTS e FUSE ST DIODE INST TO FUEL QUANTITY - CAPACITOR - - INDICATORS -- MECHANICAL CONNECTION MAGNETOS Figure 2-4. 2-4 the atmosphere, particularly at night, can produce vertigo and loss of orientation. CABIN HEATING AND VENTILATING SYSTEM. The temperature and volume of airflow into the cabin can be regulated tO any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" Imobs. Heated fresh air and outside air are blended in a cabin manifold just aft of the firewall by adjustment of the heat and air controls; this air is then vented into the cabin from an outlet on the left side of the manifold. Windshield defrost air is also supplied by a duct leading from the manifold. A Separate adjustable ventilator near each upper corner of the wind- Shield supplies additional outside air to the pilot and passenger. PARKING BRAKE SYSTEM. To set parking brake, pull out on the parking brake 1mob, apply and release toe pressure to the pedals, and then release the parking brake knOb. To release the parking brake, apply and release toe pressure on the pedals while checking to see that the parking brake knob is full in. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of primer in WRrm temperatürBS to six strokes in cold weather, with the throttle Open approximately 1/4 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent explosions followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control in full lean position, throttle full open, and crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. 2-5 If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure with- in 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-5) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The nose wheel is designed to automatically center straight ahead when the nose strut is fully extended. In the event the nose strut is over - inflated and the airplane is loaded to a rearward center of gravity posi- tion, it inay be necessary to partially compress the strut to permit steer- ing. This can be accomplished prior to taxiing by depressing the airplane nose (by hand) or during taxi by sharply applying brakes. BEFORE TAKE-OFF. WARM-UP. Most of the warm-up will have been conducted during taxi, and addi- tional warm-up before take-off should be restricted to the checks out- lined in Section I. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows: Move the ignition switch first to "R" position and note RPM. Then move switch 2-7 back to "BOTH" position to clear the other set of plugs. Then move switch to "L" position and note RPM. The difference between the two magnetos operated individually should not be more than 75 RPM. If there is a doubt concerning the operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. TA KE-OFF. POWER CHECK S. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approx- imately 2375 to 2475 RPM with carburetor heat off. Full throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid_ able small dents appear in the propeller blades, they should be immediate- ly corrected as described in Section IV. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. Therefore the use of 10° flap is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead. If 10° of flaps are used in ground runs, it is preferable to leave them 2-8 extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10°. Flap deflections of 30° and 40° are not recommended at any time for take-off PERFORMANCE CHARTS. Consult the take-off chart in Section V for take-off distances under various gross weight, altitude, and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum 11ap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent ·b ° possi le settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CU M B. CLIMB DATA. For detailed data, see Maximum Rate-of-Climb Data chart in Section V. CLIMB SPEEDS. Normal climbs are conducted at 75 to 80 MPH with flaps up and full throttle, for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate-of-climb speeds range from 72 MPH at sea level to 66 MPH at 10, 000 feet. If an obstruction dictates the use of a steep climb angle, the best angle-of- climb speed should be used with flaps up and full throttle. These speeds vary from 52 MPH at sea level to 60 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to allow improved engine cooling. 