1973 177B POH - CESSNA

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. An abbreviated check list covering the "Before Take-Off" and "Before Landing" phases of air- craft operation is provided on a plastic card and normally stowed in the map compartment. This abbreviated check list is a convenient reference of key items to be rechecked immediately prior to taxiing into position for take-off and before entering the final approach for landing. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I, II and III are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. 1-1 5 [[ 6) 4 EXTERIOR INSPECTION 2 Note Visually check aircraft 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. If night flight is planned, check operation of all lights, and make sure a flashlight is available. a. Remove control wheel lock. b. Check ignition switch OFF. c. Turn on master switch and check fuel quantity indicators, then turn off master switch. d. Check fuel selector valve handle BOTH ON. e. Check fuel shutoff valve knob safety-wired to the ON position. f. Check baggage door for security. Lock with key if children are to occupy child's seat. Figure 1-2 a. Remove rudder gust lock, if installed. b. Disconnect tail tie-down. c. Check control surfaces for freedom of movement and security, a. Check aileron for freedom of movement and security. b. Check fuel bay vent opening (at wing tip trailing edge) for stoppage. a. Disconnect wing tie-down. b. Check main wheel tire for proper inflation, c. Visually check fuel quantity for desired level, then check fuel filler cap secure and vent unobstructed. a, Inspect flight instrument static source opening on side of fuse- lage for stoppage (both sides). b. Check oil level. Do not operate with less than six quarts. Fill to eight quarts for extended flight. c. Before first flight of 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, there is a possibility that the fuel bay sumps contain water. Thus, the drain plugs in the fuel bay sumps, fuel selector valve, fuel vent lines, and fuel reservoir should be removed to check for presence of water. d. Check propeller and spinner for nicks and security, and propel- ler for oil leaks. e. Check carburetor air filter (inside left nose cap opening). f. Check landing light for condition and cleanliness. g. Check nose wheel strut and tire for proper inflation. h. Disconnect tie-down rope. a. Check main wheel tire for proper inflation. b. Visually check fuel quantity for desired level, then check fuel filler cap secure and vent unobstructed. a. Check stall warning vent opening for stoppage. b. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. c. Disconnect wing tie-down. a. Check fuel bay vent opening (at wing tip trailing edge) for stoppage, b. Check aileron for freedom of movement and security. 1-1. 1-3 BEFORE STARTING THE ENGINE. (1) Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock. (2) Fuel Selector -- BOTH ON. (3) Fuel Shutoff Valve Knob -- Check ON position (full in). (4) Radios and Electrical Equipment -- OFF. (5) Brakes -- Test and set. (6) Cowl Flaps -- OPEN (move lever out of locking hole to reposition). STARTING THE ENGINE. (1) Mixture -- Rich. (2) Propeller -- High RPM. (3) Carburetor Heat -- Cold. (4) Master Switch -- ON. (5) Primer -- 1 to 6 strokes (depending on temperature; none re- required when engine is warm). Primer locked. (6) Throttle -- Open 1/2 inch. (7) Propeller Area -- Clear. (8) Ignition Switch -- START, release to BOTH when engine starts. (9) Oil Pressure -- Check. BEFORE TAKE-OFF. (1) Parking Brake -- Set. (2) Cabin Doors -- Closed and locked. (3) Flight Controls -- Check for free and correct movement. (4) Stabilator and Rudder Trim -- Take-off setting. (5) Fuel Selector Valve -- BOTH ON. (6) Throttle Setting -- 1800 RPM. (7) Engine Instruments and Ammeter -- Check. (8) Carburetor Heat -- Check operation. (9) Magnetos -- Check (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). (10) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (11) Auxiliary Fuel Pump -- Check operation. 1-4 NOTE Gravity feed will normally supply satisfactory fuel flow if the engine-driven fuel pump should fail. However, if fuel pressure drops below 2 psi, use the auxiliary fuel pump. (12) Suction Gage - Check (4.6 to 5.4 inches of mercury). (13) Flight Instruments and Radios - Set. (14) Navigation Lights, Flashing Beacon and Optional Strobe Lights -- ON, as required. (15) Optional Autopilot or Wing Leveler - OFF. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0° to 10° (10° preferred). (2) Carburetor Heat -- Cold. (3) Power -- Full throttle (applied smoothly) and 2700 RPM. (4) Airplane Attitude -- Lift nose wheel at 60 MPH. (5) Climb Speed -- 75 to 85' MPH. (6) Retract flaps (if extended). MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 15°. (2) Carburetor Heat -- Cold. (3) Brakes - Apply. (4) Power -- FuH throttle (applied smoothly) and 2700 RPM. (5) Mixture -- Lean for maximum power (above 3000 foot elevation). (6) Brakes -- Release. (7) Airplane Attitude - Slightly tail low. (8) Climb Speed - 69 MPH until all obstacles are cleared, then set up climb speed as shown in Maximum Performance Climb check list. (9) Wing Flaps -- Retract slowly after obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Airspeed - 90 to 100 MPH. 1-5 (2) Power -- Manifold pressure - 24 inches to full throttle, and 2500 to 2700 RPM. (3) Mixture -- Full rich (mixture may be leaned above 3000 feet). (4) Cowl Flaps -- Open as required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 92 MPH at sea level to 83 MPH at 10, 000 feet. (2) Power -- Full throttle and 2700 RPM. (3) Mixture -- Full rich (mixture may be leaned above 3000 feet.) (4) Cowl Flaps -- Full OPEN. CRUISING. (1) Power -- 2100 to 2500 RPM and 15 to 24 inches of manifold pressure. Select combination to give no more than 75°/opower. (2) Stabilator and Rudder Trim -- Adjust. (3) Mixture -- Lean. (4) Cowl Flaps -- Closed. LET-DOWN. (1) Mixture -- Rich, or lean for smooth engine operation. (2) Power -- As desired. NOTE With less than 10 inches of manifold pressure, avoid contin- uous operation between 1700 and 1900 RPM. (3) Carburetor Heat -- As required to prevent carburetor icing. BEFORE LANDING. (1) Fuel Selector -- BOTH ON. (2) Mixture -- Rich. (3) Propeller -- High RPM (Full in). (4) Carburetor Heat -- Apply full heat before closing throttle. (5) Airspeed -- 80 to 90 MPH (Flaps up). 1-6 (6) Wing Flaps -- As desired (0°to 10° below 130 MPH, 10° to 30° below 105 MPH). (7) Airspeed -- 70 to 80 MPH (Flaps down). (8) Stabilator and Rudder Trim-- Adjust. BALKED LANDING GO-AROUND . (1) Power -- Full throttle and 2700 RPM. (2) Carburetor Heat -- Cold. (3) Wing Flaps -- Retract to 20°. (4) Upon reaching an airspeed of approximately 75 MPH, retract flaps slowly. NORMAL LANDING. (1) Touchdown -- Main wheels first. (2) Landing Roll -- Lower nose wheel gently. (3) Braking -- Minimum required. AFTER LANDING. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Cowl Flaps -- Open. SECURING AIRCRAFT. (1) Parking Brake -- Set. (2) Radios and Electrical Equipment -- OFF. (3) Mixture -- Idle cut-off (pulled full out). (4) Ignition and Master Switch -- OFF. (5) Control Lock -- Installed. (6) Fuel Selector Valve Handle -- RIGHT. 1-7 INSTRUMENT PANEL 1 4 5 6 1 9 10 11 12 13 14 15 18 17 8 19 41 I O 39 38 37 38 35 34 33 32 p--- 25 24 23 22 21 20 31 26 30 27 29 28 1. Static Pressure Alternate 12. Rear View Mirror (Opt.) 27. Cowl Flap Control Lever Source Valve (Opt.) 13. Autopilot - Omni Selector 28. Microphone (Opt.) 2. Suction Gage (Opt.) Switch (Opt.) 29. Cigar Lighter 3. Fuel Pressure Gage 14. Autopilot Controi Unit (Opt.) 30. Ashtray 4. Marker Beacon Indicator 15. Radios (Opt.) 31. Carburetor Heat Control Knob Lights and Switches (Opt.) 16. Economy Mixture Indicator 32, Fuel Shutoff Valve Control 5. Over-Voltage Warning Light (OPt.) Knoh 6. Cylinder Head Temperature, 17. Wing Flap Switch 33. Stabilator Trim Control Wheel Left Fuel Quantity Indicator, 18. Map Compartment 34. Electrical Switches Ammeter and Oil Pressure 19. Transponder (Opt.) 35. Parking Brake Handle Gage 20. Circuit Breakers 36. Instrument and Radio Dial Light 7. Flight Instrument Group 21. Defroster Control Knob Rheostats 8. Right Fuel.Quantity Indicator 22. Cabin Air/Heat Control Knob 37. Ignition/Starter Switch and Oil Temperature Gage 23. Mixture Control Knob 38. Auxiliary Fuel Pump Switch 9. Manifold Pressure Gage 24. Propeller Control Knob 39. Master Switch 10. Radio Selector Switches (Opt.) 25. Throttle 40. Phone Jack 11. Tachometer 26. Rudder Trim Control Wheel 41. Primer Figure 2-1. 1-8 Jecties 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 integral fuel bays, one in each wing. With the selector on BOTH, the total usable fuel for all flight con- ditions is 49 gallons for the standard bays and 60 gallons for the optional long range bays when completely filled. NOTE With full cabin loading with either standard or long range bays it will normally be necessary to reduce the fuel load to keep the airplane within approved weight limits. Refer to Section IV for weight and balance control procedures. A 22 gallon capacity mark, in the form of a series of small holes inside the filler neck, is provided on all bays to facilitate fueling to reduced fuel loads. When both bays are fueled to this marker, the total usable fuel is 43 gallons with either the standard or long range bay installations. Fuel from each wing fuel bay flows through a selector valve, small reservoir, and fuel shutoff valve to the fuel strainer. From here, it is routed to an engine-driven pump which delivers the fuel under pressure to the carburetor. An electric auxiliary fuel pump parallels the engine- driven pump and is used when fuel pressure drops below 2 psi. It is not necessary to have the auxiliary pump operating during normal take-off and landing, since gravity feed will supply adequate fuel flow to the carburetor with the engine-driven pump inoperative. However, gravity flow is con- siderably reduced at maximum performance take-off and climb attitudes, and the auxiliary fuel pump would be required if the engine-driven pump should fail during these maneuvers. 