OWNER'S MANUAL

a. Check main wheel tire for proper inflation. of water. b. Inspect airspeed static source hole on side of fuselage for stoppage. c. Disconnect wing tie-down. a. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. a. Check propeller and spinner for nicks and b. Check fuel tank vent opening for stoppage, security, and propeller for oil leaks. b. Check carburetor air filter for restrictions by dust or other foreign matter. Same as 3 - Figure 1-1. iv Jectioil I OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplane's equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered in Section II. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventiorial" characteristics or oper- ations that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts -- Adjust and lock. (2) Flight Controls -- Check. (3) Brakes -- Test and set. (4) Master Switch -- "ON. " (5) Cowl Flaps -- "OPEN." (Move lever out of locking hole to reposition.) (6) Elevator and Rudder Trim -- "TAKE-OFF" setting. (7) Fuel Selector Valve -- "BOTH." (8) Turn all radio switches "OFF." 1-1 STARTING ENGINE. (1) Carburetor Heat -- Cold. (2) Mixture -- Rich. (3) Propeller -- High RPM. (4) Throttle -- Cracked (one-half inch). (5) Primer -- As required. (6) Ignition Switch -- "START. " Hold until engine fires, but not longer than 30 seconds. (7) Ignition Switch -- Release to "BOTH" (immediately after engine fires). NOTE If engine has been overprimed, start with throttle open 1/4 to 1/2 full open. Reduce throttle to idle when en- gine fires. NOTE After starting, check for oil pressure indication within 30 seconds in normal temperatures and 60 seconds in cold temperatures. If no indication appears, shut off engine and investigate. BEFORE TAKE-OFF. (1) Fuel Selector Valve -- "BOTH. " (2) Throttle Setting -- 1700 RPM. (3) Engine Instruments -- Check. (4) Carburetor Heat -- Check operation, then set to cold unless icing conditions prevail. (5) Ammeter -- Check. (6) Suction Gage -- Check (4. 6 to 5. 4 inches of mercury). (7) Magnetos - Check (50 RPM maximum differential between magnetos). (8) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (9) Flight Controls -- Recheck. (10) Wing Flaps -- Check operation and set 0° to 20°. (11) Cowl Flaps -- Full "OPEN. " (12) Elevator and Rudder Trim -- Recheck "TAKE -OFF" setting. (13) Cabin Doors -- Closed and locked. (14) Flight Instruments and Radios -- Set. (15) Optional Autopilot or Wing Leveler -- "OFF. " 1-2 TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. (3) Power -- Full throttle and 2600 RPM. (4) Elevator Control -- Raise nosewheel at 60 MPH. (5) Climb Speed -- 90 MPH until all obstacles are cleared, then set up climb speed as shown in "NORMAL CLIMB" paragraph. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 20°. (2) Carburetor Heat -- Cold. (3) Brakes -- Apply. (4) Power -- Full throttle and 2600 RPM. (5) Brakes -- Release. (6) Elevator Control -- Maintain slightly tail-low attitude. (7) Climb Speed -- 61 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB. " (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) Fuel Selector Valve -- "BOTH. " (4) Mixture -- Full rich (unless engine is rough due to excessively rich mixture). (5) Cowl Flaps -- Open as required. MAXIMUM PERFORMANCE CLIMB. (1) Air Speed -- 88 MPH (sea level) to 84 MPH (10, 000 feet). (2) Power -- Full throttle and 2600 RPM. (3) Fuel Selector Valve -- "BOTH. " (4) Mixture -- Full rich (unless engine is rough). (5) Cowl Flaps -- Full "OPEN. " 1-3 CRUISING. (1) Engine Power -- 15 to 23 inches of manifold pressure and 2200 - 2450 RPM. (2) Cowl Flaps -- Open as required. (3) Elevator and Rudder Trim -- Adjust. (4) Mixture -- Lean. LET-DOWN. (1) Mixture -- Rich. (2) Power -- As desired. (3) Carburetor Heat -- Apply (if icing conditions exist). BEFORE LANDING. (1) Fuel Selector Valve -- "BOTH." (2) Mixture -- Rich. (3) Propeller -- High RPM. (4) Cowl Flaps -- "CLOSED." (5) Carburetor Heat -- Apply before closing throttle. (6) Airspeed -- 80 to 90 MPH (flaps retracted). (7) Wing Flaps -- 0° to 40° (below 110 MPH). (8) Airspeed -- 70 to 80 MPH (flaps extended). (9) Elevator and Rudder Trim -- Adjust. NORMAL LANDING. (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Cowl Flaps -- "OPEN. " (2) Wing Flaps -- Retract. (3) Carburetor Heat -- Cold. 1-4 SECURE AIRCRAFT. (1) Mixture -- Idle cut-off (pulled full out). NOTE Do not open throttle as engine stops since this actuates the accelerator pump. (2) All Switches -- Off. (3) Brakes -- Set. (4) Control Lock -- Installed. 1-5 INSTRUMENT PANEL 27 22 26 23 25 ~24 1. Marker Beacon Indicator Lights 11. Carburetor Air Temperature 24. Fuel Selector Valve Handle and Switches (Opt.) Gage (Opt.) 25. Microphone (Opt.) 2. Flight Instrument Group 12. Flight Hour Recorder (Opt.) 26. Elevator Trim Control Wheel 3. Radios and Autopilot (Opt.) 13. Radio (Opt.) 27. Throttle 4. Radio Selector Switches (Opt.) 14. Map Compartment 28. Carburetor Heat Control Knob 5. Rear View Mirror (Opt.) 15. Defroster Control Knob 29. Circuit Breakers 6. Fuel QuantityIndicators and 16. Cabin Air Control Knob 30. Electrical Switches Ammeter 17. Cigar Lighter 31. Parking Brake Handle 7. Manifold Pressure Gage 18. Cabin Heat Control Knob 32. Instrument and Radio Dial 8. Tachometer 19. Wing Flap Switch Lights Rheostats 9. Cylinder Head Temperature Gage, 20. Mixture Control Knob 33. Ignition/Starter Switch Oil Temperature Gage, and Oil 21. Propeller Control Knob 34. Primer Pressure Gage 22. Rudder Trim Control Wheel 35. Master Switch 10. Economy Mixture Indicator (Opt.) 23. Cowl Flap Control Handle Figure 2-1. 