Cessna 180K POH

Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.0° and a high pitch setting of 29.4° (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Total Capacity: 88 gallons. Total Capacity Each Tank: 44 gallons. Total Usable: 84 gallons. 1 October 1978 1 October 1978 1-3 SECTION 1 GENERAL CESSNA MODEL 180K CESSNA MODEL 180K SECTION 1 GENERAL DIL NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT posi- tion. Dil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24 (and all revisions thereto), Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity for Temperature Range: SAE 50 above 4°C (40°F). SAE 10W30 or SAE 30 below 4°C (40°F). STANDARD AIRPLANE WEIGHTS Standard Empty Weight, 180 Skywagon: 1643 lbs. 180 Skywagon II: 1694 lbs. Maximum Useful Load, 180 Skywagon: 1167 lbs. 180 Skywagon II: 1116 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 16.1 lbs./sq. ft. Power Loading: 12.2 lbs./hp. NOTE Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts. Total: 13 Quarts (if oil filter installed). MAXIMUM CERTIFICATED WEIGHTS Ramp: 2810 lbs. Takeoff: 2800 lbs. Landing: 2800 lbs. Neight in Baggage Compartment: Baggage Area 1 - Station 82 to 108: 120 lbs. Baggage Area 2 - Station 108 to 140: 50 lbs. し SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS A V. FE Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. 1 October 1978 1 October 1978 1-5 SECTION 1 GENERAL VNO VNE VS VSo VY CESSNA MODEL 180K Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. CESSNA MODEL 180K AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g SECTION 1 GENERAL Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configura- tion. g is acceleration due to gravity. METEOROLOGICAL TERMINOLOGY ОАТ Standard Tempera- ture Pressure Altitude Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by. 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C.G.) Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. 1-6 1 October 1978 1 October 1978 1-7 SECTION 1 GENERAL CESSNA MODEL 180K CESSNA MODEL 180K SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. TABLE OF CONTENTS Introduction Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits Center Of Gravity Limits Maneuver Limits Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Other Limitations Flap Limitations Placards Page 2-3 2-4 2-4 2-5 2-5 2-6 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 1-8 1 October 1978 1 October 1978 2-1/(2-2 blank) CESSNA MODEL 180K INTRODUCTION SECTION 2 LIMITATIONS Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 5A6 as Cessna Model No. 180K. 2-3 1 October 1978 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 180K CESSNA MODEL 180K Airspeed limitations and their operational significance are shown in figure 2-1. MARKING KIAS VALUE OR RANGE White Arc 49 - 90 SPEED KCAS KIAS REMARKS i Green Arc 55 - VNE Never Exceed Speed 164 169 Do not exceed this speed in any operation. VNO Maximum Structural 136 139 Cruising Speed Do not exceed this speed except in smooth air, and Yellow Arc 139 169 then only with caution. VA Maneuvering Speed: Red Line 2800 Pounds 107 109 2350 Pounds 98 100 1900 Pounds 88 90 Do not make full or abrupt control movements above this speed. VFE Maximum Flap Extended Speed: 10° Flaps 119 120 Do not exceed these speeds 20° 40° Flaps 91 90 with the given flap settings. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 C C 169 SECTION 2 LIMITATIONS 139 SIGNIFICANCE Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Operations must be conducted with caution and only in smooth air. Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: O-470-U. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 230 BHP. Maximum Engine Speed: 2400 RPM. Maximum Cylinder Head Temperature: 460°F (238°C). Maximum Oil Temperature: 240°F (116°C). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: C2A34C204/90DCB-8. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 15.0°. High: 29.4°. POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. 1 October 1978 1 October 1978 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 180K CESSNA MODEL 180K RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM LIMIT Tachometer NORMAL OPERATING 2100 - 2400 RPM CAUTION RANGE MAXIMUM LIMIT 2400 RPM Manifold Pressure Oil Temperature Cylinder Head Temperature 15-23 in. Hg 100° - 240°F 240°F 200° - 460°F 460°F Oil Pressure 10 psi 30-60 psi 100 psi Carburetor Air -15° to 5ºC Temperature Suction 4.5 5.4 in. Hg. Fuel Quantity E (4.0 Gal. Unusable Each Tank) Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Ramp Weight: 2810 lbs. Maximum Takeoff Weight: 2800 lbs. i Maximum Landing Weight: 2800 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 - Station 82 to 108: 120 lbs. Baggage Area 2 - Station 108 to 140: 50 lbs. 2-6 NOTE Refer to Section 6 of this handbook for loading arrange- ments with one or more seats removed for cargo accommo- dation. } SECTION 2 LIMITATIONS CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33.5 inches aft of datum at 2100 lbs. or less, with straight line variation to 38.5 inches aft of datum at 2800 lbs. Aft: 47.0 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. Sideslips should be avoided with flaps extended. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day and night VFR and may be equipped for IFR operations. FAR Part 91 establishes the minimum required instru- mentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 44 U.S. gallons each. Total Fuel: 88 U.S. gallons. Usable Fuel (all flight conditions): 84 U.S. gallons. Unusable Fuel: 4.0 U.S. gallons. 1 October 1978 1 October 1978 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 180K CESSNA MODEL 180K SECTION 2 LIMITATIONS NOTE To ensure maximum fuel capacity when refueling and to minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT posi- tion. Takeoff and land with the fuel selector valve handle in the BOTH ON posi- tion. Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 2. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY NIGHT - VFR - IFR OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 20°. Approved Landing Range: 0° to 40°. PLACARDS The following information must be displayed in the form of composite or individual placards. 2-8 1. On control lock: CONTROL LOCK - REMOVE BEFORE STARTING ENGINE C 3. On the fuel selector valve plate: BOTH ON - 84 GAL ALL FLIGHT ATTITUDES TAKEOFF, LANDING RIGHT ON - 40 GAL LEVEL FLIGHT ONLY LEFT ON 40 GAL LEVEL FLIGHT ONLY OFF 4. Forward of fuel tank filler cap: FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 44 U.S. GAL. CAP. 34.5 U.S. GAL. TO BOTTOM OF FILLER COLLAR 1 October 1978 1 October 1978 2-9 SECTION 2 LIMITATIONS 2-10 5. Near airspeed indicator: MAX SPEED - KIAS MANEUVER 109 FLAPS 10° 120 FLAPS 20° - 40° 90 CESSNA MODEL 180K CESSNA MODEL 180K 6. On the flap handle: FLAPS PULL TO EXTEND RETRACTED 0° TAKEOFF 1st NOTCH 10° 2nd NOTCH 20° LANDING 3rd NOTCH 30° 4th NOTCH 40° 7. On the inside of baggage door: 8. REFER TO WEIGHT & BALANCE DATA FOR BAGGAGE /CARGO LOADING. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments. 9. On oil filler cap: OIL 12 QTS 10. On instrument panel: AVOID SLIPS WITH FLAPS EXTENDED 11. Near extended aft baggage area: 50 POUNDS MAXIMUM LOAD REFER TO WEIGHT & BALANCE DATA FOR BAGGAGE/CARGO LOADING SECTION 2 LIMITATIONS 1 October 1978 2-11/(2-12 blank) 1 October 1978 CESSNA MODEL 180K SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction 3-3 Airspeeds For Emergency Operation 3-3 OPERATIONAL CHECKLISTS Engine Failures Engine Failure During Takeoff Run Engine Failure Immediately After Takeoff Engine Failure During Flight 3-3 3-3 3-4 3-4 Forced Landings Emergency Landing Without Engine Power 3-4 3-4 Precautionary Landing With Engine Power Ditching 3-4 3-5 Fires 3-5 During Start On Ground 3-5 Engine Fire In Flight 3-6 Electrical Fire In Flight 3-6 Cabin Fire 3-7 Wing Fire 3-7 3-7 Icing Inadvertent Icing Encounter 3-7 Static Source Blockage (Erroneous Instrument Reading Suspected) 3-8 Landing With A Flat Main Tire 3-8 Electrical Power Supply System Malfunctions 3-8 Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) 3-8 Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) 3-9 AMPLIFIED PROCEDURES Engine Failure Forced Landings Landing Without Elevator Control 3-11 3-12 3-12 1 October 1978 3-1 i SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 180K CESSNA MODEL 180K TABLE OF CONTENTS (Continued) Page Fires 3-12 Emergency Operation In Clouds (Vacuum System Failure) Executing A 180° Turn In Clouds 3-13 3-13 Emergency Descent Through. Clouds 3-13 Recovery From A Spiral Dive 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked Spins 3-14 3-15 Rough Engine Operation Or Loss Of Power 3-15 Carburetor Icing 3-15 Spark Plug Fouling 3-16 Magneto Malfunction 3-16 Low Oil Pressure 3-16 Electrical Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge 3-17 1 October 1978 3-2 SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up Wing Flaps Down 20° Maneuvering Speed: 2800 Lbs 2350 Lbs 1900 Lbs Maximum Glide: 2800 Lbs 2400 Lbs 2000 Lbs Precautionary Landing With Engine Power, Flaps Down Landing Without Engine Power: Wing Flaps Up Wing Flaps Down OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 70 KIAS 65 KIAS 109 KIAS 100 KIAS 90 KIAS 75 KIAS 70 KIAS 65 KIAS 65 KIAS 75 KIAS 65 KIAS Brakes APPLY. 