Cessna 182E Skylane Owner's Manual

t er of the knob. T o make minor ad- justments si mply screw the control in or out without pr essi ng th e button. R otati ng U1e knob clockwise incr eases RPM; counterc l ockwise rotation d e- creases RPM. For all grou nd oper ation s, and f or take-ofi, the propeller conb·ol sho uld be full in (hi gh RPM). After take-of f, r ed uce throttle first , then reduce RPM. Sinc e a small control move- ment will produce a co n si d er able RPM change, you should set up c limb and cruise RPM by scr ewing the kn ob in or out. Propell er surging (RPM variation up and down several times be fore en- gine smocths out and becomes st eady) can be prevented by smooth throttl e a nd propeller con tr ol operation. Do n ot change throttle and propeller se t - tings with j er ky a nd rapid motions. CA RBURETOR AIR HEAT KNOB . Th e ca rbur eto r ai r heat knob pro- portions the hot and cold air ent er- ing the carburetor . Pulling the kn ob out provid es h eated air for th e car- buretor, whil e pushing it in decreases the t emp erature . The full-hot pos i- 1_1 l) m11• f'!pllon 11 0 11 I ii n ll lh o wny oul nnd full cold 11-1 nil th e wny I n. IG NITION - ST ARTER SW IT CH. 'l'ho co mblnaUon s tarter and igni- ti on Hwltc h Is key-operated. When lh c key l s lurned to the extreme c l ockwise "START-PUSH" position, lh c l'i ghl magneto is inoperative and n se rie s of high-voltage , retarded s parks are furnished for starting by n st.a.rling vibrator used in conjunction with the left magneto. Pushing i n on Lh e k ey, while holdin g it in the ex- t.re m e clockwise position, engages th e s tarter. When the key is released from the "START-PUSH" position, lt automatically returns to "BOTH . " R ef er to page 3-9 for discussion of th e use of the ignition-starter switch during hand-crankin g. COWL FLAPS . Cowl flaps, adjusted to the need, will meter enoogh air for the adequate cooling and maximum efficiency of th e engine under vary ing conditions. Ope nin g the cowl flaps , while on the ground , s t eps u p t he volume of air ne cessa ry for engi ne cooli ng. In fli g ht , c losing th e cow l fl aps, as r eq ufr ed, restricts th e flow of air th roug h th e en gine c omp ar tm ent , U1 0 r eb y r e ducing the cooling and cowl nap drag to a minimum . There ar c eleven positions avai lable. M ake s ur e th e l ev e r mov es into the hole al I.h o new position . FUEL SYSTEM . Fuel Is s uppli ed to the en gi ne from 1- 2 two,bladder-type fuel cells, one i n each wing. From these tanks, fu el flows by gravity throu gh a selector valve and a strainer to the carbu - r e tor . Refer to figure 1-2 for fuel quan- tity data. See the Servicing Diagram (figur e 5-1) for a summary of fuel system s ervicing information. FU EL SE LEC TOR VA LVE . The rotary-typ e fuel select or val ve has four positions , lab eled "BOTH OFF , " "LEFT ON," "BOTH ON" and "RIGHT ON." Th e "BOTH OFF" position seal s both win g tanks off from the rest of the fuel syst em and allows no fuel to pass beyond the s el ec tor valve. The "LEFT ON" position provides fuel flow from the left tank to th e engine . Similar l y, the " R IGHT ON" position pr ovides flow from the right tank to the eng ine. Th e "BOTH ON, " position all ows fuel flow from both tanks sim ultaneously to provide maximum safety. N OT E Th e fuel selector val ve handle in- dicates th e sett ing of the valve by its position above the dial. Take o ff with t he handle in th e "BOTH ON" position to prevent inadvert- ent take-off on an empty tank. FUEL QU ANTITY IN DICATOR S. T wo e l ect rically- ope rated fu el quantity indicator s are provided. each working in con junction with an elect ric fuel l evel transmitte r in its r espective fuel tank. Turned on by D escription fUEl QUAN T ITY IND I CA TORS ... ... lEfT [£.~I ~ 'I..! , ,.... RIGHT ~ ' ... , , -..... ... lEFT CHECK VENT VALVE ... WING TAN'/. \:IG HT WING TANK f l ll ER flllER CAP fUEl QUANTITY CAP ~ • TR AN S MI TTERS , • ... ~ -:.1• ... ./-t .;~· •. FU El SCREE NS , 10 NE EACH OUTLET) # '=i: . •......ii--_,l fUEl SELECTOR r--·.s:. I .:::::77 VALVE 1-.. ~ lei fUEl TA NK SUMP DRAIN PlU G FUEL SYSTEM I S C H E MATI C I ... fUEl TANK SUMP DRAIN PL UG EN G I NE PRIMER TO ENGINE . STRAINER DR AI N KNOB ...(p=-- - - -1 • FU El STRA I NER DRAIN VALVE THROTTL E ... ~--- CARBUR ET OR ~ --- • II --i' .... --~-----..M IXT UR E C ONTRO L KNOB -- --- TO ENGINE CYLINDERS • Figure 1-1. Oil STRAINER DIL UTION S WIT CH IOPTI ~~ / ~ TO EN GINE • ..O il DILUTION SOLE N O ID IOPTI r----CODE--- ~ FU El SUPPl Y VENT MECHANICAL LINKAG E ElECTR I CAl CONNECTION 1 -3 l l1111u 11 lp ll on FUEL QUANTITY DATA (U.S . GALLON S) 0 1, 1 ll:C T OR U SABLE FUEL USABLE FUEL USABLE FUEL TO T AL VALVE PO S IT I ON ( ALL FLIGH T C ONDI TIONS ) (LEVEL FLIGHT ONLY) (CLIMBING - DESCENDING) VOLUME STANDARD T A N KS h'Z'.?:t.~~~~~ BO TH O N 60.0 62.5 64. 5 65.0 RIG HT TANK -- 3 1. 0 -- 32. 5 LEFT TANK -- 3 1. 0 -- 32.5 - • - :.::.""':! L ONG RANGE TANKS ~J:1.~~-~ BOT H ON 79.0 8 1.0 83.5 8 4 .0 RIGHT TANK -- 39.0 -- 42.0 LE FT TANK -- 39 .0 -- 4 2.0 DECREASE IN USABLE FUEL IN All FLIGHT CONDITIONS IS DUE TO DETRIMENTAL EFFECTS OF UNCOORDINATED FLIGH T (S LIPS OR SKIDS) OR TURBULENT AIR THAT MAY BE ENCOUNTERED IN NORMAL FL YING COND ITIONS. Figure 1-2. th e master switch, the indicators conti nue to function until the master s witch i s turned off. FUEL STRA IN ER D RA IN KNOB. A fu el s trainer drain knob marked "STRAINER. DRAIN" provides a quick, convenient method of draining water and sectiment that may have collected i n the fuel strainer . Th e s trainer is located on the lower front side of the fir ewall. About t wo ounces of fuel (3 to 4 seco nds of drain knob operation) s hould be drain ed from the strainer be for e the initial fli g ht of the day to ins ure against the pr esence of water or sediment in the fu el. 1- 4 The s prin g-load ed drain valve in the s train er i s open when th e fuel s train er drain knob is pull ed out a ll the way. The valve auto m atically c lo ses when th e knob is rel eas ed . ELECTRI CA L SYSTE M. Electrical en ergy i s supplie d by a 12- volt, direct - cur r e nt system powered by a 50-amp er e engine- driven generator. The 12-volt stor - age battery is located aft of the rear baggage compartment wall. CIRCUI T BREAKERS . All electrical c ircuit s in the air- plane , except the optional. cloc k cir- \! GENERATOR A, A VOLTAGE REGULATOR -= MASTER SWITCH IGNITION SWITCH BATTERY II f ELECTR IC A L "1 11 POWER D IST RI BU TI O N DI AGRAM Figure 1-3 . D csc rlpll on ( TO OPT .TURN- AN O-BANK i'l ~Na°~~:~~\e~T Gl~~~TS AU IO RES£l TO ELECTRIC FLAP POS . IND. & TRANSMITTER. STALL WARN · ING HORN & TRANSM ITTER ).._ > 10 o-- TO PITOT HEA !ER ANO P~~T STALL WARNING HEATER ).._ > IS 0-- TO LAND I NG LIGHTS LANO It ro NAVIGATION LIGH TS > 10 TO CIGAR LIGHTER NAV ll TO OPT. Oil DILUTION SYSTE M TO FUE L QUANT ITY IN D. ,OPT , CARBU RETOR AIR IE MP. IND. & CY LINDER HEAD TEMP. IND . TO INSTRUMENT ANO CO MPA SS LIGHTS TO DOME LIGH TS & COURTESY LIGHTS ).._ 1 10 0-- TO O PT , ROTATIN G BEA CON ROI BCN (OPI.) ).._ > 10 co----. RADIO (OPT.I ~i:=J- TO OP!. RADIO (~-I INSTALLATIONS , 10 RAOIO IOPI.) >~o I RADIO IOPI,) ).._ > IS 0-- 10 ELECTRIC FLAPS Fl APS ).._ > S 0-- TO AUTOMA TIC PILOT AUTO PILOI (OPT.I l - 5 11 mw 1•l1>llo11 t'U Il , H l' (l Jll'OI ocl od by c l r c ull break- 0 1' 11, 'l'lrn 1: l oc k Ima rt se parate fuse mount od notu· lh o battery sol enoid. 'l 'hu tiluc lrl c rJn. p pos illon transmitter a11cl I ndl cato 1· c ircui t, stall warning I 1·nn1rn1llLe r and horn circuit, op- ll orm l gy ro ho rizon test lights cir- cull nnd th e optional tum-and-bank I ncll cnlor ci r c uits are protected by a HI ngl e automatically resetting circuit breaker mounted behind the instru- m e nt panel. The remaining elec- ll'i cal circuits are protected by "push- l o- r ese t" breakers on the instrument pnnel. Th e name of the circuit is Indicated above each circuit breaker . LANDING LI GH TS. Th e landing li g ht switc h is a split rocker switch. To turn on one l amp (or taxiing, push the ri ght half of the s witch "ON. " To turn on both l amps for landing , push the left half of the s witc h " ON." NAVIGATION LI GHTS. The navigation lig ht switch on air- planes equipped with the optional fla sher is a split rocker switch. Fo r flashing navi gation li ghts, push the ri ght half of the switch "ON . " F or st eady n avigation li ghts , push the left half of the switch " ON. " To switch from stead y to flashin g, push the left ha lf of the switch "OFF . " STA LL WARNING INDICATOR. Th e s ta ll warning indicator is an e l ectri c h orn controlled by a trans - rn ltter unit in the leadin g edge of th e l e ft win g. This sys t em is i n oper- 1 -0 ation wh enever the master switch is turned on . Th e transmitter re- sponds to changes in the airflow over the leading edge of the wi ng as a sta ll is approached. In straight-ahead and turning flight , th e warning horn will sound 5 to 10 MPH ahead of the sta ll. Und er safe flight conditions, the only time you may hear the warning horn will be a sh ort beep as you land. CABIN HEATING AND VENTILATION SYSTEM. Fresh air for heatin g and venti - lating the cabin is supplied by two so urces , a manifold cabin heater and a ventilating air scoop on th e right si de of the fu selage. Th e tempe ratur e a nd amount of ai r enteri ng the cabi n is contro ll ed by two knobs on the instrument panel. The " CABIN Affi" knob operates the air scoop on the right side of the fuselage and contro l s cool fresh air en tering the manifold on the firewall. Th e "CABIN HT" knob regulates the amou nt of h eat e nterin g the cabin . Th e "CABIN HT' knob is th e double- button type with a fr i c ti on lock to permit intermediate setti n gs. To operate th e knob , squ eeze the but- tons together, releasin g the l ock ; then adjust the knob . Fo r cabin vent ilation, pull the "CABIN A I R" knob out. To raise the air temperature, pull the "CABIN HT" knob out approximately 1/4" to 1/2" for a sma ll amount of ca bin heat. Additional heat is ava ilable by -pulling the knob out farther; max - · imum heat is avai l able with the "CABIN HT" knob p ull ed full out a nd th e "CABIN AIR" knob pushed full t! in. Wh en no h eat is desired in the cabin , the "CABIN HT" knob is push ed f ull in . VENTI LATORS. Two ven tilators, one in each u pper corner of the windshie ld , supp ly additional ventilating air. To oper - Doac l'lptl oo ate, pull the ve ntila t or oul and 1· 0- tate to th e des ir ed position. Two additional ball and socket ven- tilators a r e available as optiona l equipme nt for i n stallation ju s t f or - ward of eac h r ear door post in th e cei lin g, for rear seat passenge rs . To regulate the air, turn U1e knurl ed ring on th e rim of th e' ventilator. I INTER NA L ~ I CABIN I DIMENSIONS DOOR OPENING DIMENSIONS WIDTH WIDTH HEI GHT HEIGHT ( TOPI fBOIIO M ) (FRO NT) fREARI CABIN 32¼" 37¼" 41¼" 39 1 /4" DOOR BAGGAGE 16 " 16 " 22¼" 21¼" DOOR 4,:i" •9 %" \ -4 7" l l ¾" I' 38¾" I " . l CABIN HEIGHT • MEASUREMENTS ~=_,_____,/ - - ---- -..r- 1. " -t • 16 " --I 48 " 1-.