2-9 GO-AROUND CLIMB- In a balked landing (go-around)climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reach- ing a safe airspeed, the flaps should be slowly retracted to the full up position. CRU ISE. Normal cruising is done at 65%to 75% of METO power. The set tings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com_ puter or the OPERATIONAL DATA, Section V. Cruising can be done most efficiently at high altitude because of the higher true airspeeds obtainable at the same power. This is illustrated in the following table for 709'opower. OPTIMUM CRUISE PERFORMANCE ALTITUDE RPM TRUE AIRSPEED Sea Level •2430 111 5000 feet * 2550 116 9000 feet * Full Throttle 120 4 70/c POWER STALLS. The stall characteristics are conventional for the flaps up and flaps down condition. Slight elevator buffeting may occur just before the stall with flaps down. The stalling speeds are shown in Section V for aft c.g., full gross weight conditions. They are presented as calibrated airspeeds because indicated air speeds are unreliable near the stall. Other loadings result in slower stalling speeds. The stall warning horn produces a steady signal 5 to 10 MPH before the actual stall is reached and remains on until the airplane flight attitude is changed. 2-10 LANDING. Normal landings are made power off with any flap setting. Approach glides are normally made at 65 to 75 MPH with flaps up, or 60 to 70 MPH with flaps down, depending upon the turbulence of the air. SHORT FIELD LANDINGS. For a short field landing, make a power off approach at 58 MPH with flaps 40° and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. Raising the flaps after landing will provide more efficient braking. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude. Excessive nose strut inflation can hinder nose wheel alignment with the airplane ground track in a drifting crosswind landing at touchdown and during ground roll. This can be counteracted by firmly lowering the nose wheel to the ground after initial contact. This action partially com- presses the nose strut, permitting nose wheel swiveling and positive ground steering. COLD WE ATHEROPER ATIO N. Prior to starting on cold mornings, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. In extremely cold (0°F and lower) weather the use of an external preheater is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Cold weather starting procedures are as follows: With Preheat: (1) Clear propeller. (2) Pull master switch "ON. " (3) With ignition switch "OFF" and throttle closed, prime the engine four to ten strokes as the propeller is being turned over by hand. 2-11 NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (4) Turn ignition switch to "BOTH." (5) Open throttle 1/4" and engage starter. Without Preheat: (1) Prime the engine eight to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Clear propeller. (3) Pull master switch "ON. " (4) Turn ignition switch to "BOTH." (5) Pump throttle rapidly to full open twice. Return to 1/4" open position. (6) Engage starter and continue to prime engine until it is run- ning smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7) Pull carburetor air heat knob full on after engine has started. Leave on until engine is running smoothly. (8) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. NOTE Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the 2-12 oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac- celerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70° range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. 2-13 . ¯¯ OPERATING LIMITATIONS OPER ATIONS A UTHOR IZED. Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A19. With standard equipment, the airplane is approved for day and night operation under VFR. Additional optional equipment is available to in- crease its utility and to make it authorized for use under IFR day and night. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradicts the FAA-approved markings, plac- ards and check lists, it is to be disregarded. MANEUVERS-UTILITY CATEGORY. This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when op- erated in the utility category. In connection with the foregoing, the fol- lowing gross weight and flight load factors apply, with recommended entry speeds for maneuvers as shown: GrossWeight ................... 16001bs Flight Maneuvering Load Factor, *Flaps Up . . . +4. 4 -1. 76 Flight Maneuvering Load Factor, *Flaps Down . . +3. 5 *The design load factors are 150°/oof the above, and in all cases, the structure meets or exceeds design loads. 3-1 No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED Chandelles . . . . . . . . . . . . . . . . . 109 MPH (95 knots) LazyEights.................109MPH(95knots) Steep Turns . . . . . . . . . . . . . . . . . 109 MPH (95 knots) Spins.................. UseSlowDeceleration Stalls . . . . . . . . . . . . . . . . . . Use Slow Deceleration During prolonged spins, the aircraft engine may stop; however, spin recovery is not adversely affected by engine stoppage. Intentional spins with wing flaps extended are prohibited. Aerobatics that may impose high inverted loads should not be attempt- ed. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. A IRSPEEDL IM ITATION S. The following are the certificated calibrated airspeed limits for the Cessna 150: Maximum (Glide or dive, smooth air) . . . . . . 162 MPH (red line) Caution Range . . . . . . . . . . . . . 120-162 MPH (yellow arc) Normal Range . . . . . . . . . . . . . 