Cessna. - Kirtland Flight Center

AIRPLANE HANDLING} SERVICE & MAINTENANCE 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) 9 iii/ (iv blank) CESSNA MODEL R182 SECTION 1 GENERAL TABLE OF CONTENTS SECTION 1 GENERAL Page Three View 1-2 Introduction 1-3 Descriptive Data 1-3 Engine 1-3 Propeller 1-3 Fuel . . . 1-3 Oil 1-4 Maximum Certificated Weights 1-5 Standard Airplane Weights 1-5 Cabin And Entry Dimensions . 1-5 Baggage Space And Entry Dimensions 1-5 Specific Loadings 1-5 Symbols, Abbreviations And Terminology 1-0 General Airspeed Terminology And Symbols 1-6 Meteorological Terminology 1-7 Engine Power Terminology . . . . . . . . 1-7 Airplane Performance And Flight Planning Terminology 1-7 Weight And Balance Terminology . . . . . . . . . . . 1-8 1-1 SECTION 1 GENERAL 1-2 MAX.6'-lO" Figure 1-1. Three View CESSNA MODEL R182 NOTES Wing span shown .....Ith nrobe lights Installed MaxImum height 5hown With nose gear (jepressed. all tires and nose strut properly inflated and Hashing ~ inst.-IIE1d. 3. Wheel base length is 65". 4. Propeller ground clearance is il 11 1/2" 5. Wing arell ., 174 $Quare feet. 6. MlnllTlUm lurning radius (.plvot po,nt to oo~(d wing lip) is 27', CESSNA MODEL R182 INTRODUCTION SECTION 1 GENERAL This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of sYmbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-540-J3C5D. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor equipped, six-cylinder engine with 541.5 cu. in. displacement. Horsepower Rating and Engine Speed: 235 rated BHP at 2400 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: B2D34C214/90DHB-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.8° and a high pitch setting of 29.4° (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 1-3 SECTION 1 GENERAL Fuel Capacity: Standard Tanks: Total Capacity: 61 gallons. Total Capacity Each Tank: 30.5 gallons. Total Usable: 56 gallons. Long Range Tanks: Total Capacity: 80 gallons. Total Capacity Each Tank: 40 gallons. Total Usable: 75 gallons. NOTE CESSNA MODEL R182 To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding. OIL Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: MIL-L-6082 Aviation Grade Straight Mineral Oil: SAE 50 above 16°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 between -18°C (O°F) and 21°C (70°F). SAE 20 below -12°C (10°F). MIL-L-22851 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -18°C (O°F) and 21°C (70°F). SAE 30 below -12°C (lOOF). Oil Capacity: Sump: 8 Quarts. Total: 9 Quarts. 1-4 CESSNA MODEL R182 MAXIMUM CERTIFICATED WEIGHTS SECTION 1 GENERAL Takeoff: 3100 lbs. Landing: 3100 Ibs. Weight in Baggage Compartment: Baggage Area "A" (or passenger on child's seat) - Station 82 to 110: 120 lbs. See note below. Baggage Area "B" - Station 110 to 134: 80 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas A and B is 200 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Sky lane RG: 1734 lbs. Sky lane RG II: 1794 lbs. Maximum Useful Load, Skylane RG: 1378 lbs. Skylane RG II: 1318 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 17.8 lbs./ sq. ft. Power Loading: 13.2 lbs./hp, 1-5 SECTION 1 GENERAL SYMBOLS, ABBREVIATIONS AND TERMINOLOGY CESSNA MODEL R182 GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS VA V NO VNE 1-6 Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extended. Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the mlnunum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity. CESSNA MODEL R182 vX SECTION 1 GENERAL Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Standard Tempera· ture Pressure Altitude Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 100(\ feet of altitude. Pressure Altitude is the altitude read irom an altimeter when the altimeter's barometric scale h,ts been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power de\-' oped by the engine. Revolutions Per Minute is engine S' ·c~ed. Manifold Pressure is a pressure m~ .:::iUred in the engine's induction system and is expressec ill inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. 1-7 SECTION 1 GENERAL NMPG g CESSNA MODEL R182 Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting andl or flight configura- tion. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load 1-8 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standar1 Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. CESSNA MODEL R182 Maximum Ramp Weight Gross (Loaded) Weight Maximum Takeoff Weight Maximum Landing Weight Tare SECTION 1 GENERAL Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1-9/(1-10 blank) CESSNA MODEL R182 SECTION 2 LIMIT ATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . Center Of Gravity Limits . Maneuver Limits Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Placards . SECTION 2 LIMIT A TIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-9 2-1/ (2-2 blank) CESSNA MODEL R182 INTRODUCTION SECTION 2 LIMITATIONS Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. with the exception of the bottom of the green and white arcs on the airspeed indicator. These are based on a power-off air- speed calibration. If the alternate static source is being used. ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A13 as Cessna Model No. R182. 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL R182 Airspeed limitations and their operational signifi(~ance are shown in figure 2-1. SPEED KCAS KIAS RI=MAR KS I V',\JE I [\Jevcr Exceed Spef~d 175 182 Do not excetd this speed In ! I any operatloll I V NO I Maximum Structural 140 143 Do not excetd this speed I Cru ISlrIlJ Speed except in smiJoth air, and then only wih caution. IVA Maneuveri ng Speed. 3100 Pounds 111 112 Do not make full or abrupt I 2550 Pounds 100 101 control movements above 2000 Pounds 89 89 this speed. V FE Maximum Flap Extended I Speed To 10 0 Flaps 137 140 Do not excetd these speeds 10° 40° Flaps 94 95 with the give'l flap settings. VLO Maximum L211ldlllg Gear 137 140 Do not extend or retract landirllj Operating Speed gear above this speed. V LE i MaximurT'. LdmJirlg GeCJr 137 140 Do not exceed this speed with I Ex tended Speed landing gear extended MaXimum Willdow Opell 175 182 Do 110t exceeJ this speed with Speed windows opell. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 CESSNA MODEL R182 r- I 'v1ARt<!r\Jl~ KIA.S VALUE OR RANG[ SECTION 2 LIMITATIONS SIGNIFICANCE ! I 37 - 95 FUll Flap Operating ReJrlLJe Lower i limit IS rT1CJXlmum weight V So In i i 1.;:ldl::cJ lOl1 t iguratlorl Upper 11I11,t I i IS rndximurn speed perr 1 11ssible with I flaps extcllded. r---------------+-------r-------------------I .]rcell Arr. I 42 - 143 f\JorlT1dl Operatlricj Rcll1Cjl Luwer !Imit I liS lrIiJXII11Urn weight V s cH most forW,Hd ell With fidPS retracted. Upper IllTIlt i is rrUX:fl~UITI structural cru,s:rHj spel:d r------------- 1'-----------I--------------------I y ,'I "mArl i 143- 182 I ~~~~~~)~~u(:~~dlT~J~l~~ ~~ ~~~~~~~,t~J~r With ~----------+ ~--------------------j : I I ' ::j"d Line ! 