-----65" -----l REAR WALL Of AFT BAG GAG E rOOR POST CO MP ARTMENT BULKHEAD AFT SECTION BULKHEAD •o·· -1 {A l Floor) fr · I JS¼"' .J .. I {At lo••r W indow Li ne} 38 iAt fl ood I I 44·· I AI lowe r I: Windo w Lin•) Wo • FLOOR WI DTH MEASUREMENTS Figure 1 -4 . -------------' 1 -7 111 11•1•11 1111 ~ C h 1111lc LI Hl .6, .,.,-- EXTERIOR _ , INSPECTION _ , DIAGRAM G) a. Ill/ Turn on mas ter S\1.'llc h and check fu el quantity lndlc3 tors. IJ. Wit h mas te r s wit c h "ON," check opcra tlon or s t.:.i.11 w-nrni ng transmi tt er tab and 1,varnl ng horn . c. Turn off mas t er s wit ch . c h<" ck IGnitton swilch "Of F ," and check fuel t ank se l ec to r 1-:tl\'C on "DOTI! ON." d. On first fli~h t of cL,y, JXJll out straine r drain kriob for abou t fou r seconds , to c l ear fuel s traine r of possi l>l c wa l <'r :'lnd scdim('nt. r. R cmo,•e co nt.-o l wheel l ock, 1r tnst.,llcd. I. Check bag~a.gc d oo r ro r sec urity. @ a. Jt~mu,,c 1:usl locks, Ir in s t alled. b. In spec t t.'1.ll sur f:l cc hl n(!CS and hinge bo lls , c. Chec k trim t ab fo r sccu rit~·. d, O lsconncct tic•tlown r op(' or c haln . @ a . U cmovc a ileron l ock, if i nsta ll ed. IJ. Chec k nlleron :1nd fL-'lJ) hlnccs. c. Check navig ati on U1;ht fo r cla ma ~c. @ ,. 1,, Chcck m.1ln wheel tire f or cut s. hn.ii sc8 and 11rOJK"r lnfl:u lo n. ln spccl airspeed s t..'llic sou r ce hole on s id e of fu sl'la~e f or st o pp:1. gc . --N OTE -- u night Hight i s pl3nned, c h eck opc ratt on of nil llchl s , :rnd m.1.kc sure a rt osh llgh l Is O\'Ollablc. c: . l nSp,fft r ad io venttL'lliOn :ti r iota.kl' scooJ) o n side or fu sc-l ~C' fo r st oppa. f!c (left side onl y). d. Remove r ucl tank ca1> and c h eck fuel l eve l for a~rl'cmenl with t~C(' r,-adln g. Secure c;lp. e. Di sc o nnect ti c - dow n rope or chain, @ a. Check w1ndsh1cl d ror c lcanllnc ss . b. Check pro 11c ll c r and .spinn e r (o r ni ck& nnd sccurlty. c. F:.xa.minc prope ller fo r o i I l cakai:e , d. t.-1.'\.kc visual d u~<:k to lns urc that drain \':t l\'e l s c l osed alt er d ra. tn1 nt as>er.ltlon. c. Che-ck nose wheel s trut for proper tnrlall o n. I. Ch eck nose who f'I Ur e fo r cu Lo:;:, bru is es and pro1>C r lnnatlon. k\- ni sconnt'Cl h 4'."-down ro 11c. h. Check ca r OO r cl or a ir filt er fo r r ('S t n c tl ons by dust o r o th er fo r ei gn matt er. L Ch\)Ck o il l evel. Do not o perate w llh l ess Lh :tn nlnc quart s. Fill for cx tcod t."CI flit:hl. J. Inspec t cowl acc:ess doo r s for securi ty. l'i:\ ,. ~ l>. c. n cmovc p il ot tube cov er . if \ns bllcd. ln spt.~c t p Hol tu be o penln~ for stoppage. Che ck rucl t ank vent 01,e ni ng fo r st oppa~c. Figu r e 2-1. -----------..J 1- 8 \' =aecl-iou ~ 2=C:~ ==OPERATING CH E C K LIST This section lists, in Pilot's Check List form , the steps n ecess ary t o oper ate your airplane efficiently and safe ly. It is not a check list in its tr ue form as it is considerably longer, but it do e s cover bri e fly all of the points that you would want to or should know conce rni ng lhe informati on you need fo r a typ ical flight. Th e fli g ht and ope rati ona l cha r acteristics of your a i rp l an e a r e no rmal in all respects. T here are no "unco nven ti ona l" c ha r acte risti cs or ope r- ations th at need to be maste r ed . A ll cont r ols r espond in th e no rmal way within the entire range of oper atio n of the airplane. All airsp eeds me n tion ed in Sections II and III are inrucated a i rspe e ds. Corr es ponding lrue indic a t ed a irspeeds may be obtained fr om U1e Air speed Correction Table in Sec lion VI . BEFORE ENTERING THE AIRPLANE. (1 ) Ma ke a n ex ter ior inspection in acco r dan ce with fi gur e 2- 1. BEFORE STARTING THE ENGINE. (1) S eats and Seat Be lt s - - Adju st a nd lock . (2) Fli g ht Contro ls - - Ch ec k. (3) Brakes - - T es t and set. (4) Mas te r Switch - - On . ( 5) Cowl F laps -- " O PEN ." (6) T r im Tabs - - Se t . (7) Fue l Se l ector Valve -- " BOTH ON. " STARTING ENGINE. (1) (2) (3) (4) (5) Car bureto r He at - - Cold. Mixtur e -- Ri c h. Pr ope ll e r -- High RPM . Thro tt le -- Cr ack ed (one -hail in ch). Prim e r -- As r e quir ed. 2- 1 ()p111•11 11 Ill( (.; hoclt .L,l~l (0) l f{ lllll on Swilc h -- "START - PUSH." Hold until engine fires, but nol longer Uinn 30 seconds. (7) f({ nltl on Switc h - - Release to "BOTH" (immediately after e ngine fl l" Otl ) , NOTE If engine has b ee n overprimed, start with throttle open 1/ 4 to 1/ 2 full open. Reduce throttle to idle when engine fires. After starting, check for oil pressure indication within 30 seconds in normal temperatures and 60 seconds in co ld temperatures. II no indication appears, shut off engine and investigate. BEFORE TAKE-OFF . ( 1) Throttle Setting -- 1700 RPM. (2) Engine Instruments -- Within green arc. (3) Carburetor Heat --Check operation, then set to cold unless icing conditions prevail. (4) Ammeter -- Check. (5) Magnetos -- Check (125 RPM maximum drop) . (6) Propeller -- Check operation, then set to high RPM. (7) Flight Controls - - Recheck. (8) Wing Flaps -- Check operation a nd set 0° to 20 °. (9) Cowl Flaps - - Full "O PEN." {10) Trim Tabs -- Take-off setti ng. (11) Cabin Doors -- Closed and locked. {12) Flight Instruments and Radios -- Set . TAKE- OFF. NORMAL TAKE - OFF. {l) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Power -- Full throttl e and 2600 RPM. (4) Elevator Control -- Raise nos e wheel at 60 MPH. (5) Climb Speed -- 90 MPH until a ll obstacles are cleared, then set . up climb speed as shown in "NORMAL CLIMB" paragraph. M AX IMUM PERFORMANCE TAKE -O FF . (1) Wing Flaps -- 20°. 2- 2 \ ' Op ol'llU ll K ChtH•lt I ,I 111 '4';.... (2) Carburetor Heat -- Cold. (3) Brakes - - Apply. (4) Power -- Full throttl e and 2600 RPM. (5) Brakes -- Release. (6) Elevator Control -- Maintain slightly tail-low attitude. {7) Climb Speed - - 60 MPH until all obstac l es are cleared, then s e t up climb speed as shown in "NORMAL CLIMB" paragraph. (8) Wing Flaps - - Up after obstacles are cleared. CLIMB . NORMAL CLIMB. (1) Air Speed -- 100 to 120 MPH. (2) Power -- 23 inches and 2450 RPM. (3) M ixture -- Full rich (unless eng ine is rough) . (4) Cowl Flaps -- "OPEN," as required. MAXIMUM PERFORMAN CE CLIMB. (1) Air Speed - - 88 MPH (sea l evel) to 84 MPH (10,000 feet). (2) Power -- Full throttle and 2600 RPM. (3) Mixture -- Full rich (unless en gine is rough) . (4) Cowl Flaps -- Full "OPEN." CRUISING. (1) Engine Power -- 15 to 23 inches of manifold pressure and 2200 - 2450 RPM. (2) Cowl Flaps -- Adju st to maintain norma l cylinder head te mp e ra- ture. (3) Trim Tabs -- Adjust. (4) Mixture -- Lean. LET-DOWN. {1) Mixture -- Rich. (2) P ower -- As desired. (3) Carbur etor Heat -- Apply (if i ci ng conditions exist) . BEFORE LANDING . (1) Fuel Sel ector Valve -- "BOTH ON." (2) Mixture -- Rich. 2-3 I l p11 111 ti 111t (' l ll't'k 1,1 Hl (:l) P1·opo ll cr -- lll gh RPM. (1I) Cowl Flnps -- C lose d. (f>) Cu ,·bur el or Heal -- Apply before closing throttle. (0) Airspeed -- 80 l o 90 MPH (flaps r e tracted) . (7) Wing Flaps -- 0° to 40 ° (b elow 110 MPH). (8) Airs peed -- 70 - 80 MPH (flaps ex1;ended). (0) Trim Tabs -- Adjust. NORMAL LANDING . (1) L anding T echniqu e -- Conven tional for a ll flap settings. AFTER LANDING. 2- '1 (1) Cowl Fl aps -- " OPEN." (2) Win g Flaps -- Retract . (3) C arbur etor Heat -- Cold. ( 4) Mixture - - Idl e cut-off (pulled full out). NOTE Do not open throttle as en gi ne stops s in ce this actuates the accelerator pump. (5) Ignilion Switch - - " OFF. " (6) Mast er Swi tch -- Off. {7) Brakes -- Set. '3ect-ion .~ 3=~~~ OPERATING DETAILS Th e following paragraphs cove r in somewhat greate r detail U1e ilems ente red as a Check Li st in Section Il. N ol every item in th e list i s discussed here. Only those items of the Check List that require further explanation will be found in this sec tion. PREFLIGHT CHECK. The ext e ri or inspection described in Section Il i s recommended for the first flight of th e day . In speclio n procedures for subsequent flights normally are limited lo bri ef checks of the tail surface hinges , fuel and oi I quantity. and security of fuel and oi l filler caps. If th e a ir plane has been subjected to l ong-term storage, 1· ecent major ma.intenance, or ope ra- tion from mar gi nal airports, a more extensive ex1:erio r inspection is rec- ommended. After major maintenan ce has been perform -:?d, the flight and t rim con:. t r ols s h ould be double- c heck ed for fr ee and co rr ec t movement. The securi ty of all insp ection plates on the a irplan e shou ld be checked fo llowin g p e rio:l ic in3p ec tions. U the aiqJ l ane h as been wax ed and po l- ished, it is a goo:I practice to check Lh e external s tatic pressure sou rc e holes for stoppage . If the ai rpl ane has been exposed t o much g round handling in a crowded han ga r , it sho ul d be checked for dents and sc r atches on wings. fuse- Lage, and tail surfaces, as well as damage to navigation and l anding lights. and radio antennas. Outside storage fo r lo ng pel'iods may r esult in water and obstructions in the air- speed system lin es, condensation in fu el t an ks, and dust and di l'l on U1e inlake air filter and engine cool- ing fins. Operntion from a t; ravel or cinjer field will r e~pir e extra attention to propeller tips and abrasion on lead- ing edges of U1e horizontal tail. Stone damage to the ou t er six inches of the prnpeller ti ps can se ri ous ly reduc e the fatigue life of the blades. Airplane s that are operated from rough fields, especially al hi gh alti- tudes, are subjected to abnorma l l anding gear abuse. A frequent check of all components of the hu1ding gear , ti r es, and brakes is important. The interior inspection will vary accol'ding lo the mission and U1 e optional equipment inst.ailed. B efore high altitude fli ghts. it is impol'lant to check the condition and quantity of oxygen fac e ma sks and hoses . Thi' oxygen supply syst t• m should be func- tionally checkccl to 111su 1·c that 1! is In 3- 1 oporall ng Chock LI sl (3) Propcllcl' - - Hi gh RPM. (4) Cowl Fl aps -- Cl osed . (5) Carburetor Heat -- Apply before closing throttl e. (6) Ai r speed - - 80 t o 90 MPH (flaps retracted). (7) Win g Fl aps -- 0° to 40° (below 110 MPH). (8) Air speed - - 70 - 80 MPH (fl aps ext ended). (9) Trim Tabs -- Adjust. NORMAL LANDING. {l) Landing Techniqu e - - Conv e ntional for all flap settings. AFTER LANDING. 