Cessna-180-Owners-Manual-1964.pdf - JasonBlair.net

rapid motions. iv 1-1 -- CARBURETOR AIR HEAT KNOB. The carburetor air heat knob pro portions the hot and cold air enter ing the carburetor . Pulling the knob out provides heated air for the car buretor, while pushing it in decreases the temperature. The full-hot posi tion is all the way out and full cold is all the way in. IG NITION-STARTER SW ITCH. A five-position ignition-starter switch controls the dual magneto ignition and starter systems. The switch positions are labeled clock wise as follows: "OFF," "R," "L," "BOTH" and START. " The engine should be operated on b oth magnetos ("BOTH" posi tion ). The" R" and" L" positions are for checking purposes only. When the switch is turned to the spring-loaded "START" position, the starter cranks the engine. As the switch is released, it automat ically returns to "BOTH. " Refer to Sections IT and III for further discussion on the use of the ignition-starter switch. CO WL FL AP S. Cowl flaps , adjusted to the need , will meter enough air for the adequate cooling and maximum effiCiency of the engine under varying conditions . Opening the cowl flaps, while on the ground , steps up the volume of air necessary for engine cooling. In flight , closing the cowl flaps, as required, restricts the flow of air through the engine compartment, thereby reducing the cooling and cowl flap drag to a minimum. When changing cowl flap position make sure the control lever moves into the detent notch at the new position. FUEL SYSTEM. Fuel is supplied to the engine from two bladder-type fuel cells, one in each wing. From these tanks, fuel flows by gravity through a selector valve and a strainer to th e carbu retor. Refer to figure 1- 2 for fuel quan tity data. See the Servicing Diagram (figure 5-1) for a summary of fuel system servicing information. FUel SELE CTOR VALVE. The rotary-type fuel selector valve has four positions , labeled "BOTH OFF , " "LEFT, " " BOTH ON" and "RIGHT. " The " BOTH OFF" posi tion seals both wing tanks off from the rest of the fuel system and allows no fuel to pass beyond the selector valve. The "LEFT" position pro vides fuel flow from the left tank to the engine. Similarly, the "RIGHT" position prOvides flow from the right tank to the engine. The "BOTH ON" position allows fuel flow from both tanks simultaneously to provide maximum safety. NOTE The fuel selector valve handle in dicates the setting of the valve by fUel QUANTITY INDICATORS VENT LEfT WING WING TANK CHECK fUel TANK SUMP DRAIN PLUG fUel TANK SUMP DRAIN PLUG FUEL SYS T EM I SCHEMATIC I /) ' . ~TO ENGINE. STRAINER DRAIN KNOB - U>=----- ~ THROTTLE - 'TO ENGINE. OIL DILUTION SOLENOID DF ____~A~:RE~R, ., ..IOPT) r---CODE---. ~ fUEL SUPPLY VENT ~ ~...... - .. MECHANICAL LINKAGE TO ENGINE MIXTURE ELECTRICAL CONTROL KNOB ~ CYLINDERS CONNECTION ... Figure 1-1. 1-2 1-3 FUE L QUANTITY DATA ( U.S. GAL LO NS ) SELEC T OR U SA BL E FU E L U SA BLE FUEL V A LVE ( ALL F LIG H T (L EV EL FLIGHT C ON DIT ION S ) ON L Y ) P OSI TI ON USABL E FU E L TOTAL (CLIMBING - VOLUME DESC ENDING } /,:{; ","f)~'1f" tf"""% '11< ,"1t: STA N DARD TANKS ~. ~;~JfF~"~~~ i BO TH ON RI GHT TANK L E FT TANK 60.0 - - 6 2. 5 31.0 31.0 64.5 - - - 65. 0 3 2 .5 32.5 :,..;$;\4 -' LONG RANGE TANKS ; ~ ::::~":'~.... -, , ..:,~, BOTH ON RIGHT TANK LEFT TANK 79.0 - - - 81.0 39.0 39.0 83.5 - - - - 84.0 42.0 42.0 , DECREASE IN U SAB LE FUEL IN A ll FLI G HT COND ITIONS IS DUE TO DETRIMENTAL EFFECTS OF UNCOORDINATED fl iGH T (SLIPS OR SKIDS ) OR TU RBUL ENT AIR TH AT MAY BE ENCOUN TE RED IN NORMAL Ft YING CONDITIONS . Fi gure 1-2. its positi on above the dia L Take off w it h th e han dle in the " BOT H O N' position to prevent inadvert ent take-off on an empty tank. When the selector is in the "BOTH ON" position, unequal fuel flow from each tank may occur after extended flight if the wings are not maintained exactly level. Re sulting w ing heaviness can be alleviated gradually by turning the selector valve . handle to the tank in the "heavy" wing. The recommende d cruise fuel management procedure for extended flight is to use the left and right tank alternately. FUEL QUANTITY INDICATORS. Two e lectrically-operated fu el quantity indicators are provided , each working in conjunction with an electric fuel level transmitter in its respective fuel tank. Turned on by the master switch, the indicators continue to function until the master switch is turned off. FU El STRAIN ER DRAIN KNOB. A fuel strainer drain knob marked "STRAINER DRAIN' provides a quick, conve nient method of draining water and sediment that may have collected in the fuel strainer. The strainer is located on the lower front side of the firewall. About t wo ounces of fuel (3 to 4 seconds of drain knob operation) should be drained from the strainer befo re the initial flight of the day to insure against the pr e sence of water or sediment in the fuel. The spring-loaded drain valve in the strainer is open when the fuel strainer drain knob is pulled out all the way. Th e va lve automatically closes when the knob is released. ELECTRICAL SYSTEM. Electrical energy is supp li ed by a 14-v olt, di rec t - cu rre nt syst e m po we r ed by a n en g ine- dr ive n ge n e rat o r. The 12-v o lt bat tery is lo cated a ft of t he rear b ag gage co m par tment wa ll. GENERATOR WARNING liGHT. A red gen e rat or w a r nin g light, labeled li GEN L T, It gives an in dica ti on of gener at or output. It will re mai n off at all ti m e s when the gen er ato r i s fun ct i oning properly . Th e light w ill not show drai n ag e on th e battery. It will illu min at e w hen the battery or external powe r is turned on prior to starting the engine, and when there is insufficient engine RPM to produce generator current. Also, it will illuminate if the generator becomes defective. CIRCUIT BR EAKERS, All electrical circuits in the air plane, except the clock circuit, are protected by circuit breakers. The clock has a separate fuse mounted adjace nt to the batter y. The stall warning, generator wa rning light, and optional tur n -and-bank indicator circui t s are protected by a single automatically resetting c ircu it break er mo u nted behind the instrument panel. Th e remaining electrical cir cuits are prctected by "push-to-reset" breakers on the instrument panel. The name of the circuit is indicated above each circuit breaker . LANDING LIGHTS. The lan ding light swi tc h is a three pO Sition, pus h-pull sw itch. To turn one l am p on for ta xiin g, pul l the switc h out to the fi rs t stop. To tu r n both lamp s on for land ing , pu ll th e s wi t ch out to the sec o nd stop. NAVIGATION LIGHTS. The nav i gation light switch on air pla ne s equ i p ped wit h an option al fla s he r s ys tem i s a . t hre e-position, p ush - pull s witch. To tu rn the nav i ga tio n li ghts on steady, pull the swi tch out to th e first stop. F or flashing operation, pull the switch out to the second stop. RO TA TI NG BE ACON . The optional rotat ing beacon should not be used when flyi ng through clouds or overcast; the moving beams re flected from water droplets or par ticles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. 1-4 1-5 GENERATOR TO OPT. TURN - AND - IIANK INDICATOR o STAll WARNING HORN AND TRANSMITTER .J..,. r TO NAVIGATION LIGHTS 10/--TO CIGAR LIGHTER AV LT "- TO OPT. OIL DILUTION SYSTEM TO FUEL QUANTITY INDI CATORS AND OPT. CAR IIURETOR AIR TEMPERA TURE INDICATOR TO INSTRUMENT AND COMPASS LIGHTS TO OPT. MAP LlG 'HT AN 0 OPT. COURTESY LIGHTS TO DOME LIGHT BATTERY '0 TO OPT. RADIO INSTALLATIONS SOLENOID ~ ELEC T R IC A~ ~we, Dist rihu tion Diagram Figure 1-3. ST ALL W A RNI N G IN DI CATOR. The stall warning indi cator is an electric horn controlled by a trans mitter unit in the leading edge of the left wing. This system is in oper ation whene v er the master sw it ch is turned on. The transmitter re sponds to changes in the airflow over the leading edge of the wing as a stall is approached. In st r aight-ahead an d turning flight , the w arning horn will sound 5 to 10 MPH ahead of the stall. Und e r safe flight conditions , t he only time you may hear the wa rni ng ho rn w ill be a short b e ep as you land. CABIN HEATING AND VENTILATING SYSTEM. Fresh air for he a ting and ve nt i lating th e ca bin i s s uppli ed by two sou rc es , a manifold cabin h ea ter and a ventilating air s co op on the r i ght side of the fuselag e. The temperat ur e an d amount of air enterin g the ca bin is co n tro lled by two kn o bs on th e instru me nt panel. The "C ABIN AIR" kn ob op er a te s the air scoop on the r ight s id e of the fusela ge and controls cool fresh ai r entering the manifold on the firewall. The "CABIN HT" knob regulates the amount of heat entering the cabin. The "CABIN HT" knob is the double button type with a friction lock to permit intermediate settings. To operate the knob , squeeze the but tons together , releasing the lock, then adjust the knob. F or cabin v entilation, pull tile "C AB IN AIR" knob out. To raise the air te mperature , pull the "CABIN HT" kn ob out approximately 1/4" to 1/2" fo r a s ma ll amount of cabin heat. Adjust the knob as desired from this po s ition t o the full out (maximum he at) position. NO TE Always pull out the " CABIN AIR" kn ob slightly when the "CABIN HT" kn ob is out. T hi s action in creases t he ai r flow through the sys tern, inc r ea s in g effi ciency, an d bl end s c ool outs i de a ir wi th th e manifold heated air, tituS elim in ati ng the possibilit y of over h eati ng th e system du ct in g. When no heat is de sired in th e ca bi n, push lhe "CABIN HT" knob fu ll in. VENTILATORS. Two ventilators, one in each upper co rner of the windshield, are pro vided to sup ply additional ventilating a ir . To oper ate , pull the ventilator out and rotate to desired position. Two additional ball and socket ven tilators are installed just forward of each rear door post in the ceiling, for rear seat passeng e rs. To regu late the air, turn the knurled ring on the rim of the ventilator. REMO V A BLE CABIN D OOR . The right cabin door has removable hinge pins and a detachable door stop permitting door removal when large or bulky cargo must be loaded. 