2. Control Wheel -- FULL AFT. 3. -- 4. 5. Mixture - IDLE CUT-OFF. Wing Flaps RETRACT during ground roll, to provide more effective braking. 6. Ignition Switch -- OFF. .7. Master Switch -- OFF. 1 October 1978 3-3 SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF CESSNA MODEL 180K CESSNA MODEL 180K 10. Ignition Switch OFF. SECTION 3 EMERGENCY PROCEDURES -- -- 1. Airspeed 70 KIAS. 2. Mixture IDLE CUT-OFF. 3. Fuel Selector Valve OFF. 4. 5. Master Switch -- OFF. 6. Ignition Switch -- OFF. Wing Flaps - AS REQUIRED (40° recommended). ENGINE FAILURE DURING FLIGHT 1. Airspeed 75 KIAS. 2. Carburetor Heat ON. 3. Fuel Selector Valve -- BOTH ON. 4. Mixture RICH. -- 5. Primer IN and LOCKED. 6. Ignition Switch BOTH (or START if propeller is stopped). -- FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER Airspeed -- 75 KIAS (flaps UP). 65 KIAS (flaps DOWN). Mixture IDLE CUT-OFF. -- Fuel Selector Valve -- OFF. Ignition Switch -- 1. 2. 3. 4. 5. 6. Doors 7. 8. 9. OFF. Wing Flaps AS REQUIRED (40° recommended). -- -- UNLATCH PRIOR TO TOUCHDOWN. Master Switch -- OFF. Touchdown 3-POINT ATTITUDE. Brakes APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 11. Brakes APPLY HEAVILY. DITCHING 1. Radio TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. SECURE OR JETTISON. 2. Heavy Objects (in baggage area) 3. -- SECURE. Seats and Belts 4. Approach -- High Winds, Heavy Seas -- Light Winds, Heavy Swells · INTO THE WIND. PARALLEL TO ESTABLISH 300 FT/MIN DESCENT AT 65 KIAS. SWELLS. 5. Wing Flaps -- 40°. 6. Power -- 7. 8. 9. Cabin Doors -- -- UNLATCH. Touchdown LEVEL ATTITUDE AT 300 FT/MIN DESCENT. Face CUSHION at touchdown with folded coat. 10. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 11. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel (through the carburetor and into the engine. If engine starts: 1700 RPM for a few minutes. SHUTDOWN and inspect for damage. If engine fails to start: 2. 3. Power Engine -- 3-4 Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. Electrical Switches OFF. 1. Wing Flaps -- 20°. 2. Airspeed -- 70 KIAS. 3. 4. -- 5. 6. 7. Doors -- 8. assured. 9. Touchdown -- 3-POINT ATTITUDE. Wing Flaps -- 40°. Airspeed -- 65 KIAS. UNLATCH PRIOR TO TOUCHDOWN. Avionics Power and Master Switches OFF when landing is 4. Ignition Switch -- START (continue cranking). 5. Throttle -- FULL OPEN. 6. -- 7. 8. a. Mixture - IDLE CUT-OFF. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). Engine SECURE. Ignition Switch -- OFF. b. Master Switch -- OFF. C. 9. Fuel Selector Valve -- OFF. Fire EXTINGUISH using fire extinguisher, wool blanket, or dirt -- 1 October 1978 1 October 1978 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 180K CESSNA MODEL 180K SECTION 3 EMERGENCY PROCEDURES NOTE If sufficient ground personnel are available (and fire is on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal tail. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Fuel Selector Valve -- OFF. 2. Mixture -- IDLE CUT-OFF. 3. Master Switch -- OFF. 4. 5. 6. Cabin Heat and Air -- OFF (except overhead vents). Airspeed -- 105 KIAS. If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture. Select a field suitable for a forced landing. 7. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch 2. 3. 4. 5. -- OFF. Avionics Power Switch -- OFF. All Other Switches (except ignition switch) -- OFF. Vents/Cabin Air/Heat -- CLOSED. Fire Extinguisher ACTIVATE (if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch ON. 8. Radio Switches -- OFF. 9. 10. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. Avionics Power Switch -- ON. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. ? -- 11. Vents/Cabin Air/Heat completely extinguished. CABIN FIRE OPEN when it is ascertained that fire is Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 1. Master Switch -- OFF. 2. 3. 4. Fire Extinguisher -- ACTIVATE (if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. Land the airplane as soon as possible to inspect for damage. WING FIRE -- 1. Navigation Light Switch OFF. 2. Strobe Light Switch (if installed). OFF. 3. Pitot Heat Switch (if installed) -- OFF. NOTE 2. 3. Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 4. 5. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. Pull cabin heat control full out and open defroster valve to obtain windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. Increase engine speed to minimize ice build-up on propeller blades. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexpected loss in manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture for smooth operation if carburetor heat is used continuously. 3-6 1 October 1978 1 October 1978 3-7