2-4 (1) Cowl Flaps -- "OPE N." (2) Wing Flaps -- Retract. (3) Carbu l'etor Heat - - Cold. (4) Mixture -- Idl e c ut-off (pu lled fu ll out). NOTE Do not open throttle as engine stops since this actuates th e accelerator pump . (5) Ignition Switch -- "OFF." (6) Master Switch -- Off. (7) Brakes -- Set. \: - •' ~ O:ec:tion 3I Z~- oPER A TIN G DET A IL S Th e followin g paragraphs cove r in so m ew hat gr eater detail U1 e items ente r ed as a Check Li st in Section II. Not eve ry item in U1 e l ist is discussed here. Only those items of the Check List that r equi r e furU1er expla natio n will be found in this sec ti on. PREFLIGHT CHEC K. The e xt e ri or inspection descr ib ed in Section II i s recommended for the first flight of the day . Inspection procedures for subseq u ent flights normally ar e limited to brief checks of t h e tail surface hin ges, fuel and oil quantity, and security of fuel and oil filler caps. If the airpl ane has been s ubjected to long- te rm storage, r ece nt major rnaintenance, or opera- tion from marginal airports, a more exten sive exte rior i n spection is r ec- ommended. Aft er major maintenance has been performed, the flight and trim con:. tro ts s h ould be double-checked for free and co rr ect movement. The security of a ll inspection plates on th e ai rplane s hould be c h ecke d following perio'.lic in .;pect i ons . U U1e airplane has been wa,'<ed and pol- ished, it i s a goo:! practice to check Uie ex ternal static pressure sou rc e hol es for stoppa ge . If th e ai r pl ane has been exposed to much g r ound handlin g in a c r owded han ga r , it s ho ul d be checked fo r dents and sc r atches on w ings, fuse- l age, and ta il sur faces, as w e ll as damage to navigation a nd landin g li ght s, and radio antennas. Out side storage for lon g per iods may r esu l t in water and obstructions in t he air- speed system lin e s, cond e nsation in fue l t anks, and du st and dirl on th e intake air filter and engine cool - in g fins . Op eration from a g r ave l or ci n: lcr field will r eq·.iire ext r a attention to propelle r tips and abrasion o n lead- in g edges of U1 e horizontal lai l. Sto ne damage to the outer six inches of th e propeller tips ca n se ri ously r educe the fatigue lif e of the blades. Airplan es that are operated from rough fields , especi al ly at hi gh a lti - tud es, are subjec t ed to ab n orma l landing gear abuse. A fr eque nt check o f a ll components of U1e landing gear, tires, and b rakes i s impor tant. The interior inspection will vary acco rdin g to th e miss i on a nd U1e op tional equipment installed . B efore hi gh altitude fli g ht s, it i s important to check the condition and quantity of oxyge n face mas ks and ho ses . Th e mrygen supply sys tem should be func- tionally checked to insur e that it is in 3-1 I >1111 1•11t I nH l )o l al Is wrn•lcl lll-( Ol'dll l ', '1110 oxygen pr ess ur e HIIIW ,t hout cl lndl crtt c between 300 a nd 11100 pt1I, d t'pondl ng upon U1e antici - Jlll I I'd 1•oq11 I r c mc n ls . Su I ll-1f11 ct o1·y op eration of the pi tot lu ht• n 11 d stall warni ng transmitter l wallni: c l e m e nt s is det e rmined by turning on Lh c heat e r a nd cautiou s ly [()c lin g U1 c heat of bo th d evic es . If ni g ht f l y in g is an ticipated, a ll t'x l c l'l o 1· a nd in te rior li g hts should IJc ch ecked for prope r illumination. STARTING ENGINE. S inc e each en gi ne c ylind er i s fir ed by a s in gl e s p ark plu g with starter engaged, it is importa.nt to r elease lh c s pring-loaded ig nition a nd s t art er s wi t c h to th e " BOTH" position im- m cdia t e l y a ft er th e engi ne fire s . Thi s a ut om atica lly provides dual lgniUon for better engine acceleration. 'I11e s tarting sys tem on Utis airpl ane r o qu ir es a s pecial pro ce dur e for ha ncl -c r anki ng t he engine . Refe r to page 3-9 ro r de tails. '{110 use of an external power sourc e for s ta rlin g is r ecomm ended in co ld wcnl hc r. With the e xt ernal power 1-1o u 1·cc co nn ec ted , it is pr e fera ble l o Hllut lh o a ir plane wiili the mast er HW ll<•h of f, s i n ce a w eak airplane l mtlo ,·y could drain o ff pa rt of the <·u r,·c nl s up pli ed by the e xt ernal t)OW( 11' HO Ul'C C . 01'(11 1111 rl l y th e eng ine st a rt s eas ily wllh o n<• 0 1· lw o s trokes of U1 e p rim er In w11 1•m l ci mp o ratur cs to s ix stroke s 111 !'O ld W<lH lh t• t·, with th e throttle 111111 11 nppl'tlx lm alc l y L/ 2 in ch . In ''" ' l' l'll1tdy ('O ld lC' llll) Cl' (lllll' eS it may h11 111 •1•1111111 11 •y l o t·o nll nu c primi ng whllfl 1•1 11n ltl 11 11, WPnk l nl c rmilte nt H, :.& explos i ons foll owed by puffs of black smoke from th e e xhaus t stack indi - cate overprinti ng or flooding . Excess fuel can b e cl ear ed from th e c om- bustion c hamb e rs by th e followin g procedure : Set the mixture co ntrnl full l ea n and t he ilirottle full open; th en c rank ilie en gi ne Uu·ough seve ral r evo luti ons with the s tart e r . R e- peat the sta rtin g p r ocedu r e wi thou l any additiona l priming . H th e eng ine is unde rprim ed (mo st lik el y in co l d weather with a co l d en gi ne) it wi 11 not fir e at a ll , and additional printing will be necessar y . As soo n as t h e cy lind e r s beg in to ri r e, open U1e U1r o ttle s li ghtly t o k eep it running. If prolonged cranking i s necessa ry, allow U1 e sta rt er motor to cool at fr equent int e rval s, since excessive h eat may dama ge the armatur e. TAXIING. Rel e as e th e p a rkin g brak e b efo r e taxiing and us e th e minimum amount of po wer n ecessa ry to s tart Urn air- pl ane m ov ing . Durin g taxi , a nd es- p eci a lly wh en tax iin g downwind. Ol e RPM should be he ld down lo pr eve nt excessive taxi speeds. Taxiing should be done at a speed s low enough t o m ake th e u se of brak es almost en- tir ely unnecessary . Usin g th e brake s as spar ingl y as p oss ibl e will pr e- ve nt undue w ea r and s tr ai n on tires , brakes , a nd landin g ge ar. Normal stee rin g i s accompli shed by apply - ing pr ess ure lo th e rudd e r pe dal in th e dire c tion t he ai rpl ane i s to be turn ed . For s mall e1· radiu s turn s, at s low s peed , th e brakes may be u se d o n th e insid e wh ee l. At slow • • '( Op era tin g D o tnll H TAXIING - DIAGRAM - '= I\ •I ' USE UP AJLERON O N L H WING AND NEUTRAL E LEVATOR c_, ® I - USE DOWN AJLERON ON LH WING AND DOWN ELEVATOR ' ' • • WIND DIREC TION ... ~ 'USE UP AILERON ON (:J RH WING AND NEUTRAL ELEVATOR , --- -----J(o) ['.;:ui..•-- J1L USE DOWN AILERON ON RH WING AND DOWN ELEVATOR t , .,.. NOTE Strong quartering tall winds requir e cautio n. Avotd sudden bursts or tl1 c thro ttle and sha.rp br aking when the. airplane Is in Oi ls a ttllu dc . U so the s te erabl e nose wheel and rudder lo maintain direction. Figure 3-1. • • Op er atin g Oelnil H t uxl 11 p 1111 il , lltl 11 11 1,pl11111 11111 y l>o pl \ 11111 •11 ,11 111111 1111 11 11 lh1 11 11 ·!1 u l 1·111 fll - 111111 \HIiu 11t 11 1111111 1111 11111t1, When 11!1111 11 11 '" j i 11 ,1 t\l lttilN II IN lI11po1'la nt JI iii ! 11 111.1;1 1 11111 1 11111 • uf lll'l 1l t08 be hel d 111 ti 11 11 11 111111111 111 11 1 I hut all co ntr ol s 1111 111 111 1 ii (1111 1• l11 x ll ng d ia g ram on ilil l', :1 ·t) lo mnlnlai n directional 1·11 111, 111 11 111 1 Im lltnce . N OTE C.: ttullon should be us ed when taxi- Ing over rou gh fields to avoid ex - c e ssive l oads on the nos ewh ee l. Rough u se of brak es and power al so add to n osewheel Load. A good rul e of thumb: "U se mini- mum speed, power, and brakes . " T axi ing over l oose gr avel or ci nd er s should be don e at l ow eng in e sp eed t o avoid abrasion and s t one damag e to th e prop ell er tips . Full throttl e run-ups over loose g rav el are es- peci ally ha rmful l o propelle r lips . When take-offs mu s t be made over a gr avel surfac e, it i s very important th at lhe throttl e be advanced s l ow l y. Thi s allows the airplane to s tart ro ll - ing b efo r e hi gh RPM i s develope d, and lh e g rav el will be blown back of th e propell er r ather Uian pu ll ed int o i t. BEFORE TAKE- OFF. M ost of th e warm up will have been co nduct ed during taxi, a nd addHional w:nm up before tak e-o ff shou ld be 1·t•s ldcl ed lo the c h ecks o utlin ed in S<•<· llon fl . Since U1 e en gi ne i s c l osely 1·owlPcl fo,· c rrtci c nl in - fli ghl coo lin g. p1•111· 1111llonH Hhoul cl be tak en l o avoid :k 1I overhe atin g on th e g r ound. Full thr o ttle c hec ks on the g round are not r eco mm e nd ed un l ess th e pilot has good reason to s usp ect th at the engine is n ot turn ing up properly. Engine run-ups shou ld not be per- formed over l oose gr avel or c ind e r s because of p ossi bl e stone damage or ab rasion to U1 c prope ll er tips a nd s tabilizer learung edge . If the i gn i ti o n system ch ec k pr o- duc es an engi ne speed d r op gr eater than 125 RPM , the warm-up shou ld be co ntinu ed a minut e or two longer prior to r ec h eck ing the syste m. In gen era l , a drop in excess of 125 RPM with a warm en gi ne al 1700 RPM shou ld be considered exces- sive. If in strument or n i ght flights are co nt emplat ed, a carefu l check should be m ade of vacuum pump operation . A su ction of 4. 5 inches of m e r c ury is d esi r ab l e for gyr o in st rum e nt s . How ever, n r ange of 3. 75 l o 5 . 0 inch es of m erc ury i s considered accep t able . Th e co ndition of the gene rat or is also importan t s inc e sa ti sfac tory operation of all radi o e quipm e nt a nd e l ec tri ca l in s tru - me nts is esse ntial to in strument fli g ht . Th e condition o f th e gener - ato r i s check ed by notin g that lh e a mm eter i s not s howin g a di sc h arge with th e engi ne speed above 1000 RP M . A s impl e last-minut e r echeck of imp or t a nt it e ms s ho uld includ e a ,c gl a n ce t o see t h at th e mixtur e and propeller pitch kn obs a r c full in , all flight control s h ave fr ee and correct m ov e m e nt. a nd th e fu e l se lector va lv e handl e i s in th e "BOTH ON" position. TAKE- OFF. '. It i s importa nt to ch eck full-throttl e engin e ope r at i on e arly in th e take - off run. Any signs of r ough en gi ne ope ra ti on or s lu ggis h eng in e acce l- e rati on is good cause fo r di scontinu- in g the tak e-of f. M os t en gi ne wear occurs from im- proper operation before th e engi ne is up t o n or mal operating t e mp eratu r es, and operating at hi gh powers and RPM' s . F or this r easo n the us e of maximum power [o r tak e- off sheu1d- be limit ed t o th at abso lut ely neces- sa 1·y f or safety . Whenever possible . r e duc e take - off power t o n ormal climb power. Norma l lake-offs ar e accom pli shed w ith wing flap s up , cow l flaps open, full throttle, and 2600 RPM . R e- duce power to 23 inc hes of manifol d pressure and 2450 RPM as soon as pr ac tical to minimi ze eng in e wear . Us in g 20 ° wing flaps r edu ces the gr oun d r un a nd tota l dis t ance ove r the obstac l e by approximately 20 per ce nt. Soft field lak e-offs a r e pedo rm ed with 20 ° flaps by lifting the a irpl a ne o ff th e g r ou nd as soon as practical in a s li g htly tail- low al tit u de . H owever, th e a i rplane s houl d be leve l ed off imm ediat ely t o accele r ate to a safe climb speed. Lf tw e nt y de g r ees win g flaps ar e u sed for tak e- off, they should be l e ft down unti L all obstacl es a r e cleared . T o clea r an obstacle with win g fl aps 20 deg r ees, th e best angl e-of-c limb speed (60 MPH, IAS ) shoul d be us ed. If no obs tru c ti ons ar c ahead, a best "flaps up" rat e -of-climb speed (90 MPH , IAS) wo uld be m ost effic i ent. Th ese speeds va ry s lig htly w ith al ti - O peratin g Octal Is tud e. but they are close enough for av e r age field eleva ti ons . Fl ap deflections of 30 ° to 40 ° are n ol r e com m e nded al a ny time for take - o ff . Gen eral ru l es for flap oper a tion d uring t ake-off are as fol- lows: DON'T, un der mar g inal co n di- tions . l eave flap s clown so l ong Uial you a r e Losing IX)U1 climb a nd a ir s peed . DON'T retract flaps w.iU1 a irspeed below flaps up stall- ing spee d (See Stallin g Speed T a. hie in S ect i on VI). DO slowly retract the fl aps as soo n as you reaso na bly ca n afte r l ake - off, pr ef er ably 50 f eet o r mor e over ter r ai n obs t acles . T ake-offs i n lo strong cr osswinds no rm ally are performed with lhe minimum flap se t ting n ecessary for th e fi eld Leng th. l o minimi ze the drift ang l e immediate l y after take- off. Th e airpl ane is acce l era t ed to a speed s li ghtly hi gher than no rm al, th en pul l ed off ab ruptly l o prevent possible se ttlin g back l o lh e runway w hil e d r ifting . W11 cn c l ear of the gr ound. mak e a coordi nated turn i n- to th e wind l o cor r