182 I McJxrlllurn speed for ail ()~H:rdtlons Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: A vco Lycoming Engine Model Number: 0-540-J3C5D. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 235 BHP. Maximum Engine Speed: 2400 RPM. Maximum Cylinder Head Temperature: 260°C (500 C F). Maximum Oil Temperature: 118°C (245 c oF). Oil Pressure. Minimum: 25 psi. Maximum: 100 psi. Fuel Pressure, Minimum: 0.5 psi. Maximum: 8.0 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: B2D34C214/90DHB-8 Propeller Diameter. Maximum: 82 inches. Minimum: 80.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 15.8°. High: 29.4°. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL R182 POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATI NG RANGE LIMIT TJchorneter - - 2100 - - - 2400 RPM 2400 RPM Manifold Pressure - -- 15-23 - - - - -- in. Hg 011 Temperature - -- 100° - 245°F - - - 245°F Cy II nder Head - - - 200° - 500°F - - - 500°F Temperature Fuel Pressure 0.5 psi 0.5 - 8.0 psi 8.0 psi 011 Pressure 25 psi 60 - 90 psi 100 psi Car'buretor Air - - - - -- -15° to SoC - - - Temperature Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight: 3100 lbs. Maximum Landing Weight: 3100 lbs. Maximum Weight in Baggage Compartment: Baggage Area "A" (or passenger on child's seat) - Station 82 to 110: 120 lbs. See note below. Baggage Area "B" - Station 110 to 134: 80 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas A and B is 200 lbs. 2-6 CESSNA MODEL R182 CENTER OF GRAVITY LIMITS SECTION 2 LIMITATIONS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2250 lbs. or less, with straight line variation to 35.5 inches aft of datum at 2700 lbs., with straight line variation to 40.9 inches aft of datum at 3100 lbs. Aft: 47.0 inches aft of datum at all weights. Moment Change Due To Retracting Landing Gear: +3052 lb.-ins. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 60 0 • Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases. the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and! or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. 2-7 SECTION 2 LIMITATIONS FUEL LIMITATIONS 2 Standard Tanks: 30.5 U. S. gallons each. Total Fuel: 61 U. S. gallons. Usable Fuel (all flight conditions): 56 U. S. gallons. Unusable Fuel: 5.0 U. S. gallons. 2 Long Range Tanks: 40 U. S. gallons each. Total Fuel: 80 U . S. gallons. Usable Fuel (all flight conditions): 75 U.S. gallons. Unusable Fuel: 5.0 U. S. gallons. NOTE CESSNA MODEL R182 To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIG HT position to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH position. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 2-8 CESSNA MODEL R182 PLACARDS SECTION 2 LIMITATIONS The following information is displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY -NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated as a normal category airplane in compliance with the operating limitations as stated in the form of placards, markings, and manuals. -------- MAXIMUMS -------- GROSS WEIGHT . . . . FLIGHT LOAD FACTOR Flaps Up .. Flaps Down . 3100 Ibs +3.8, -1.52 ... +2.0 No acrobatic maneuvers, including spins, approved. Altitude loss in a stall recovery - 240 ft. Flight into known icing conditions prohibited. This airplane is certified for the follow- ing flight operations as of date of original airworthiness certificate: DAY -NIGHT- VFR-IFR 2. Near airspeed indicator: MAX SPEED - KIAS MANEUVER 112 GEAR OPER 140 GEAR DOWN 140 3. On control lock: CONTROL LOCK - REMOVE BEFORE STARTING ENGINE. 2-9 SECTION 2 LIMITATIONS 4. On the fuel selector valve (standard tanks): CESSNA MODEL R182 OFF LEFT - 29 GAL. LEVEL FLIGHT ONLY BOTH - 56 GAL. ALL FLIGHT ATTITUDES TAKEOFF AND LANDING RIGHT - 29 GAL. LEVEL FLIGHT ONLY On the fuel selector valve (long range tanks): OFF LEFT - 37 GAL. LEVEL FLIGHT ONLY BOTH - 75 GAL. ALL FLIGHT ATTITUDES TAKEOFF AND LANDING RIGHT - 37 GAL. LEVEL FLIGHT ONLY 5. On the baggage door: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH AND 80 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 6. On flap control indicator: 2-10 0° to 10° 10° to 20° to FULL (Partial flap range with blue color code and 140 kt callout; also, me- chanical detent at 10°.) (Indices at these positions with white color code and 95 kt callout; also, mechanical detent at 10° and 20°.) CESSNA MODEL R182 7. Forward of fuel tank filler cap (standard tanks): SECTION 2 LIMITATIONS SERVICE THIS AIRPLANE WITH 100LL/l00 MIN. A VIA- TION GRADE GASOLINE - CAPACITY 30.5 GAL. Forward of fuel tank filler cap (long range tanks): SERVICE THIS AIRPLANE WITH 100LL/l00 MIN. AVIA- TION GRADE GASOLINE - CAPACITY 40.0 GAL. 8. Near gear hand pump: MANUAL GEAR EXTENSION 1. SELECT GEAR DOWN 2. PULL HANDLE FWD 3. PUMP VERTICALLY CAUTION DO NOT PUMP WITH GEAR UP SELECTED 2-11/ (2-12 blank) CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS 3-3 3-3 Engine Failures 3-3 Engine Failure During Takeoff Run 3-3 Engine Failure Immediately After Takeoff 3-4 Engine Failure During Flight . . . . . . 3-4 Forced Landings . . . . . . . . . . . . . . 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine f)uwer 3-4 Ditching . . . . . . . . 3-5 Fires . . . . . . . . . . . 3-5 During Start On Ground 3-5 Engine Fire In Flight . 3-6 Electrical Fire In Flight 3-6 Cabin Fire 3-7 Wing Fire . . . . . . 3-7 Icing . . . . . . 3-7 Inadvertent Icing Encounter 3-7 Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . 3-8 Landing Gear Malfunction Procedures 3-8 Landing Gear Fails To Retract 3-8 Landing Gear Fails To Extend 3-8 Gear Up Landing . . . . . . . 3-9 Landing Without Positive Indication Of Gear Locking 3-9 Landing With A Defective Nose Gear (Or Flat 1'\ose Tire) 3-9 Landing With A Flat Main Tire . . . . . 3-10 Electrical Power Supply System Malfunctions 3-10 Over-Voltage Light Illuminates 3-10 Ammeter Shows Discharge 3- 10 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) AMPLIFIED PROCEDURES Engine Failure . Forced Landings . Landing Without Elevator Control Fires . . . . . . . . . . . . . Emergency Operation In Clouds (Vacuum System Failure) Executing A 180 0 Turn In Clouds Emergency Descent Through Clouds Recovery From A Spiral Dive Flight In Icing Conditions Static Source Blocked Spins . Rough Engine Operation Or Loss Of Power Carburetor Icing . . Spark Plug Fouling . Magneto Malfunction . . . . . . Engine-Driven Fuel Pump Failure Low Oil Pressure . . . . . . . . Landing Gear Malfunction Procedures Retraction Malfunctions Extension Malfunctions Gear Up Landing . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge Insufficient Rate Of Charge . . . . . . . 3-2 CESSNA MODEL R182 Page 3-11 3-12 3-12 3-12 3-13 3-13 3-13 3-14 3-14 3-14 3-15 3-16 3-16 3-16 3-16 3-16 3-16 3-17 3-17 3-17 3-18 3-18 3-18 3-19 CESSNA MODEL R182 INTRODUCTION SECTION 3 EMERGENCY PROCEDURES Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . Wing Flaps Down Maneuvering Speed: 3100 Lbs 2550 Lbs .. 2000 Lbs .. Maximum Glide: 3100 Lbs 2550 Lbs .. 2000 Lbs .. Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . Wing Flaps Down OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 70 KIAS 65 KIAS 112 KIAS 101 KIAS 89 KIAS 80 KIAS 72KIAS 64 KIAS 65 KIAS 75 KIAS 65 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (40° recommended). 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT CESSNA MODEL R182 1. Airspeed -- 80 KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH 4. Mixture -- RICH. 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Landing Gear -- DOWN (UP if terrain is rough or soft). 6. Wing Flaps -- AS REQUIRED (40° recommended). 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Master Switch -- OFF when landing is assured. 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed -- 65 KIAS. 2. Wing Flaps -- 20°. 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Landing Gear -- DOWN (UP if terrain is rough or soft). 6. Wing Flaps -- 40° (on final approach). 7. Airspeed -- 65 KIAS. 3-4 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 9. Avionics Power and Master Switches -- OFF. 10. Touchdown -- SLIGHTLY TAIL LOW. 11. Ignition Switch -- OFF. 12. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Landing Gear -- UP. 4. Flaps -- 20 0 - 40 0 • 5. Power -- ESTABLISH 300 FT/MIN DESCENT at 60 KIAS. 6. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10 0 flaps. 7. Cabin Doors -- UNLATCH. 8. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. 9. Face -- CUSHION at touchdown with folded coat. 10. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 11. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle - - FULL OPEN. 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R182 5. Mixture -- IDLE CUT-OFF. 6. Cranking -- CONTINUE. 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain ifnot installed). 8. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. 9. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTIVATE (if available). I WARNING ~ After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 3-6 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES 11. Vents/ Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). I WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Navigation Light Switch -- OFF. 2. Strobe Light Switch (if installed) -- OFF. 3. Pitot Heat Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clock- wise to obtain maximum defroster airflow. 4. Increase engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. 3-7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R182 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effective- ness. 9. Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip, if necessary. for improved visibility. 11. Approach at 85 to 95 KIAS, depending upon the amount of ice accum ula tion. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Alternate Static Source Valve -- PULL ON. 2. Airspeed -- Consult appropriate table in Section 5. 3. Altitude -- Cruise 50 feet higher and approach :30 feet higher than normal. LANDING GEAR MALFUNCTION PROCEDURES LANDING GEAR FAILS TO RETRACT 1. Master Switch -- ON. 2. Landing Gear Lever -- CHECK (lever full up). 3. Landing Gear and Gear Pump Circuit Breakers -- IN. 4. Gear Up Light -- CHECK. 5. Landing Gear Lever -- RECYCLE. 6. Gear Motor -- CHECK operation (ammeter and noise). LANDING GEAR FAILS TO EXTEND 1. Landing Gear Lever - - DOWN. 2. Emergency Hand Pump -- EXTEND HANDLE, and PUMP (perpen- dicular to handle until resistance becomes heavy -- about 20 cycles). 3. Gear Down Light -- ON. 4. Pump Handle -- STOW. 3-8 CESSNA MODEL R182 GEAR UP LANDING SECTION 3 EMERGENCY PROCEDURES 1. Landing Gear Lever -- UP. 2. Landing Gear and Gear Pump Circuit Breakers -- IN. 3. Runway -- SELECT longest hard surface or smooth sod runway available. 4. Wing Flaps -- 40° (on final approach). 5. Airspeed -- 65 KIAS. 6. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Avionics Power and Master Switches -- OFF when landing is assured. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Mixture -- IDLE CUT-OFF. 10. Ignition Switch -- OFF. 11. Fuel Selector Valve -- OFF. 12. Airplane -- EVACUATE. LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING 1. Before Landing Check -- COMPLETE. 2. Approach -- NORMAL (full flap). 3. Landing Gear and Gear Pump Circuit Breakers -- IN. 4. Landing -- TAIL LOW as smoothly as possible. 5. Braking -- MINIMUM necessary. 6. Taxi -- SLOWLY. 7. Engine -- SHUTDOWN before inspecting gear. LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire) 1. Movable Load -- TRANSFER to baggage area. 2. Passenger -- MOVE to rear seat. 3. Before Landing Checklist -- COMPLETE. 4. Runway -- HARD SURFACE or SMOOTH SOD. 5. Wing Flaps -- 40° 6. Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Avionics Power and Master Switches - - OFF when landing is assured. 8. Land -- SLIGHTLY TAIL LOW. 9. Mixture -- IDLE CUT-OFF. 10. Ignition Switch -- OFF. 11. Fuel Selector Valve -- OFF. 12. Elevator Control -- HOLD NOSE OFF GROUND as long as possi- ble. 13. Airplane -- EVACUATE as soon as it stops. 3-9 SECTION 3 EMERGENCY PROCEDURES LANDING WITH A FLAT MAIN TIRE CESSNA MODEL R182 1. Approach -- NORMAL (full flap). 2. Touchdown -- GOOD TIRE FIRST,hold airplane off flat tire as long as possible with aileron control. 3. Directional Control -- MAINTAIN using brake on good wheel as required. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Over-Voltage Light -- OFF. 5. A vionics Power Switch - - ON. If over-voltage light illuminates again: 6. Flight -- TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE 1. Alternator -- OFF. 2. Nonessential Radio/Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. 3-10 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 r;:::======::::::::!:========~=====1-I---T.7---J 25 20 3100 80 2550 72 2000 64 BEST GLIDE SPEED WEIGHT (LBS) KIAS 15 10 5 OL l-- -L ~=======::::L:::========..l o 2000 I-------,.