56-120 MPH (green arc) Flap Operating Range . . . . . . . . . . 49-100 MPH (white are) Maneuvering Speed* . . . . . . . . . . . . . . . . . 109 MPE *The maximum speed at which you can use abrupt control travel without exceeding the design load factor. ENG INEOPER ATIONL IM ITATION S. Power and Speed . . . . . . . . . . . . . . 100 BHP at 2750 RPM 3-2 ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Norma10perating Range . . , . . . . . . . . . . Green Arc Maximum Allowable . . . . . . . . . . . . . 225°F Red Line OIL PRESSURE GAGE. Minimum Idling . . . . . . . . . . . . . . 10 PSI (red line) Normal Operating Range . . . . . . . . 30-60 PS[ (green arc) Maximum.... .............100PSl(redline) FUEL QUANTITY INDICATORS. Empty (1.75 gallons unusable each standard tank) . . E (red line) (1. 50 gallons unusable each long range tank) TACHO METER. Normal Operating Range: At sea level . . . . . . . . . 2000-2550 (inner green arc) At 5000 feet . . . . . . . . .2000-2650 (middle green arc) At io, ooofeet . . . . . . . . 2000-2750 (outer green are) Maximum Allowable . . . . . . . . . . . . . 2750 (red line) WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Prob- lem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337, carried in your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 3-3 Sample Airplane Your Airplane SAMPLE LOADING PROBLEM Weight Moment Weight Moment (Ibs) (Ib-ins. /1000) 1. Licensed Empty Weight (Sample Airplane) ......... 1045 34.6 2. Oil - 6 Qts * ........................................................ 11 -0.1 11 -0.1 340 13.3 4. Fuel - Std. Tanks (22.5 Gal at 6#/Gal)............ 135 5.7 5. Baggage-Area 1 (or children on child's sear) .... 69 4.4 6. Ba gg a ge - A re a 2 ................................................... O O.0 7. Total Aircraft Weight (Loaded) ............................. 1600 57.9 8. Locate this point (1600 at57.9 ) on the center of gravity envelope and since this point falls within envelope the loading is acceptable. *Note; Normally full oil may be assumed for all flights. BAGGAGE LQADING AND TIE-DOWN I UTILITY SHELF BAGGAGE AREA MAXIMUM ALLOWABLE LOADS AREA E 200UU DU DS TIE-DOWN NET ATTACH POINTS A cargo tie-down net is provided to secure baggage in the baggage area. The net attaches to six tie-down rings. Two rings are located on the floor just aft of the seat backs and one ring is located two inches above the floor on each cabin wall at the aft end of area 1 . Two additional rings are located at the top, aft end of area . At least four rings should be used to restrain the maximum baggage load of 120#. If the airplane is equipped with an optional utility shelf, it should be re- moved prior to loading and tying down large baggage items. (Slide the tab of the locking clips on each end of the shelf inboard to disengage the shelf from the aircraft structure.) After baggage is loaded and secured, either stow the shelf or, if space permits, install it for storing small articles. 3-4 o (SGMITO¿E)LHDIll& GVO'I 3-5 o to oo 0·· > O 2 b o o o o o o o o o o (SGNDOcI) - ¿HDISA LEVHORIV GSGVO3 3-6 CAREOFTHEAIRPLANE If your airplane is to retain that new-plane performance, stamina, and dependability, certain inspection and maintenance requirements must be followed. It is always wise to follow a planned schedule of lubrication and maintenance based on the climatic and flying conditions encountered in your locality. Keep in touch with your Cessna dealer, and take advantage of his knowledge and experience. 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. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with a tow-bar attached to the nose wheel. NOTE When using the tow-bar, never exceed the turning angle of 30°, either side of center, or damage to the gear will result. MOORING YOUR AIRPLANE. . Proper tie-down is the best precaution against damage to your parked airplane by gusty or strong winds. To tie down your airplane securely, proceed as follows: (1) Set parking brake and install control wheel lock. (2) Install a surface control lock between each aileron and flap. (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to wing and tail tie-down fittings, and secure each rope 4-1 to ramp tie-down. (4) Install a surface control lock over the fin and rudder. (5) Install a pitot tube cover. (6) Tie a rope to an exposed portion of the engine mount and secure the opposite end to a ramp tie-down. WINDSHIELD-WINDOWS. The plastic windshield and windows should be cleaned with an aircraf windshield cleaner. Apply the cleaner sparingly with soft cloths, and rul with moderate pressure until all dirt, oil scum and bug stains are re- moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma_ terials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean soft fli nel cloths, will fill in minor scratches and help prevent further scratchin Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. PAINTED