1-6 SectioilH DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. With the fuel selector valve on "BOTH, " the total usable fuel for all flight con- ditions is 60 gallons for the standard tanks and 79 gallons for optional long range tanks. Fuel from each wing tank flows by gravity to a selector valve. De- pending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. IMPORTANT The fuel selector valve should be in the "BOTH" position for take-off, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either "LEFT" or "RIGHT" tank is reserved for cruising flight. NOTE When the fuel selector valve handle is in the "BOTH" position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing. For fuel system servicing information, refer to Lubrication and Ser- vicing Procedures in Section IV. 2-1 FUEL SYSTEM FUEL TO ENGINE STRAINER ENGINE PRIMER CODE THROTTLE FUEL SUPPLY CARBURETOR VENT 's.. MECHANICAL LINKAGE MIXTURE TO CONTROL KNOB ENGINE Figure 2-2. 2-2 ELECTRICALSYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 12-volt battery is located aft of the rear baggage conipartment wall. Power is supplied to all electrical circuits through a split bus bar, one side con- taining electronic system circuits and the other side having general elec- trical system circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronics bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the semi- conductors in the electronics equipment. AMMETER. The ammeter indicates the flow of current, in amperes, from the al- ternator to the battery or from the battery to the aircraft electrical sys- tem. When the engine is operating and the master switch is "ON, " the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by "push- to-reset" circuit breakers mounted on the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit, and the optional clock and flight hour recorder circuits which have fuses mounted near the battery. Also, the cigar lighter is protected by a manually- reset type circuit breaker mounted directly on the back of the lighter be- hind the instrument paneL Two automatically resetting circuit breakers mounted behind the instrument panel protect the stall warning transmitter and horn circuit, the alternator field and wiring, and the optional turn coordinator or turn-and-bank indicator circuit. ELECTROLUMINESCENTLIGHTING. Switches and controls on the lower part of the instrument panel are lighted by electroluminescent panels which do not require light bulbs for illumination. This lighting is controlled by the instrument light rheostat. 2-3 ELECTRICA L SYSTEM TO OPTIONAL TURN SCHEMATIC COORDINATOR OR OPTIONAL TURN & BANK INDICATOR TO STALL WARNING , REGULAT R A+ gg S MNDING & TAXI LIGHTS LIGHTS TO NAVIGATION LIGHTS ALTERNATOR ALTERNATOR - TO CONTROL WHEEL BE R NAv TO OIL DILUTION MGHTS SYSTEM OPT) TO HEATED PITOT & STALL MASTER SWITCH CIGAR UGHTER WARNING SYSTEM (OPT) (WITH CIRCUIT BREAKER) PITOT HEAT TO CARBURETOR AIR STARTER TEMPERATURE GAGE (OPT) CONTACTOR AMMETER TO FUEL QUANTITY IND CYL. HEAD TEMP.GAGE INST REVERSE _ TO IGNITION-STARTER, POLARITY GROUND - SWITCH CONTACTOR SERVICE PLUG TO POST LIGHTS (OPT) RECEPTACLE OPT) - TO DOME & COURTESY LIGHTS (OPT TO ELECTRO-LUMNESCENT LIGHTING CABIN TO COMPASS & RFL O DE UR UGHTS (NSTRUMENT LIGHTS STARTER .... CO TAC R W NG LFLAHTS TM OIL NORMALLY FLAP PRESSURE CLOSED) CO A TOR OT TO FLASHING BEACON (OPT) CLOCK BCN (OPT) TO RADIO (OPT) RADIO 4 NST MENT TO RADIO (OPT) BATTERY LIGHR CI UIT ¯ RAD 3 vo RAoio (orti CODE TO RADIO (OPT) CIRCUITBREAKER(AUT RESET) RADIO l CIRCUIT BREAKER (PUSH-RESET) SW TCH TO AUTOMAT1C PILOT (OPT) FUSE AUTO PILOT DIODE TO AUDIO AMPLtFIER (OPT) cAPAcivoR MAGNETOS AUD AMF RESISTOR Figure 2-3. 2-4 FLASHING BEACON (OPT). The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. CONTROL WHEEL MAP LIGHT (OPT). A map light may be mounted on the bottom of the pilot's control wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn the "NAV LIGHTS" switch on, then adjust the map light's intensity with the knurled rheostat knob located at the bottom of the control wheel. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" knobs. Both control knobs are the double-button typewith friction locks to permit intermediate settings. NOTE Always pull out the "CABIN AIR" knob slightly when the "CABIN HEAT" knob is out. This action increases the airflow through the system, increasing efficiency, and blends cool outside air with the exhaust manifold heated air, thus eliminating the possibility of overheating the system ducting. The rotary type "DEFROST" knob regulates the airflow for windshield defrosting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air are supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the cabin manifold. 2-5 TAXIING DIAGRAM USE UP AILEHON ON USE UP AILERON ON LH WlNG AND RH WING AND NEUTRAL ELEVATOR NEUTItAL ELEVAIOR USE I WN AILERON USE IXJWN AII ERON ON LH WING AND ON HH WING AND l WN ELEVA3DR IX)WN ELEVAT R NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp WIND DIRECTION braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-4. 2-6 Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two in the rear cabin ceiling supply air to the rear seat passengers. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather with the throttle open approximately 1/2 inch. In extremely cold temperatures it may be necessary to continue priming while eranking. Weak inter- mittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the miXture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) ít will not fire at all. Additional priming will be necessary for the next starting attempt. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING. The carburetor air heat knob should be pushed îull in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. Since the engine is closely cowled for efficient in-flight cooling, pre- cautions should be taken to avoid overheating on the ground. Full throttle 2-7 checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. The magneto check should be made at 1700 RPM with the propeller in flat pitch as follows: Move the ignition switch first to "R" position and note RPM. Then move switch back to "BOTH" position to clear the other set of plugs. Then move switch to "L" position and note RPM. The dif- ference between the two magnetos operated singly should not be more than 50 RPM. If there is a doubt concerning the operation of the ignition sys- tem, RPM checks at a higher engine speed will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. TAKE-OFF. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. Full throttle runups over loose gravel are especially harmful to propeller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. Most engine wear occurs from improper operation before the engine is up to normal operating temperatures, and operating at high powers and RPM's. For this reason the use of maximum power for take-off climb should be limited to that absolutely necessary for safety. Whenever possible, reduce take-off power to normal climb power. Normal take-offs are accomplished with wing flaps up, cowl flaps open, full throttle, and 2600 RPM. Reduce power to 23 inches of mani- fold pressure and 2450 RPM as soon as practical to minimize engine wear. Using 20° wing flaps reduces the ground run and total distance over the obstacle by approximately 20 per cent. Soft field take-offs are per- formed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. 2-8 If 20° wing flaps are used for take-off, they should be left down until all obstacles are cleared. To clear an obstacle with wing flaps 20 degrees, the best angle-of-climb speed (61 MPH, IAS) should be used. If no ob- structions are ahead, a best "flaps up" rate-of-climb speed (88 MPH, IAS) would be most efficient. These speeds vary slightly with altitude, but they are close enough for average field elevations. Flap deflections of 30° to 40° are not recommended at any time for take-off. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. A cruising climb at 23 inches of manifold pressure, 2450 RPM (ap- proximately 75°/opower) and 100 to 120 MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb provides bet- ter engine cooling, less engine wear, and more passenger comfort due to lower noise level. If it is necessary to climb rapidly to clear mountains or reach favor- able winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 88 MPH at sea level, decreasing 2 MPH for each 5000 feet above sea level. If an obstruction ahead requires a steep climb angle, the airplane should be flown at the best angle of climb with flaps up and maximum power. This speed is 70 MPH. CRUISE. Normal cruising is done between 65% and 75%power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section V. 2-9 The Optimum Cruise Performance table (figure 2-5) shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be maintained at much less power. For a given throttle setting, select the lowest engine RPM in the green arc range that will give smooth engine operation. The cowl flaps should be adjusted to maintain the cylinder head tem- perature at approximately two thirds of the normal operating (greenare) range to assure prolonged engine life. To achieve the range figures shown in Section V, the mixture should be leaned as follows: pull mixture control out until engine becomes rough then enrich mixture slightly beyond this point. Any change in altitude, power, or carburetor heat will require a change in the lean mixture setting. Application of full carburetor heat may enrich the mixture to the point of engine roughness. To avoid this, lean the mixture as instructed in the preceding paragraph. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted.for smoothest operation. OPTIMUMCRUISE PERFORMANCE %BHP ALTITUDE TRUE RANGE AIRSPEED (Std.Tanks) 75 6500 162 695 70 8000 160 735 785 Figure 2-5. 2-10 STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c. g. position are presented in figure 5-2 as calibrated airspeeds since indicated air- speeds are unreliable near the stall. SPINS. Intentional spins are prohibited in this airplane. Should an inadvert- ent spin occur, standard light plane recovery techniques should be used. LANDING. NORMAL LANDING. Landings should be made on the main wheels first to reduce the land- ing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially im- portant in rough field landings. SHORT FIELD LANDING. For short field landings, make a power-off approach at 69 MPH, IAS with 40° flaps and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply max- imum possible brake pressure without sliding the tires. CROSSWIND LANDING. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. 2-11 BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. In extremely cold (0° F and lower) weather, the use of an external preheater (for both the engine and battery) and an external power source is recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is im- portant. Refer to Section VI, paragraph GROUND SERVICE PLUG RE- CEPTACLE, for operating details. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch "OFF" and throttle open 1/2", prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Clear propeller. (3) Turn master switch "ON. " 2-12 (4) Turn ignition switch to "BOTH. " (5) Open throttle 1/2" and engage starter. (6) Pull carburetor heat on after engine has started, and leave on until engine is running smoothly. Without Preheat: (1) Prime the engine six to eight strokes while the propeller is being turned by hand with throttle open 1/2". Leave primer charged and ready for stroke. (2) Clear propeller. (3) Turn master switch "ON. " (4) Turn ignition switch to "BOTH. " (5) Pump throttle rapidly to full open twice. Return to 1/2" open position. (6) Engage starter and continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7) Pull carburetor heat on after engine has started. Leave on until engine is running smoothly. (8) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Excessive priming and pumping throttle may cause raw fuel to accumulate in the intake air duct, creat- ing a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. OPERATION. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if,outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), 2-13 accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. Rough engine operation in cold weather can be caused by a combina- tion of an inherently leaner mixture due to the dense air and poor vapori- zation and distribution of the fuel-air mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto in ground checks where only one spark plug fires in each cylinder. To operate the engine without a winterization kit in occasional out- side air temperatures from 10° to 20° F, the following procedure is recommended: (1) Use full carburetor heat during engine warm-up and ground check. (2) Use minimum carburetor heat required for smooth operation in take-off, climb, and cruise. (3) Select relatively high manifold pressure and RPM settings for optimum mixture distribution, and avoid excessive manual leaning in cruising flight. (4) Avoid sudden throttle movements during ground and flight opera- tion. When operating in sub-zero temperatures, avoid using partial car- buretor heat. Partial heat may raise the carburetor air temperature to the 32° to 70° range where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment and operating details for the OIL DILUTION SYSTEM. HOT WEATHER OPERATION. The general warm temperature starting information on page 2-7 is appropriate. Avoid prolonged engine operation on the ground. 2-14 SectioilIH OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A13 as Cessna Model No. 182M. With standard equipment, the airplane is approved for day and night operation under VFR. Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain ap- proval for its operation on single-engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equip- ment best suited to your needs. MANEUVERS-NORMAL CATEGORY. The airplane is certificated in the normal category. The normal category is applicable to airplanes intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60°. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight. . . . . . . . . . . . . . 2800 lbs Flight Load Factor *Flaps Up . . . . . . . , , . . . +3. 8 -1. 52 *Flaps Down . . . . . . . . . . . +3. 5 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor- 3-1 mation in this section which contradicts the FAA-approved markings, plac- ards and check lists, it is to be disregarded. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the airplane. Never Exceed Speed (glideor dive, smooth air) . . . . . 193 MPH Maximum Structural Cruising Speed . . . . . . . . . . 160 MPH Maximum Speed, Flaps Extended Flaps 10° . . . . . . . . . . . 160 MPH Flaps 10° - 40°. . . . . . . . . . . . . . 110 MPH *Maximum Maneuvering Speed . . . . . . . . . . . . . 128 MPH *The maximum speed at which abrupt control travel can be used without exceeding the design load factor. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed markings (CAS) for the airplane. Never Exceed (glideor dive, smooth air) . . . . 193 MPH (red line) Caution Range . . . . . . . . . . . . . 160-193 MPH (yellow arc) Normal Operating Range. . . . . . . . . . 67-160 MPH (greenare) Flap Operating Range . . . . . . . . . . . 60-110 MPH (white are) ENGINE OPERATION LIMITATIONS. Power and Speed . . . . . . . . . . . . . . 230 BHP at 2600 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range . . . . . . . . . . . . . . . Green Arc Do Not Exceed . . . . . . . . . . . . . . . . 225° F (red line) 3-2 OIL PRESSURE GAGE. Idling Pressure . . . . . . . . . . . . . . . . 10 psi (red line) Normal Operating Range . . . . . . . . . . 30-60 psi (greenare) Maximum Pressure . . . . . . . . . . . . . . 100 psi (red line) FUEL QUANTITY INDICATORS. Empty ...................... E(redline) (2. 5 gallons unusable each tank in normal flight maneuvers with fuel selector valve on "BOTH. ") CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Range . . . . . . . . . 200 -460°F (greenare) Do Not Exceed . . . . . . . . . . . . . . . . 460°F (red line) TACHOMETER. Normal Operating Range . . . . . . . 2200-2450 RPM (greenarc) Caution Range . . . . . . . . . . . . . . . . . 