~~+-------+------I 4000 f------+--:O+*'"---+-------I 6000 I------f--.... z ~ 8000 f------+------+-------,.,;~'--t a: w I- w > oco « l- I 19 w I * PROPELLER WINDMILLING ~ 10,000 * FLAPS & GEAR UP * ZERO WIND GROUND DISTANCE - NAUTICAL MI LES Figure 3-1. Maximum Glide 3-11 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL R182 If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power availa- ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of difficulty in judging height over a water surface. In a forced landing situation, do not turn off the avionics power and master switches until a landing is assured. Premature deactivation of the switches will disable the encoding altimeter and airplane electrical sys- tems. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclu- sively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Conse- quently, at flareout, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. 3-12 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Extend landing gear. 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R182 2. Apply full rich mixture. 3. Apply full carburetor heat. 4. Reduce power to set up a 500 to 800 ft/min rate of descent. 5. Adjust the elevator and rudder trim control wheels for a stabilized descent at 80 KIAS. 6. Keep hands off control wheel. 7. Monitor turn coordinator and make corrections by rudder alone. 8. Adjust rudder trim to relieve unbalanced rudder force, if present. 9. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 10. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 80 KIAS. 4. Adjust the elevator trim control to maintain an 80 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Apply carburetor heat. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. Cabin pressures will vary with open ventila- tors or windows and with airspeed. To avoid the possibility of large errors, the windows should not be open when using the alternate static source. 3-14 CESSNA MODEL R182 NOTE SECTION 3 EMERGENCY PROCEDURES In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. A calibration table is provided in Section 5 to illustrate the effect of the alternate static source on indicated airspeeds. With the windows and vents closed the airspeed indicator may typically read as much as 3 knots faster and the altimeter 50 feet higher in cruise. With the vents open, this variation reduces to zero. If the alternate static source must be used for landing, the normal indicated approach speed may be used since the indicated airspeed variations in this configuration are 2 knots or less. SPINS Intentional spins are prohibited in this airplane. Should an inadvert- ent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R182 ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. To clear the ice. apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amDunt of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming th,Lt spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either Lor R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. ENGINE - DRIVEN FUEL PUMP FAILURE In the event of an engine-driven fuel pump failure, gravity flow will provide sufficient fuel flow for level or descending flight. However, in a climbing attitude or anytime the fuel pressure drops to 0.5 PSI, the auxiliary fuel pump should be turned on. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak 3-16 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES in the line to the gage is not necessarily cause for an immediate precau- tionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. LANDING GEAR MALFUNCTION PROCEDURES In the event of possible landing gear retraction or E: tension malfunc- tions. there are several general checks that should be made prior to initiating the steps outlined in the following paragrap.'.ls. In analyzing a landing gear malfunction, first ch 'k that the master switch is ON and the LDG GEAR and GEAR PUMP cir' Llit breakers are in: reset. if necessary. Also, check both landing gear pos; 1 on indicator lights for operation by "pressing-to-test" the light units ane 'otating them at the same time to check for open dimming shutters. A b- ned-out bulb can be replaced in flight by using the bulb from the rem ;ling gear position indicator light. RETRACTION MALFUNCTIONS If the landing gear fails to retract normally, 0 1 m intermittent GEAR UP indicator light is present, check the indicator Ii p,';1 t for proper operation and attempt to recycle the landing gear. Place the landing gear lever in the GEAR DOWN position. When the GEAR DOWN light illuminates, reposi- tion the gear lever in the GEAR UP position for another retraction attempt. If the GEAR UP indicator light still fails to illuminate, the flight may be continued to an airport having maintenance facilities, if practical. If gear motor operation is audible after a period of one minute following gear lever retraction actuation, pull the GEAR PUMP circuit breaker switch to prevent the electric motor from overheating. In this event. remember to re- engage the circuit breaker switch just prior to landing. Intermittent gear motor operation may also be detected by momentary fluctuations of the ammeter needle. EXTENSION MALFUNCTIONS Normal landing gear extension time is approximately 5 seconds. If the landing gear will not extend normally, perform the general checks of circuit breakers and master switch and repeat the normal extension 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R182 procedures at a reduced airspeed of 100 KIAS. The landing gear lever must be in the down position with the detent engaged. If efforts to extend and lock the gear through the normal landing gear system fail, the gear can be manually extended (as long as hydraulic system fluid has not been completely lost) by use of the emergency hand pump. The hand pump is located between the front seats. A checklist is provided for step-by-step instructions for a manual gear extension. If gear motor operation is audible after a period of one minute following gear lever extension actuation, pull the GEAR PUMP circuit breaker to prevent the electric motor from overheating. In this event, remember to re-engage the circuit breaker just prior to ] anding. GEAR UP LANDINGS If the landing gear remains retracted or is only partially extended, and all efforts to fully extend it (including manual extension) have failed, plan a wheels-up landing. In preparation for landing, reposition the larding gear lever to GEAR UP and push the LDG GEAR and GEAR PUMP circuit breakers in to allow the landing gear to swing into the gear wells at touchdown. Then proceed in accordance with the checklist. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause mal- functions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, 3-18 CESSNA MODEL R182 SECTION 3 EMERGENCY PROCEDURES after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator is causing the overcharging. To preclude these possibilites, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illumi- nate if the charge voltage reaches approximately 31.5 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. The avionics power switch should then be turned on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later operation of the landing gear, wing flaps and possible use of the landing lights during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical. 3-19/ (3-20 blank) CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection Cabin ..... Empennage Right Wing, Trailing Edge Right Wing Nose . Left Wing . Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff . . . Takeoff . Normal Takeoff Short Field Takeoff Enroute Climb . . . . Normal Climb Maximum Performance Climb Cruise Descent . . . . Before Landing Landing .... Normal Landing Short Field Landing Balked Landing After Landing . . Securing Airplane . 4-3 4-3 4-5 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-7 4-8 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-10 4-10 4-10 4-10 4-10 4-11 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) AMPLIFIED PROCEDURES CESSNA MODEL R182 Page Starting Engine 4-13 Taxiing . . . . 4-13 Before Takeoff . 4-15 Warm-Up 4-15 Magneto Check 4-15 Alternator Check 4-15 Takeoff . . . . . . 4-15 Power Check . . 4-15 Wing Flap Settings 4-16 Crosswind Takeoff 4-16 Landing Gear Retraction 4-16 Enroute Climb . . . . . . . 4-17 Cruise 4-17 Leaning With A Cessna Economy Mixture Indicator (EGT) 4-19 Stalls . . . . . 4-20 Before Landing 4-20 Landing . . . . 4-20 Normal Landing 4-20 Short Field Landing 4-20 Crosswind Landing . 4-21 Balked Landing 4-21 Cold Weather Operation 4-21 Starting . . . . . 4-21 Operation 4-23 Hot Weather Operation 4-23 Noise Abatement 4-23 4-2 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 3100 pounds and may be used for any lesser weight. However. to achieve the performance specified in Section 5 for takeoff distance. the speed appropriate to the particular weight must be used. 75 KIAS 112 KIAS 101 KIAS 89 KIAS 18 KNOTS 70-80 KIAS 65-75 KIAS 63 KIAS 70-80 KIAS 55 KIAS .90-100 KIAS 88 KIAS 74 KIAS 64 KIAS 66 InAS Takeoff: Normal Climb Out . . . . . . . . . . . . . Short Field Takeoff. Flaps 20°. Speed at 50 Feet Enroute Climb. Flaps and Gear Up: Normal . Best Rate of Climb. Sea Level . Best Rate of Climb, 10.000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 40° Short Field Approach, Flaps 40° Balked Landing: Maximum Power, Flaps 20° . . Maximum Recommended Turbulent Air Penetration Speed: 3100 Lbs 2550 Lbs . 2000 Lbs . Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . 4-3 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 4-4 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION G)CABIN 1 Landing Gear Lever -- DOWN. 2. Control Wheel Lock -- REMOVE. 3. Ignition Switch -- OFF. 4. Avionics Power Switch -- OFF'. 5. Master Switch -- ON. 6. Fuel Quantity Indicators -- CHECK QUANTITY. 7. Landing Gear Position Indicator Light (green) -- ILLUMINATED. 8. Master Switch -- OFF. 9. Fuel Selector Valve -- BOTH. 10. Baggage Door -- CHECK for security, lock with key If child's seat is to be occupied. WEMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. G)RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @RIGHTWING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE and vent unobstructed. @NOSE 1. Static Source Openings (both sides of fuselage) --CHECK for stoppage. 2. Propeller and Spinner -- CHECK for nicks, security and oil leaks. 3. Landing Lights -- CHECK for condition and cleanliness. 4. Carburetor Air Inlet -- CHECK for restrictions. 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 5. Nose Wheel Strut and Tire -- CHECK for proper inflation. 6. Nose Tie-Down -- DISCONNECT. 7. Engine Oil Level -- CHECK. Do not operate with less than five quarts. Fill to eight quarts for extended flight. 8. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug will be necessary. @LEFTWING 1. Main Wheel Tire -- CHECK for proper inflation. 2. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE and vent unobstructed. 0LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned ON (horn should sound when vane is pushed upward). 4. Wing Tie-Down -- DISCONNECT. @LEFT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. 3. Fuel Selector Valve -- BOTH. 4. Avionics Power Switch, Autopilot (if installed). Electrical Equip- ment -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 4-6 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES 5. Brakes -- TEST and SET. 6. Cowl Flaps -- OPEN (move lever out of locking hole to reposition). 7. Landing Gear Lever -- DOWN 8. Circuit Breakers -- CHECK IN. STARTING ENGINE 1. Mixture -- RICH. 2. Propeller -- HIGH RPM. 3. Carburetor Heat -- COLD. 4. Throttle -- PUMP once, or as much as six times if engine is very hot; leave open 1/ 4 inch. 5. Master Switch -- ON. 6. Propeller Area -- CLEAR. 7. Ignition Switch -- START (release when engine starts). 8. Oil Pressure -- CHECK. BEFORE TAKEOFF 1. Cabin Doors and Windows -- CLOSED and LOCKED. 2. Parking Brake -- SET. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Mixture -- RICH. 7. Auxilary Fuel Pump -- ON (check for rise in fuel pressure). then OFF. NOTE In flight, gravity feed will normally supply satisfactory fuel flow if the engine-driven fuel pump should fail. However, if a fuel pump failure causes the fuel pressure to drop below 0.5 PSI, use the auxiliary fuel pump to assure proper engine operation. 8. Elevator and Rudder Trim -- TAKEOFF. 9. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 175 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller -- CYCLE from high to low RPM; return to high RPM (full in). c. Carburetor Heat -- CHECK (for RPM drop). d. Engine Instruments and Ammeter -- CHECK. e. Suction Gage -- CHECK. 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 10. Avionics Power Switch -- ON. 11. Radios -- SET. 12. Autopilot (if installed) -- OFF. 13. Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON as required. 14. Throttle Friction Lock - - ADJUST. 15. Parking Brake -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0° - 20°. 2. Carburetor Heat -- COLD. 3. Power -- FULL THROTTLE and 2400 RPM. 4. Elevator Control -- LIFT NOSE WHEEL at 50 KIAS. NOTE When the nose wheel is lifted, the gear motor may run 1-2 seconds to restore hydraulic pressure. 