1-6 1-7 ZEXTERIOR IN SPE~ ." --NOTE- Chec k general aircraft con dit io n d ur ing walk-around inspection . If ni g ht fli ght is planned, c h ec k o peration of all lights , and ma ke sure a fiashligbt is availab le . CD a. Turn on maste r s wit ch and check fuel c , quan tity in di cators, then tu r n mas ter d. switch off . b. Check ignition switch "OFF . " c . Check fuellan.J.t. s e l ec t or valve on "BOTH @) a. ON . " d. On fir s t (li ghl of day and aft er each r e fueling. pull out s tr ai n er kn ob for about b . four seco n ds. to clear fuel st r ainer of possible water and sedi ment. c. e . Remov e cont ro l whe e l lock. f. Check b aggage door for security . d. ® a.. Remove rudde r g ust lo ck, if in stalle d. b. Dis co nnect t ail tic-d own, c. Che c k tailwn ee l ti re fol' pl'op er inflati on. @ a. @ a , Check m ain w heel tire for pl 'o per in fla tio n. b . Inspect airspeed stati c so u rce hole on @ s ide of fus elage fo r stoppage . Figure 2-1. Disconll.ec t wtns ti e -d own. Check fue l tank ve nt op ening for s to ppago. Ch ec k oil l evel. Do not ope rate wit h less than nine quart s. Fi.lI for exte nd ed !light. Chec k prop e ll er and spi nn er for nicks and security , and propeller (o r 011 l eaks. Make visua l chec k to i ns ur e that fuel str ain er draj n va lve is closed after draining operatio n. Check carburetor air filter for restric ti ons by dust or o th er fo re ig n matt er. Remove pitot tu be cove l' , if installed, and c h eck pitot tu be opening- fo r stoppage. Sam e as @ . rSeettCJIe-2 I OPERATING CHECK This section lis t s , in Pil ot 's C heck List fo rm, the steps n ec e ssary to ope rate y our airplane efficiently a nd saf el y. It is not a chec k lis t in its true fo rm as it i s consi. der abl y l onger, but it doe s co ver br i efly all of the po i nts th at yo u would want to or should know conce r ni ng the i nform atio n you nee d for a ty pical flig ht. The flight and operationa l cha r acteris ti cs of your airpl ane are n ormal in a ll re s pect s . There are no " unconven tional" c har ac t eristics or oper a ti ons that Deed to be mas tered. All con tro ls re sp ond in th e norma l way within the e nti re range of op era ti on of th e ai rplane. All a irspe ed s me n tioned i n S ections II a nd ill are indic a ted ai r s peed s. Corresponding cali b rated ai r speed s may be obtained from the Airs p eed Correction Tab le in Se ction VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exter ior insp ecti on in ac cordan ce w ith figur e 2- 1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Be lts - - Adj ust a nd loc k . (2) Flight Co ntr o ls -- C heck. (3 ) Wi ng Flaps -- Ch ec k al l positions. (4 ) Brak es -- Test a nd set. (5) Mast er Swit ch -- On. (6) C ow l Flaps -- " OP EN ." (7) Stabilizer T r im Co nt r ol Whe el -- " TAKE - OFF " se ttin g. (8) Fuel Se le cto r V alve -- " BOTH ON." ST ART IN G EN GINE . (1) Carburet or H eat -- Cold. (2) Mixtur e -- Ri c h. (3) Pr ope ller -- High RPM. 1-8 2-1 (4) Throttle - - Cracked (one-half inch). (5) Primer -- As required. (6) Ignition Switch -- "START." Hold until engine fires, but not longer than 30 seconds. (7) Ignition Switch -- Release to "BOTH" (immediately after engine fires). NOTE If engine has been overprimed, start with throttle open 1/ 4 to 1/2 full open. Reduce throttle to idle when engine fires. NOTE After starting, check for oil pressure indication within 30 seconds in normal temperatures and 60 seconds in cold temperatures. If no indication appears, shut off engine and investigate. BEFORE TAKE-OFF. (1) Throttle Setting - (2) Engine Instruments (3) Carburetor Heat - conditions prevail. 1700 RPM. -- Within green arc. Check operation, then set to cold unless icing (4) Generator Warning Light - - Check not illuminated. (5) Magnetos - - Check (50 RPM maximum diff ere ntial between magnetos). (6) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (7) Flight Controls - - Recheck. (8) Wing Flaps -- Set 0° to 20 ° . (9) Cowl Flaps -- Full "OPEN. " (10) Stabilizer Trim Control Wheel -- Recheck setting . (11) Cabin Doors -- Closed and locked. (12) flight Instruments and Radios -- Set. TAKE-OFF. NORMA'l TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Power -- Full throttle and 2600 RPM. (4) Elevator Control - - Maintain moderately tail low attitude. (5) Climb Speed -- 95 MPH until all obstacles are Clear ed, then set up climb speed as shown in " NORMAL CLIMB" para g raph. M AX IMU M PER FORMANCE TAKE-OFF. (1 ) Wing Flaps -- 20 ° . ( 2) Carbu re tor Heat -- Cold. (3) Br ak e s -- Appl y . (4) p ow e r - - Full th ro ttl e a nd 2600 RP M. (5) B rakes -- R el eas e . (6) El e vator Cont ro l -- Maint a in slightly tail-low attitud e . (7) Climb Spe ed __ 64 MPH unti l all obsta cle s a re cle ar ed, then set up climb speed as shown in " MAXIMUM PERF ORMANCE CLIMB. " (8) Flaps -- Up after obstacles are cleared. CLIMB . NORM AL CLI M B. Air Speed -- 100 to 120 MPH. (1) P ower -- 23 inches a nd 2450 R P M. Mi xtu re -- F ull ric h (u nl es s e ng in e is rou g h). (2) (3) Cowl Flaps -- " O PE N, " a s requi r ed . (4) MAXIMUM PERFORMANCE CLIMB. Air Speed -- 95 MPH (sea l evel) to 87 MPH ( 10, 000 feet ). (1) Pow er - - F ull throttle a nd 26 00 RPM. (2 ) Mixtu r e - - Fu ll rich (unless engi ne is r ough). (3) (4) Cowl Flaps -- F ull"OPEN." CRUISING. (1) En gi ne Power - - 15 - 23 i nch es o f ma nifold p r e ssu re and 2200 2450 R PM. (2) C ow l F lap s -- Adjust to maintain norma l cyl ind e r head temper - a ture. ( 3) Stabilizer Tri m Control Wheel -- Adjust. (4) Mixtu re -- Le an. LET- D OWN. (1) Mixture - - Rich. (2 ) Power -- As de sired . (3) Carburetor H eat - - Apply (if icing conditions e xi st). 2-2 2-3 BEFORE LANDI.NG. (1) Fuel Selector -- "BOTH ON." (2) Mixture - - Rich. (3) Propeller -- High RPM. (4) Cowl Flaps -- ClOSed. (5) Carburetor Heat -- Apply before closing throttle. (6) Airspeed -- 80 - 90 MPH (flaps retracted). (7) Flaps -- 0° to 40° (below 110 MPH). (8) Airspeed -- 70 to 80 MPH (flaps extended). (9) Stabilizer Trim Control Wheel -- Adjust for glide. NOTE The ability of the airplane to land three-point is dependent upon the stabilizer being adjusted for hands-off trim in the glide. N OR MAL LANDI N G. (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Cowl Flaps -- "OPEN." (2) Wing Flaps - - Retract. (3) Carburetor Heat -- Cold. SECURE AIRCRAFT. (1) Mixture - Idle cut- off. NOTE Do not open throttle as engine stops since this actuates the accelerator pump. (2) All Switches - Off. (3) Brakes -- Set. (4) Control Lock - - Installed. 2-4 r Se etl611-::i In IO f g If l ~' ) !~ /~ OPERAT I NG DETAILS -~ - - =-~ The followi ng para g raphs co v er in some wh at gr e ater detail the items entered as a Check List in Section II. Not eve ry item in the list is discussed he re. On ly those it ems of th e C heck List that require fu r th er e xplanation wi ll be found in this section . PREFLIGHT CHECK. The exter ior in s pec tion described in Sec ti on n is rec ommended for t he fi rs t fli ght of t he day. In sp ectio n procedures for subsequ ent flights n ormally are limited to brief checks of the taU surface hinges, fuel and o il quantity, and security of fuel and oil filler caps. II the airplane has been subjec t ed to long-te r m st o rage, r ecent maj or maintenance, or opera ti on from mar ginal airp orts , a more e xt ens ive exteri or i nspection is rec omme nded. Afte r m aj or mai n tenan ce has been pe r for me d , the flight and tr im co n tro ls shou ld be do ub l e -c hecke d for free an d co rrect moveme nt . The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed and pol ished, it is a good practice to check the external static pressure source holes for stoppage. If the airplane has been exposed to m uch gr oun d han dlin g in a crowd ed han g ar , it sh ou ld be ch ecked for de nts and s cratch es on wing s , fu se la ge , and ta il sur faces , a s well a s dama g e t o n aviga tion and landi ng lights, and radio anlennas. Outside storage for long periods may result in water and obs tructio ns in the air spee d system lines , condensation in fuel tank s , and du s t and dirt on the intake air filter and engine cool ing fins. Op eration from a g ra v el or cin d er fi e ld will require ex tra a tte ntion to p ropelle r tips an d abr as i on on lead ing edg es of the horiz on ta l tai l Stone dam ag e to the outer s ix i nches of the propeller tips can seriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high alti tudes, are subjected to abnormal landing gear abuse. A frequent check of the tires and all components of the landing gear and brakes is important. The interior inspection will vary according to the mission and the 3-1 optional equipment installed. Before high altitude flights, it is important to ch e ck the condition and quantity of oxy g en face masks and hos e s. The oxygen supply system shouW be func tionally checked to insure t hat it is in workin g order. Th e oxygen p re ssu r e ga ge s hould indi ca te bet ween 300 and 1800 ps i, d ep ending upo n t he a nti ci pat ed requir em e nts. Sa t isfactory operation of the pitot tu be and s tall warnin g transmi tter h eating eleme nts is determine d by tur ning on the h ea t er and cau ti ous ly ee li ng t he h ea t of both devices. If night fl y ing is an ti Cipated, all ex t eri o r and interior lights should be checked lor p ro pe r i llumi na ti on. STARTING ENGINE. The use of an e xterna l p ower sourc e is re co mm ende d for sta rtin g i n co ld weather. Be fore c onnecting a ge n erator type exter na l power sour c e it is important that th e master switch be turned on. This will enabl e the battery to absorb transient voltages which might otherwise damage the transistors in the audio amplifier. When using a battery type cart, the master switch should be turned off. Ordinarily the engine s tarts 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. Weak intermittent explOSions followed by puffs of black smoke from the exhaust stack indi cate overprimin g or flooding. Exc e ss fuel can b e cleared from the com bustion chambers by the followin g procedure: Set the mixture control full l e an and th e throttle full op en ; th en crank the engine through se ve r al re voluti ons w ith the st a rt e r. Repe at the s tarti ng proc e dure w ithout any additio nal pr imin g. If t he engine is underprimed (mos t likely in cold weather with a cold engine) it will not fire at an, and additi onal p riming will be necess a ry. As soon a s th e cylinde rs b egi n to fire, open the throttle slightly to keep it rwming. If pro longed crankin g is ne c es s ary, allow th e s ta r t er m ot o r to cool at f requen t i nte r vals, si n ce exce ssi ve heat may da mag e the a rmatur e. TAXIING. Release the parking brake before taxiin g and use th e minimum amount of power necessary to start the air plane moving. Most of the engine warm-up should be done during taxi ing, how e ver, e ngine speed should not exce ed 1600 RPM while the oil is cold. During taXi, and especially when taxiing downwind, the RPM should be held down to prevent excessive taxi sp e eds. In addition to the st ee rable tailwheel, which is preferred whenever practi cal, the rudder and differential braking on the main whe e ls will aid in steering. Th e se aids are li s t ed in the pr efe rred order of use . Also , in crosswinds , it is i m po rt an t that sp eed and us e of b r ake s be he ld to a m i nimum and th at all con trols be utilized to maintain dir e ct i ona l con trol and ba lance . Taxii ng ove r lo ose g ravel or cinders should be done at low engine sp e ed to avoid abrasi on a nd stone dama ge to th e prope ll er tips. The carburetor air heat knob should be pushed fu ll i n dur i ng all g round oper at io ns unle ss he at is ab solute ly necess ary fo r smooth en gi ne opera tion. Wh en the knob is pull ed out to t he he at po siti on, air ente ring the e ngine is not fi lt er e d. Operation of th e turn- a nd-bank in dicator and dir ec tion al gyro a ls o should be ch ecke d dur in g t axi in g . BEFO RE TAKE-OFF. Most of the warm-up will hav e been conducted durin g taxi , and additional warm up befor e take-off should be restricted to the checks