ect for drift. AFTER TAKE-OFF. T o se t up the airp l ane in climb confi gu ration , adjust power fo r climb and r etract th e win g flap s al a safe altitud e and air speed . Th e mi x tur e shou ld be full r i ch unl ess th e en gi ne i s r oug h due l o loo l'lch a mi:,.i:ure . Power r educ ti on wi ll vary a cco r d- ing t o the r equ ir ement s of U1e L1·af f ll' :1 r, Opo rnUn g De tail s patte rn, s urr ounding terrain , g ross weight, field el eva tion, t emperature, and e n gi ne co nditi o n. How eve r , a normal "af t er tak e-off " power set- tin g is 23 inch es of manifold pr es- s ure and 2450 RPM. CLIMB. A cr ui si ng c limb at 23 inches of manifold pressu r e, 2450 RPM (ap- proximately 75 % pow er) and 100 to 110 MPH is r ecommended to save time a nd fu el for th e ov e rall trip. In additio n, thi s type of clim b pro - vides better en gi ne cooling, less engine w ea r , a nd mor e passe n ge r co mfort due to low er n oise l eve l. If it is n ecessa ry to climb rapidly to cl ear mountains 01· r each favorab l e winds at high altitudes, the best r at e- of -c lim b speed s hould be used with maximum pow er. Thi s speed is 88 MPH at sea l evel , decreasing 2 MPH for eac h 5000 f eet above sea lev el. If a n obstruction a he ad r equir es a stee p c limb a ng le , t h e airplane s hould b e flown at th e b es t a. ngl e- o f-climb with flap s up and maximum power. This speed i s 70 MPH . CRUISE. Tabulated cruising information for no rmal cr uisin g power and altitudes l s pr ese nted in Section Vl. Thes e c ha rts a r e based on both 60 gallons nnd 79 ga ll o ns (optional) of fuel for c rnl se, l e an mixtur e, 2800 pounds g r oss weig ht , zero \vind, and no fu el ,·osc rve . Allowanc es for warm-up , nnd c limb (see fi E,rur e 6-4) , he adwinds vn l'l a ll ons l.n mi xhir e l e aning t ec h- nlquP, nnd fu e l res e rv e sho uld be :J (I esti mat ed, a nd the enduranc e a nd r a nge show n in the c hart s should be modifi ed accordi ngl y . Si nce the main advantage of th e air- plane over g round tran sp orta tion i s speed, you usu a lly w ill pr efe r hi gh c ruisin g speeds . Howeve r, if a d es- tination is s li g htly out of r eac h in one fli ght at normal cru i s ing speeds, it may save time a nd money to mak e th e trip no n- stop at l owe r sp eed . Th e c rui si ng cha rt s show th e l ong r anges obtai nabl e with low er c rui s- in g speeds . Norm a l c ruisin g is do ne between 65 % a nd 75% power . Crui si ng power of ap proximate l y 7 5% is o btain ed with 23 inches of m an ifold pr essur e and 2450 RPM. Various p er ce n t powe r s ca n be obtained with a n infi ni te numb er of com binati ons of manifold pr essur es, engin e speeds, altitudes, and out sid e air te mp eratures. H oweve r , at full throttl e, a co ns tant en gi ne speed a nd a standa r d air t empe r atur e, a spe- cific pow er may be obtain ed at only one a lti t ud e. For ex ampl e, at full thro ttle, 2450 RPM and l ean mixture , th e speed and range fi gures for va r - ious pow er s and optimum a ltitud es are s h own on fi g ur e 3-2. This tabl e s how s that cr uising ca n be don e most efficiently at hi gher altitudes be cause very n early th e same c r u ising speed ca n be m ai n- ta in ed a t much l ess pow e r. Th is \! m eans a saving in fuel consumptio n and eng ine wear . To achieve l eve l-fli ght perform- ance shown in the cru i si ng c ha rts i n Sec tion VI , the mixture should be leaned as follows : pull mixture con- trol out until engin e b ecome s rou gh; '. Oper a ting D etai l s rm:Jwm:":foftrf_Jffi{~~li1wM:;~mr:"mr~:r~(c~N-It.J1~w·irriz.~Jff:}~~::t.1mrR:f~~~.1~~M:t OPTIMUM CRUISE PERFORMANCE~Mi~~&3n:-;~m--~~rr~m1i1*t.:~·~w~~:~~£rn~ffill~:,m~wt~~1ttffe...~:·:~~~;,:- ::~ %BHP ALTITUDE 75 6400 70 8000 65 10,000 TRUE AIRSPEED 162 160 158 RANGE (Std.Tonks) 700 735 785 Fi gur e 3-2. tl1 en e nrich mixtur e s li g h tly be- yo nd lhi s p oi nt. Any chan ge in a lti - tud e, power , or ca rburet or heat will r equi r e a change i n l ean mixture set- ti ng. Do n ot lean mi>..-ture with power setti ng a bov e 23 inches of manifold pr essur e and 2450 RPM. Application of full ca rbur et o r h eat may enri chen the mi>..'ture to tl1 e point of engine r oug hn ess . T o avo id thi s, l ean t he m ixtu r e as ins truct ed in t he pr eceding par agrap h. Th e cow l flaps should be adjusted to maintai n th e cy lind er h ead tem- pe r a tur e near U1 e middl e of Urn nor- mal op er at ing (g r een a r c ) range t o asso r e prolon ged engin e life . For a give n throttle setti ng, se l ect th e l ow es t engine speed in the g reen ar c r an ge tha t will gi ve smooth en- gine operation. STALLS. The stall c haracte ri stics ar e con- ventional and aura l warnin g i s pr o - v id ed by a sta ll warn in g ho rn whi c h sow1ds be tw een 5 a nd 10 MPH above U1 e s tall i n all conii gura ti ons . Power -of f s tall speeds at maximum gr oss wei g ht and a. ft c . g . pos iti on are prese nted in fi gure 6- 2 as t r ue i ndi cated airspeeds, s in ce ind i cated a ir s p eeds a r e ina cc ur ate n ear the stall. SPINS. Inte nti on al sp in s ar e prohibit ed in this ai rpla ne. Should an inadv e r tent spin occu r , standard li ght plan e r e- cove ry t ec hni ques s hou l d be e m- ploy e d. LET-DOWN. L et- downs should be initia ted su f- fi ci e ntly be for e t he d es tin atio n is reac hed to p ermit a g radual r at e of d escent at cruis ing speed, us in g jus t enou g h powe r t o ho ld engi ne t em - per ature in th e g r een a r c r ange. 3-7 Operating D etail s LANDING . Landi ngs are simple a nd conven- tional i n all r espects. Either power - off or power-approach type landin gs can be execut ed wi th any nap setting. Altl1ough power- off approaches with full flaps are a dequately steep, slips ar e permissible if n ecessary. Approach sp eeds should be approxi- mately 80 - 90 MPH with flap s up a nd 70 - 80 MPH with flaps extended. L andin gs are usually mad e on the main wheels first to r educe Ute land- ing speed and the subsequ ent need for braking in the landing roll. Th e n ose- wheel is lower ed ge ntly to th e runway aiter U1 e s peed ha s dimini s hed to avoid unn ecessary no se gea r loa d. Thi s proc ed ur e i s es p ec ially i m- porta nt in rou gh fiel d l andings . H eav y br akin g in the land in g roll i s not rec o mm end ed because of t he probability of sk iddin g the main wheels, with resultin g loss of brak- in g effectiveness and damage to tires . For sh ort fi e ld landin gs, mak e a power off ap proa c h at 69 MPH IAS with 40° flap s and land on the main wheels first. I mmed i ately a ft e 1· touc hdown , l ower t he no se gear to the g round and app l y h eavy braking as require d . For max i mum brake e!Cective n ess after a ll thr ee wheels are on t he gr ound, r etr act the flaps , ho ld full nos e up elevator and apply maxim um poss ible brak e pressure wllhou l s lidin g th e tire s . COLD WEATHER OPERA TION. P1·lor l o s lnrtin g on co ld mornings, ll IH ndv l 1mbl e l o pull t he propeller a .11 th roug h seve ral tim es by ha nd to "br eak loose" or "limbe r" th e oil, thus conserving batt e ry ener gy. In extremely cold ( 0 ° F and l owe r) w eath er th e u se of an e xte rn al pre- h-eater for boU1 the engi ne and battery i s r eco mm e nd ed wh en ever possibl e to r educe wear and abuse t o the engi ne and tlle el ectri cal sys tem. When eve r very cold t e mperahire s are an ti ci - pated, U1e o il should be dilut ed be fore stoppin g the en gi ne if e xternal pre- h eat is not availabl e. Cold weatller s ta rtin g with pr e- h eat i s n orma l except that ca rbu - r et or h eat s hould be us ed as neces- sa ry for smoo th eng in e ope r ation . Starting wiU1out preheat , prim e the en gi ne 4-8 s trokes whil e U1 e propell er i s being turned by hand and u se carbu- retor he at as nec essa ry for smoo lh engine o pe ration . Under ex tr em e conditions it m ay even be n ecessa ry to k eep t h e en gi ne runnin g on the pr imer until th e en gi ne warms up slig htl y . Du ri ng co ld weatller operatio ns, no indi c ation will be appar ent on th e oil t e mp er ature gage p1·ior to l ake-off . If th e en gi n e accele rat es s moothly and o il pressure r emai ns no rmal , th e en gi ne should be r eady for take-off. Rou gh engine op e r a tion in c old weath er can be cau se d by a combi- n ation of an inher ently l ea ner mix- ture due to t h e d en se a ir and poor vapo ri zat i on and distribution of the fu el air mixture to the cyl ind er s . Th e effec t s of th e se conditions are esp ec ially noti ceabl e durin g opera- tion on one magneto in ground checks where o nly one spark plu g fir:es in e ach cy lind e r. T o op er a te the en gi n e without a '. wint er iz a tion kit in oc·ca siona l out- side air temperatur es from 10° F t o 20° F , th e followin g pro ce dur e i s r eco mm e nd e d: ( 1) Use full carburetor heat durin g engin e warm-up and gr ound c hec k. (2) Us e minimum ca rbur eto r h eat r equir ed for smooth ope r a ti on in tak e- off, climb, and c rui se . (3) Sel ect relative ly hi gh manifold pr essur e a nd RPM sett ing s for op- timum .p1ixture distribution , and avo id ex cessive ma nu al l eani ng in c rui si ng fli ght. (4) Av o id s udd en throttle mo ve- m ent s durin g g roun d a nd fli g ht op- er a ti o n. When operatin g in s ub- ze ro tem- p eratures, avoid u si ng pa rtial ca rbu- r e tor hea t. Partial he at m ay raise the carburetor a ir t e mp er a ture to th e 32-degr ee to 80- degr ee r "ange where i c in g is critical under certa in at- mosphe ric co ndit io n s. Fo r continuous op e ration in te m- peratur es co ns i stently below 20 ° F. th e C ess na winte ri zation kit, avai l - a bl e fr om yo.ir Cessna Dealer , shoul d be install ed to impr ove ope rati on·. HAND - CRANKING THE ENGINE. When no externa l power is avail- a bl e, a nd the batte ry do es not have s uffi cie nt pow er to turn t he eng in e, th e en gi ne may be sta rt ed by turnin g th e pr ope ll er by hand. When ha nd- cra nkin g, it i s imp9 r tant t o us e the following proc e dur e: (1) Pull master switch on mom- . el)tar-ily , th en check that batt e ry Op er ali ng .D et ails powe r i s s uffi c i ent to c l ose th e bal - t e 1-y sol enoid and manual starti ng i s possib l e . Th is is ev id en ce d by op- eratio n of th e fu e l qua ntity in dica- tors. If batt e ry pow e r is insum- cie nt t o c l ose th e so l en oid , ha nd sta rt i ng i s impossibl e, since th e sta rt i ng v ibr a t o r r e quir es batt e ry powe r. (2) B e su r e to use wheel chocks if avai l a ble, and t est a nd set U1 e brakes . (3) Set control s a nd switches for a no rm al star t , exce pt l eave th e ig- niti on sw itch " OFF . " (4) Pull th e p r op ell er throu gh at l east two full r evo luti o ns to pri m e eac h c ylind er (i g nition sw itch sti ll " OFF"}. Op e rat e pr im er kn ob as engine i s b e in g pull ed throu g h. (5) WiU1 i gni t i on s wit ch he ld in th e "START" p os itio n ( do n ot push in as this will engage t he sta rt e r) , hand- cra nk th e eng in e . IM PORTANT Do not ha nd- c r a nk with the ig- ni ti on sw it ch on "BOTH , " "L , " or "R." I n U1 ese positions, ki ck- back or r ever se rotation may oc- c ur , s ince t he m ag n etos do not h ave impuls e couplin gs to r eta r d th e spark. R et arded spark ca n be obta in ed only in th e "ST ART" pos iti on of th e ig nition switch. (6 ) A s soo n as th e eng in e fires, imm edia t e ly r el e as e th e spring- l oaded ignitio n sw it c h to "B O TH" for b ett e r eng in e acce l erat i on. OIL DILUTION SYSTEM. If y our airpl ane is e quipp ed with 3-9 Opo rall nrt Dot al l s OIL DILUTION TABLE ------- -TEMPERATURE QOf - 10 ° F -20° F Dilution Ti me .. . .. l ½ min . 