2450-2600 RPM Do Not Exceed (Engine rated speed) . . . . . .2600 RPM (red line) MANIFOLD PRESSURE GAGE. Normal Operating Range . . . . . . . . .15-23 in. Hg (greenare) CARBURETOR AIR TEMPERATURE GAGE (OPT). Icing Range . . . . . . . . . . . -15° to 5°C (yellow are) 3-3 WEIGHT AND BALANŒ The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337 carried in your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls with- in the envelope, and if the loading is acceptable. NOTE The Weight and Balance Data Sheet noted above is included in the aircraft file. The Loading Graph and Center of Gravity Moment Envelope shown in this section are also on the sheet titled Loading/Center of Gravity Charts and Weighing Pro- cedures which is provided in the aircraft file. SAMPLE AIRPLANE YOUR AIRPLANE SAMPLE LOADING PROBLEM ¯¯¯¯ Weight Moment Weight Moment (lbs.) (lb. - ins. (lbs.) (lb. - ins. /1000) /1000) 1. Licensed Empty Weight (Sample Airplane) ...... 1672 59.4 I 2. Oil (12 qts. - Full oil may be 22 -0. 3 22 -0. 3 assumed for all flights.) . . . 3. Pilot and Front Passenger..................... 340 12.2 4. Fuel (Standard-60 Gal at 6 #/Gal) . . . . . . . . . . . , , . . 360 17. 3 Fuel (Long Range-79 Gal at 6#|Gal) . . . . . . . . . . . . 5. Rear Passengers ............. .. ........ 340 24.1 6. Baggage (or Passenger on Auxiliary Seat) . . . . . . . 7. TOTAL WEIGHT AND MOMENT................ i 2800 119.1 8. Locate this point (2800 at 119. 1) on the center of gravity moment envelope, and since this point falls within the envelope the loading is acceptable. 3-4 soo LOADING GRAPH 74 GAL. MAX. 450 LONG RANGE O AN L 400 350 60 AL. MAX. STANDARD TANKS 300 50 250 40 150 100 -r- 10 - 50-- 0 5 10 15 20 25 30 LOAD MOMENT/1000 (POUND-INCHES) I en nono CENTER OF GRAVITY MOMENT ENVELOPE 2300 2000 1900 / i con + / ¯T 60 70 80 90 100 110 120 130 LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES) Jectioil N CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance and dependa- bility, certain inspection and maintenance requirements must be followed. It is wise to follow a planned schedule of lubrication and preventative main- tenance based on climatic and flying conditions encountered in your locality. Keep in touch with your Cessna Dealer, and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered during ground handling by a tow-bar attached to the nosewheel. NOTE When using the tow-bar, do not exceed the nosewheel turning angle of 29° either side of center. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your airplane securely, proceed as follows: (1) Set the parking brake and install the control wheel lock. (2) Install a surface control lock over the fin and rudder. (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing, tail, and nose tie-down fittings and secure each rope to a ramp tie-down. (4) Install a pitot tube cover. 4-1 WINDSHIELD-WINDOWS. The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are re- moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma- terials will attack the plastic and may cause it to craze. Follow by ca efully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth-since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet pated since the cover may scratch the plastic surface. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with elear water to remove dirt; oil and grease may be removed with gasoline, naptha, carbon tetrachloride or other non-alkaline solvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. 4-2 PAINTED SURFACES. The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is re- quired within the curing period, it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause cor- rosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to protect the paint- ed surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin side windows since the alcohol will attack the plastic and may cause it to craze. PROPELLERCARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to-clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the pro- peller, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. 4-3 INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar- ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with a foam-type deter- gent, used according to the manufacturer's instructions. Keep the foam as dry as possible and remove it with a vacuum cleaner, to minimize wetting the fabric. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. INSPECTION SERVICEAND INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check itcover and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. 4-4 Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and per- formed by a person designated by the administrator. In addition, 100- hour periodic inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRCRAFT FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met. A. To be displayed in the aircraft at all times: (1) Aírcraft Airworthiness Certificate (Form FAA-1362B). (2) Aircraft Registration Certificate (Form FAA-500A). (3) Aircraft Radio Station License (Form FCC-404, if transmitter installed). B. To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form-337, if applicable). (2) Aircraft Equipment List. C. To be made available upon request: (1) Aircraft Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual, "Cessna Flight Guide" (Flight Computer), and Service Policies, be carried in the aircraft at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. 4-5 LUBRICATIONAND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fueL The capacity of each tank is 32. 5 gallons. When optional long range fuel tanks are installed, the capacity of each tank is 42. O gallons. FUEL STRAINER: On first flight of day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, there is a possibility that the wing tank sumps contain water. Thus, the wing tank sump drain plugs and fuel line drain plug should be re- moved to check for the presence of water. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 40°F. (Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.) Detergent or dispersant oil, con- forming to Continental Motors Specification MHS-24A, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE To promote faster ring seating and improved oil control, your Cessna was delivered from the factory with straight mineral oil (non-detergent). This "break-in" oil should be used only for the first 20 to 30 hours of operation, at which time it must be replaced with detergent oil. 4-6 LUBRICATIONAND SERVICING PROCEDURES DAILY (Continued) OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 9 quarts. To minimize loss of oil through breather, fill to 10 quart level for normal flights of less than 3 hours. For extended flight, fill to 12 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. OXYGEN CYLINDER AND FILLER VALVE (OPT): Check oxygen pressure gage for anticipated requirements before each flight. Use filler valve on left side of rear baggage com- partment wall to refill cylinder with aviator's breathing oxygen (Spec. No. MIL-O-27210). Maximum pressure (cylinder tem- perature stabilized after filling), 1800 psi at 70°F. Refer to page 6-9 for filling pressures. 4-7 SERVICINGINTERVALSCHECK LIST EACH 50 HOURS BATTERY -- Check and service. Check ofteher (at least every 30 days) if operating in hot weather. ENGINE OIL AND OIL FILTER -- Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean screen every 25 hours. Change engine oil at least every four months even though less than 50 hours have been accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. NOTE After first 20 to 30 hours of engine operation, an initial oil change should be made to remove "break-in" oil and change the filter, if installed. CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS -- Lubricate. When operating under dusty conditions, more frequent lubrication is recommended. SHIMMY DAMPENER -- Refer to Service Manual for detailed instructions on checking and filling. EACH 100 HOURS FUEL STRAINER -- Disassemble and clean. FUEL TANK SUMP DRAIN PLUGS -- Remove and drain. FUEL LINE DRAIN PLUG -- Remove and drain. BRAKE MASTER CYLINDERS -- Check and fill. VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean. SPARK PLUGS -- Clean, test and regap. 4-8 SERVICING INTERVALSCHECKLIST (Continued) EACH 500 HOURS WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours there- after. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numerous take-offs and landings are made. VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re- place sooner if suction gage reading drops to 4. 6 in. Hg. AS REQUIRED NOSE GEAR SHOCK STRUT -- Keep filled with fluid and inflated to 55-60 psi. 4-9 ONR FOllOEUP SYSild Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addi- tion, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied in your aircraft file for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. PUBUCAll0NS Various publications and flight operation aids are furnished in the air- craft when delivered from the factory. These items are listed below. e OWNER'S MANUALS FOR YOUR AIRCRAFT ELECTRONICS AND AUTOPILOT e CESSNA FLIGHT GUIDE (FLIGHT COMPUTER) e SALES AND SERVICE DEALER DIRECTORY e DO'S AND DON'TS ENGINE BOOKLET The following additional publications, plus many other supplies that are applicable to your aircraft, are available from your Cessna Dealer. e SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRCRAFT ENGINE AND ACCESSORIES ELECTRONICS AND AUTOPILOT Your Cessna Dealer has a current catalog of all available Customer Services Supplies, many of which he keeps on hand. If supplies are not in stock, your Cessna Dealer will be happy to order for you. 4-10 Jectioil i OPERATIONAL DATA The operational data charts on the following pages 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. The data in the charts has been compiled from actual flight tests with the airplane and engine in good condition and using average piloting tech- niques. Note also that the range charts make no allowances for wind, nav- igational errors, warm-up, take-off, climb, etc. You must estimate these variables for yourself and make allowances accordingly. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endur- ance information, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. FLAPS IAS 60 80 100 120 140 160 180 -- UP ------------------------- CAS 68 83 100 118 137 156 175 -- FLAPS IAS 40 50 60 70 80 90 100 110 DOWN ------- ------------------ 2O°-4O° CAS 58 63 68 | 75 84 92 101 110 Figure 5-1. 5-1 ST L SPEED, POWER OFF ANGLE OF BANK 00 F 00 ATION FLAPS UP 64 69 91 FLAPS 20° 57 61 81 FLAPS 40° 55 59 78 SPEEDS M Öà Figure 5-2. 5-2 TAKE-OFF DATA TAKE-OFF DISTANCE WITH 20° FLAPS FROM HARD SURFACE RUNWAY. GROSS IAS HEAD AT SEA LEVEL & 59°F, AT 2500 FT. & 50°F. AT 5000 FT. & 41°F AT 7500 FT. & 3Ù F WEIGHT - @50' WIND GROUND TOTAL TO GROUND TOTAL TÒ GROUND TOTAL TO GROUND TOTAL TO LBS. MPH MPH RUN CLEAR 50' OBS RUN CLEAR 50 OBS RUN CLEAR 50' OBS RUN ICLEAR 50' OBS 0 625 1205 745 1420 895 1695 1095 2090 2800 61 15 380 830 460 990 565 1200 700 1505 30 190 515 240 630 305 780 390 1000 0 440 895 525 1035 630 1210 765 1460 2400 57 15 255 600 310 705 380 835 470 1020 30 115 355 150 425 190 515 245 645 0 295 655 350 745 415 855 500 1005 2000 52 15 160 425 195 490 235 570 290 680 30 65 235 80 280 105 335 135 405 NOTES: 1. Increase distances 10%for each 25°F above standard temperature for particular altitude. 