SURF ACES. The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is re- quired within the curing period, it is recommended that the work be done 4-2 by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause cor- rosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the aîrplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna require only minimum care to keep them bright and clean. The airplane may be washed with water to remove dirt; oil and grease may be removed with gasoline, naphtha, car- bon tetrachloride or other non-alkaline solvents. Dulled aluminum sur- faces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the blades, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery, headliner, and 4-3 carpet, clean the interior regularly with a vacuum cleaner• Blot up any spilled liquid promptly, with cleansing tissue or rags• Don't pat the spot; press the blotting material firmly and hold it for sev¯ eral seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar¯ ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and bacl ing materials. Soiled upholstery and carpet may be cleaned with foam-type detergen used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and con trol knobs can be removed with a cloth moistened with kerosene. Volatili solvents, such as mentioned in paragraphs on care of the windshield, mu, never be used since they soften and craze the plastic. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and performed by a person designated by the administrator. In addition, 100-hour periodic 4-4 inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recom- mends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete famil- iarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRCRAFT FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met. A. To be displayed in the aircraft at all times: (1) Aircraft Airworthiness Certificate (Form FAA-1362B). (2) Aircraft Registration Certificate (Form FAA-500A). (3) Aircraft Radio Station License (Form FCC-404, if transmitter installed). B. To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form FAA-337, if applicable). (2) Aircraft Equipment List. C. To be made available upon request: (1) Aircraft Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual and the "Cessna Flight Guide" (Flight Computer), be carried in the aircraft at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. 4-5 LUBRICATION AND SERVICING PROCEDUR ES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fuel. The capac- ity of each wing tank is 13 gallons for standard fuel tanks, 19 gallons for optional long range tanks. FUEL STRAINER: On the first flight of the day and after each refueling, pull out fuel strainer drain knob (located just inside cowl access door) for about four seconds, to clear fuel strainer of possible water and sediment. Release drain knob, then check that strainer drain is closed after draining. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 40 above 40°F and SAE 10W30 or SAE 20 below 40°F. (Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.) Detergent or dispersant oil, con- forming to Continental Motors Specification MHS-24, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE To promote faster ring seating and improved oil control, your Cessna was delivered from the factory with straight mineral oil (non-detergent). This "break-in" oil should be used ong for the first 20 to 30 hours of operation, at which time it must be replaced with detergent oil. OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 4 quarts. To minimize loss of oil through breather, fill to 5 quart level for normal flights of less than 3 hours. For extended flight, fill to 6 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. 4-6 SERVICING INTERVALSCHECK LIST EA CH 5 OHOURS BATTERY--Check and service. Check oftener (at least every 30 days) if operating in hot weather. ENGINE OIL AND OIL FILTER--Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean screen every 25 hours. Change engine oil at least every four months even though less than 50 hours have been accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. CARBURETOR AIR FILTER--Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS--Lubricate. EACH 100 HOURS BRAKE MASTER CYLINDERS--Check and fill. SHIMMY DAMPENER--Check and fill. FUEL STRAINER--Disassemble and clean. FUEL TANK SUMP DRAINS--Drain water and sediment. FUEL LINE DRAIN PLUG--Drain water and sediment. VACUUM SYSTEM OIL SEPARATOR (OPT)--Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT)--Clean. EACH 500 HOURS VACUUM SYSTEM AIR FILTER (OPT)--Replace filter element. Re- place sooner if suction gage reading drops to 4. 6 in. Hg. WHEEL BEARINGS--Lubricate at first 100 hours and at 500 hours there- after. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numerous take-offs and landings are made. A SREQU IRED NOSE GEAR SHOCK STRUT--Keep filled with fluid and inflated to 20 psi. Do not over-inflate. 