2-1 FUEL SYSTEM SCHEMATIC SELECTOR LEFT FUEL BAY RIGHT FUEL BAY VENT VENT FUEL RESERVOIR FUEL SHUTOFF FUEL ENGINE VALVE -- ---e SHUTOFF PRIMER VALVE KNOB FUEL STRAINER TO STRAINER ENGINE DRAIN KNOB AUXILIARY FUEL PUMP FUEL AUXILIARY PRESSURE FUEL PUMP ENGINE-DRIVEN GAGE SWITCH FUEL PUMP CARBURETOR THROTTLE CODE MIXTURE CONTROL FUEL SUPPLY TO ENGINE CYLINDERS VENT TO ENSURE DESIRED FUEL CAPACITY WHEN REFUELING, PLACE THE FUEL ----- MECHANICAL LINKAGE SELECTOR VALVE IN EITHER LEFT OR RIGHT POSITION TO PREVENT ELECTRICAL CONNECTION CROSS-FEEDING. Figure 2-2. 2-2 NOTE Take off with the fuel selector valve handle in the BOTH ON position to prevent inadvertent take-off on an empty bay. However, during long range flight with the selector valve handle in the BOTH ON position, unequal fuel flow from each bay may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the fuel hay in the "heavy wing. " The recommended cruise fuel management procedure for extended flight is to use the left and right bay alternately. NOTE With low fuel (1/16th bay or less) a prolonged powered steep descent (1000 feet or more) should be avoided with more than 10° flaps to prevent the possibility of fuel starvation resulting from uncovering the fuel bay outlets. If starvation should occur, leveling the nose and turning on the auxiliary fuel pump should restore engine power within 30 seconds. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section V. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 12-volt battery is located aft of the rear cabin wall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical system cir- cuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner pre- vents harmful transient voltages from damaging the transistors in the electronic equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled MASTER, and is ON in the up position and OFF in the down position. The right 2-3 ELECTRICAL SYSTEM SCHEMATIC TO OVER-VOLTAGE REGULATOR ALTERNATOR a WARNING MGHT TO OVER VOLTAGE SENSOR OVER AND MASTER SWITCH n EAT TO PITOT HEAT SYSTEM (OPT) Cl CU BREE ER n TO LANDING LIGHTS LAND MGHT -------- --- N TO TRAN&MITIER RELAY IOPT) ALT 1e TO NAVIGAfiON LIGHTS AND MASTER OVER VOtTAGE NAV MGHTS OPTIONAL CONTROL WHEEL SWITCH SENSOR - MAP LIGHT TO ALT FtELD - 5 TO STROBE LIGNIS (OPT) CIRCUIT STROBE usurs BREAKER TO FUEL QUANTITY INDICATORS TO INSTRUMENT MGHTS, INST COMPASS LIGHT, & RADIO DIAL LIGHIS STARTER AMMETER TO IGNITION STARTER SWITCH CONTACTO TO DOME LIGHT & OPT COURTEST MGitis AUX fuEi TO AUKitiARY FUEL PUMP PUMP TO CIGAR LIGHTER (Wif¾ CIRCUit BREANÆR) GRROUNED 15 TO WING FLAP SYSTEM CONTACTOR PLUG STARTER - RECEOPTACLE It TO FLASHING BEACON BCN MGNY TO TURN COORDiNATOR CLOCK 5 OR OPTIONAL (OPT) TURN TURN AND-BANK INDICATOR TO RAOiO |OPT) CONTAA OR SO TA R PRESSURE INORMARY SWITCH CLOSED) TO RADIO (OPT) TO AUX FUEi REF ER PUMP ci uit RADIO 2 TO RAOtO lOPT) BATTERY TO RADIO ¡OPI) IGNITION RADIO I SI^ TO AUTOMATIC PitOf (OPT) AUTO PILOf CODE TO AUDIO AMPLIFIER (OPT) aceir satAsta trusu to arsen AUD AMP suse gosome 4%atsaston MAGNETOS carAarom inoist Favtal Figure 2-3. 2-4 half of the switch, labeled BAT, controls all electrical power to the airplane. The left half, labeled ALT, controls the alternator. Normally, both sides of the master switch should be used simulta- neously; however, the BAT side of the switch could be turned ON separate- ly to check equipment while on the ground. The ALT side of the switch, when placed in the OFF position, removes the alternator from the electri- cal system. With this switch in the OFF position, the entire electrical load is placed on the battery. Continued operation with the alternator switch OFF will reduce battery power low enough to open the battery con- tactor, remove power from the alternator field, and prevent alternator restart. 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. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled HIGH VOLTAGE, near the ammeter. In the event an over-voltage condition occurs, the over-voltage sen- sor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is supply- ing all electrical power. The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical. The over-voltage warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on. 2-5 CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by "push- to-reset" circuit breakers mounted on the right side of the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit and optional clock and flight hour recorder circuits which have fuses mounted near the battery. Also, the cigar lighter is protected by a manually-reset type circuit breaker mounted directly on the back of the lighter behind the pedestal. When more than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled NAV LIGHTS. It is important to remember that any malfunction in the navigation lights system which causes the cir- cuit breaker to open will de-activate both the navigation lights and the transmitter relay. In this event, the navigation light switch should be turned off to isolate the circuit; then reset the circuit breaker to re-acti- vate the transmitter relay and permit its usage. Do not turn on the navi- gation lights switch until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Conventional navigation lights are located on the wing tips and top of the rudder. A flashing beacon is mounted on top of the vertical fin. Op- tional lighting includes a single landing light in the cowl nose cap, a strobe light on each wing tip and two courtesy lights, one under each wing, just outboard of the cabin door. The courtesy lights are operated by a switch located on the left rear door post. All exterior lights, except the courtesy lights, are contro11ed by rocker type switches on the left switch and control panel. The switches are ON in the up position and OFF in the down position. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during flight through clouds, fog or haze. 2-6 INTERIOR LIGHTING. Illumination of the instrument panel is provided by four red flood lights on the under side of the anti-glare shield, and a single red flood light in the forward part of the over head console. The magnetic com- pass and radio equipment have integral lighting. Two rheostat control knobs on the left switch and control panel operate the interior lights. One knob is labeled PANEL LIGHTS and controls the lights in the glare shield, overhead console and compass lights; the other knob is labeled RADIO LIGHTS and controls the integral radio lighting. Both knobs ro- tate clockwise to increase light intensity. A cabin dome light is located in the att part of the overhead console, and is operated by a switch adjacent to the light. To turn the light on, move the switch to the right. The instrument panel console may be equipped with an optional cour- tesy light, mounted at it's base, which illuminates the forward cabin floor area. This light is controlled by the courtesy light switch on the rear door post. An optional map light may be mounted on the bottom of the pilot's control wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn on the NAV LIGHTS switch, then adjust the map light's intensity with the knurled disk type rheostat control located at the bottom of the control wheel. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM The volume and blending of heated and cool air from the main cabin heat and ventilating system is controlled by a single push-pull control knob labeled CABIN AIR INLET. When the knob is positioned full in, no air flows into the cabin. As the knob is pulled out to approximately one inch of travel (as noted by a notch on the control shaft) the volume of un- heated fresh air entering the cabin is increased. Further actuation of the control knob (past the notch) toward the full out position blends in heated fresh air in increasing amounts. Front cabin heat and ventilating air from the main heat and ventilating 2-7 system is supplied by outlet holes spaced across a cabin manifold located just forward of and above the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is supplied from the same manifold which pro- vides cabin air; therefore, the temperature of the defrosting air is the same as cabin air. A push-pull control knob, labeled DEFROSTER, regulates the volume of air to the windshield. Pull the knob out as needed for defrosting. Separate adjustable ventilators supply additional air; two mounted in a console in the forward cabin ceiling supply air to the pilot and copilot, and two optional individual ventilators in the rear cabin ceiling provide air to the rear seat passengers. Additional ventilation is available through an openable ventilation window in each cabin door. Each window can be opened at speeds up to 120 MPH by rotating the crank located below the window. SHOULDER HARNESSES. Shoulder harnesses are provided as standard equipment for the pilot and front seat passenger, and as optional equipment for the rear seat passengers. Each front