2. For operation on a dry,grass runway, increase distances (both "¡grotmd run" and "total to clear 50 ft. obstacle") by 7%of the "total to clear 50 ft. obstacle" figure. MAXIMUM RATE-OF-CLIMB DATA AT SEA LEVEL & 59 F AT 5000 FT. & 41°F. AT 10 000 FT. & 23°F. AT 15, 000 FT. & 5°F. AT 20, 000 FT. & 12 F. GROSS IAS RATE GAL, UWS RATE FromSL IAS RATE FromSL IAS RATE FromSL IAS RATE From SL WEIGHT MPH OF OF MPH OF FUEL MPH OF FUEL MPH OF FUEL MPH OF FUEL LBS. CLIMB FUEL CLIMB USED CLIMB USED CLIMB USED CLIMB USED FT MIN USED FT MIN FT/MIN FT/MIN FT MIN 2800 88 980 1. 5 86 745 3. 7 84 510 6. 3 82 280 10. 2 80 50 20. 5 2400 86 1295 1.5 84 1005 3.1 82 720 5.0 79 435 7.6 77 150 12.9 2000 84 1710 L5 82 13502.7 79 995 4.1 76 640 5.9 74 280 9.2 NOTES: 1. Flaps up, full throttle, 2600 RPM, mixture leaned for smooth operation above 5000 ft. 2. Fuel used includes warm-up and take-off allowance, 3. For hat weather, decrease rate of climb 30 ft, min. for each 10°F above standard day temperature for particular altitude. Figure 5-3. ISE PERFORMANCE LEAN MIXTURE Standard Conditions Zero Wind Gross Weight-2800 Pounds 60GAL(NO RESERVE) 79GAL(NO RESERVE) ¾ GAL/ TAS ENDR. RANGE ENDR. RANGE RPM MP BHP HOUR MPH HOURS MILES HOURS MILES 25CICI FEET 2450 23 76 14.2 158 4.2 670 5.6 885 22 72 13.4 154 4.5 690 5.9 910 21 68 12.7 151 4.7 715 6.2 940 20 63 12.0 148 5.0 730 6.6 965 2300 23 71 13.1 154 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 2200 23 67 12.1 149 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 5CICICI FEET 2450 23 78 14.5 163 4.1 670 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 2300 23 73 13.4 158 4.5 710 5.9 930 22 69 12.6 155 4.7 730 6.3 965 21 64 11.9 151 5.0 760 6.6 1005 20 60 11.2 146 5.4 785 7.1 1035 2200 23 68 12.4 155 4.8 750 6.4 985 22 64 11.7 151 5.1 775 6.8 1020 21 60 11.0 146 5.5 800 7.2 1050 20 57 10.5 143 5.7 815 7.5 1075 Figure 5-4 (Sheet 1 of 3). 5-4 WÜlsE PERFORMÄNCE LEAN MIXTURE Standard conditions Zero Wind Gross Weight-2800Pounds 60GAL(NORESERVE) T9GAL(NO RESERVE) % GAL/ TAS ENDR. RANGE ENDR. RAN RPM MP BHP HOUR MPH HOURS MILES HOURS MILES 7500 FEET 13.1 161 4.6 730 20 67 12.4 157 4.8 760 6.4 1005 19 62 11.7 152 5.1 780 6.8 1025 18 58 11.0 147 5.5 805 7.2 1055 2300 21 bb 12.2 13o 4.9 fûO 6.5 1005 20 62 11.6 151 5.2 780 6.8 1025 19 58 11.0 147 5.5 800 7.2 1050 18 54 10.5 142 5.7 810 7.5 1065 2200 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 8.1 1130 10,000 FEET 2450 19 63 11.9 156 5.0 785 6.6 1035 18 60 11.2 152 5.3 810 7.1 1065 17 55 10.6 146 5.7 830 7.5 1090 16 51 10. 0 141 6. 0 840 7. 9 1105 2300 19 60 11.1 152 5.4 820 7.1 1080 18 56 10.5 147 5.7 840 7.5 1105 17 51 9.8 141 6.1 860 8.1 1130 16 47 9 2 lit 6 5 R70 8.6 1145 2200 19 56 10.4 148 5.7 850 7.6 1120 18 52 9.8 142 6.1 875 8.1 1155 17 49 9.3 136 6.5 880 8.5 1160 16 . 45 8.7 129 6.9 895 9.1 1175 2000 18 44 8.4 128 7.1 910 9.4 1200 MAxiMuy 17 40 7.8 120 7,7 925 10.1 1215 SEnnGS 15 35 6.9 105 8.7 910 11.4 1200 Figure 5-4 (Sheet 2 of 3). 5-5 CRUISE PERFORMANCE LEAN MIXTURE Standard conditions Zero Wind Gross Weight-2800 Pounds 60 GAL(NORESERVE) 79GAL(NO RESERVE) % GAL/ TAS ENDR. RANGE ENDR. RANGE RPM MP BHP HOUR MPH HOURS MILES HOURS MILES 15,000 FEET 2450 16 54 10. 4 150 5. 8 865 7. 6 1135 15 50 9.8 142 6.1 875 8.1 1155 14 46 9.2 135 6.5 880 8.6 1160 2300 16 50 9.6 143 6.2 890 8.2 1170 15 47 9.1 136 6.6 900 8.7 1185 14 42 8.5 127 7.1 900 9.3 1185 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 MAXIMUM 15 Ti 7.3 112 8.2 920 10,8 121H RANGE 14 34 6.8 101 8.8 H.6 SEENGS 20,000 FEET 2450 . 13 44 9.0 133 6.7 895 8.8 1175 12 40 8.3 122 7.2 875 9.5 1155 2300 13 42 8. 4 126 7. 1 905 9. 4 1190 12 38 7.7 113 7.8 875 10.3 1155 2200 13 39 7.8 118 7.7 905 10.1 1190 . 12 35 7.2 103 8.3 865 11.0 1135 Figure 5-4 (Sheet 3 of 3). 5-6 LANDING DISTANCE TABLE LANDING DISTANCE WITH 40° FLAPS ON HARD SURFACED RUNWAY @SEA LEVEL & 59 F @2500 FEET & 50° F @5000 FEET & 41° F @7500 FEET & 32° F GROSS A PPRO ACH WEIGHT IAS GROUND TOTAL GROUND TOTAL GROUND TOTAL GROUND TOTAL POUNDS MPH ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR 50 FT. OBS. 50 FT. OBS. 50 FT. OBS. 50 FT. OBS. 2800 69 590 350 640 1430 680 1505 740 1595 NOTES: 1. Distances shown are based on zero wind, power off and heavy braking. 2. Reduce landing distances 10%for each 6 MPH headwind. 3. For operation on a dry, grass runway, increase distances (both "ground roll" and "total to clear 50 ft. obstacle") by 20% of the "total to clear 50 ft. obstacle" figure. Figure 5-5. c.n © SPEED 80 MPH (IAS) -- MAXIMUM GLIDE @ PROPELLER WINDMILLING FLAPS UP ZERO WIND 10,000 8000 o 6000 4000 20000 0 5 10 15 20 25 30 35 GROUND DISTANCE (STATUTE MILES) J Figure 5-6. 5-8 Jecties il OPTIONAL SYSTEMS This section contains a description, operating procedures, and per- formance data (when applicable) for some of the optional equipment which may be installed in your Cessna. Owner's Manual Supplements are pro- vided to cover operation of other optional equipment systems when installed in your airplane. Contact your Cessna Dealer for a complete list of avail- able optional equipment. LONG RANGE FUELTANKS Special wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range. When these tanks are installed, the total usable fuel, for all flight conditions, is 79 gallons. COLD WEATHEREQUIPMENT WINTERIZATION KIT AND NON-CONGEALING OIL COOLER. For continuous operation in temperatures consistently below 20°F, the Cessna winterization kit and non-congealing oil cooler should be in- stalled to improve engine operation. The winterization kit consists of two shields to partially cover the cowl nose cip opening, one shield to cover the carburetor air intake, and insulation for the crankcase breather line. Once installed, the crankcase breather insulation is approved for perma- nent use in both cold and hot weather. The non-congealing oil cooler re- places the standard oil cooler and provides improved oil flow through the cooler in cold weather. 