outlined in Section II. Since the lengine is closely cowled for effic ient in-flight coolin g, precautions should be tak en to avoid o verheatin g on the g round. Full throttle checks on th e g round are not recommended unless the pilot has good reason to suspect that the engine is not turning up proper ly. Engine run-ups should not be per formed over loose gravel or cinders because of possible stone damage or abrasion to the propeller tips and stabili z er leadin g edge. When take offs mu st be made over a gravel sur face, it is ve ry im po rtant that the thro ttle be a dva n c ed s lo wl y. Thi s allows the airp lan e to s tart ro lli ng be for e hi gh RPM is de ve loped , and the g ra vel w ill be bl own ba ck of the propeller rather th an p ull ed into it. An opera tional che ck of th e ma g net o ignition system is important be for e take-off. An RPM drop on sin g le ig niti on is a natural characteristic of du a l i gn ition de sign in modern en gin es. The pu rp ose of th e m a g n eto check is to de t erm ine th a t all c ylinder s a re fir in g . If a ll c ylinde rs are not firi ng , the engine w ill r un extre m ely r ou gh a n d cause f or in ve s ti ga tion w ill b e qu ite ap pare nt. The amount of RPM drop is not nec essarily si g nificant and will be in fluenced by ambient air temp e rature, humidity , airport altitude, and other factors . An absence of RPM drop may be an indication of faulty g round in g of on e side of the i g nition sys t em or should be cause for sus picion that the magneto timin g has been "bumped-up" and is set in ad vance of the setting specified. Mag ne to checks should be performed on a comparative basis betwe e n indi vidual right and left magneto per formance. The magneto check should be made at 1700 RPM with the propeller in flat pitch as follows: Move the ig nition switch first to "R" pOSition and note RPM. Then move switch back to "BOTH" position to clear the other set of plugs. Then move switch 3-2 3-3 to "L" position and note RPM. The difference between the two magnetos operated si ng ly s ho uld not be more than 50 RP M. If there is a doubt co nc e rn ing th e o perati on of th e ig ni tion s yst e m, RPM che ck s at a higher engine speed will us ually co n fi rm whet h er a defic i e n cy exists . If instrument or night flights are contemplated, a careful check should be made of vacuum pump operation. A suction of 4.5 inches of mercury is desirable for gyro instruments. However, a range of 3.75 to 5.0 inches of mercury is considered acceptable. On aircraft having an optional pictorial gyro horizon and azimuth card d1rectional gyro, a suction gage is not installed . The suction gage is UDD€Cessary since the gyro horizon incorporates two lights used for warning of high or low suction. When neither llght is on, !.he suct i on rate is acceptab l e. A va cuum lights test switch in the system provides a means of testing the light s electrically. T he c o ndit io n of the g ene r a tor is also im por t ant sin ce s ati sfa ct ory operation of all r a di o equ ipm ent an d el e ct ric al · instru me nts is esse n ti a l t o inst r ument flight . The gener at or is checked by noting that the wa rning light is out with the engine speed above 1000 R P M. A simple last-minute recheck of important items should include a glance to see that the m ix ture and propeller pitch knobs are full in, all flight controls have free and correct movement, and the fuel selector val ve h andle is in the " BOTH ON" pOSition. TAKE-OFF. It is impo rtant to check fu ll- thr ott le engine op era ti on ear ly i n th e tak e off run . Any sig ns of rou gh engine op eratio n or s l uggis h en gin e accel e r atio n is good cause for discontinu ing the take-off. Most engine wear occurs from im proper operation before the engine is up to normal operating tempera tures , and operating at high powers and RPM's. For this reason, the use of maximum power for take-off should be limited to that absolutely necessary for safety. Whenever pOSSible, re duce take-off power to normal climb power. Normal take-offs are accomplished with wing flaps up, cowl flaps open, full throttle, and 2600 RPM. Reduce power to 23 inches of manifold pres sure and 2450 RPM as soon as prac tic a l to minimize engine wear. Using 20° win g fla ps redu ces the tot al di stanc e o ve r an ob stacle by app r ox ima t e ly 20 pe r cent. So ft fie ld t ak e- offs a r e p e r for m ed with 20° flaps by lif tin g the ai r plane off the ground as soon as pra c ti c al in a slightly tail-low attitude. Howev e r, the airplane shoul d be leveled off immediately to acce le rate to a safe climb speed. If twenty degrees wing flaps are used for take-Off, they should be l eft down until all obstacles are clear ed. To clear an obstacle with wing flaps 20 degrees, the best angle-of-climb speed (64 MPH) should be used. If no obstructions are ahead, a best "flaps up" rate-of-climb speed (95 M PH) wo uld be most efficient. These spe e ds vary sli g htly with altitude, but they are close enough for average field elevations. Flap deflections of 30° and 40 ° are not recommended for take-off. Take-offs into strong cr o sswinds 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 n ormal , then pulled off ab ru p tly to pr eve nt possible settling back to th e r unway while drifting. When c le a r of the ground , make a coordi nate d turn in to the wind to c or r e ct for drift. AFTER TAKE-OFF. To set up t he a irp l ane in c li m b configuration, adjust power for cli mb and re tract t he wi ng fla ps at a sa fe altitu de and air s peed. The mixture sho uld be full r ich unl e ss t he en gin e is rough du e t o to o ri ch a m ix ture. Power r e duction w ill vary ac cord ing to the require men ts of the tr affic patt er n, surrounding terr ain, gr o ss wei ght , field elevatio n, te mp erat ur e, and e ng in e con di t ion. Ho weve r , a normal " after t ake -o f r' p ower set ting is 23 i n che s of manifold pres sure and 2 450 R PM. CLI M B. A cruisin g c lim b at 23 inches of manif o ld pressu r e, 2450 RPM (ap pr ox im a tely 75 % power) and 100 to 120 MPH is recommended to save tim e and fuel for the overall trip. In addition, this type of climb pro vides better engine cooling, less engine wear, and more passenger comfort due to lower noise level. If it is necessary to climb rapidly to clear mountains or reach favor able winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 95 MPH at s ea level, de creasing unifor mly to 87 MP H at 10, 000 feet. If a n obstruction ahead requires a st eep climb angle, the airplane should be fl ow n at t he be st angle of climb wi th fl a ps up a nd maxim um powe r. T his s pe ed is appr OKimately 70 MPH. CRUISE. Tabu lated c rui s ing infor m ati on for norma l c ru i s ing powe r and alti tudes i s presen t ed in Sec t ion V I. Thes e charts ar e ba s ed on bo th 60 gallo ns a nd 79 gallo ns ( optio na l) of fu el for c ru is e , l e an m ixture , 28 00 pounds gro ss we ight , zero w ind , and no fuel re se rv e. Allowances for warm up, ta ke - off, an d clim b (see figure 6- 3 ), headw ind s , var iat ions i n mix tu re le aning te c hnique, and fu el re se rve should be es tim ated, an d t he en du rance an d range in the charts should be m od ified accordin gly . Since the main advantage of th e air 3-4 3-5 %BHP ALTITUDE TRUE AIRSPEED RANGE (Std. Tonks ) 75 6500 162 695 70 6 5 8000 10,000 160 15 8 735 7 85 plane over ground transportation is speed, you usually will prefer high cruising speeds. However, if a destination is slightly out of reach in one flight at normal cruising speeds, it may save time and money to make the trip non- stop at lower speed. The cruising charts show the long ranges obtainable with lower cruising speeds. Normal cruising is done between 65% and 75 % power. Cruising power of approximately 75% is obtained wi th 23 inches of manifold pressure and 2450 RPM. Various percent po w ers can be obtained wit h a n infinite number of combinations of mani fold pr e ss u res , engine sp eeds, altitude s , and ou tside air tempe ratures. Howeve r, at full th rottl e, a constant engine spe ed and a s ta nd a rd air tem pe r a tu re , a sp e cific po wer ma y be o bta in ed a t o nly e w<"'~';' i.i.t'~WiiiiW::t~h~ i''im''~~~r:i:1W'H1!1i'%'Il%~it:'t~:!il~li:: ~ OPTIMUM CRUISE PERFORMANCE~1~~~~~~~~~~,r~~:WJ@~~- ~j: 7~~i:J: R: ~~:;:;~~ 5 5 5 Figure 3-1. one altitude. For example, at full throttle, 2450 RPM and lean mixture, the speed and range figures for var ious powers and optimum altitudes are shown on figure 3-1. This table shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be main tained at much less power. This means a saving in fuel consumption and engine wear. To ach ie ve level-flight perform ance shown in the crul sing ch arts in Se ction VI, the m ixtur e sh ould be lean ed as follows: pull mixture con t ro l out u ntil e ngine b eco m es rough ; the n en r i ch mix tu re sligh tly bey ond this poi nt . Any ch ange in alt itud e, po we r , or ca r bu ret or he at wi ll r e qui r e a ch an ge i n l ean m ixt ur e set ting. Do not le an mi xture with powe r sett ing above 23 inches of m an if old pressure and 2450 RPM except when engine is rough due to excessive richness. Application of full carburetor heat may enrich the mixture to the point of engine roughness. To avoid thiS, lean the mixture as instructed in the preceding paragraph. The cowl flaps should be adjusted to maintain the cylinder head temper ature near the middle of the normal operating (green arc) range to assure prolonged engine life. For a given throttle setting, select the lowest engine speed in the green arc range that will give smooth en gi ne operation. STALLS. The s tall ch arac teristics a r e co n ven tio nal and aur al war ning is pro vided by a stall wa r n ing h orn w hi ch s ounds b etween 5 an d 10 MPH above th e stall in a ll configu ratio ns. P ower-oil s tall s peeds at maximum g ro ss we ight an d a ft c . g. position a r e pr es en led in figure 6- 2 as cali bra l ed ai r s peed s , sin ce indicat ed airspeeds are inaccurat e n ear stall. SPINS. Intentional sp in s a re pr ohibit ed in this airplane. Sh ould an i nadvertent spin o cc ur; standard light plane r e covery techniques should be em ployed. LE T- DOWN. Let-downs should be initiated suf ficiently before the destination is reached to permit a g radual rate of descent at cruising speed, using just e nough po we r to hold engine tem pe rature in the green arc range. LANDI NG . Landings are simple and conven tional in all respects. Either power off or power-approach type landings can be executed with any flap setting. Although power-off approaches with full flaps are adequately steep, slips are permissible if necessary. Approach speeds should be approxi mately 80 - 90 M PH with flaps up and 70 - 80 MPH with flaps extended. Since the abili ty of the ele va tor to pr odu ce a s tall is de pe n de nt upon the ad justab le s tabilizer being set "NO SE UP, " it is important that th e ai rplane be compl etely trimmed in the approa ch gli de. If the airpl ane fail s to land thr ee p oin t wit h th e c on tro l whee l full y b ack, it is pr ob a bl e tha t the adju s tabl e stabili