5. Climb Speed -- 70 KIAS (flaps 20°). 80 KIAS (flaps UP). 6. Brakes -- APPLY momentarily when airborne. 7. Landing Gear -- RETRACT in climb out. 8. Wing Flaps -- RETRACT. SHORT FIELD TAKEOFF 1. Wing Flaps -- 20°. 2. Carburetor Heat -- COLD. 3. Brakes -- APPLY. 4. Power -- FULL THROTTLE and 2400 RPM. 5. Brakes -- RELEASE. 6. Elevator Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTI- TUDE. 7. Climb Speed -- 55 KIAS until all obstacles are cleared. 8. Landing Gear -- RETRACT after obstacles are cleared. 9. Wing Flaps -- RETRACT slowly after reaching 75 KIAS. ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 90-100 KIAS. 4-8 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES 2. Power -- 23 INCHES Hg and 2400 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH (mixture may be leaned above 3000 feet). 5. Cowl Flaps -- OPEN as required. MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 88 KIAS at sea level to 74 KIAS at 10,000 feet. 2. Power -- FULL THROTTLE and 2400 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH (mixture may be leaned above 3000 feet). 5. Cowl Flaps -- FULL OPEN. CRUISE 1. Power -- 15-23 INCHES Hg, 2100-2400 RPM (no more than 75o/c power). 2. Elevator and Rudder Trim -- ADJUST. 3. Mixture -- LEAN. 4. Cowl Flaps -- CLOSED. DESCENT 1. Power -- AS DESIRED. 2. Carburetor Heat -- AS REQUIRED to prevent carburetor icing. 3. Mixture -- ENRICHEN as required. 4. Cowl Flaps -- CLOSED. 5. Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS. 10° - 40° below 95 KIAS). NOTE The landing gear may be used below 140 KIAS to increase the rate of descent. BEFORE LANDING 1. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. 2. Fuel Selector Valve -- BOTH. 3. Landing Gear -- DOWN (below 140 KIAS). 4. Landing Gear - - CHECK (observe main gear down and green indicator light illuminated. 5. Mixture -- RICH. 4-9 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 6. Carburetor Heat -- ON (apply full heat before closing throttle). 7. Propeller -- HIGH RPM. 8. Autopilot (if installed) -- OFF. LANDING NORMAL LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0°_ 10° below 140 KIAS, 10°-40° below 95 KIAS). 3. Airspeed -- 65-75 KIAS (flaps DOWN). 4. Trim -- ADJUST. 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll -- LOWER NOSE WHEEL GENTLY. 7. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- 40° (below 95 KIAS). 3. Airspeed -- MAINTAIN 63 KIAS. 4. Trim -- ADJUST. 5. Power -- REDUCE to idle as obstacle is cleared. 6. Touchdown -- MAIN WHEELS FIRST. 7. Brakes -- APPLY HEAVILY. 8. Wing Flaps -- RETRACT for maximum brake effectiveness. BALKED LANDING 1. Power -- FULL THROTTLE and 2400 RPM. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT to 20°. 4. Climb Speed -- 75 KIAS. 5. Wing Flaps -- RETRACT slowly after reaching 75 KIAS. 6. Cowl Flaps -- OPEN. AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. 3. Cowl Flaps -- OPEN. 1-10 CESSNA MODEL R182 SECURING AIRPLANE SECTION 4 NORMAL PROCEDURES 1. Parking Brake - - SET. 2. Throttle -- IDLE. 3. Avionics Power Switch. Electrical Equipment -- OFF. 4. Mixture - - IDLE CUT -OFF (pulled full out). 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 7. Control Lock -- INSTALL. 8. Fuel Selector Valve -- RIGHT. 4-11 / ( 4-12 blank) CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE Ordinarily the engine starts easily with one or two pumps of the throttle in warm temperatures to six or eight pumps in cold weather with the mixture full rich. In extremely cold temperatures. it may be necessary to prime while cranking. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open: then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all. Additional priming will be necessary for the next starting attempt. As soon as the cylinders begin to fire. open the throttle slightly to keep it running. If prolonged cranking is necessary. allow the starter motor to cool at frequent intervals. since excessive heat may damage the armature. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twj\'e that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serWllS engine damage. After starting, avoid the use of carburetor heat v.n1ess Icing conditions prevail. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA- TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxilllg Diagram. figure 4- 2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position. air entering the engine is not filtered. 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 .....• • USE UP AILERON • ON RH WING AND '\' NEUTRAL ELEVATOR .,~.. " ••...................................... ·~·\I .._.._~ .. ~m._~ __ =_ ....._._iOUb USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON LH WING AND DOWN ELEVATOR USE DOWN AlLERON ON RH WING AND DOWN ELEVATOR fJL--..-N\r~, . CODE NOTE WIND DIRECTION • Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direclion. Figure 4-2. Taxiing Diagram 4-14 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 175 RPM on either magneto or show greater than 50 RPM differen- tial between magnetos. If there is a doubt concerning 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. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing lights during the engine runup (1700 RPM). The ammeter will remain within a needle width of the initial reading if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is im portan t to check takeoff power early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 Full power runups over loose gravel are especially harmful to pro- peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care. After full power is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0° to 20°. Using 20° wing flaps reduces the ground run and total distance over an obstacle by approximately 20 per cent. Flap deflections greater than 20° are not approved for takeoff. If 20° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 75 KIAS is reached. To clear an obstacle with wing flaps 20°, an obstacle clearance speed of 55 KIAS should be used. Soft field takeoffs are performed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed. With wing flaps retracted and no obstructions ahead, a climb-out speed of 75 KIAS would be most efficient. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons deflected partially into the wind, the airplane is accelerated to a speed slightly higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. LANDING GEAR RETRACTION Landing gear retraction normally is started after reaching the point over the runway where a wheels-down, forced landing on that runway 4-16 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES would become impractical. Since the landing gear swings downward approximately two feet as it starts the retraction cycle, damage can result by retracting it before obtaining at least that much ground clearance. Before retracting the landing gear, the brakes should be applied momentarily to stop wheel rotation. Centrifugal force caused by the rapidly-spinning wheel expands the diameter of the tire. If there is an accumulation of mud or ice in the wheel wells, the rotating wheel may rub as it is retracted into the wheel well. ENROUTE CLIMB Normal climbs are performed at 90-100 KIAS with flaps up, 23 In. Hg. or full throttle (whichever is less) and 2400 RPM for the best combination of engine cooling, rate of climb and forward visibility. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high alti tudes, the best rate-of-clim b speed should be used with maximum power. This speed is 88 KIAS at sea level, decreasing to 74 KIAS at 10,000 feet. If an obstruction ahead requires a steep climb angle, a best angle-of- climb speed should be used with landing gear and flaps up and maximum power. This speed is 64 KIAS at sea level, increasing to 66 KIAS at 10,000 feet. The mixture should be full rich during climb at altitudes up to 3000 feet. Above 3000 feet, a full rich mixture setting may be used or the mixture may be leaned for increased power. Also, the mixture may be leaned as required for smooth engine operation. With the optional Cessna Economy Mixture Indicator, the mixture may be leaned to maintain the EGT indicatio~ corresponding to full rich at 3000 feet. This procedure will significantly improve high altitude clinlb performance. CRUISE Normal cruising is performed between 55% and 75o/c power. The corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 75% power as much as practical until a total of 50 hours has accumulated or oil consump- tion has stabilized. This is to ensure proper seating of the 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide. along with the available winds aloft information, to determine the most favorable alti- tudes and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to :ulaintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting which may be established as follows: 1. Lean the mixture until the engine becomes rough. 2. Enrichen the mixture to obtain smooth engine operation; then further enrichen an equal am9unt. For best fuel economy at 75% power or less. the engine may be operated at the leanest mixture that results in smooth engine operation. This will result in approximately 6% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 2500 148 11.0 140 11.9 131 13.0 5000 152 11.2 143 12.2 134 13.3 7500 156 11.5 147 12.5 136 13.5 10,000 - - - - - - 150 12.8 139 13.8 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-18 CESSNA MODEL R182 SECTION 4 NORMAL PROCEDURES Any change in altitude, power or carburetor heat will require a change in the recommended lean mixture setting and a recheck of the EGT setting (if installed). Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon regaining the original manifold pressure indication (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture. using this indicator, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on data in figure 4-4. As noted in the table, operation at peak EGT provides best fuel economy. This results in approximately 6% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed. When leaning the mixture under some conditions, engine roughness may occur before peak EGT is reached. In this case, use the EGT corres- ponding to the onset of roughness as the reference point instead of peak EGT. MIXTURE EXHAUST GAS DESCRIPTION TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook 50 0 F Rich of Peak EGT and Power Computer) BEST ECONOMY Peak EGT Figure 4-4. EGT Table 4-19 SECTION 4 NORMAL PROCEDURES STALLS CESSNA MODEL R182 The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5. BEFORE LANDING In view of the relatively low drag of the extended landing gear and the high allowable gear operating speed (140 KIAS), the landing gear should be extended before entering the traffic pattern. This pl'actice will allow more time to confirm that the landing gear is down and locked. As a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landings. Landing gear extension can be detected by illumination of the gear down indicator light (green), absence of a gear warning horn with the throttle retarded below 12 inches of manifold pressure and/ or the wing flaps extended beyond 25°, and visual inspection of the main gear position. Should the gear indicator light fail to illuminate, the light should be checked for a burned-out bulb by pushing to test. A burned-out bulb can be replaced in flight with the landing gear up (amber) indicator light. LANDING NORMAL LANDING Landings should be made on the main wheels Lrst to reduce the landing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially impor- tant in rough field landings. SHORT FIELD LANDING For a short field landing, make a power-off approach at 63 KIAS with 40° flaps and land on the main wheels first. Immediately after touchdown, lower the nose gearto the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. 4-20 CESSNA MODEL R182 CROSSWIND LANDING SECTION 4 NORMAL PROCEDURES When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external pre- heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7, paragraph Ground Service Plug Receptacle, for operating details. Cold weather starting procedures are as follows: With Preheat: 1. With ignition switch turned off, mixture full rich and throttle open 1/2 inch, prime the engine four to eight strokes. 4-21 SECTION 4 NORMAL PROCEDURES NOTE CESSNA MODEL R182 Use heavy strokes of the primer for best atomization of fuel. After priming, push primer all the way in and turn to the locked position to avoid the possibility of the engine drawing fuel through the primer. 2. Propeller -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Throttle -- PUMP several times. 6. Ignition Switch -- START (release to BOTH when engine starts). Without Preheat: 1. Prime the engine five to six strokes with mixture full rich and throttle open 1/2 inch. Leave the primer charged and ready for a stroke. 2. Propeller -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Pump throttle rapidly to full open four times. Return to 1/2 inch open position. 6. Ignition Switch -- START. 7. Release ignition switch to BOTH when engine starts. 