3¾ m i n . 6 min. -- -- Fuel Added . . . . . . l qt. 2½ qt . 4 qt . NOTE: Maximum fuel and oil in sump for take -o ff is 13 quarts. Figur e 3-3. a n oil d ilution sys tem, and very low te mpe r a tur es are expected, dilut e the oil before stopping th e en gin e. D e termine the dilution time r equir ed for the anticipated t em pera tur e, from th e Oil Dilution Table . With th e e n- g in e ope ratin g at 1, 000 RPM , hold down U1e oil dilution swi tch th e n eces- s ary time . Fu el will fl ow into the oi l pump at th e r at e of l quart ev ery 90 seconds. lf more than four qua rts of fu el appears n ecessary to dilute th e oil for the anticipated tem p era- h.1re, c h ec k the oil l evel be fore s tarting to dilute. With a full s ump , only fou 1· qu ar t s may be add ed with- o ut r isk of overflow and its atte ndant fir e hazard. T o make r oom for the add iti onal fu el so m e oil must be drai ned befo r e dilution . Th e tota l vo lum e of fuel a nd o il mu s t not e x- C'C<' d 16 qua rl s . Durin g th e di luti on period , watch lh t' oil pr ess ur e closely . A s li ght , 1.\1°11c lu:ll cli·op is lo be expected as th e ol l IH thinned. Slop U1 e engi ne, how - C'Vl 'I' , Ir any s ha rp flu ctua ti on in tll ' t'tHl u t '(' IH obse r ved; it may be cau se d by an oil screen clogged with s lud g e w as h ed down by th e fuel. NOTE When th e dilution syste m is u sed fo r U1e first tim e each season, th e oil should be cha nged a nd the o il sc r eens cleaned to r em ove s ludge accumulations washed clown by the fu el. U se U1e full diluti on period , drain the oil, c l ea n th e scree n s, r e fill with fr es h o il and redilut e a s r e quir ed for the a nti cipated t emperature before the engin e h as cooled complet el y. On star ting and warm-up after di- lutin g the oi l. aga in watch the oil pressure c losel y for an indi cation of s lud ge blocking the sc r eens . If th e full dilution ti m e w as used. starti ng wi th a fu ll su mp , nm th e eng ine lon g enough to evapor at e so me of the fu e l an, ' l ower th e s ump l eve l before take-off. Oth erw i se, lh e sump may overflow when U1 e airplane i s nos ed up for c limb. '. zs:ection :4~_ OPERATING LI MI T A TI ONS OPERATI ONS A U THORIZ ED. Your C ess na with sta ndard e quipm ent, as ce rti ficated under FAA Type C ertificate No. 3 Al3 , is approved for day and ni ght operatio n under VFR. Additional optional e quipment is available to inc r e as e i ts utility and to make it authorized for us e unde r IFR day and ni g ht. An owner of a prope rly e qui ppe d Cessna is e li gibl e to obtain approval for its operation on singl e eng in e scheduled airline service und er VFR . Your Cessna Dealer will be h appy to assist you in se l ec tin g e quipm e nt best s uit ed to y o ur needs . MANEUVERS - NORMAL· CATEGORY. Th e airplan e exceeds th e r e quir em en ts f or airwort hin ess of the Civil Air R egulations, Part 3, set forU1 by the United States Governm ent. Spins and aerobatic m aneuv er s are not permitt ed in no rm a l categor y airplan es in compliance wiU1 th ese r egul ations . In conn ection wiU1 th e for ego ing, the foll ow in g gross wei ght and fli ght load factors apply: Gross Wei ght . . . . . . . . 2800 lbs . Fli g ht L oad Fa c t or* Flaps Up . +3. 8 -1. 52 Fli g ht L oad F ac tor* Flap s Down +3. 5 *Th e d esi gn load f acto r s are 15 0% of U1 e above, and in a ll cases, the st ructure mee ts or exceeds d esi gn l oads. Your airplane must be operated in accordanc e wiU1 all FAA approved markings, placa1·cls and c heck li s ts in the airp la ne . If the r e i s any info r - mation in this section which contradicts the FAA approved markin gs, p la- cards and ch ec k li st s , it i s to be disregarded . AIRSPEE D LIMITAT I ONS. Th e fo llowin g are the certificated true indic a t ed a ir speed limit s for your Ce ss na : Never E xceed (Glide or div e, smoot h air) ... 193 MPH (r ed lin e) Caution Range ............. 160-193 MPH (yellow ar c) 4-1 Op1 1rntlnK 1.lmllnllons Maxi Ilium Sll' uc tu1·al Cruising Speed . ... .... 160 M PH ( lit•vc• l rllt(hl 01· e ll mb) NOl'llHll Op c rnlion Range. . . . . 6 7- 160 MPH (green arc) Mnxlmum Speed Flaps Exte nded .... . ... 110 MP H l•' la1> Operation Range . . . . . . 60-110 M PH ( white arc) Manc uvcl'ing Speed* . . . . . . .. . . ... 128 M PH *The maximum speed at which abrupt control travel can be used without exceeding the design load.factor . ENGINE OP ERATION LIMIT ATIONS. Power and Speed . . . ENG INE INSTRUME N T MARKINGS. O i l TEMPERATURE GAG E. Normal O perating Range Do Not Exce ed . . O i l PRESSURE GAGE . I dling Pressure . . Norma l O perating Ra nge Maximum Pressure . . . MANIFOLD PR ESSURE GAGE. Normal O pera t ing Range. CYLIN DER HE AD TEMPERATURE GAGE . Normal Operating Ran ge . Do N ot Exceed . . . . . . TACHOMETER. Normal Operat ing Range . . . . . Cautionary Range . . . . . . . . . Do Not Exceed ( En gine rated speed) CARBU RETOR AIR TEMPERATURE GAGE . Under possibl e i c in g co ndi t ions : Nor mal Operati ng Range Cautionary R ange . I cing Range . . . . . . FU EL QUA NTIT Y INDICATORS. Empty . .. '1 - 2 . . 230 B HP at 2600 RPM . Gr een Arc Reel Line . . 10 psi (r ed line) 30-60 ps i ( green arc) . . 100 psi ( red line) .1 5-23 in. Hg ( green arc) 300-460 ° F (gr een arc) . . . 460 ° F (red line) 2200- 245 0 RPM (g r een ar c) . . . . . 2450- 26 00 R PM . . . . 2 600 R PM ( red li ne) 5 ° to 20°c (g r een ar c) OO to 5 °c ( ye llow ar c ) - 20 ° t o 0°c (r ed ar c ) . . E ( red line) • Operatin g Limitati o ns .· WEIGHT AND BA LANCE. T he information presented in this section will enab l e you to operate your Cessna witl1in tlie prescribed wei ght and ce n ter of gravity limitation s . In figuring your loading problems, be ce rtain that you use th e Licens ed Empty W eight of your particular airplane as shown on its Weight and Balance Data sheet. This sheet, plus an Equipment List. is includ ed with each a ir- plane as it Leaves the factory . Th e FAA r equires that any change in the original equipment affecting the e mpty weight center of grav ity be recorded on a Repair and Alte1·ation Fo1·m FAA - 337. READ BEFORE WORKING LOADING PR OBLEM FOR YOUR A IR PLAN E. To fi g ur e th e we i gh t f o r y o u r a i r p lan e in th e s am e m a nn e r a s t h e sampl e probl e m on pa ge 4 -4 , p roc e ed a s foll o w s: Step 1. Take the licensed Empty Weight and Mom en l/1 000 from lhe W eigh t and Balance Data sheet, plus ru1y changes noted on forms F AA-337, carried i n your airpl ane and write them down in two columns in U1e manner shown in the sample probl em . Th ese figu l'es are non- variables and, unless your airpla ne or e quipm e nt i s modified, t hese figures may be used evet'y time you figure your weighl and balance . Step 2. Wr ite down the weight and moment/ 1000 for oil in the proper col- umns. Since you usually have a full load of oil fol' a trip , you figure 12 qts . at 22. 5 lbs. and a momen t of -0 . 3 . You may u se U1ese same figu1·es every time and conside r t his also a non-variable . Step 3. Add the wei g ht of yourself and the front passen ger . Refer lo the Loading graph on pa ge 4-5 and find this wei ght at the l eft side of th e graph, then go across th e graph h orizon ta lly to the ri g ht until you intersect the line identified as "PILO T AND FRONT PASSEN- GER." After intersecting the Line drop clown vertically to U1 e bottom Line and read the moment/1000 give n on the scale. Now wri t e down this weight and mome nt / 1000 for you and th e front passenger in U1e proper co lu mns . Step 4. P r oceed as you did in step 3, except use the line i dentified as "F U E L " and 6 Lb s . per ga ll on for t he amou nt of gasoline you are ca rr y i ng, and r ead the mom ent / 1000 fr om the loadin g graph. Write t h e weig ht a nd moment/ 1000 i n t he proper columns . Step 5. Pr oceed as you did i n step 3, except use U1e lin e id entifi ed as " R EAR P A SSENGER S," a nd read the moment/ 1000 for Urn com- 4_3 Op e11ati ng Limitations I Op era tin g Limila.li ons bi ned weight of U1e rear passen gers being carri ed . Write lli e wei g ht and moment/ 1000 in the proper columns. Step 6. Prnceed as you did in step 3, except use llie line identified as "BAGGAGE," and read U1e moment/1000 for the numb er of pounds of ba ggage being carried. Write the weight and moment/ 1000 in U1e proper columns. Step 7. Add th e weight column. Th e total must be 2800 lbs . , or below, or you must li ghten your aircraft load. Add llie moment col umn (rem emb er to subt ract raU1er U1an add the oil moment because it is a minus quantity). Step 8. Refer to the Ce nter of Gravity Moment Env elop e. Locate the total weight on the sca l e on th e l eft hand side of the graph and, from lliis point, follow a line horizontally t o the ri g ht. Locate Uie total moment/1000 on llie scale runnin g across the bottom of the grap h and, from U1is point, follow a line vertically up until you inters ect the line running horizontally from your total weight. U llie point , where th e two lines intersect is within the envelope, your airplane is load ed within app rov ed limits . II the point of int er sectio n fa ll s outside the envelope, your load must be adjusted before fli ght. Sample Airplan e Your Airplane SAM PL E L OA DI NG PROBLEM ' we;ght Momeni 111 W e;gh t Moment -~ .. (lb,) [lb - ;n, . - 1 1000 I I. licensed Empty Weight tSomple Airplonel •. . 1625 .1 55 ,5 r2, 0;1. 12 Qt,,• .... .. .......... .. .. ..... .. ............... 22 . 5 -0.J 22 .5 -0.J 3 . Pilot & Front Passenger ... . .. .. ....... . . . ... . .. ... . . JA0,0 12.2 ' · fyeJ . (6 0 .0 Gol ot 611/Go l) .... .................. . 360 .0 17,3 5 . Rea , Passengers ·· · · ·· ·· ·· · •·····••····· · ·· ··· ·· · ·· ··· 340.0 24 .1 !: i: 6 . Soggoge ..... . .. . ................. .. . ... . .. .............. 112 . 4 10.9 7 . To t al A;rcralt W e;gh t l looded ) ..... . ... .. .. .. ... 2 800 .0 119.7 11111111 0 . lo co te thi, point (2 800 at 119 .7 on the c enter of g1ov i ty envelope. and $in ce 1h il po 1n t fol l i within th e envelope the loading i1 occep toble _ •N o to , No,mo l ly lull oil may be ouumed fo, all flighh . 4 4 440 400 360 320 ;;; 0 z ::, 0 ""-l-- ., ~ "'~ Q < 120 0 ... 