z er is not adju sted for th e landing cond itio n . For sh o rt fie ld land i ngs, make a power off a p pro ac h at 70 MPH lAS w ith 4 0° flap s a nd land t h ree poin t. I mm ed i at e ly a fter tou chdown, app ly h eav y breaking as re qu ired . For maximum brak e effecti venes s, re t ra ct t he flap s , hold fu ll nose up ele vato r a nd apply m axi mum possi ble brak e pr essu r e w ithout sliding the tires. COLD WEATHER OPERATION. Prior to startin g on cold mornings, 3-6 3-7 it is advisable to pull the propeller throu gh several times by hand to "break loose" or "limber" the oil , thus conservin g battery energy. In extremely cold (O aF and lower) weather th e use of an external pre heater for both the engine and battery is recommended whenever possible to rrouce wear and abuse to the eng in e and the electrical system. Whenever very cold temperatures are antici patro, the oil should be diluted befor e stoppin g the engine if external pre heat is not available. Co ld weather starting wi th pre heat i s no r mal ex cept tha t ca r bu retor bea t shou ld be u se d as neces s ary for smo oth en g ine oper a ti on. Sta l'ting without pr eh e at , pr i me the eng ine 4- 8 strokes while the p ropeller is being iurnro by bar:rl and use car bu retor h eat a s n e ce ssa ry for smooth engi ne opera tio n. Und e r ex tr em e condi ti ons it may even be n ec e ssary to keep t he e ngi ne ru n nin g on the prim e r unt il the en gine wa rm s up Slig htly. During cold weather operati ons , no indic a ti on will be app are nt on the oil te m pe r at u r e ga ge p rior to take-off. If the engin e a ccel er ate s sm o othly and the oil pressure remains n or ma l, th e e ngine should be ready for take off. Rough eng in e ope r a tio n in c old weather can be ca use d by a c om bi nati on of an i nhere n tly le aner mix ture due to the dense air and poor vaporization and distribu tio n of the fuel air mixtur e to the cy linders. The effects of th e se conditions are especially noticeable durin g op e ra tion on one magneto in ground checks where only one spark plu g fires in each cylinder. To operate the engine without a winterization kit in occasional out Side air temperatures from lO aF to 20 aF, the following procedur e is recommended: (1) Use full carbur e tor heat during engine wa r m -up and ground check. (2) Use m in imum carburetor heat re quir ed for smoot h operation in take-O ff , clim b, a nd c ruise. (3) Select rel ative ly high manifold pressure and R PM se tti ngs for op timum mixt ure dist ri bution , and av oid exc essive manual leanin g in cru is in g fli g ht. (4 ) A voi d sudd en thr o ttle move m en ts d urin g gr ound and flig ht op er a tion. Wh en op er a ting in sub-ze ro te m p era tur es, avoid us ing p artial c arbu r et or he at. Parti a l he at ma y rais e the ca r bur etor air tempe rature to the 32 -de g ree to 80-de g ree ran ge Wh e re icin g i s cr iti c al unde r certain at mo s p heric c ondi tion s. For co ntinu ous o peration i n t em p erature s con s is t e ntly be lo w 20 ° F, the Ce ssna winte r i zati on kit and non co nge ali ng o il coole r ava i lable f rom your C essna De aler, s h ou ld be i n stalled to improve engine operati on. O IL DILUTION SYSTEM . If your airplane is equipped wi th an oil dilution system, and very low temperatures are expected, dilut e the oil be fore stopping the en g ine . Determine the dilution time r e quir ed for th e anticipatro tempera tur e, fr om the Oil Dilution Table. With th e en gine operatin g at 1, 000 RPM , hold down the oil dilution switch the ne ces sary time. Fuel will flow into the oil pump at the rat e of 1 quart ev e ry 90 s econds. If more than four quarts of fuel appears necessary to dilute the oil for the antiCipate d tem pera tu re , che ck the oil level bef or e st arting to d ilu te. With a f ull s ump, o nly four quarts may be ad d ed with out ris k of ov er flow and it s attendan t fi re hazard. To m ake roo m for the add i tiona l fuel s ome o il must be drailled before dilution. The total volume of fuel and oil must not ex ceed 16 q uarts. Durin g the d il ution . period, watc h the oil pressure closely. A slight, g radual pressure drop is to be ex pected as the oil is thinned. Stop the eng ine, ho wev er , if any sharp fluctuation in pressur e is observed; it may be caused by an oil screen clog g ed with slud ge washed down by the fuel. NOTE When the dilution system is used for the first tim e ea ch season, the oil should be changed and the oil screens cleaned to re mo ve sludg e a ccumulations wa sh ed down by the f ueL Use the full dilution peri od, drain the o il, c lean the s c ree ns, refill with fresh oil and redilu te as required for the anticipated temperature before the en gine has cooled complete l y. On starting and warm - up afte r di ------------------TEMPERATURE D iluti o n Time ..... Fuel Added O° F -1 0 °F - 20 ° F 1 Y2 min. qt. 3* min. 2Y2 qt. 6 min. 4 q t. NOTE: Maxi mu m fuel and oil In sump for take-off is 13 quarts. Figur e 3-2. 3-8 3-9 !llting the oil, again watch the oil enough to evaporate some of the fuel pressure closely for an indication of and lower the sump level before sludge blocking the screens. If the take-off. otherwise, the sump may full dilution time was used, starting overflow when the airplane is nos ed with a full sump, run the engine long up for climb. C ~~~~- S ee I I.) IO f Sf I I t 1l,;j t'i611t- 4 OPERATING LIMIT AT ION S OPERATIONS AUTHOR ,IZED. Your Cessna, with standard equipment, as certificated under FAA Type Certificate No. 5A6, is approved for day and night operation under VFR. Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain approval for its operation on single engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs. M A NEUVERS - N ORMA L CATEG ORY . The airplane exceeds the requirements for airworthiness of the Civil Air Regulations, Part 3, set forth by the United states Government. Spins and aerobatic maneuvers are not permitted in normal category airplanes in compliance with these regulations. In connection with the foregoing, the following gross weight and flight load factors apply: Maximum Gross Weight. . . . 2800 lbs. Flight Load Factor *Flaps Up . . . . . . . . . +3.8, -1. 52 Flight Load Factor *Flaps Down. . . . . . . . +3.5 *The design load factors are 150% of the above, and, in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA approved markings, placards and check lists in the airplane. If there is any infor mation in this section which contradicts the FAA approved markings, pla cards and check lists, it is to be disregarded. AIRSPEE D LIMITA TI ONS. The following are the certificated calibrated airspeed limits for your Cessna. Never Exceed (Glide or dive, smooth air) .... 192 MPH (red line) Caution Range ............. 160-192 MPH (yellow arc) 3-10 4-1 Maximum Structural Cruising Speed . . . . . . . .160 MPH (Level flight or climb) Normal Operating Range. . . . . .68-160 MPH (green arc) Maximum Speed, Flaps Extended. . . . . . . . 110 MPH Flap Operating Range. . . . . . . 60-110 MPH (white arc) Maneuvering Speed * . . . . . . . . . . . . . 128 MPH *The maximum speed at which abrupt control travel can be used without exceeding the design load factor. ENGINE OPERATION LIMITATIONS. Power and Speed .... . . 230 BHP at 2600 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE Normal Operating Range . Green Arc Do Not Exceed . . .. Red Line OIL PRESSURE GAGE Idling Pressure . . 10 psi (red line) Normal Operating Range. 30-60 psi (green arc) Maximum Pressure. . . . . 100 psi (red line) CARBURETOR AIR TEMPERATURE GAGE (OPT) Under possible icing conditions: Normal Operating Range .5 ° to 20°C (green arc) Cautionary Range. .0 ° to 5 °C (yellow arc) Icing Range . . . . . . . _20 ° to O°C (red arc) MANIFOLD PRESSURE GAGE Normal Operating Range .15-23 in. Hg (green arc) CYLINDER HEAD TEMPERATURE GAGE Normal Operating Range . 300-500 °F (green arc) Do Not Exceed. . . . ..... . . . . 500 ° F (red line) TACHOMETER Normal Operating Range ..... . 2200-2450 RPM (green ar c ) Cautionary Range. . . . . . . . . 2450-2600 R PM Do Not Exceed (Engine rated speed). 2600 RPM (red li ne) FUEL QUA NT ITY INDICATORS Empty. . . . . . . . . . . . . . . . . . . . . . . E (red line) (2.5 gallons each tank unusable in normal flight maneuvers) WEIGHT AND BALANCE. The information presented in this section will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. In figuring your loading problems, be certain that you use the Licensed Empty Weight of your particular airplane as shown on its Weig ht and Balance Data sheet. This sheet , plus an Equipment List , is included with each airplane as it leaves the factory. The FAA requires that any change in the original equipment affecting the empty weight center of g ravity be recorded on a Re pair and Alteration Form FAA-337. READ BEFORE WORKING LOADING PROBL EM FOR YOUR AIRPLANE To figure the weight f or yo ur airplane in th e s ame manner as the sample p r obl e m on page 4 - 6 , proceed as follow s: T ak e the li ce nsed Empty We ig ht and Mom e nt/ lOOO fr om the We ig ht St ep 1. a nd Balanc e Data s hee t, plus any ch anges noted on form s FAA- 33 7, car r ie d in your airp la ne and writ e them dow n in the we ig ht and mo m ent colu mns for your ai rplane in t he m a n ne r s hown in lh e sample pr ob le m. In the weight co lumn add the 22 pou nds of oil to the li c en sed em pt y Ste p 2. wei ght of yo ur airp la ne. In th e mo m e nt col umn s ubtra ct 0. 3 from the li censed mom e nt/ lOOO for yo u r a irplane. Si nc e you usually have a full l oad of oil (12 qts . ) for a hip, the we ight and moment / 1000 of the oil may be a s su med as c o nst a nt for a ll fli g hts. The res ult ing fi gur e s a r e the new adj ust ed e mpt y wei ght and moment which may be considered as no n-v a riables and unless yo ur air plane or equipment is modified , these figures may be used every time you figure your weight a nd balance . Enter these figures opposite line 3 in the Weight and Balance col Step 3. umns for "YOUR AIRPLANE. " Determine the number of gallons of fuel to be carried. Refer to Step 4. the "FUEL" line which is found on the Loading Graph on pa ge 4-6. The line labeled " FUEL" is graduated in 10-gallon increments. To compute the fuel weight; locate a point on the "FUEL" line equal to the number of gallons of fuel on bo ard, then move hori zontally across the graph to the left, and read the weight. To 4-2 4-3 locate the fuel moment/lOOO, move down on a vertical line, from the point on the "FUEL" line, to the bottom of the graph and read th e moment / 1000. Now write down this weight and moment / lOOO for the fuel in the proper Weight and Balance columns for " YOUR AIRPLANE. " Step 5. Find a point equal to the pilot's and copilot's total weight on the left side of the Loading Graph. From this point, proceed hor i zontally along a line on th e graph until you intersect the li ne labeled "PILOT & COPIL OT"; th en drop down from this point along a ver ti ca l line to th e bottom of the graph and read the mo men t / lO OO. Enter the wei ght an d moment for the pilot and c opilot in the p roper columns. NOTE F or a ll p rac tic al p urposes t he