8. Continue to prime engine until it is running smoothly, or alter- nately, pump the throttle rapidly over first 1/4 of total travel. 9. Oil Pressure -- CHECK. 10. Primer -- LOCK. 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. CAUTION Excessive pumping of the throttle may cause raw fuel to accumulate in the intake manifold, 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 preheat. 4-22 CESSNA MODEL R182 OPERATION SECTION 4 NORMAL PROCEDURES During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff. Rough engine operation in cold weather can be caused by a combina- tion of an inherently leaner mixture due to the dense air and poor vaporization and distribution of the fuEll-air mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto in ground checks where only one spark plug fires in each cylinder. For optimum operation of the engine in cold weather, the appropriate use of carburetor heat may be necessary. The following procedures are indicated as a guideline: 1. Use the minimum carburetor heat required for smooth operation in takeoff. climb, and cruise. NOTE Care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temperature to 0° to 21°C range where icing is critical under certain atmospheric conditions. 2. If the airplane is equipped with a carburetor air temperature gage, it can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by application of carburetor heat. HOT WEATHER OPERATION The general warm temperature starting information in this section is appropriate. Avoid prolonged engine operation on the ground. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. 4-23 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R182 We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model R182 at 3100 pounds maxi- mum weight is 70.7 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. 4-24 CESSNA MODEL R182 SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Page Introduction . . . . . . . Use of Performance Charts Sample Problem Takeoff Cruise . . .. Fuel Required Landing ... Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3. Stall Speeds . Figure 5-4, Takeoff Distance - 3100 Lbs . Takeoff Distance - 2800 Lbs And 2500 Lbs Figure 5-5, Rate Of Climb - Maximum . . . . . Figure 5-6, Time, Fuel, And Distance To Climb - Maximum Rate Of Climb . . . . Time, Fuel, And Distance To Climb - Normal Climb . Figure 5-7. Cruise Performance - 2000 Feet Cruise Performance - 4000 Feet Cruise Performance - 6000 Feet Cruise Performance - 8000 Feet Cruise Performance - 10,000 Feet Cruise Performance - 12,000 Feet Figure 5-8, Range Profile - 56 Gallons Fuel Range Profile - 75 Gallons Fuel Figure 5-9, Endurance Profile - 56 Gallons Fuel Endurance Profile - 75 Gallons Fuel Figure 5-10, Landing Distance . 5-3 5-3 5-3 5-4 5-5 5-5 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-1/(5-2 blank) CESSNA MODEL R182 INTRODUCTION SECTION 5 PERFORMANCE Performance data charts on the followiI!g pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 457c power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 107c or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 3050 Pounds 75 Gallons 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length TAKEOFF CESSNA MODEL R182 720 Nauticc,J Miles 7500 Feet 16°C (16°C above standard) 10 Knot Headwind 2000 Feet 25°C 3000 Feet The takeoff distance chart, figure 5-4, should be consul ted, keeping in mind that the distances shown are based on the shon field technique. Conservative distances can be established by reading tht~ chart at the next higher value of weight. altitude and temperature. For example. in this particular sample problem, the takeoff distance informacion presented for a weight of 3100 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1085 Feet 2110 Feet These distances are well within the available takeoff fleld length. How- ever, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots 9 Knots x 10% = 13°/c Decrease This results in the following distances, corrected for wind: 5-4 Ground roll, zero wind Decrease in ground roll (1085 feet x 13%) Corrected ground roll Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (2110 feet x 13%) Corrected total distance to clear 50-foot obstacle 1085 141 944 Feet 2110 274 1836 Feet CESSNA MODEL R182 CRUISE SECTION 5 PERFORMANCE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter- mined based on several considerations. These include the cruise perfor- mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 650/( iJower at 7500 feet yields a predicted range of 802 nautical miles with no wind. The endur'ance profile chart shows a corresponding 5.5 hours. Using th, s information. the estimated distance can be determined for the expected;_, knot headwind at 7500 feet as follows: Range, zero wind Decrease in range due to wind (5.5 hours x 10 knot headwind) Corrected range 802 5"; 74-,,'autical Miles This indicates that the trip can be made with·" t a fuel stop using approximately 65% power. The cruise performance chart for 8000 feet pre~ 'lire altitude is entered using 20°C above standard temperature. These vah es most nearly corres- pond to the planned altitude and expected temperature conditions, The power setting chosen is 2200 RPM and 21 inches of manifold pressure. which results in the following: Power True airspeed Cruise fuel flow 650'( 150 Knots 11.7 GPH The power computer may be used to determine power and fuel consump- tion more accurately during the flight, FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a normal climb from 2000 feet to 8000 feet requires 3.4 5-5 SECTION 5 PERFORMANCE CESSNA MODEL R182 gallons of fuel. The corresponding distance during the climb is 16 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: 16°C lO 0 C x 10% = 16% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature Increase due to non-standard temperature (3.4 x 16%) Corrected fuel to climb 3.4 0.5 3.9 Gallons Using a similar procedure for the distance during climb results in 19 nautical miles. The resultant cruise distance is: Total distance Climb distance Cruise distance 720 -19 701 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 150 -10 140 Knots Therefore, the time required for the cruise portion of the trip is: 701 Nautical Miles 140 Knots The fuel required for cruise is: = 5.0 Hours 5.0 hours x 11.7 gallons/hour = 58.5 Gallons 5-6 CESSNA MODEL R182 The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required This will leave a fuel reserve of: 75.0 -64.4 10.6 Gallons SECTION 5 PERFORMANCE 2.0 3.9 58.5 64.4 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A proce