80 40 -1 3 5 7 9 11 13 15 17 MOMENT / 1 000 (POUND -I NC H ES) 2800 2700 t,; ~ 2600 g l-- 2500 ., Q "'~ 2400 ~ 2300 0: u ~ 2200 0 "' 2100 ~ s 2000 1900 1800 60 70 80 90 JOO 110 120 130 LOADED AIRCRAFT MOMENT / 1000 ( PO UND-l NCII ES) 4-5 Op ornlln g Llmltallon s - ------ -- -------- --- -------- NOTES ------ - ----------- ---------- 1l c II ~ ~ f: b '. aecaion -~ 5 ~ ~~ CA RE OF THE AIRPLANE If your a irpl ane is to r et ain that ne w-plan e performanc e a nd dependa- bility, certa in in spectio n a nd maintena nce r equir eme nt s mu s t be fo ll owed. It is wis e to follow a planned sc hedule of lubrication a nd preventative main- t enan ce ba sed on th e climatic a nd flyin g co nditions en co unter ed in your l oca lity . Keep in touch wit h your C ess na D eal er , a nd tak e a dv a ntage of his knowl ed ge and e xp er i e nce . H e know s you r ai rpla ne and how t o maintain it. He wi ll r e mind y ou wh en lubri c ati ons and o il c h anges arc n ecessa ry , and about other seasonal and ·pe riodi c se rvi ces. GROU N D HANDLING . The airp la ne i s m ost eas ily and safely n) ane u vcred durin g g r ound handling by a t ow- bar attac hed to th e n osew h ee l. Always us e a tow -bar when one i s availabl e. Wh en m ovi ng th e a irplan e by hand and no tow-bar i s available , push down al th e fr ont spa r of the s tabiliz e r besid e lh e fu se la ge to rai se the n osew h eel of f th e ground. WiU1 th e nosewheel cl ea r of th e g round th e ai r plane can be turn ed r e adily in a ny dir ect ion by pivotin g it about th e main gea r. Do not push dow n on th e e mpenna ge by th e tip of lhe el eva tor ; nor shove sidewise on the upper portion o f the fin . Wh en moving the a irplane for- w ard, push at the wi ng str ut root fitting or at the main ge ar stru t. MOORING YOUR AIRPLANE. Proper tie-down proced ur e is your best precautio n aga in s t damag e to your parked a irplan e by gusly o r st r ong winds. To ti e-clown your ai r- plane sec ur el y, proceed as follows : ( 1) Ti e s uffi ci ently strong ropes or chai ns (700 pounds tensi l e s tr en gth) to t he win g ti e -down fillin gs at th e upp er end of eac h wi ng s trut. Se- cur e t he opp os it e e nd s of these rop es o r c hain s to tie-down r ings in th e g r oun d. (2) T ie a rop e th r ou gh the no se gea r torque link a nd se cur e th e opposite e nd to a li e- down rin g in the g r ound. (3) S ec ur ely ti e t he middl e of a l ength of rop e to th e ring at t he tai l. Pull eac h end of th e rope away a t a 45 ° angl e and secure it to ti e- down rin gs p os iti oned on eac h side of th e tail. (4) Install surfac e co ntr ol l ocks between th e flap and ai l e ron of each wing. 5- 1 Cu 1•11 ol tho A l ,· pl ane (fi) ln sl a ll th e contr ol lock in the co ntr ol wheel s haft. ( G) Jn s l a ll a s urfa ce c ontrol lock ove r lh e fin a nd rudd e r. STORAGE. Th e all-metal cons truction of your Cess na makes outs ide s tor age of it pra c tical, althou gh insid e s tor age will increase its lif e ju s t as i t in- c reases the life of your c ar . Ii y our airp l ane must r e main inactiv e for a time, cleanliness i s pr obably U1 e most importa nt cons id e rati on - wh eth er your airpla ne i s i ns i d e or ou t. A small inv es tm ent in cleanlin ess will r ep ay you many tim es, not o nly i n k eepin g your a irpla ne l oo kin g lik e new but i n kee pin g it new . A late r pa r ag raph in thi s sec ti on c ov er s th e s ubj ect in gr e ater de tail. Do not negle ct U1 e en gi ne when s tor - in g lhe ai rplan e. Turn U1 e p r ope ll er o ve r by ha nd or h ave it lu rn ed ov er eve ry f ew day s t o k eep t h e eng in e be arin gs. c ylind er wall s and internal parls lu b ri cat ed. If sto r age is to be fo r an ext e nd ed p eri od, and llH" nin g th e propell er i s im p ra ctical, see your C es sna D eal er for s u ggestio ns on pr eser ving U1 e engine. If lh e a i1·plane is stor ed outs ide, l eav e the pr ope ller in a ho riz o ntal p osition to pr eve nt wale r see page into th e hub m ec han- ism . Fillin g U1e fu el ta nk s w ill hel p pr evenl condens ation. Regula r u se he lp s ke ep a ir p lan es in good c onditi on . An airplane l e ft sta nding idle for any g r e at l eng th of tim e i s lik ely to del e ri o rat e m or e rapidl y than if it i s flown r e gula rl y, and should be care fully check ed be for e be in g put ba ck into ac tiv e se rvic e. 5- 2 WINDSHIELD-WINDOWS. The plastic windshi eld and windows s hould be kept cl ean a nd waxed al all tim es . To pr ev e nt scratch es and cr az in g, wa s h th em car e fully with pl enty of s oap and wat er , us in g th e palm of the hand to f eel a nd dislod ge dirt and mud. A s oft c loth , cha mois or spon ge may be use d, but o nly to c arry wat er t o the s urfac e. Rin se thorou g hly , th en dr y with a c lean, m oi s t chan10is . Rubbing th e surfac e of th e p lastic with a dry cloth build s up an ele c tros tati c c har ge so th at it a ttracts dust p arti c l es in th e air. Wiping with a mo ist cham oi s will r e- move bo th th e dus t and th is cha r ge . Remove o il and g r ea se w ith a cl oth m o istened wi t h k er ose ne. N eve r u se gaso lin e, b enz in e, al co hol , ace t one, carbon t e trac hl o rid e, fir e extin- gui s her or anti-i ce fluid , l a cqu er thinn er or g l ass cl ean er . The se mat e rial s will s often th e pl as ti c . Aft er r emo vin g dirt and gr ease, if the s urfac e i s not ba dly sc r atc hed it s hou ld be wax ed with a good grade of comm er c i a l wax. Th e w ax will fi ll i n minor sc rat ches and help pr eve nt furth e r sc rat c hin g . Apply a thin, even coat of wax and bring it to a hi gh polish by rubbing li ghtly with a clean , dry , so ft flann el cl oth. Do not us e a pow er buffer; th e heat gener a ted by th e buffing pad may so ften U1 e pl as ti c . Do not u se a c a nva s cove r on th e windshield unless fr ee zin g rain or s le et is anti c ipat ed. Canvas cov ers ma y sc ra t ch th e pla s tic surface. ALUMINUM SURFACES . Th e clad a luminum surfaces of y our k \\, '. Cessna r e quir e on ly a minimum of care to k e ep th em bri g ht and cl ean . The airplane may be wa s hed with cl e ar wat er to r e mov e dirt; oil a nd gr e as e may be r em ov ed with ga so- 1ine, naphtha , ca rbon tetra c hl o rid e or o ther non-alkalin e solv ents . While hou sehold det er gent soap powder s ar e e ff e ctiv e, th ey s hould be u se d c au- ti ous ly s inc e some ar e stron gly alka- lin e a nd m ay a ttack the aluminum. Dull ed aluminum surfa ces may be cl e an ed e ff ec tiv e ly w i th a mixtur e of a bout tw o qua rts of d e natur ed al cohol , tw o quart s of wat er a nd a pac k age o f pow de r ed Bon Ami. A fte r c l ea ni n g, and p e riodi c ally th e1· eafte r, waxin g with a good auto- m otive wax will pr e serve th e br ig ht a pp eara n ce a nd r e~ard corrosion. R egular w axi ng i s espec ially recom- m ended f o r airplan es ope rated in sa lt wat e r a r eas a s a protection ag ain s t co rro s ion . PAINTED SURFACES. Th e pa int ed e xt e ri o r s urfaces o f y our new Ces sna have been fini shed wi t h hi g h g r ad e mat erial s se l e ct ed fo r th eir toug hn ess, e la sticity , a nd e xce llent acU1 esi on. WiU1 a minimum o f car e, U1 ey will r etain th eir o rigi nal beauty for many ye ars . As wi th any p ai nt a ppli ed to a metal s urface, the des ir ed qualiti es of th e paint d eve l op s l o wly thr oughout an initi a l c urin g pe riod whi c h m ay be as l o ng a s 90 day s aft e r th e fini sh is appli ed. Durin g th.is c uring period some pre c aut io ns should be tak en to avoid damagi ng th e fini sh or inter - f e rin g with U1e c uring proc e ss. Th e finish should be c l e an ed o nly by Ca rn or lh e A ir pl ane was hi11 g with c l ean, co ld wate r and mild soap , foll ow ed by a rin se wilh co ld wat er and drying with c l o th s o r a c hamois. Do not use poli sh or wax , which would e xclud e a ir fr om th e s urface . Do not rub o r buff the fini s h and avoid flyin g thr ough r a in , ha il or sle e t. Onc e th e finish h as c ur ed c o mplet ely , it may be wax ed with a g ood a utom o ti ve wax . A heavi er coatin g of wax on th e l ea d- ing ed ges of th e win gs a nd t a il and on th e nose cap and prope ll er spinn er will h elp r educe th e abr as ion en- counte r ed in th ese ar e as. Fluids co ntainin g dy es, su c h as fu el and hydra uli c o il, ac cid ent ally s pill ed on U1e painted s urface, s hould be flu s h ed aw ay at o nc e to av oi d a perm anent s tain. Batt ery el ec tr o- lyte mu st be flush ed off al o nc e, and th e ar ea ne utrali ze d wi t h a n alkali su ch as baking sock'!. solution, followed by a U10rou gh rinse with c l ear wat er. PROPELLER CARE. P re fli g ht in s p ec ti o n of pr op e ll er blad es f o r ni c k s, and wipin g th em occa s i o nally with an o ily c l o th t o cl ean o ff g ra ss and bug st a in s wi ll a ssur e l o ng, troubl e -fr ee s er vice . It i s vital that s mall nick s on th e pr op e ll e r , parti c ularly n ear th e tip s and o n th e l ea din g ed ges, a r e dr essed out as soon as p oss ibl e si nce th ese ni c ks pr o du ce s tr ess co n cen- trati ons , a nd if i gn or ed, m ay r esu lt in cr ac k s . N ev e r u se a n a lk a lin e cl eaner on the bl ad es; r emove g r ease and dirt wiU1 carbon t e tr ac hl o ri de or Stoddard sol ve nt. Your C essna Deal er sh ou ld be co n- s ult ed ab out o th er r epa ir a nd ma in - 5-3 C: 1u·t• or the Airplane t c nance wor k. Civil Air Regu lations r e quire tha l a ll maintenance ex ce pt dr ess ing s mall blade nicks, cl ean- in g, minor repairs to the spinn e r, and lubri cat i on which does not r e- quir e disassembly, be done by an FAA - a uth or iz ed propeller repair s tation . INTERIOR CARE . To remove dust and loose dirt fr·om the upholstery and carpet, c lean the i nt e ri or r egu larly with a vacuum cl ea ner . Blot up a ny spilled liquid promptly with cleans ing ti ssue or rags . Don' t pat th e s pot, pr ess the bl otting ma- terial firmly and ho ld it f or severa l se co nds . Continue blotting until no more liquid is taken up. Scr ape off s ti c ky mat eri als with a dull knif e, then spo t clean th e are a . Oily spo t s may b e cleaned with hous ehold spot remove rs , us ed spar- i ng ly. Bef or e using ru1y solvent r ead th e in SlnJ c tions on the c ontain er and t es t i t on an obscure plac e in the fab- rl c lo be clea ned. N eve r saturate lh e f a bric wit h a volatile solve nt; it may damage the padding and backing mate rials. Soi l ccl up hol ste ry and carpet may he c l eaned with a foa m - type cleter- Jtt' nl , u s ed accord in g to th e manu- f11 t· lu 1·c r' s In s t ru c tion s . K eep t he f o am as dry as possibl e and remove It w llh a va c uum c l eane r , to mini- ml :r. c• w C' Uln ~ t he fabr i c . 