pilo t ' s and c opilo t's and ot he r pass enge rs' we ig ht s c an be assum e d t o be 170 p ound s. If gr eate r a c cur a cy is de sire d, the ex act weight of each pe rs on ca n be us ed. Howe ver, f or pr ac ti ca l co ns id e r ati ons , us e 170 po un d s. Ste p 6. To figu re rear s eat passenger s, use th e s ame meth od ou tlined in s t ep 5 but be s ure t o u se the pro p er line o n th e grap h for t he s ea t bei ng fi gured. NOTE No p assen ge r s ar e sh ow n on the s am ple pr o ble m, p ag e 4- 6. step 7. Wh en us ed as a ca r go a i rp la ne, the car go shou ld be lo aded with the c en ter of t he c ar go we i ght about the center of one of th e four . car go areas. If t hi s m ethod i s us ed , use th e lo ading g ra ph on p age 4-6 to d eter min e m ome nt/ IOOO va lue s . E nt er the weight an d m om ent in the proper colu mns oppos ite the c ar go a rea be i ng fi g ur e d. NOT E If it is im pr a ct ic al to locate the c ent e r of a load ne ar the cent e r of a ca rgo are a, you m ay d e ter min e t he station lo ca tion fr om th e Ca bin Sta tio ns Di agra m on page 4 -8 (the station is the sa m e as the c. g. arm ) and multip ly the weight by the arm a nd divide by 1000 t o get the moment / 1000. NOTE The weight and moment of baggage may be determined by the same procedure used for cargo. Add the weight column (under "YOUR AIRPLANE") to find the total step 8. loaded weight of your airplane. This total loaded weight should in clude the airplane adjusted empty weight (includes full oil), fuel, pilot, passengers, baggage and cargo. Also, add the moment column. Refer to the Center of Gravity Moment Envelope. Locate the total step 9. weight on the scale on the left hand side of the graph and, from this point, follow a line horizontally to the right. Locate the total moment / lOaD on the scale running across the bottom of the graph, and, from this point, follow a line vertically up until you intersect the line running horizontally from your total weight. If the point where the two lines intersect is within the envelope, your airplane is loaded within approved limits. If the poi nt of intersection falls outside the envel ope , your load must be adju sted before flight. To avoid time consuming delays in cargo an d/ or passenger shifting, plan your load so that the heavi est ca r go and/ or p as seng er s a re i n the for w ard part of the a ir c raft, a nd the lig hte st tn t he rear. Alw ays p la n to have any va cant space at the rear of the aircraft. For example , do not hav e passengers occu py the rear s eat un l es s the fr ont and cen te r seats are to be occupied. The a rm for a ny locati on in the a ircr aft can be determin ed from the diagram on page 4 -8 (the stati on i s the sa m e as t he c. g . arm ). Multiply the weight of the ob je ct by the arm and div id e by 1 00 0 to get the mo me nt / 1000. 4-4 4-5 SAMPLE LOADING PROBLEM WEIGHT & BALANCE SAMPLE AIRPLANE Weight 1\-1omen t (lbs. ) (lb . - Ins. / 1000) 57.7 22 -0.3 - 1";>< ;;., 57.4 JtiU 17.3 1. Licensed Empty Wei gh t - - - - - - -J= - .LO::f tl I2. Oil (12 qts. Full oi l may be • .,umed tor all fli ghts.) - - - - ~ - -I- _--- -+. 3. TOTAL (empty w eight plus oil) ______ I 4. Fuel (Sta nd ar d - 60 gal. @ 6 l bs. / ga ll on) __ _ Fuel (Long Range - 79 gal. @ 6 l bs . /g allon) _ _ I 170 6. 1 5. Pilot and Cupilot __________ I-- 6. Cent er Passengers (6-place version) _ _ _ _ I I Rear Pass engers IV (6 place ve rsion) ___ _ Rear Pas senge r s V (4 place version ) _ _ _ _ I 7. BaggageV* ........ __________ _ Cargo "A" * _________ ', _ _ _ 100 3.0 I Cargo"B"* _____________ 420 29.4 Cargo "c" • _ _ _ _ _ _ _ _ _ _ _ _ _ 132 13.1 I Car go "D" • ___________ _ B. TOT AL WEIGHT AND MOMENT 2800 126 .3 9. Locate this point ( 2800 at 126.3 ) on the center of g ravit y moment envelope WEIGHT & BALANCE YOUR AIRPL ANE Weight i\'t oment (lbs. ) (lb . -i ns. / 1000) - 22 on pa ge 4-7 , and since this po int falls within th e enve l ope, the loadin g is accep ta ble . • Refer to the scating and cargo arran gomen ts diagram on pa ge 4-7 icr maxim um allowabl e weigh ts in the s e w..rca. s . ::: lt1 i~ADg~AAF~ OO !B !WW.! §\!e. . 400 360 320 280 = 1 240 200 1 60 == ~ H ~ U U W H H ~ ~ ~ LOAD MOMENT/ l00 0 (POUND-INCHES) ~Z "it t;; '"~ :3 ."" '"' 2500 IX: ~ 2400 ~ '"' 2300 '"~ 2200 2800 ~ 2700 Z ;:J g 2600 u e:i<: 2100 e0 2000 <: 3 1900 1800 I±ffl±H ! I±l±t±tt CENTER OF GRAVITY MOMENT ENVELOPE LANDPLANE 1i- ir 90 70 80 60 1+P q m 100 110 120 LOADED AIRCRAFT MOMENT / 1000 (POUND-INCHES) SEATI NG -CA RGO A RRA NGE ME NTS e.G. ARM 3 O· Il,;/,;;,l II 36 36 99· I. II. 36 63 LOADi NG T ABLE: ~1A."(tMUM AL ,LOW ABLE wTS . WT. (LBS) ARM (lr."'S. ) ~ ou (12 qts. ) ............ ... ..... . ...... 22·· ··· .. ····· ·-1 5. 0 Fu.' (GO GaL i-S td. Tank s ....... 360 ............ 48.0 P'u c. l (79 G.t 1. ) - Opt. Tanks ... ····' l 74 .. ..... ··48 . 0 Pil ot <Ii ; 6r Copilot .............. .... . - ...• · •. ······:10.0 CU"C o "A" {S t a tion 10 to 50 }.. ····350 ••... ········ 30. O· C :trJ o "B" (S tation 50 to 90 ) ······1000······ · ···· 70. o· CA rg o "C" (St:::l.ti Ofl 90 to 108) ... . 350 ....... ..... 99. O· Cu' go "0" (S'tUlon 78 to 108)··· · ·350· .. ·· ...... 94. O· ···· 63.0 .. · 94.0 .. 70. 0 .. ·······94. 0 f hO-Nn. Ccnt f! r PM I!U'IlP tEl · ··.· .. ·• .... · ··· · - . ........ R Qa.t P aHMnlfri IV ... · .... .. .... •........... · Rear P;U;lff\fill.(' rB v·· .... ·.. ~I!! v ...... ·· ........ ·.. · ·········350· ·· • :\rms m(:;LSured to «f'l[e r ol eaJ'1rO;U- ~ U 36 70 95 V. III. IV. 4-7 4-6 9 130 RE AR W ALL OF C ARGO AREA AFT DO OR POS T BU1.KHE AD 30" O N FlOO~ 1/ 2" I 29 1/ 2" 34 1/ 2" 31 1/ 2" (A T TO P OF BAGGAGE DOO~ I IO N f lOO~1 I 39" (AT lO W ER WINDOW lINEI 3 5 1{4 " (ON F 00"1 I 40 1/ 4" IA r l OWE~ wl~~g w 15" par londs . CA B IN STA TI ONS ( C. G . A RM S) FR ONT F ACE OF REAR DOOR POST I I I I I I 10J, . CABIN 110 T6;~fl: r ryY'r T or 1T TTr h~ f<7C~ 1r~ LJ I,..!O:r "~~'; .I TIE-DOWN DIAGRAM r~:AA~~' t- C AR~ AR E A' D~ 10 SO 78 90 108 N OTES: ____ _____________ __ ---, 1. Use t he f orwa rd fa ce of l he rear door po st 35 a refer ence pO In t to l ocate C. G. arm s . F or e xa mp l e, a box with its center of we ig ht located 13 inc hes f or war d of the r e ar door po st " .." uld ha ve a C . G. ar m of (6 5.3-13.0 . 52 . 3) 52. 3 in c hes. 2. Max imum allowable floo r lo ading : 2 00 pounds /s q uar e COO l. Howev er. wh en ite ms with s ma ll or sh arp s uppo rt area s are carr ied . the ins talla tion of a 1/ 4" sp ru ce or fir plywood fl oor is hIgh ly reco m mended to prot ect the a ir c raft structu re. l , INTERNAL CABIN DIMENSIONS ... CA BIN HEI GHT ... MEASUREMENTS F. -~--~:P ..[~ ,~ __ 3 41/ 2' I __ L -- --L. __ L... ~../_____ ,"-1 ~ [ I - 24 .. ----1I-- 20" I 28 .. --l 18 .. --1- , NOTE Meas ur e me nts a re ·,,,,ith standard sca t ar ra nge ment. T his uti li ty co n.f l gu rdtio ,l pr nvl de s mll...'C.lm llm c argo a re a ttnd r 'cd ,uc olS the a ir pla ne etnp'Y weigh t for !;reater 28 FLOOR WIDTH MEASUREMENTS • --DOOR OPENING DIMENSIONS- WIDTH (TO P) WIDTH ( BO TTO M) HEIGH T (fRONT ) HElGRT (R EAR) CABlN DO OR BA GGAGE DOOR 32" lSy" " 37 " 15 Y2" -- 41" 22 Y.." 38%" 21" 4-9 4-8 ---------------------------- NOTES --------------------------- cSeetiIJIIl- 5 CARE OF THE If your airplane is to retain that new-plane performance and dependa bility, certain inspection and maintenance requirements must be followed. It is wise to follow a planned schedule of lubrication and preventative main tenance based on the climatic and flying conditions encountered in your locality. Keep in touch with your Cessna Dealer, and take advantage of his knowledge and experience. He knows your aiI: plane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. G RO UN D HANDLING. Proper ground handling will pre vent costly repairs due to c areless methods of moving the airplane about on the ground. When maneuvering the airplane by hand , push at the front spar of the stabilizer adjacent to the fuselage , at the root of the dorsal fin , and at the landing gear or the strut root fittin g. Do not lift the empennage by the tip of the ele vator; likew i se, do not shove side wise on the upper portion of the fin. MOORI NG YOUR AIRPLANE. Proper tie-do wn pr o ce dure is your \Jest precautio n a g ai n st dama ge to your parked airpl ane by gu sty or s tr ong winds. To tie down yo ur air plane securely) proceed as follows: (1) Tie suffiCiently strong rope or chain (700 pounds tensile strength) to the wing tie-down fittings at the upper end of e ach wing strut. (The rin gs retract into the struts; to ex tend th em, press in the exposed ti p of the rin g .) Secure the opposite ends of these ropes or chains to tie-do wn rin g s suitably anchored to th e g round. (2) Tie a rope or chain around the ta il gear sprin g and secure the op posite end to a tie-down ring in the ground. (3) Install surface control locks between the flap and aileron of each wing. (4) Install the controls lock on the control wheel sh aft. (5 ) Install a su r f ac e c ontrol lock over the fin and rudder. STORAGE. The all-metal construction of your 4-10 5-1 Cessna makes outside storage of it practical, although inside storage will increase its life just as it in creases the life of your car. If your airplane must remain inactive for a time, cleanliness is prombly the most important consideration - whether your airplane is inside or out. A small investment in cleanliness will repay you many ti m es , not only in keeping your airp l a ne looking like new but in keeping it new. A later paragraph in this secti on cove r s the subject in greater de tail. Do not neglect the engine wh en stor ing the airplane. Turn the propeller over by hand or have it turned over e ver y f ew da ys to keep the engine bearings, cylinder wa lls and internal parts lub ricate d. If storage is to be for an ex te nde d period, and turning the propeller is impractical , see your Cess n a Dealer for suggestions on pr eS ervi ng the engine. If the airplane is stored ou tSide, le ave the p ropeller in a h oriz ontal posi tion to pr eve nt water s ee page into the hub m echan ism . Filling the fuel tanks wi n he lp pr eve nt cond ensation. Regular use helps ke ep airplanes in good condition. An airplane left standing idle for any great length of tim e is likely to deteriorate more rapidly than if it is flown regularly , and should be carefully checked over before being put back into active service. WINDS HIELD - WI ND OWS. The plastic windshield and windows should be kept clean and waxed at all times. To prevent scratches and crazing, wash them carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud . A soft cloth , chamois or sponge may be used , but only to carry water to the surface. Rinse thoroughly , then dry with a clean, moist chamois. Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge so that it attracts dust particles in the air. Wiping with a moist chamoiS will re move both the dust and this charge. Remove o il and grease with a cloth moistened with kerosene. Never use gasoline , benzine, alcohol, acetone , carbon te tr ac hloride , fire extin guis he r or anti-ice fl ui d , lacquer thi nn er or glas s cl e aner. These materials will soften the plastic and may cause it to cra ze. After re mov ing di r t an d g rease , if th e s ur f ace is not b adly s cr at ched it sh o uld be waxed with a good gr ad e of commerci al wax. Th e wax w ill fill in min or s cratches and he lp pr e ve nt further scratching . Ap ply a thin, even coot of wax and bri ng it to a high polis h by rubbing lightly with a clean, dry , soft flannel cloth. Do not use a power buffer; the heat gene rated by the buffing pad may soften the plastic . Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas covers may scratch the plastic surface. ALUMI N UM SUR FA CES. The clad aluminum surfaces of your Cessna require only a minimum of care to keep them bright and clean. The airplane may be washed with clear water to remove dirt; oil and grease may be removed with gaso line, naphtha, carbon tetrachloride or other non-alkaline solvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning , a nd periodica lly thereafter, waxing with a good auto motive wax will pre s er ve the bright appearan c e an d re tar d corrosion. Regu lar waxing is e spec ially recom mended for air pl an e s ope r ate d in salt wate r areas a s a pr ot e ction against corr os ion . PAINTED SURFACES. The pa inte d ex t erior surfaces of y our new Ce ss na ha ve been fin ish ed with h ig h g ra de materials s e lect ed for t he ir t ough ne s s , e las ticity, and excellent adh esion. Wit h a minimum of c are, they will r e tain their or iginal beauty for many year s. As with any paint applied to a m et al su rfa ce , the deSired qu al ities of the p aint deve l op sl owly th rou g hout a n initial c ur ing perio d whic h m ay be as lon g as 9 0 days after the fini sh is applied. D.l ri ng this cur ing pe r iod some p re Cautio ns sho u ld be t ake n to avoid damaging the fini sh or inter fering with the c ur ing pr oce s s . T he finish sho u ld be cl ea ne d only by washin g wi th c le an wate r and mil d soap, followed by a r i ns e with water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface, during this 90 day curing period. Do not rub or buff the finish and avoid flying through rain, hail or sleet. Once the finish has cured completely, it may be waxed with a good automo tive wax. A heavier coating of wax on the leading edges of the wing's and tail and on the nose cap and propeller s pum er wi ll help reduce the abrasion en counter ed in these a r e as. F lUi ds co nt aining dyes , such as fu el and hy dr aulic oil , aCC ide nta lly s pi ll ed on the painted surfac e, s hould be flush ed a way at on c e to a v oi d a pe rma nent stain. Spi ll ed ba tt ery e lec tr olyt e mus t be flush ed a way at on ce, and the ar ea ne utralize d wit h an alkali s u ch as baking s oda so lu ti on, followed by a thor ough rinse wi th clear water . An automotive paint cl eaner may be used to cle an th e painted surface s . Always was h an d wax you r a irplane in a sha ded area. PROPELLER CARE. P re flight i n spect ion of prope ll er blades f or nicks . a nd wip i ng them o ccasi o nall y wi th a n oily clo th to cl ean off grass a nd bug st ai ns will assu r e lo ng , tr o uble- fr ee service. It is vita l th at s m all ni cks on th e pr o pell e r , pa r ti cular ly ne ar the tip s a nd on the le a ding edge s , are d ressed out as soon as p ossib le s ince these nicks pr oduc e s t re ss conc e n trations , and if ignor ed, may res ult in cr ack s. Nev er use an alkaline cleaner on the blades; remov e grease 5-2 5-3 and dirt with carbon tetrachloride or Stoddard solvent. Your Cessna Dealer should be con sulted about other repair and main tenance work. Civil Air Regulations require that all ma in tenance except dressing small blade nicks, clean ing , minor repairs to the spinner, and lubrication which does not re qui re d isassembly , be done by an F AA - authorized propeller repair station. INTERIOR CARE. The interior of your a ir plane is furnis hed with w ear -resis tant, ha rd surfa ce m ate r ial s design ed f or max im um usa ge with m inimum u pkeep. However , as with any furni shi ng, the mea su re of lasting appearance and enduranc e afforde d by the interior is dependent u pon t he de gree of care . Material s used on the cab in floor an d si dewa lls ar e i mp e rviou s t o a b sorption a nd, th er e for e, are n ot ea sily soil ed or sta ined. Dus t and loose d ir t should be pi cke d u p w ith a v acuu m cleaner. stu bb orn dirt can be wi ped off with a cloth moistened in c lean ·water. Mild soap suds , used sparingly, will remove grease. The soap should be removed with a clean damp cloth. The headliner, instru ment panel, plastic trim and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with kerosene. Volatile solvents, such as mentioned in paragraphs on care of the wind shield, must never be used since they soften and craze the plastic. If your airplane is equipped with de luxe seating, care of these materials is identical to care of the furnishings in your home. Vacuum clean reg ularly to remove dust and loose dirt. Blot up any spilled liquid promptly, with cleansing tissue or rags. Don't pat the spot; press the blotting . ma terial firml y and hold it for several seconds. Continue blotting unti l no more liquid is taken up. Sc rap e off sti cky mate r i al s wit h a dull knife, then s pot-cle an t he area. Oily s po ts may be cl e ane d w ith h ous eh o ld spot removers , us ed s par ingl y. Before us ing any so lvent, read the i nstructions on the contai ner and te st it on an obs cure plac e on t he fab ri c to be cleaned. Nev er sa tur at e the f abric w it h a vo la tile so l vent; it may dam age the padding and ba cking ma t eria ls. S oil ed u ph ol ster y may be cleaned with foam-typ e dete r gent , used ac cordi ng to th e manufacturer's in st ru c tions. To m inimize wetting the fabric, keep the foam as dryas pos sible and remove it with a vacuum cleaner. INSPECT IO N SE RVICE INS PECT IO N PERIODS. With your airplane you will receive an Owner's Service Policy. Coupons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If yw take delivery from ywr Dealer , he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will per mit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 90 days, whichever comes first. This inspection also is per formed by your Dealer for you at no charge. While these important in spections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Civil Air Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the ad ministrator, and performed by a person deSignated by the adminis trator. In addition, 100-hour peri odic inspections made by an "ap_ propriately-rated mechanic" are re quired if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspec tion has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The eomplete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRPLANE FILE. There are miscellaneous data, in formation and licenses that are a part of the airplane file. The follow ing is a check list for that file. In addition, a periodic check should be made of the latest Civil Air Regula tions to insure that all data require ments are met. A. To be displayed in the airplane at all times: (1) Aircraft Airworthiness Certif icate (Form FAA-1362). (2) Aircraft Registration Certifi cate (Form FAA-500A). (3) Airplane Radio Station License (Form FCC-404, if transmitter in stalled). B. To be carried in the airplane at all times: (I) Weight and Balance, and asso ciated papers (latest copy of the Repair and Alteration Form, Form FAA-337, if applicable). (2) Airplane Equipment List. C. To be made available upon re quest: (1) Airplane Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items plus the Owner's Manual and the "Cessna Flight Guide" (Flight Computer) be carried in the airplane at all times. 5-4 5-5 ments and data, owners of exported Most of the items listed are required airplanes should check with their own by the United States Civil Air Regu aviation officials to determine their lations. Since the regulations of individual requirements. other nations may require other docu • LUB RICATI O N AN D SERVICI NG Specific lubrication and servicing information is presented in the Serv icing Diagram (figure 5-1). For quick reference, specifications and quan tities of fuel, oil, etc., are contained in a table on the inside back cover. In additLoh to those items specified in the Servicing Diagram, all pulleys, bellcrank clevis bolts, flap handle, brake pedal pivots, rudder pedal cross bars, door hinges and latches, Bowden controls (with the exception of their friction locking devices), the engine control and cowl flap control rod ends, control wheel shaft universals and any other friction points should be lub ricated every 1000 hours, or oftener, with SAE 20 engine oil. Do not lub ricate friction locks. Ci€nerally, roller chains (aileron, stabilizer wheel and stabilizer actu ator) and control cables collect dust, sand and grit if they are greased or oiled. Except under seacoast conditions, chains and cables should be merely wiped clean occasionally with a dry cloth. SER VI CING DIAGRAM RECOMMENDED FUEL: AVI.ATlON GRADE--80 i 87 MINIMUM GRADE RECOMMENDED ENGINE OIL: AVIATION GRADE--SAE 30 BELOW 40 · F. SAE 50 ABOVE 40 · F. HYDRAULIC FLUID: SPEC. NO. MIL-H-5606 OXYGEN: SPEC. NO. BB-0-925 P<:I':'; 8 .(... . ~ <:o::ll";i;iiO,"" " '~~~~i' .. ..,. SERVICING INTERVALS Symbol denotes servi cing interval. Number withi n symbol refers to item to be se n'i ced. o 0 0 0 o DCHECK OR SERVICE AT SERVICE AT SERVICE AT SERVICE AT SERVICE SERVICE DAILY 25 HOURS 50 HOURS 100 HOURS 500 HOURS AS REQD Figure 5-1 (Sheet 1 of 6). 5-6 5-7 SERV ICING PROCEDURES For convenience, the items below are segregated into servicing intervals; that is, all items which must be checke d or serviced d ai ly are listed , th en items r equi r ing 25 hour ser v ic e are listed, et c. The numbered sy m bol a t e ac h item refers to the item as s hown in the ServiCing Diagram. o DA il Y F UEL TANK FILLERS: Service after eac h flight with 80 /8 7 mIllim UID gr ad e fuel. The capa c ity of e ac h tank is 32. 5 ga ll ons . Wh en op tional lo ng r ang e fu el t a nks a r e in st alle d, the capac ity of e a ch t ank is 42. 0 g allons. OXYGEN CYLINDER AND FILLER VALVE (OPT ): Check oxygen pr ess u re gage for ant i cipated requireme n ts be fore each flight. Whenever pressure drops below 300 psi , use fi lle r v al ve on I'ear cabin wall ab ove utility she lf an d refill cy lin de r with aviator' s breat h ing oxygen (Sp ec . No. BB-O 92. 