seat harness is attached to a rear door post just above window line and is stowed above the cabin door. When stowed, the har- ness is held in place by two retaining clips, one above the door and one at the top of the forward door post. When stowing the harness, place it behind both retaining clips and secure the loose end behind the retaining clip above the door. The optional rear seat shoulder harnesses are at- tached adjacent to the lower corners of the rear window. Each rear seat harness is stowed behind a retaining clip located at the bottom edge of the aft side window. To use the front and rear seat shoulder harnesses, fasten and adjust the seat belt first. Remove the harness from the stowed position, and lengthen as required by pulling on the end of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length by pulling down en the free end of the harness. A properly adjusted harness will permit the 2-8 occupant to lean forward enough to sit completely erect but is tight enough to prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily. Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder harness may be removed by releasing the seat helt first, and then pulling the harness over the head by pulling up on the release strap. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/2 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. No priming is required when the engine is warm. 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, 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 within 30 seconds in the summertime and about twice that long in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE Additional details concerning cold weather starting and operation may be found under "Cold Weather Operation" paragraph in this section. 2-9 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 2-4) 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. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight engine cool- ing, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling at low RPM may cause fouled spark plugs. If the engine accelerates smoothly, the airplane is ready for take-off. MAGNETO CHECK. The magneto check should be made at 1800 RPM as follows. Move the 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 L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. A smooth drop off past normal is usually a sign of a too lean or too rich mixture. If there is a doubt con- cerning operation of the ignition system, RPM checks at a leaner mixture setting or at higher engine speeds will usually confirm whether a deficien- cy 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. 2-10 TAXIING DIAGRAM USE UP AILER N USE UP AILERON L I R IN )LATOR N U I HAW NG A ) SE DOWN AILERON USE DOWN AILERON ON LH WING AND ON RH WING AND DOWN STABILATOR DOWN STABIIATOR + CODE NOTE Strong quartering tail winds require caution. WIND DIRECTION 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 direction. Figure 2-4. 2-11 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 momen- arily (3 to 5 seconds) with the optional landing light (if so equipped), or by operating the wing flaps during the engine runup (1800 RPM). The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly. TAKE-OFF. POWER CHECK. It is important to check full-throttle engine operation early in the take-off run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. Smooth and uniform throttle application should be used to insure best engine acceleration and to give long engine life. This technique is impor- tant under hot weather conditions which may cause a rich mixture that could hinder engine response if the throttle is applied too rapidly. 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 corrected immediately as described in Section V under propeller care. Prior to take-off from short fields above 3000 feet elevation, the mixture should be leaned to give maximum power. WING FLAP SETTINGS. Take-offs are accomplished with the wing flaps set in the 0° to 15° position. The preferred flap setting for normal take-off is 10°. This flap setting (in comparison to flaps up) produces a shorter ground run, easier lift-off, shorter total distance over the obstacle, and increased visibility over the nose in the initial climb-out. 2-12 For minimum take-off distance, a 15° flap setting should be used. This setting gives approximately 5°/oshorter ground run and total dis- tance as compared to the 10° flap setting. Flap settings of greater than 15° are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the Take-Off Data chart in Section VI for take-off distances with 15° flaps under various gross weight, altitude, headwind, tempera- ture, and runway surface conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CUMB. CLIMB DATA. For detailed data, refer to the Maximum Rate-Of-Climb Data chart in Section VI. CLIMB SPEEDS. Normal climbs are performed at 90 to 100 MPH with flaps up and reduced power (down to 24 inches of manifold pressure and 2500 RPM) for increased passenger comfort due to lower noise level. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother engine operation. The maximum rate-of-climb speeds range from 92 MPH at sea level to 83 MPH at 10, 000 feet. If an obstacle die- tates the use of a steep climb angle, an obstacle clearance speed of 77 MPH should be used with flaps up and full throttle at all altitudes. 2-13 CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the Operational Data, Section VI. For maximum engine service life, the cylinder head temperature should be maintained below 435°F, or approximately three fourths of the normal operating range (greenarc). The Maximum Cruise Speed Performance table below shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be maintained at much less power. All figures in this chart are based on lean mixture, 49 gallons of fuel (no reserve), zero wind, standard atmospheric conditions, 2500 pounds gross weight, and cowl flaps closed. For greater cruising range at a given throttle setting, select the lowest engine RPM in the green are range that will give smooth engine operation. To achieve the fuel consumption figures shown in Section VI, the mix- ture should be leaned as follows: pull mixture control out until engine becomes rough; then enrichen slightly to obtain smoothness and power. Any change in altitude, power or carburetor heat will require a change in the lean mixture setting. Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon MAXIMUM CRUISE SPEED PERFORMANCE RANGE ALTITUDE % BHP TRUE AIRSPEED (STD. BAYS) 8000 75 143 695 9500 70 140 740 11, 000 65 135 770 2-14 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 heated air causes a richer mixture, readjust the mixture setting when carburetor heat is used continuously in cruising flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. SPINS. Intentional spins are prohibited in this airplane except in the Utility Category. To recover from a spin, use the following technique. (1) Retard throttle to idle position. (2) Apply full rudder opposite to the direction of rotation. (3) After one-fourth turn, move the control wheel forward of neutral in a brisk motion. (4) As rotation stops, neutralize rudder, and make a smooth recovery from the resulting dive. STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c. g. posi- tion are presented on page 6-2 as calibrated airspeeds since indicated , airspeeds are unreliable near the stall, LANDING. Normal landing approaches can be made with power on or power off at speeds of 80 to 90 MPH with flaps up and 70 to 80 MPH with flaps down. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Slips are per- 2-15 mitted with any desired flap setting. Actual touchdown should be made with power off and on the main wheels first. The nose wheel should be lowered smoothly to the runway as speed is diminished. Full down stabilator (control wheel positioned fulÌ forward) should not be used during the ground roll. This reduces the weight on the main wheels which causes poor braking and increases the possibility of sliding the tires. SHORT FIELD LANDINGS. For a maximum performance short field landing in smooth air condi- tions, make an approach at 70 MPH with full flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turbulent air conditions). After all approach obstacles are cleared, progressively reduce power and maintain 70 MPH by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, re- tract the flaps, hold full nose-up stabilator, and apply maximum brake pressure without sliding the tires. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting re- quired 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. The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 knots can be handled with safety. BALKED LANDING (GO-AROUND). In a balked landing (go-around)climb, apply full throttle smoothly, remove carburetor heat, and reduce wing flaps promptly to 20°. Upon reaching an airspeed of approximately 75 MPH, flaps should be slowly retracted to the full up position. If obstacles are immediately ahead during the go-around, the wing flaps should be left at 20° until obstacles are cleared; and, at field ele- vations above 3000 feet, the mixture should be leaned for maximum power. 2-16 COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the pro- peller 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 (0°F 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 sýstem.. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold tem- peratures. When using an external power source, the position of the mas- ter switch is important. Refer to Section VII, paragraph Ground Service Plug Receptacle, for operating details. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch turned off and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE 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) Mixture -- Full Rich. (3) Propeller -- High RPM. (4) Propeller Area -- Clear. (5) Master Switch -- ON. (6) Throttle -- Open 1/2 inch. (7) Ignition Switch -- START, release to BOTH when engine starts. (8) Oil Pressure -- Check. 2-17 Without Preheat: (1) Prime the engine six to ten strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. (2) Mixture -- Full Rich. (3) Propeller -- High RPM. (4) Propeller Area -- Clear. (5) Master Switch -- ON. (6) Ignition Switch -- START. (7) Pump throttle rapidly to full open twice. Return to 1/2 inch open position. (8) Release ignition switch to BOTH when engine starts. (9) Continue to prime the engine until it is running smoothly, or , alternately, pump the throttle rapidly over the first 1/4 of total travel. (10) Oil Pressure -- Check. (11) Pull carburetor heat knob full on after the engine has started. Leave on until the engine is running smoothly. (12) 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. IMPORTANT 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 the flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM) accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. 2-18 FLIGHT OPERATIONS. Take-off is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any engine roughness due to uneven mixture distribution or ice. 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°F range, where icing is critical under certain atmospherie conditions. Refer to Section VII for cold weather equipment. HOT WEATHER OPERATION. The general warm temperature starting information on page 2-9 is appropriate. Avoid prolonged engine operation on the ground. 2-19 Jecties IH EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extreme- ly rare if proper pre-flight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encounter- ed. However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. ELECTRICALPOWER SUPPLY SYSTEM MALFUNCTIONS. Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; how- ever, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alterna- tor failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Prob- lems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two cat- egories, excessive rate of charge and insufficient rate of charge. The paragraphs below 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 ac- cept above normal charging during the initial part of a flight. However, 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 setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate 3-1 the alternator system. To do this, 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. If the light comes on 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 use of the landing light and flaps 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 non-essential equipment should be turned OFF and the flight terminated as soon as practical. ROUGH ENGINE OPERATION OR LOSS OF POWER. CARBURETOR ICING. An unexplained drop in manifold pressure may be the result of 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 amount of heat necessary to prevent ice from forming and lean the mix- ture slightly 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 LEFT or RIGHT position. An obvious power loss in single ignition oper- ation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the normal lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixture setting will produce smoother opera- tion. 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. 3-2 MAGNETO MALFUNCTION. A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BOTH to either LEFT or RIGHT ignition switch position will identify which magneto is malfunctioning. Select dif- ferent power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. 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 in the line to the gage is not necessarily cause for an immediate pre- cautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. . However, a landing at the nearest air- port would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a sudden rise in oil temperature, there is reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Leave the engine running at low power during the approach, using only the minimum power required to reach the desired touchdown spot. FORCED LANDINGS. PRECAUTIONARY LANDING WITH ENGINE POWER. Before attempting an "off airport" landing, one should drag the land- ing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as follows: (1) Perform "before landing" check. (2) Drag over selected field with flaps 15° and 75 MPH airspeed, noting the preferred area for touchdown for the next landing approach. (3) On downwind leg, turn off all switches except the ignition and master switches. (4) Approach with flaps 30° at 75 MPH. (5) Unlatch cabin doors prior to final approach. (6) Before touchdown, turn off ignition and master switches. (7) Land in a slightly tail-low attitude. 