'l'h <• pln 1-1 tl c tl"im , h eadlin er , in- " ' 1•11111p 11I pane l a nd co ntr o l knobs tl f' P cl o nly h11 wip ed or r wilh a clamp I' Int h , N1 •vp1• uHe tt volaU l e sol ve nt 1111 111 11111I(•, I\, " INSPECT ION SERVICE AND INSPECTION PERIOD S. With your airplane you will r eceiv e an Owner's Service Poli cy . Coupons a ttac hed to th e policy e ntitle you to an initia l inspection and the first 100-hour inspec-ti o n a t no charge . If you take delivery fr om your Dealer , he will perform the initial insp ection befo re de li very of the airplane to y ou. If yo u pi c k up th e airplane at the fac tory , p lan to tak e it to your D ealer r easo nably soo n after you take deli very on it. Thi s will per - mit h im to check it over and to make any min or adj u s tm e nt s that may appear nece ssary . Also , plan an inspection by your D eal er at 100 hour s o r 90 days, whichever comes first. Th is inspection also is p er- form ed by your Dealer for you at no ch arge . Whil e th ese important in- spections will be performed for you by any Cess na Deal er , in most cases you will prefer to have the D eale r from whom you purchase the airplane accomplish this work . Civil Air Regulations require that all airplanes have a periodic (annua l) inspection as pr esc rib ed by the ad- ministr a tor , and p erformed by a person d es i g nated by the admini s- trator . In a ddition, 100-hour p er i - odic inspection s made by an "ap- prnp riately- rat e d mechanic" are required if the airplane i s fl own for hir e. The Cessna Aircraft Company r ecommends the 100-hour periodic in spectio n for your airplane . Th e p r o ce dure for th i s 100-hour in spec- tion has been ca r e fully work ed out by th e factory and is followed by th e Cessna D eal er O rganization . Th e V '. compl ete familia rity of t h e C ess na Deal er Or ga niz a tion wiU1 Cessna equ ipm ent and with factory-approved procedures provid es the hi gh est lyp e of se r vice poss ibl e at low er cost. Time studie s o f t he 100-h our in- spection at the factory and in th e fi eld hav e developed a standard flat - rat e charge for t hi s in spectio n at a ny Cessna D eale r . Points which lh e inspection r ev eals r equir e m od- ifi cation or repairs will be brou g ht to U1 e owner's attention by the Dealer , and quotations or char g es will be m ade accordin g ly . The ins p ect ion cha r ge d oes not in c lud e the oi l r e- quired for th e o il c han ge. Every e ffo rt i s made to a ttrac t the be st me c hanics in eac h co mmunity by Cessna se rvic e faciliti es . Many D e al ers ' mec h anics hav e attended Cessna Aircraft Company sc h oo ls and hav e r ece ived sp ec ializ ed in- structions in main t e nanc e a nd ca r e of Cessna airplanes . Cess na servi ce instn1 c ti o n ac tivity in th e form of se rvi ce bu ll e tin s and l e tt ers is co n- stan tly being c arri ed on so that when you h ave your Cessna in spec t ed a nd serviced by Cessna D eale r's mech an- i cs . th e work wi ll be comp l ete and cl one in accordance wi t h th e l atest approved m e thod . C ess na De al e rs carry a full com - pl em ent of C ess na se r vice parts and have complete r e pair and serv ic e facilities, including such spec iali zed j i gs and tools as may be n ecessary . Y our Cessna Dealer will be g lad to giv e you curr e nt price quotatio ns on all parts that you mig ht n ee d ru1d ad- vi se you on the practicality of par t s rep laceme nt versus repairs that may Ca r e or the Airplan e be ne cl!s sar y from lim e t o lim e . AIRPLANE FILE. Th er e are mi sce llaneou s dat a, in - formation a nd li ce n ses t hat ar e a part of U1 e airplane fil e. Th e follow- in g is a c h eck li s t for that file . In addition, a pe riodic check should be made of t h e l ates t Civil Air R egu- lati ons to insure that a ll data r e- quirements ar e met. A. T o be d i splay ed in the airplane al a ll ti m es: (1) Aircraft Airworthin ess Cer- tifi ca te {F o rm FAA-1362). {2) Aircraft R egistration C ertifi - cate (Form FAA - 500A) . B. To be carried in th e airplane at a ll tim es : (1) Airplane Radio Station Licens e (if transmitte r ins talled). (2 ) Wei g ht and Balanc e Repo rt or l atest copy of the Repair ru1d Alt er- at i on Fo r m (Form FAA -337) . (3) Airplan e Equipme nt Li st. ( 4) Airplan e L og Book. (5) Engi ne Log Book. C. To be ma intai ned but not neces- sari l y ca rri ed i n the airp lane at all lim es: ( 1) A form co n tainin g the follow - ing informatio n : Mod el, R eg i s- trati on Numb er , Fa cto ry Se rial Number , Dat e of Manufactur e, En - g in e Number, a nd K ey Numb er s {dupli cate keys ar e availabl e throu gh your Cessna Dealer). Mo st of th e items li s t ed arc r e- quir ed by t he United States Civil Air 5- 5 Cl lt ' tt ol llw All'plnn c l ln~w l nllo n H. Sin ce lhe r egu lations nl ol hc• 1• nati ons may r e quire other cloc•u nwnl 1:1 and data, o wners of ex- • ported air planes should check with their own aviation officials to deter- mine their individual requirements. LUBRICATION AND SERVICING Spoclfl.c lubri catio n and servicing information is presented in the Serv- lt• ln ~ Dlng ram (figure 5-1). In addition, all pulleys , control sur fac e hin ge l wu rlngH, bell c rank cl evis bolts, brake pedal pivots, rudder pedal cross- h111•11 . cloor hinges a nd latches, Bowden co ntrols (with the exc eption of th e ir I 1•!\•!1011 Jock ing d evices ), the throttl e, propeller and cowl flap control ends, 1111!1 11 11y olh C' r f1•l c ti on points s hould be lubri cated eve ry 1000 hours , or 111l 111111r , wllh SAE 20 ge neral-purpose oil. Do n ot lubricate friction locks. ( :11111•1•11 ll y, 1·o ll er c hain s ( ailero n, el evator trim a nd rudder trim) and 1'1 1111 1•11 1 1111 111(111 co ll ect dust , sand and grit if they ar e gr eased or oiled. Ex- 111,pt 1111111 •1• 11m1<•oaHl co ndllion s, cha in s and cab les should be merely wip ed 1•11 11111 rn •c•1 111l rnu11ly w llh n d r y c l o th. II II v Care of U1 c Alrpl nnc 21 RE CO MMENDED F UE L : '. AVIATION CRADE--80/ 87 OCTANE RECOM M EN DED ENGTNE OIL : AVIATION GRAOE- -SAE 30 DE LOW 40 ' f. SAE 50 AUOVE -10 P. IIYDRAULI C FLUID: SPEC. NO. MlL -H -5006 OXYGEN: SPEC. NO. DD-O-925 '20' ~'v~ " • SERVICING DIAGRAM i ~ ~~ .,,~ 19)- - ~>,[(' ----- ~ '--' 1 ~ "~~M~ \~~ r --=..,.' ~ ~~,.- ,~ I '\O L-. 'mL!! SERVICING INTER VA LS Sy m bol deno t es ser \'l dn~ 1ntl"r\',1I. Sumber v. tthrn symbol rrft< r s to lh.• m lo be ~c r vked as 1'l h own in adjn imn ~: itp c·c 1Hc alions. 0 CHECK OR SERVICE DAILY 0 SERVICE EVERY 25 HOURS 0 SERVICE EVERY 50 HOURS □ SERVICE EVERY \00 HOURS ◊ SERVICE EVERY 500 HOURS 6 SERVICE AS REQUIRED Figure 5-1 (Sheet 1 of 5) . 5-7 ( 'H 1•11 of lh o Al rp l nnc OJ @ SERVICING PROCEDURES SUC TION RELI EF VALVE INLET SCREEN (OPT): Eve ry 100 hours , check inl et screen for dirt or obstructions if s uction gage readings appear hi g h. Remove screen and clean with compressed air or wash with Stoddard solvent (Fed. Spec . P -S-661). FUEL TANK FILLERS : Service after each flight wit h 80/ 87 octane aviation g rade fuel. The capacity of each tank is 32 . 5 ga llons. When op- ti onal long range fuel tanks are install ed, the capacity of eac h tank i s 42 . 0 ga ll ons. III G YRO INSTRUMENT AIR FILTER S (OPT): Replace eve ry 100 hou r s and when erratic or sluggish r e- sponses are noted with normal suction gage rea din gs . II] ® © A " It FUEL TANK SUMP DR AINS: Every 100 hour s, r emov e drain pl u gs, drain off w at er and se diment, and reinstall plugs . Safety wire plu g to a djacent safety screw . OX YGEN CYLINDER AND FILLE R V AL VE (OPT): Check oxyg en pres s ur e gage for anticipated r e quir em ents be fore e ach fli g ht. Whenev er pr e ssur e drop s below 300 ps i , u se fill er va l ve on l e ft side of baggage compartment wall (und er utility shelf) and r e fill cylinder with aviator's br ea U1in g o xy gen (Spec. No. BB-O-925) . Maximum pres- s ur e, 1800 psi. BATTE RY : C heck l eve l of electrol yte eve ry 25 hou rs ( or at least eve ry 30 days ) , ofte ne r in hot weat he r. Maintai n l eve l by adding cll s ll ll ed water. DO NO T overfill. I mmedi a tely neu traliz e tt pll l ed el ectrolyte w i th baking soda solution, th en flush with wnlo r. Keep battery cl ean and connec tions tig ht. Neutraliz e t•o 1•1·os.ion dep os it s with baking soda solution, th en rin se lh oroul-{h l y. II Rl,S1 M1tl11l11ln 45 ps i press ur e on nosewheel and 32 psi on main f •' lf1u1·0 5- 1 (Sh eet 2 of 5). .J Car t• o f 1111 1 /\1111h1111 1 0 [I] [@] '. wh eels . Inflate tir es with fill er needle sto r ed in m ap 1·011 1 partment. R emove oil and g1·ease from tires with soap a 11<i water ; p eriodica lly ins p ect them fo r c uts, bruis es and wc:1 1·. WHEEL BEARINGS: Repack with MI L -G - 7711 o r aircraft wh ee l bearin g grease at first 100 hours , 500 hour s the r ea fter; oftener if more U1an the usu a l amount of wat er, mud, ic e or snow i s en- count ere d. FUEL LINE DRAIN PLU G: Every 100 hour s, remove dr ain plu g, dra in off water and sedi m e nt and r ein sta ll plu g. Safety wire plug t o adjace nt fuselage s tru cture. BRAK E MA STE R C YL I NDER S: Eve r y 100 hours , check fluid l evel in brake mast er cy l inders . Fill with MIL-H-5606 (r ed ) hydraulic fluid. Fillin g wit h a pr essu r e pot connected to th e br ake bleed er port s is prefer- abl e, a lthough fluid may be pou red U1rough th e plu gs on th e top of the m aste r cy lind ers . M G ROUND SERVICE RECEPTACLE ( OPT ): Connect t o 12-volt, DC, negativ e- gr ound power unit for co ld wea th er s tarting and l engthy gr ound maintenance of the elec- trical system . Wh en an auxilia ry pow er un it is used, th e ai r craft master swi t ch s h ou ld be l eft of f u ntil the p l ug has been pulled . @ O IL DIPSTICK : Check oil l evel before eac h fli g ht. D o n ot operate on less t han 9 quarts a nd fi ll if an extende d flight is plann e d. Th e oil capacity is 12 quarts (13 quarts capac ity if an optional oil fi lt e r i s installed. @ OIL SUMP DR A IN : Every 25 hours , chan ge en gi ne oi l. Dra i n oil by r emov in g til e plug in the oil s ump. Remove l ower cowli ng and provide protection f or th e l ower engine co mp onents and nos e gear when draining . (See i tem 21 for servici ng interval on ai1·- craft equipped wi th an optio nal oi l filter . ) Figure 5-1 (Sheet 3 of 5). 5- 9 t:11 1•t1 or !ho Al 1· pln_n o ~ NOSE GEAR SHOCK STRU T: @ ~ Keep s trut inf lated and fi ll ed with MIL-H-5606 (red) hydraulic rluJd. See Service Manual for detai l ed instructions N OSE GEAR TORQUE LINKS: Every 25 hours, lubricate through grease fittings with MIL- L - 7711 ge neral-purpose grease . Wipe off excess . SHIMMY DAMPENER: Every 100 hairs, check fluid level in shimmy dampener. Fill with MIL- H -56 06 (red) hydraulic fluid. See Service Manual Ior detailed instructions. M PROPELLER: Th e McCauley propeller m ec hanism is seal ed and does not require lubrication between overhau l s . Grease the optional Hartzell propeller every 100 hours. To pr e vent entrappin g air and hi gh pressure, remove gr ease fittin gs adjacent to fitting being greased . Fill each fitting until g rease oozes from adjacent fitting hol e. A dd equal amou n ts oI g rease at each clamp t o retain propeller balance. R efer to the Cessna Singl e-Engine Service Manual or see your Cessna D ealer for a list of approved greases for Hartzell propell ers . @ C ARBURETOR AIR FILTER : Service every 25 hours or oftener when ope ratin g in dusty conditions. Und er ext r e mely dus ty conditions, daily main- t enance of the filter is recomm ended. Se rvic e in accordance with instructions on the filter frame . @ O IL FILL ER : Wh en pr e ni ght c h ec k shows l ow oil l e vel, s er vi ce with avi - n li on g rad e en gi ne o il; SAE 30 below 40 °F and SAE 50 above 40° f. Your Cessna was delivered from th e factory with Alrni g ht mine ral oil (n on-det er ge nt) a nd should be operated wllh s lr alg ht min eral oil for the first 25 h ours. The us e of Iuln e ral o il during the 25-hour break-i n period will help tion l the pi s ton rin gs and wi ll result in l ess oil consumptio n. Aflo1· lh o fir s l 25 ho urs , either m i neral oil or deter ge·nt oil 11i Ity l>o u se d. er a d ete r g ent oil is used , it must conform to Co 11t111on L1 I Molor sCo rporation Specification MHS-24. Your F ll-1\l r e 5- 1 ( Sheet 4 of 5). Ii . I I.I '. Car e of the A irplane Cess na Deal er c an supply an approved brand. @ FUEL STRAINER : Drain approximately t wo ounces of fu el before each fli g ht and after refuelin g to r e m ove wat er and sediment. Mak e sure drain valve is c losed after drainin g. Disa ssembl e and clean bowl and sc r een eve ry 100 hour s . fiJj OIL FI LTE R (O PT ): Change engine oil and r ep lace filter el ement ev ery 50 hours. Oil should be changed at l east every four mo nths even thou gh le ss than 50 hou1·s hav e a cc umulated. If the en gine is op- erated in extr e mely dusty a reas , in cold climates wh ere s lud gi ng co nditions e xi st, or where s hort fli g hts and long idl e periods a r e encount e r ed which cause s lud g in g c ond i- tions , the i nt erva l for changing oil s hould be reduced from the 50 hour interval outlin ed above . @ § ENGINE OIL SCREEN: Remove and wash screen (locat ed on ri g ht r ear s id e of en- gi ne a ccesso ry section) with Stoddard so lv ent ( Fed. Sp ec . P-S-661) wh e nev er engi ne oil is changed. (On aircraft equipped with an op tional oil filter , the eng ine o il screen has been r em oved and r ep laced with an adapter unit for oi l fi l tration. VACUUM SYSTEM OIL SEP ARATOR (OPT): Every 100 hour s, r emove separato r and flush with Stoddard so l vent (Fed. Spec . P-S-661); th en dry with compr essed air and r eins tall. Th e military specifications li ste d are not mandatory , but are int e nded as guides in c hoosi ng satisfactory materia l s. P roducts of most reputable manufacturers m eet o r excee d th ese specifications . F i gure 5- 1 (Sheet 5 of 5) . 