5) . Maxi m lUl1 pr e ss ure , 18 00 ps i. 18)F UEL STRAIN ER : Drain a pproximately two ounces of fuel be f ore each flig ht an d after re fueling t o rem o ve water and sedime nt. Make su re dr a in valv e is closed a ft er d rai ning. Dis ass e mb le and cle an bowl and screen every 100 hours. When pr eflight check s hows lOW oil le v el , se rvi ce w ith aviation grade engine oil; SAE 30 below 40 °F. and SAE 50 above 40° F. Your Cess na was delivered fr om the factory with straight mineral oil (non-detergent) and should be operated with straight mineral oil for the first 25 hours. The use of mineral oil dur ing the 25-hour break-in period will help seat the piston rings and will result in less oil consumption. After the first 25 hours, either mineral oil or detergent oil may be used. If a detergent oil is used, it must conform to Continental Motors Corporation Specification MHS-24. Your Cessna Dealer can supply an approved brand. Figure 5-1 (Sheet 2 of 6). @OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 9 quarts and fill if an extended flight is planned. The oil ca pacity is 12 quarts (13 quarts capacity if an optional oil filter is installed). o 25 HO U RS ®BATTERY: Check level of electrolyte eve ry 25 hours (or at least ever y 30 days), oftener in hot weather. Maintain level by add in g dis tilled water. DO NOT over fill. Imm edi ately neutralize spilled electrolyte with baking soda solution, the n flu sh wit h wa ter . Keep battery clean and connections ti gh t. Neutrali ze cor r osion deposits with baking soda so lUtion, then rinse thoroughly. @OIL SU MP DRAIN: Eve ry 25 hours , ch an ge engine oi l. Dr a in oil by re m ovin g plu g in oil s um p . Rem ov e l ower cow li n g and pr ovid e pr o tect ion for lower e ng i ne c ompo nents when d ra inin g . (See item 21 fo r s e rvicing interval on a Irc ra ft eq uipped with op tional o il filte r. ) @C ARB URETORAIRFIL TE R: Se rvic e ev e ry 25 ho urs or ofte n er when op e rati ng in d usty co n dit ions. Un der ext rem ely d u st y cond itio ns, daily mai n t enan ce of th e f il ter i s rec om mend ed. Se r vi ce in accor da nce with i nstructi ons on the fi lte r fram e. @ ENGINE OIL SCRE EN: Re move and w as h s cre en (l oc ated on right rear s ide of engine a cces sory se c tion) wi th stoddar d solvent (FecI. Spe c. P - S- 661) wh en ev er engine oil is changed. (On ai r cr aft equipp ed w ith an opti on al oil filte r , the eng ine oil s cr e en has been re moved and repla c ed wit h an ad apter u nit for oil fil trati on. ) 0 50 HOURS IfifjOIL FILTER (OP T) : Change engine oil and replace filt er e lement eve ry 50 hours. Figure 5-1 (Sheet 3 of 6). 5-8 5-9 Oil should be changed at least every four months even though less than 50 hours have accumulated. If the engine is oper ated in extremely dusty areas, in cold climates where sludg ing conditions exist, or where short flights and long idle periods are encounter ed which cause sludging conditions, th e int e rval for changing oil should be reduced from the 50 hour interval outlined above. D 100 H O U RS [IJ TAILWHEEL PIVOT: Lubricate with MIL-G-7711 grease through fitting every 100 11O urs, oftener if more than the usual amount of water, mud, ice or snow is encountered. [I] TAILWHEE L BEARINGS: Lubri ca te wi th MI L- G-7711 grease through fitting ev ery 100 hours, ofte ner if m o re th an th e usual amount of water , mud , ic e or snow is enc ount ere d. [I] GYRO INS TRUMEN T AIR FILTERS ( OPT): R ep lace e ver y 1 00 h our s and when er r atic or sluggish re sp on ses are no ted w it h nor m a l su ctio n ga ge re ad in gs . I}] FU EL TANK SU MP DRAINS: E very 100 ho u rs, r emo ve drain pl ugs, drain off wat e r and s e dim ent, and r ein s tall plugs. Saf ety wi r e plu gs t o ad ja ce nt sa f ety s c re ws. ~FU EL LINE DRAIN P LUG: E very 100 ho urs, remov e dr a in plug , drain off wa te r and s edim ent a nd r eins ta ll plug. Safety w ir e plu g to adja cent fusela ge st r u cture. 11 41BRAKE MA STER CYLINDERS: Ev ery 100 h ours, c he ck fluid l evel in br ake master cylinders. F ill w ith M IL -H-5 606 hydraulic flu id. ~V ACUUM SYSTEM OIL SEP ARATOR (O PT ): Every 100 hours, remove separator and flush with Stoddard Figure 5-1 (Sheet 4 of 6). 5-10 solvent (Fed. Spec. P-S-661), then dry with compressed air and reinstall. ~ SUCTION RELIEF VALVE INLET SCREEN (OPT): Every 100 hours, check inlet screen for dirt or obstructions. Remove screen and clean with compressed air or wash with Stoddard solvent (Fed. Spec. P-S-661). o 50 0 HOU RS 10ADJUSTABLE STABILIZER JA CKSCREWS: Every 500 hours, disconnect rubb er boot, grease actuator threads with MIL-G-7711 gre a se and r e install boot. Op er ate stabilizer system through several cyc les to ins ure proper operation. I ~ 12 MAIN WHE E L BEARINGS: Rep ack with MIL-G - 77 11 or a good g rade of wheel b ea r ing grease at fir s t 100 hour s , 500 hours thereafter; oftener if m o re than usua l amount of wat e r, mud , ice or snow is en count e re d. D AS REQU IRED &rAILWHE E L TIRE: Maint a i n pressure of 55 psi to 65 psi maximum (2300 lbs to 28001bs normal o pera ti ng loads). Remove o il and grease from tir e with soap and wat er ; periodical l y ins p ect for cut s, b rui ses a nd wear. :&GROUND SERVICE RE CE PTAC LE (OPT): Conn ect to 12-v o lt, DC, n egativ e-gr ou nd power unit for c old w ea ther star ti ng and l engthy gr ound m ai nte nance of th e e lec trical syste m. Rev i ew Secti on III, par agr ap h "STAR TI NG ENGINE " for positi on of m as te r switch Wh e n usi ng va r i ous external po we r sources. I&MAIN WH EEL TIRES: Maintain pressure of 28 psi in sta nd ard 6. 00x6 ti res and 23 Figure 5-1 (Sheet 5 of 6). 5-11 pSI In optional 8. OO x6 tires. Remove oil and grease from tires with soap and water; periodica lly inspect them for cuts , bruises and wear. ~ R OP ELLE R:The McCa ule y propeller mechanism is sealed and does not re qui re lubrication between overhauls. The military specifications listed are not mandatory, but a re intended as guides in choosing satisfactory mater i als . Produ cts of most r e putable manufacturers meet or ex ceed these specifications. Figure 5 -1 (S heet 6 of 6). --------... OWNER FOLLOW-UP SYSTEM~ Yrur C essn a Dea l er has an owner follow -up sy s tem t o notify you when he r ec eives infor ma tion tha t applie s to yo ur C essna. In ad dition, if you wish, you may choose to rec ei ve si mila r no tifi ca tion di r ec tly fr om th e C essna Se rvice Depa rtm ent. A sub s c ri ption car d is s u pplied in yo ur ai r plane file for your u se, should you cho ose to re qu es t t his servi ce. Your Ce ss na Dea le r will be glad to supply you with detail s c oncerni ng t hese foll ow - up pr o g ra ms, and stand s ready thr ough his Se rvic e Depart ment to su pply you with fast, efficie n t., low cost s e rvic e. CSeet'tcue-fi I 'l ID t E If [T 1 };/~l. -A.. _ _ ~ - __ OPERATIONAL DATA . ~ - Th e operation a l dat.a cha rts on th e following pages are pre sen ted for tw o pu rposes; fir st, so that you may kn ow w ha t to expe ct from your air plane under va r ious conditions, and second, to enable you t o plan your (llgh ts in detail and with reasonable accuracy. A power setting s elected from the range charts usually will be more effi Cient than a random setting, since it will permit you to estimate your fuel consumption more accurately. You will find thal using t.he charts and your Power Computer will pay dividends in overall efficiency. The data in the charts has been compiled from actual flight tests with the airplane and engine in good condition and using average piloting tech niques. Note also that the range charts make no allowances for wind, nav igational errors, warm-up, take-off, climb, etc. You musl estimate these variables fo r yourse lf and make allowances accordingly. AIRSPEED CORRECTION TABLE I LANDPLANE ) F LAPS UP l AS C AS 60 68 80 82 1 00 100 120 118 140 13 6 160 155 180 175 * FL APS DOWN l AS CAS 40 56 50 61 60 67 70 74 80 8:& 90 91 100 101 110 1 11 * M AXIM U M F LA P SP EED 110 MPH. CAS Figure 6-1. 5-12 6-1 r ~ z c ~ ): zm '" ." l ~ -a VI ~ 0 0 "T1 I ~ -a VI ...., °0 'T'I I ~ -a VI c -a C"') Q :z :::!! G') c: ,.,~ :::!Q :z ~1;;;~ ~i II;;,:' (I) -I l> r- r." m m c (I) '1J '" ,. VI CO VI ~ 0 U"I ~~ rrI rrI ~ m - - - C ,. ~ ~ ." :z:: ... n,. '" 0 0 - 0 -- - 0 ""'"- ~~ :z G') r "" Q '1J 0 IE 111 ): z c ;:! ~ zm 0 0 - CO ...., 0 ""'" - CO W ""'" U"I - ~ ...., ~~;;: C' ~ o· :z r=-= I ~~ ~ . - " ;:0 0 ." ." r""" tw' fjj I LANDPLANE TA KE-O FF DATA LANDPLANE I TAKE-OFF DISTANCE WITH 20 0 FlAPS FROM HARD SURFACE RUNWAY I GROSS AT SEA LEVEL & 59 0 F AT 2500 FT & 50 ' F AT 5000 FT & 41 " F AT 7500 FT & 32 ' F lAS HEAD WEIGHT @ WIND GROUND TOT AL GRO UN D TO TAL GROUND TOTA L GROUND TOTAL POUNDS 50 FT KNOTS RUN TO CLEAR RUN TO C Af{ RUN TO CLE AR RUN TO CLEAR 50 FT OBS 50 FT OBS 50 FT O BS 50 FT OBS 2000 52 a 295 655 350 74 5 415 855 505 100 5 10 190 475 225 545 275 63 0 340 750 20 105 315 130 370 160 4 35 205 525 2400 57 0 440 895 525 1040 630 1215 165 1465 10 295 665 355 775 435 920 535 1120 20 175 460 215 545 270 655 340 810 2800 61 0 625 1205 750 14 25 9 00 1700 1100 2110 10 430 915 525 1085 635 131 0 790 1645 20 270 650 335 785 420 965 5:1 0 1230 NOTE: Increas e distanc e 10% (or each 25 0 F above s tandard t emper at ur e l or p arti cular altitude. LANDPlANE MAX I MUM RATE-OF-CLIMB DATA LANDPlANE I I AT SEA LEVEL & 59 ' F AT 5000 FT & 41 °F GROSS AT 10 , 000 FT & 23 " F AT 15, 000 F T & 5 ' F AT 20, 000 FT & -12 Co F WEIGHT lAS RATE GAL. lAS RATE FR OM l AS RATE 'F ROM [ AS RA TE FRO M l AS RATE FROM POUl\T[)S MPH OF OF MPH OF ~ MPH 0 S. L. MPH OF S. L. MP H OF S. L. , CL IMB FUEL CLIMB FUEL CL L\!B FUEL cLnvrn FU E L CLIMB FiiEL I FT ! MIN. USED FT / MlN. USED F T / MIN. US ED Pr/MIN. USED FT/ MIN. USED 2000 9 1 I 1765 1. 5 87 1450 2.6 82 1125 3 .9 76 805 5.4 72 480 7 .6 2400 93 1380 1.5 89 1105 2.9 85 825 4. 6 79 550 6 .8 75 270 10 .5 2800 95 1090 1.5 91 840 3. 4 87 590 5. 6 82 335 8.9 78 80 16 .9 I NOTES: 1. Full thr o ttle, 2600 RPM, rial'S up, mixtur e leaned for s mooth ope rati on aho l'e 5000 ft. 2. Fu e l us ed includes warm-up and tak e - off allowan c e. '"W Figu re 6 -3. I U ISE PER R M ANCE CRUISE PER LEAN M IXTURE LEAN MIXTURE Standa rd Cond i tio n s ~ Zero Wind ~ Gros s W e igh t - 280 0 Pound s Standard Conditions ~ Zero Wind .~ Gross Weight- 2800 Pounds RANGE ENDR . RANGE RPM MILl'S HOURS MILES % I GALl RAN GE ENDR. RANGE RPM I MP I BHP HOUR MILES HOURS MILES 25 0 0 FEET 7500 FEET 2450 I 23 76 14.2 158 4 . 2 670 5.6 88 5 22 72 13.4 154 4.5 690 5.9 910 21 68 12. 7 15 1 4.7 715 6.2 940 20 63 12. 0 148 5. 0 730 6. 6 965 2300 I 23 71 13. 1 10 4 4. 6 700 6 .0 9 25 22 67 12. 2 149 4.9 740 6 .5 970 21 62 11.5 145 5.2 760 8. 9 1005 20 59 11. a 14 2 5. 5 775 7. 2 1020 2450 I 21 71 13. 1 161 4.6 730 6.0 960 20 67 12.4 157 4.8 760 6.4 1005 19 62 11. 7 152 5. 1 780 6.8 1025 18 58 11. 0 147 5.5 805 7.2 1055 2300 I 21 66 12.2 156 4.9 760 6.5 1005 20 62 11.6 151 5.2 780 6.8 1025 19 58 11. 0 147 5.5 800 7.2 1050 18 54 10.5 142 5.7 810 7.5 1065 2200 I 23 67 12. 1 1 49 5.0 22 (i ~ 11. 4 1 46 5. 3 21 20 2200 I 21 62 11. 4 152 5.3 805 6.9 1055 58 10.7 148 5.6 830 7.4 1090 1105 1130 2450 I 23 78 1 4.5 163 4. 1 67 0 5 .4 885 10,000 FEET 22 73 13 .6 159 4. 4 700 5. 8 925 2450 19 63 11.9 156 5.0 785 6.6 1035 21 70 13.0 156 4. 6 720 6. 1 950 18 60 11. 2 152 5.3 810 7.1 1065 20 65 12. 2 151 4.9 750 6. 5 985 17 55 10.6 146 5.7 830 7.5 1090 2300 I 23 73 13.4 158 4.5 710 5.9 930 16 51 10.0 141 6.0 840 7.9 1105 22 69 12.6 155 4. 7 730 6.3 965 2300 19 60 11. 1 152 5.4 820 7.1 1080 21 64 11. 9 15 1 5.0 760 6.6 1005 18 56 10.5 147 5.7 840 I 7.5 1105 20 60 11.2 146 5.4 785 7. 1 1035 fl. 7 I 51 9.8 141 6.1 860 8. 1 1130 2200 I 23 68 12.4 15 5 4.8 750 6.4 985 16 47 9.2 134 6.5 870 8.6 1145 2200 19 l - 64 11. 7 151 5. 1 775 6.8 1020 56 10.4 148 5.7 850 7.6 1120 60 11. 0 146 5.5 800 7.2 1050 18 52 9.8 I 142 6.1 875 8. 