3-3 EMERGENCY LANDING WITHOUT ENGINE POWER. If an engine stoppage occurs, establish a flaps up glide at 85 MPH. If time permits, attempt to restart the engine by checking for fuel quan- tity, proper fuel selector valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned. If all attempts to restart the engine fail, and a forced landing is im- minent, select a suitable field and prepare for the landing as follows: (1) Pull mixture control to idle cut-off position. (2) Pull fuel shutoff valve knob to OFF. (3) Turn off all switches except master switch. (4) Approach at 80 MPH. (5) Extend wing flaps as necessary within gliding distance of field. (6) Turn off master switch. (7) Unlatch cabin doors prior to final approach. (8) Land in a slightly tail-low attitude. (9) Apply heavy braking while holding full up stabilator. DITCHING. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats or cushions for protection of occupant's face at touchdown. Transmit Mayday message on 121. 5 MHz. giving location and intentions. (1) Plan approach into wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel to swells. (2) Approach with flaps 30° and sufficient power for a 300 ft./min. rate of descent at 70 MPH. (3) Unlatch the cabin doors. (4) Maintain a continuous descent until touchdown in level attitude. Avoid a landing flare because of difficulty in judging airplane height over a water surface. (5) Place folded coat or cushion in front of face at time of touchdown. (6) Evacuate airplane through cabin doors. If necessary, open vent windows to flood cabin compartment for equalizing pressure so that door can be opened. (7) Inflate life vests and raft (if available) after evacuation of cabin. The aircraft can not be depended on for flotation for more than a few minutes. 3-4 . ..lENTAT .\ IN CLOUDS. When flying in marginal weather, the pilot should make sure that the Wing Leveler (if installed) control knob is ON. However, if the air- plane is not equipped with this device or gyro horizon and directional gyro instruments, the pilot will have to rely on the turn coordinator (or turn and bank indicator) if he inadvertently flies into clouds. The following in- structions assume that only one of the latter two instruments is available. EXECUTING A 180° TURN IN CLOUDS. Upon entering the clouds, an immediate plan should be made to turn' back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac- curately. (5) Maintain altitude and airspeed by cautious application of stabil- ator control. Avoid overcontrolling by keeping the hands off the con- trol wheel and steering only with rudder. EMERGENCY LET-DOWNS THROUGH CLOUDS. 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 approxi- mate course. Before descending into the clouds, set up a stabilized let- down condition as follows: (1) Apply full rich mixture. (2) Use full carburetor heat. (3) Reduce power to set up a 500 to 800 ft./min. rate of descent. (4) Adjust the stabilator trim tab for a stabilized descent at 90 MPH. 3-5 (5) Keep hands off the control wheel. (6) Monitor turn coordinator and make corrections by rudder alone. (7) Adjust rudder trim to relieve unbalanced rudder force, if present. (8) Check trend of compass card movement and make cautious cor- rections with rudder to stop the turn. (9) Upon breaking out of clouds resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE. If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated alleron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply stabilator back pressure to slowly reduce the in- dicated airspeed to 90 MPH. (4) Adjust the stabilator trim control to maintain a 90 MPH 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 dis- turb the trimmed glide. (8) Upon breaking out of clouds, apply normal cruising power and resume flight. FIRES. ENGINE FIRE DURING START ON GROUND. ' Improper starting procedures such as pumping the throttle during a difficult cold weather start can cause a backfire which could ignite fuel that has accumulated in the intake duct. In this event, proceed as follows: (1) Continue cranking in an attempt to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. (2) If the start is successful, run the engine at 1800 RPM for a few minutes before shutting it down to inspect the damage. (3) If engine start is unsuccessful, continue cranking for two or three minutes with throttle full open while ground attendants obtain fire extinguishers. 3-6