5- I l f : 11111 ul tlw Alrplnno ft I DEALER FOLLOW-UP SYSTEM Your Cessna Dealer has an owner follow-up system l o notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification di1·ectly from t he Cessna Service D epartme nt. A subscription card is supplied in you r airplane file for your use , should you choose to r e- quest lhi s service . Your Cessna D ealer will be glad to supply you with details conce rnin g U1ese follow-up pro- grnms, and stands r eady through hi s Service D epartment l o supply you with fasl, efficie nt, low cosl servic e . v ~ ~a . -- -· e- ~~ --aec ao n - --~=~- - OPERATIONAL DATA The operationa l data charts on the following pa ges are presented for two purposes; first, so that you may know what to expect from your air- plane under various conditions, and second, to enable you to plan your flights in detail and with reasonable accuracy. A power setting se l ected from the range charts usually will be mor e efficient than a random setting, since it will permit you to estimate your fuel consumption more accurate ly . You will find that usin g th e char ts and your Pow er C omputer will pay dividends in overall efficiency . The data in the charts has been compiled from actual fli g ht t es ts with th e airp l ane and eng ine in good co nditio n and using average piloting tech- niqu es. Note also that the ran ge charts make no allowanc es f or wind, nav- i ga tional errors, warm-up, take-off , climb . e tc . You must estimate these variables for yourself and make allowances accordin gly . - I AIRSPEED CORRECTION TABLE I • FLAPS IAS 60 80 100 120 140 160 180 -UP TIAS 68 83 100 118 137 157 17 6 -FLAPS IAS 40 50 60 70 80 90 100 110 DOWN 20° 40° TIAS 53 60 67 75 84 93 102 111 Figure 6- 1. 0- 1 - ::: ■ - I I I I -n -n -no,,.., · u, - C-, if I ,- ,- ,- ZCI) ► ► ► ::!! 00 -II - " " " C) = V, V, V, c:: ,- ~ )> ::a "' r I : 6 ~, ~ ~!"fr1C o o O (/) Cit z 1J ? = { ~ ""l 0, , ... -- ('t) w I "', C • °' :r; o, " ..... o· C~ ~ - > 4 • % t--~ z ~ --- \4~ ~ ;: 0, °"' °"' w .:e'° - ·" o ' o 'ITI "' 0 • .,, I ::0 ---- - · ~ z 0 'I I 00 I ...0 I ~ / I ;::a:: :-rt00 - _ o ·~0 I TAKE-OFF DATA I ~ TAKE-OFF DISTANCE WITII 20• FLAPS FROM HARD SU RFACE RUN'WAY. ~ 0GROSS IAS H EAD AT SEA LE VEL & 59 F. AT 2500 FT. & so · F. AT 5000 FT. & 41 ' F. AT 7500 FT. & 32 "F . WEIGHT (l WIND GROUND TO CLE AR GROUND TO CLEAR GROUND TO CLEAR GROUND TO C LEAR Las . 50 FT. MP!I RU:-1 so· OBSTACLE RUN so· OBSTACLE RUN 50' OBSTACLE RUN 50' OllSTA C LE 0 295 655 350 i45 4 l 5 855 500 1005 2000 52 15 160 425 195 490 235 570 290 680 30 65 235 80 280 105 335 135 405 0 44 0 895 525 1035 630 121 0 765 , 14 60 24 00 57 15 255 600 310 705 380 835 470 1020 30 I 15 355 150 425 190 5 15 245 645 0 625 1205 745 1420 895 1695 1095 2090 2800 61 15 380 830 460 990 565 1200 700 1505 30 19 0 515 240 630 305 780 390 1000 No te: Incr ease distances 10% £or each 25 , F above standard tempe rature fo r part icular al titude. I CLIMB I ,r- ~DATA ~ _,.,- ~~ ' -v - ~~ .,.,_,..... -"~ -~~ ,,_ AT SE A L EVEL & 59 ' F. AT 5000 FT . & 41 ' F. AT 10000 FT. & 23 ' F . t..,.,' AT15000FT. &5 F. AT 20000 FT. & -12 ' F. GROSS BEST RATE GAL. BEST RATE fr omS l BEST RATE Fr om SL BEST RATE F ro m SL DEST RATE Fr om SL WEIGHT CUMB OF or CLIMB or FUEL C LIMB or FUEL c u~m or FUEL CLIMB or FUEL LBS. LAS C LIMB FUEL l,\S C LIMB USED LAS CLIMB USED LAS C LIMB US ED l,\S CLIMB USED MP H FT/ M I N USED ~IPH FT/ MIN MPH FT/ MIN MPH FT/ MIN MPH FT/ MIN 2000 84 1710 l. 5 82 1350 2. 7 79 995 4. 1 76 640 5. 9 H 280 9 . 2 2400 86 1295 I. 5 84 1005 3. I 82 720 5. 0 79 435 7. 6 77 15 0 12. 9 2o00 88 980 I. 5 86 HS 3. 7 84 510 6 . 3 82 280 10. 2 80 50 20. 5 :s~a -: Ft.a:,s ,..,. lull th.-ottle :llld 2600 RP~I. Mixture l eaned for smooth ope rat ion above 5000 ft. Fuel us ed Inc ludes warm-up and take-o!! allowance. Figure 6- 3. '.' 0 -0 ('t) ~ C. 0 ::, e 0 ;., 8" Op1111 n ll o nnl Dnla Op<1 1· 11l1 0 1111 I l )nln . I c ~~is E PERFORMAN ~ E ~ ---~ ___ - - -- - I -- CRUISE PERFORMA NCE I -- I - - -· .. - LEA N MIXTURE LEAN MIXTURE Sl ondord Condi l ions ~ Zero Wind ~ Gro ss Weig hi- 2800 Pounds Slo n dord Conditions ~ Ze ro Wind ~ Gross Weight- 2800 Po u nd s 60GAL(NORES ER VE) 79GAL{NO RESERVE) 60 GAL ( NO RESERVE) 79GAL(NO RESERVE) % GAL/ TAS ENDR. RANGE ENDR . RANGE RPM MP 8HP HOUR MPH H OURS MILES HOURS MILES % GA L/ TA S ENDR . RANGE ENDR . RANGE RPM MP BHP HOUR MPH HOUR S MILES HOURS MILES 2 500 FEET 7500 FE ET 24 5 0 23 76 14. 2 158 4. 2 670 5. 6 885 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 2450 21 71 13 . I 161 4.6 730 6. 0 960 20 67 12 . 4 1 57 4.8 760 6 ,4 1005 19 62 11. 7 152 5. l 780 6 . 8 1025 18 58 I I. 0 147 5.5 805 7 . 2 1055 2300 23 7 I 13. l 154 4. 6 700 6. 0 925 22 67 12. 2 149 4. 9 740 6. 5 970 21 62 11.5 145 5 .2 760 6. 9 1005 20 59 11. 0 142 5. 5 775 7. 2 1020 2300 2 1 66 12. 2 1 56 4.9 760 6. 5 100 5 20 6 2 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 23 67 12. I 149 5. 0 745 6. 5 980 22 63 11 . 4 146 5. 3 770 6 . 9 1010 21 59 10.8 142 5. 6 790 7.3 1040 20 55 10 . 2 138 5.9 810 7.7 1065 2200 21 62 11. 4 152 5 . 3 805 6. 9 1055 20 58 10. 7 148 5.6 830 7. 4 1090 19 54 10.2 143 5 . 9 840 7. 7 1105 18 51 9.7 138 6 . 2 860 8. I 1130 20 00 20 f ,~ 47 j' , 8. 7 126 :; ·i' 6. 9 865 ii 9.1 1135 MAXIMUM 19 j 43 ci ' 8 .2 1,- 121 ,.. 7.3 : 890 • 9.6 1170 RANGE 18 . : •39 ': 7.5 • _113 · 8.0 900 ., 10.5 1185 SE OINGS 17 ~ ·'~ 35 ". · 7.0 i., 105_ 8. 6 905 ·,., 11.3 1190 2000 19 47: 8. 7 131 6 .9 900 ,: ·, 9 . 1. ' j 11 85 MAXIMUM ' 18 . 43 • 8. I ... 123 . 7.4 ., .. 910 9.8 . 1200 RANGE 17 · 39 7.6 116 ·· 7. 9 920 10.4 1210 . SETTINGS 16 36 7.0 107 8 . 6 'lo.?O 11. 3 ,. 1210 ' 5000 FEET 10 , 000 FEET 24 GO 23 78 14. 5 163 4. I 670 5. 4 885 22 73 13.6 159 4,4 700 5. 8 925 21 70 13. 0 156 4. 6 720 6 .1 950 20 65 12. 2 151 4. 9 750 6, 5 985 2450 19 63 11. 9 156 5.0 785 6. 6 1035 18 60 11. 2 152 5 . 3 810 7. I 1065 17 55 10 , 6 146 5. 7 830 7. 5 1090 16 51 10.0 141 6, 0 8 40 7.9 1105 3~00 23 73 13,4 158 4.5 710 5.9 930 22 69 12.6 155 4,7 730 6.3 965 21 64 1 1.9 151 5 .0 760 6.6 1005 20 00 11 . 2 146 5.4 785 7.1 1035 2300 19 60 11. I 152 5. 4 820 7 . I 1080 18 56 10.5 147 5.7 840 7. 5 1105 17 51 9.8 141 6. l 860 8. I 11 30 16 47 9.2 134 6.5 870 8. 6 1145 a~ou 23 oe 12.1 155 1.0 1so 6.1 985 22 04 11.7 15 1 5.1 775 6.8 1020 2 1 00 11.0 146 5. 5 800 7 . 2 1050 20 57 10,5 143 5.7 815 7,5 1075 2200 19 56 10 . 4 14 8 5 .7 850 7. 6 1120 18 52 9.8 142 6. l 875 8. I 11 55 17 49 9. 3 136 6. 5 880 8. 5 11 00 16 45 8. 7 129 6.9 895 9. I 11 15 {1111{1 IU 45 6. 5 126, 7. I 895 9. 3 1175 MAIUMIIM Ill 41 7.0 118 7. 6 ' 905 10.0 1190 NA tHII 17 37 7 , 3 Ill 8 . 2 910 10. 8 1200 \lllltlttl Ill :11 0,11 103' 8. 8 905 '' ' 11. 6 1190 2000 18 44 8 .4 128 7. I 910 9 . 4 1200 MAitMUM 17 40 7. 8 1 20 7 .7 925 10. I 12 15 -RANGE 16 38 7.4 11 4 8 . 1 925 10. 7 12 1r, SETTt~GS_ 15 35 6.9 105 8 . 7 ' : 910 11. 4 1200 l •' l 1(u1· c 6- 4 (S heet 1 of 3) . Figure 6-4 (Sheet 2 of 3) . II 1 1 (I fl O perationa l D ata ---- ·- - . - - - -·- - CRUISE PERFORMANCE~ -- - .. LEAN MIXTURE St andard Co ndition s~ Zero Wind ~ Gross Weight-2800 Pounds 60 GAL ( NO RESERVE) 79GAL(NO RESERVE) % GAL/ TAS ENDR. RANGE ENDR. RANGE RP M MP BHP HOUR MPH HOURS MILES HOURS MILES 15 ,000 FE ET 2450 16 54 10. 4 150 5.8 865 7. 6 1135 15 50 9. 8 142 6. 1 875 8 . I 1155 14 46 9.2 13 5 6. 5 880 8.6 1160 2300 16 50 9. 6 143 6. 2 890 8 . 2 I 170 J S 47 9. I 136 6. 6 900 8 . 7 l 185 14 42 8. 5 127 7. 1 900 9. 3 ll6 5 2200 16 47 9. 1 138 6.6 910 8.7 1200 15 44 8.6 130 7. 0 910 9. 2 1200 14 40 8. 0 120 7. 5 905 9. 9 1190 2000 • Jm3~ ·· · " - 1. t 122 § :i~7~7. ·-1 9 4_0; ITT] ..;, 16 !7 · 8 t I 1240 MAXIMUM 15 ' 112 - 8. 2: . 920 ·• .. . I 1210 RANGE 14 ~ -1 7. 3 ~, •t _8J 'l ags ' l • ;' l 175 .. ~,_, , 6. a· ' 101 , SE TTINGS ; '~.....:~, ::i ·:~· ' 11.. ~k 20,000 FEET 2400 13 44 9. 0 133 6.7 895 8. 8 1175 12 40 8. 3 122 7.2 875 9. 5 1155 2:100 13 42 8. 4 126 7. I 905 9 .4 1190 12 38 7.7 ll3 7.8 875 10.3 1155 ~~11(1 1:1 30 7.8 118 7. 7 905 10. 1 1190 12 :rn 7.2 103 8 .3 865 11.0 1135 . . Figu r e 6- 4 (Sh eet 3 of 3). II ti Opcrall onnl Dnln LANDING CONDITIONS APPROACH 1AS 69 M PH @ 2800 LOS. 58 M I'll @ 2000 LOS. WING l'LAPS - 4 0° POWER 01'1' HARD SURl'ACE RUNWAY ~ NOTE 11 E--duce Landing Distance HY.{i l'or Each 6 MPH H eadwind •. ---<8 . •·, 00 ll:Js GROUND ROLL 50 l'T. ,, ' Oo 0 •.........., 530, f'T. 710 FT • ~ ~ ( • ; ~ , 7,500 Fi:"'EUVATION 1595 l'T. • ~ GROUND R ~io\T. - 4 90 1'T . ~ .- ' ""' ,. trs. -........._ , <'oq, , (32°F) 12 60 f'T. ~ 50 FT. r'\ ~l:J.i; .. . •......~ ~ , S 000 Ff."'IUVAT t ON • ( 41 ·n ~ GROUND It~~; l'T . - 4 55 l'T. --:,-- A ;8 00 los_'-,, fOoo ' 50 FT. ~l:JS: _ ' ~ ~ 12 00 l'T . 1505 FT . ' , 2,500 n-:-1uVATION (50° F) 14 30- FT . ~ ~ GRO UND ROLL~ 590 • • · 4 251'T. ~ .---- • <Boo ' 1:1 -w- c •• .. s. ........, If °"0 oo r 11 40 1-' T. 50 FT. ~l:Js , • t ·, SIALIVIL (59 °1') ~ Fi gure 6-5. 1350 FT. 1090 FT. 0- 'I t)pp 1•1 tll onn I Dntn --- - ------ ------ - --- - --- -- -- N O TE S - ----- -- -- -- -- - ------ -- - - --- II 11 F'C •• ~ • aect-ion 7-X....~ O PTION A L SYS TEM S Thi s sect i on contains a d esc ripti on, op er a tin g pr o cedur es , and pe r - f o rmanc e d ata (when a ppli ca bl e) fo r th e "maj o r il em " o pti o nal equi pm ent sy st ems i n y our airplan e . Only o pti o nal e quipm ent r e quirin g del a i led co ve ra ge, fo r effici e nt utili z ati on of t he sy s t em , i s di s cuss ed her e . Op - ti onal e quipm ent of a m or e s impl e natur e i s di sc u sse d in o ther porti ons o f thi s ma nual. RADIO SELECTOR SWITCHES --- RADI O SELECTOR SWITCH OPERATION. Op e rati on of th e radio e quipm ent i s normal a s cove r ed in th e r es p ec- li ve radi o manuals . Wh en mor e than one radio is install ed , an audio s wit ch- in g sy s t em i s ne ce s sary . The operation of t hi s s witchin g sy s t em i s de- sc ri b ed bel o w. -TRAN SMITTER SELECTOR SWITCH. Th e tran s mitter s el e ct or s witch has two pos itions. When two tran s- mitters ar e install ed , it i s nec essary to switch the microphone and ant enna to th e radi o unit the pilot de sires to use for transmission. Thi s is a cco m - pli shed by placin g the transmitte r s el ector switch i n position 1 or 2 co r - r espondin g to the radio unit which i s to be u