1 1155 , n 'n n ° ,o0 C 0 880 8.5 1160 895 9.1 1175 Figure 6-4 (Sheet 1 of 3). Figure 6-4 (Sheet 2 of 3). 6-4 6-5 ~I ~~ 00 C'I ~ M «rz:I .., ~c3 f-< ~ I ~ f-<O 0 rz:I f-< It') ~ ~~ 0 0 It') ~~ t ~~ ~ ~~~0 "" "".., btlt: f-< f-<~~ rz:I rz:I ~ 8 ~~ 0 ~~ It') ~o @ "IX: ~ ~~gs 0 0 rz:I O It') ~~f-< .., u~ f-< f-<oo rz:I f-<It') rz:I ~ §~ 0 0 It') ~t C'I @ ,,~ ~ IX: 00 0 0> ~«~ It') rz:IO .., f-<~ o uf-< I ~ f-<O~ rz:I ~ L f-<~ ~ ~~ « rz:I ~~ ~o 00 @ "IX: :x: Si ~~g; p" .... ;:E p" « ~f-<OO oe~ IX: .... ~ "rz:lO ~p" It') '"<0 "" 0 t- It') It') M It') "" 0 ""It') It') """""" It') 0 It') It') <0 M "" ~ 0 co "" 0 t 0 0 co oN I I ~ ""en., '"iii....en :a bD <:: :a ij ..... ., '".g &l bil <:: ~....0 > ~., -'" "0 ij ..: '0 ...., ~ 0 "" "0 <:: .[; 0 ....,N § "0 • .,'g I-@ I gj . .0 ~ ., ~ a .,-'" ~2 o 0 ~~ Ul"" "' -'" U c:J <:: 01 .r; ., .~ s... 0.£ W f-< 0 z I LEAN MIXTURE Standard Condit i ons ~ Zero Wind ~ Gross Weight - 2800 Pounds RANGE ENOR. RANGE RPM Mil Fo; HOURS MILES 15 , 000 FEE T 24 50 I 16 I 54 1 10 . 4 150 5.8 86 5 7 .6 1135 15 50 9.8 142 6. 1 875 8.1 11 55 14 46 9 .2 1 35 6 .5 88 0 8.6 U 60 23 00 I 6 50 9.6 14 3 6. 2 890 8.2 117 0 5 47 9 .1 1 36 6. 6 900 8. 7 11 85 4 42 8. 5 127 7.1 900 9 . 3 1185 2 20 0 I 6 47 9. 1 1 38 6.6 91 0 8. 7 1200 15 44 8.6 130 7.0 91 0 9.2 1200 4 40 8 .0 120 7.5 905 9. 9 11 90 20,000 FEET 2450 I 13 44 9. 0 133 6. 7 895 8.8 117 5 12 40 8. 3 122 7.2 875 9.5 11 55 2300 , 13 42 8 . 4 126 7 . 1 9 05 9 .4 1190 12 38 7 . 7 113 7.8 875 10. 3 11 55 2200 I 13 39 7 .8 11 8 7. 7 905 10. 1 1190 12 35 7.2 103 8. 3 865 11. 0 1135 Fi gu re 6-4 (Sh ee t 3 of 3). I I n Z W :::> CII: .J 0 U m w < « u. CII: I- :::> I I W 0 VI CII: U <J::: « z 0 Z I- VI < 0.. ..... U) u. 0 -C 0 ~ C) J::: .... Z - ~ C W Z u Z .... < « VI 0 .J (!) UIL to I to Q) lot ::l bJl t;:; 111 11 ti - G 6-7 NOTES CSeetiIJ"- 7 OPTIONAL SY ST E M S This section contains a description, operating procedures, and per [ormance data (when applicable) for some of the optional equipment which may be installed in your 180. Own er's Manual Supplements are pro vided to cover operation of other opti on al equipme nt systems wh en i ns t all ed i n your airplane. Contact your Cessna Dealer for a complete list of ava i la bl e 180 Optional Equipment. RADIO SELECTOR SWITCHES RA DIO SELECTOR SWITCH OPERATION. Operation of the r a di o equipment is nor mal as covered in the respec tive radio manuals. Wh en more than one radi o is insta lled, an au dio switch ing system is necessary. The ope r a tion of this s wit c hing system is de scribed below. TRANSMITTER SE LECT O R SW ITC H. The transmitter selector switch has two positions. When two trans mitters are installed, it is necessary to switch the microphone to the radio unit the pilot desires to use for transmission. This is accomplished by placing the transmitter selector switch in the position corr,esponding to the radio unit which is to be used. As illustrate d i n figure 7 -1, the transmitter selector switch may be labeled 1, 2, 3 or 4, de pending upon the position of the radio units on the instrument panel. SPEA KE R - PHO NE SW ITCHES. The speaker-phone switches determine whether the output of the re ceiver in use is fed to the headphones or through the audio amplifier to the speaker. Place the switch for the desired receiving system either in the up position for speaker operation or in the down position for headphones. 6-8 7-1 , RADIO SELECTOR SWITCH ES 1T R ANSMI TT ER SE LE CT OR SWIT CH ---'7 ,-- - 1"------5.0--- - --...· (, 2 3 .. ·'1 ®®®®\. I PHONES I ) '- »/ ............... E XAMP LE: SPEAKER- PHONE SWITCHES ( NUlImE RED NUM BERED " TRANS" SWl'rCH ES CONT ROL SP EAKE R- P HO NE SWITCH PC6 ITI ON ( I, FUNCTION OF EQUIPMENT TN CORR ES 2.3, 4) CO RRES PONDS P ONDING NUM BE HED RADlO PC6rn O NS TO NUM BE RED TRANS ON 1I'5TRUMENT P ANEL ). MI TI ER • WHEN DU AL ONN! AND AU TO PIL OT EQUIPMENT ARE INSTAL LE D. SP E AKER - P HO NE SWITCH. WI L L BE LA BE LED "AUT OP I LOT O Il.IN!, " Fi gu re 7-1. AUTOPILOT -OMNI SWITCH. Wh en a Na v- O-Mati c autopilot is i ns t a ll ed with two com p atible omni receiv er s, a n autopilot- om ni switch is i n stalled in s p e ake r -p hone switch positi on No. 4. This switc h selects th e omn i re ce ive r to be used for the omni course sensing function of th e auto pil ot . Th e up position selects the upp e r omni receiver in the radio panel st ack and th e down position selects the lower omni receiver. OX YG EN OXYGEN SYSTEM. The oxygen syst em in your airplane , supplying oxygen through five indi vidual outlets, is completely aut.o matico It requires no manual r egu lation for c hange of altitude or flow shut- off when the system is not in use . The system consists of a n oxygen cylinder , filler valve, pressure gage , pressure regulator, outlet couplings , and five disposable oxygen face masks, complete with vinyl plastic hoses and flow indicators. The face masks and hoses are stored in a plastic bag, normally stowed on the utility shelf when not in use. The oxygen cylinder and shut- off valve are located aft of the bagga g e compartment. Oxygen, under high pr e ssure , flows from the cylinder to an automatic pressure regulator which supplies filtered , low pres sure oxygen to five individual out lets. The outlets , regulator , and a pressure gage that indicates oxygen cylinder pressure, are located in the overhead console panel. Wh en the oxygen mask hoses are plugged in to the quick-disconnect outlet coup lings, a continuous flow of oxygen is supplied to each face mask. A flow indicator in each mask supply line shows if oxygen is flowing. IMPORTANT Permit no smokin g when using SYSTE M -I oxygen. Oil, grease, soap, and oth e r fatty materials in contact with oxygen constitute a serious fire hazard. Be sur e hands and c lothing are oil-fr ee before han dlin g o.x)'gen equipment. OX YG EN SYSTEM O PER ATION. Prior to flight, check to be sure that there is an adequate oxygen sup ply for the trip , by noting the oxygen pressure gage reading. Ref er to the Oxygen Duration Chart (figure 7-3) . See t h at the plastiC ba g containing the face masks and hoses is acces Sible , and that the masks and hoses are in good condition. To use the oxygen system, proceed as follows: (1) Select mask and hose from plastic mg. (2) If mask is not connected to hose , attach by inserting plastic tube on mask into rubber hose connector on delivery hose . (3) Attach mask to face. (4) Select oxygen outlet coupling in overhead console panel and plug deliv e ry hose into it. Oxygen will flow contiIruously at the proper rate of flow for any altitude without any manual adjustments. (5) Check the flow indicator in the face mask hose. Oxygen is flowing if the red indicator compresses its return spring. 7-2 7-3 • COD E -------, 1.-' /'1':1 HIGH PRESSURE OXYGEN OXYGEN SYST EM c:=:J LOW PRESSURE OXYGEN !E: CONTINU OUS F LOW C OUPLI NG SCHEMATIC aE{] FLOW INDICATOR RED INDICATOR (SPRING EXTE NDED WHEN OXYGEN IS NOT FLOWING) SHUT-OFF VA LVE (ACCESSIBLE BEHIND BAGGAGE CO MP ART MEN T WALL) FI L LER VAL VE . 0 16" DlA. O RIfICES (P ASSE NGE RS) PA"i~G!R:d]FACE MASKS • ~ .023 " DlA . ORIfICE (PILOT ONLY) TO PILOT'S --...::::u-- • FAC E MASK ~. TO PA SSENGER ' S FACE MASK RED INDICATOR (SPRING COMPRESSED WHE N OXYGEN IS fLOWING) Figure 7-2. -on ~ I w DC :::) on on w DC A- w ~ c( ~ NOTE The le ft co nsole outlet (labeled " PILOT") meters approximate ly twic e the volum e of oxygen met ered by the other outlets. (6) Unplug the delivery hose from the overhead console when discontin uing use of the oxygen system. This automatically stops the flow of oxygen, 1800 - r-- ' J II I I / / , !l! t~ rI// V 1/ / / '/ 1500 V ~ .~~ .. / A 0 ' ",,'" q,iJ'l / Y ~ '94tt~ / / I II/ .It I,};! ~ / bII 'j f) L o~'L 1000 III VI // /...l'/ (/1/ VI/I / ~ 1'111 VI / /!V CODE lA 'II // :/ / 7111 'IIX 500 // ~o/~ 1200~ !!/Iii '// // ~ V -J 1~F' OXYGEN SYSTEM DURATION CHART 0' I 0 1 2 3 4 S 6 7 OXYGEN DURA TlON - (HOURS) Fi gure 7-3, OXYG EN SYSTEM SERV ICIN G. The oxygen cylinder, when fully charged, contains 48 cubic feet of oxygen, under a pressure of 1800 psi at 70°F. It shruld be refilled, when ever .the oxygen pressure gage ilXli cates less than 300 psi , with aviators' breathing oxygen (Fed, Spec. No. BB-O-925, or equivalent), For serviCing convenience, a filler valve 7- 4 7-5 is readily accessible at the rear of the cabin. IMPORTANT Oil, grease, or other lubricants in contact with oxygen create a seriws fire hazard, and sucr. con tact must be avoided. Only a thread compound approved under MIL-T-5542 can be used safely on oxygen systems. Apply only to the first three threads of male fittings to prevent thread seizure. The face masks used with the oxy gen system are the partial-rebreath ing, disposable type. The masks are durable and the frequent user can mark his mask for identification and reuse it many times. Additional masks and hoses are available from your Cessna Dealer. ALPHAB E T IC AL INDEX A Mter Landing, 2-4 Mter Take-Off, 3-5 Air Heat Knob, Carburetor, 1-2 Airplane File, 5-5 Airplane Mooring, 5-1 Airspeed Correction Table, 6-1 Airspeed Limitations, 4-1 Aluminum Surfaces, 5-2 Ammeter, 1-6 Authorized Operations, 4-1 B Baggage, Weight, inSide cover page Battery, 1-6 solenoid, 1- 6 Beacon, Rotating, 1- 5 Before Entering Airplane, 2-1 Before Landing, 2-4 Before Starting Engine, 2-1 Before Take- Off, 2- 2, 3- 3 c Cabin Door, Removable, 1-7 Cabin Heating and Ventilating System , 1-7 Cabin Ventilators, 1-7 Capacity, Fuel, inside cover page Capacity , Oil, inside Cover page Carburetor, 1-3 Carburetor Air Heat Knob, 1-2 Care, interior, 5-4 propeller, 5 - 3 Cargo - Seatin g Arrangement, 4-7 Center of Gravity Moment Envelope, 4-7 Check, Preflight, 3-1 Check Valve, Fuel, 1-3 Circuit Breakers, 1-5, 1-6 Climb, 2-3, 3-5 data, 6-3 maximum performance , 2-3 normal, 2-3 Cold Weather Operation, 3-7 Controls , Engine, 1-1 Co rrection Table , Air s peed , 6-1 Cowl Flaps, 1-2 Cruis e P e rformance, 6-4, 6-5, 6-6 optimum, 3-6 Cruising, 2-3, 3-5 o Data, climb, 6-3 fuel quantity , 1- 4 landing, 6-7 take-off, 6-3 Diagram, cabin stations, 4-8 electrical, 1- 6 exterior inspection , 1-8 fuel, 1-3 seating- cargo arrangement, 4-7 servicing , 5-7 Index-l 7-6 Dimensions, internal cabin, 4- 9 principal, iv Door, Removable Cabin, 1-7 Dr ain Knob, Fuel Strainer, 1-3,1-4 Drain Plug, Fuel Line, 1-3 Drain Plugs, Fuel Tank Sump, 1-3 E Electrical System, 1- 5 ammeter, 1-6 battery, 1-6 battery solenoid, 1-6 circuit breakers, 1-5, 1-6 external power receptacle, 1-5 generator, 1-5 generator warning light, 1-5,1-6 ig-nition switch, 1- 2, 1- 6 magnetos, 1- 6 master switch, 1-6 power distribution diagram, 1-6 starter, 1-6 starter solenoid , 1-6 voltage regulator, 1- 6 Empty Weight , inside cov er page Engine, inside cover p age before sta rt ing , 2-1 controls , 1-1 instrument markings, 4-2 operation limitations, 4-2 primer, 1-3 starting, 2-1, 3- 2 Exterior Inspection Diagram, 1- 8 F File, Airplane, 5-5 Fuel System, 1-2 capacity, inside cover page Index-2 carburetor, 1-3 check valve, 1-3 line drain plug, 1-3 primer, 1-3 quantity data, 1-4 quantity indicators, 1-3,1-4,4-2 quantity transmitters, 1-3 schematic, 1-3 selector valve, 1-2, 1-3 strainer,