4-7 OWNER FOLLOW-UP SYSTEM Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addi- tion, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied in your aircraft file for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. PUBUCATIONS . . Included in your aircraft file are various manuals which describe the operation of the equipment in your aircraft. These manuals, plus many other supplies that are applicable to your aircraft, are available from your Cessna Dealer, and, for your convenience, are listed below. - OWNER'S MANUALS FOR YOUR AIRCRAFT ELECTRONICS - 300 SERIES - SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRCRAFT ENGINE AND ACCESSORIES ELECTRONICS - 300 SERIES - COMPUTERS - SALES AND SERVICE DEALER DIRECTORY - DO'S AND DON'TS ENGINE BOOKLET Your Cessna Dealer has a current catalog of all Customer Services Supplies that are available, many of which he keeps on hand. Supplies which are not in stock, he will be happy to order for you. 4-8 OPERATIONAL DATA The operational data shown on the following pages are compiled from actual tests with airplane and engine in good condition, and using average piloting technique and best power mixture. You will find this data a valu- able aid when planning your flights. To realize the maximum usefulness from your Cessna, you should take advantage of its high cruising speeds. However, if range is of pri- mary importance, it may pay you to fly at a low cruising RPM, thereby increasing your range and allowing you to make the trip non-stop with ample fuel reserve. The range table on page 5-4 should be used to solve flight planning problems of this nature. In the table (figure 5-4), range and endurance are given for lean mix- ture from 2500 feet to 12, 500 feet. All figures are based on zero wind, 22. 5 and 35.0 gallons of fuel for cruise, McCauley 1A100/MCM6950 propeller, 1600 pounds gross weight, and standard atmospheric conditions. Mixture is leaned to maximum RPM. Allowances for fuel reserve, head- winds, take-offs and climb, and variations in mixture leaning technique should be made as no allowances are shown on the chart. Other indetermi- nate variables such as carburetor metering characteristics, engine and propeller conditions, and turbulence of the atmosphere may account for variations of 10% or more in maximum range. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endurance in- formation, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. 5-1 AIRSPEEDCORRECTIONTABLE- (Flaps Up) IAS 40 50 60 70 80 90 100 110 120 130 140 CAS 51 57 65 73 82 91 100 109 118 127 136 (Flaps Down) IAS 40 50 60 70 80 90 100 CAS 49 55 63 72 81 89 98 Figure 5-1 = Power Of f = STALLINGSPEEDS MPH = CAS ANGLE OF BANK oss Weig 1600 lbs. Flaps 55 57 63 78 Flaps 20° 5 56 70 Flaps 40° 48 49 54 67 Figure 5-2• 5-2 -TA KE -OF F Di5 TA NCE FLAPS RETRACTED HARD SURFACE RUNWAY AT SEA LEVEL & 59* F. AT 2500 FT. & 50* F. AT 5000 FT. & 41° F. AT 7500 FT. & 32° F. GROSS IAS HDar WT 50 FT. WIND TOTAL TOTAL 'IOTAL TOTT LBS MPH KNOTS GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR RUN 50 FT.OBS RUN 50 FT.OBS RUN 50 FT.OBS RUN 50 FT.OBS 0 735 1385 910 1660 1115 1985 1360 2440 1600 64 10 500 1035 630 1250 780 1510 970 1875 20 305 730 395 890 505 1090 640 1375 NOTES: 1. Increase the distances 10%for each 35°F. increase in temperature above standard for the particular altitude. 2. For operation on a dry, grass runway, increase distances (both "ground run" and "total to clear 50 ft, obstacle") by 7%of the "total to clear 50 ft. obstacle" figure. ---MAXIMUM RATE-OF-CLIMB DATA GROSS AT SEA LEVEL & 59° F. AT 5000 FT. & 41° F. AT 10000 FT. & 23 F. WEIGHT ÌAS, MPH RATE OF FUEL IAS, MPH RATE OF FUEL IAS, MPH RATE OF FUEL LBS. CLIMB USED, CLIMB USED CLIMB USED FT. /MIN. GAL. FT. /MIN. S. L. FT. /MIN S L. 1600 72 580 0. 6 69 370 1. 8 66 160 3. 5 NOTES: 1. Flaps retracted, full throttle, mixture leaned to smooth operation above 5000 ft. 2. Fuel used includes warm-up and take-off allowances. 3. For hot weather, decrease rate of climb 15 ft./min. for each 10°F above standard day temperature for particular altitude. -LANDING DISTANCE FH DSS DRTOW40 POEWREORW AT SEA LEVEL & 59° F. AT 2500 FT. & 50° F. AT 5000 FT. & 41° F. AT 7500 FT. & 32* F. GROSS APPRUACH TOTAL TOTAL TOTAL TOTAL WEIGHT SPEED, GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEÁR GROUND TO CLEAR LBS. IAS,MPH ROLL 50 FT.OBS ROLL 50 FT.OBS ROLL 50 FT.OBS ROLL 50 FT.OBS 1600 58 445 1075 470 1135 495 1195 520 1255 NOTES: 1. Decrease the distances shown by 10%for each 4 knots of headwind. 2. Increase the distance by 10/ofor each 60°F. temperature increase above standard. 3. For operation on a dry, grassy runway, increase distances (both "ground roll" and "total to clear 50 ft. obstacle") by 20%of the "total to clear 50 ft. obstacle" figure. Figure 5-3.