6-1 GROUND SERVICE PLUG RECEPTACLE. A ground service plug receptacle may be installed to permit use of an external power source for cold weather starting and during lengthy main- tenance work on the airplane electrical system (with the exception of elec- tronic equipment). NOTE Electrical power for the airplane electrical circuits is pro- vided through a split bus bar having all electronic circuits on one side of the bus and other electrical circuits on the other side of the bus. When an external power source is connected, a contactor automatically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the semi-conductors in the electronic equipment by transient voltages from the power source. Therefore, the external power source can not be used as a source of power when checking electronic components. Just before connecting an external power source (generatortype or bat- tery cart), the master switch should be turned "ON. " The ground service plug receptacle circuit incorporates a polarity re- versal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the airplane's electrical system, thereby preventing any damage to electrical equipment. The battery and external power circuits have been designed to com- pletely eliminate the need to "jumper" across the battery contactor to close it for charging a completely "dead" battery. A special fused circuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead" battery and an external power source applied, turning the master switch "ON" will close the battery contactor. OIL DILUTION SYSTEM. If your airplane is equipped with oil dilution, and very low tempera- tures are anticipated, dilute oil prior to engine shutdown by energizing the oil dilution switch with the engine operating at 1000 RPM. (Refer to figure 6-1 for dilution time for the anticipated temperature.) While diluting oil, the oil pressure should be watched for any unusual fluctuations that might indicate a screen being clogged with sludge washed down by the fuel. 6-2 OIL DILUTION TABLE TEMPERATURE-- 0°F -10°F -20°F Dilution Time ..... 1½ min. 3¾ min. 6 min. Fuel Added ...... 1 qt. 2½ qt. 4 qt. NOTE: Maximum fuel and oil in sump for take-off is 13 quarts. Figure 6-1. NOTE On the first operation of the oil dilution system èach season, use the full dilution period, drain the oil, clean the screen, refill with new oil and redilute as required. If the full dilution time was used, beginning with a full oil sump (12 quarts), subsequent starts and engine warm-up should be prolonged to evaporate enough of the fuel to lower the oil sump level to 13 quarts prior to take-off. Otherwise, the sump may overflow when the airplane is nosed up for climb. To avoid progressive dilution of the oil, flights of at least two hours' duration should be made between oil dilution operations. STATIC PRESSURE ALTERNATESOURCE VALVE. A static pressure alternate source valve may be installed in the static system for use when the external static sources are malfunctioning. This valve also permits draining condensate from the static lines. If erroneous instrument readings are suspected due to water or ice in the static pressure lines, the static pressure alternate source valve should be opened, thereby supplying static pressure from the cabin. Cabin pressures will vary, however, with open cabin ventilators or windows. The most adverse combinations will result in airspeed and altimeter vari- ations of no more than 2 MPH and 20 feet, respectively. 6-3 RADIO SELECTOR SWITCHES RADIO SELECTORSWITCH OPERATION. Operation of the radio equipment is normal as covered in the respec- tive radio manuals. When more than one radio is installed, an audio switching system is necessary. The operation of this switching system is described below. TRANSMITTERSELECTORSWITCH. The transmitter selector switch has two positions. When two trans- mitters are installed, it is necessary to switch the microphone to the radio unit the pilot desires to use for transmission. This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used. The up position selects the upper transmitter and the down position selects the lower transmitter. The installation of Cessna radio equipment provides certain audio SPEAKER-PHONE SWITCH (TYPftAL) TRANSMITTER SWITCHES CONTROL SPEAKER-PHONE SELECTOR SWITCH FUNCTION OF COMMUNICATION AND NAVIGATION EQUIPMENT IN RADIO STACK ON INSTRUMENT PANEL Figure 6-2. 6-4 back-up capabilities and transmitter selector switch functions that the pilot should be familiar with. When the transmitter selector switch is placed in position 1 or 2, the audio amplifier of the corresponding trans- ceiver is utilized to provide the speaker audio for all radios. If the audio amplifier in the selected transceiver fails, as evidenced by loss of speaker audio for all radios, place the transmitter selector switch in the other transceiver position. Since an audio amplifier is not utilized for head- phones, a malfunctioning amplifier will not affect headphone operation. SPEAKER-PHONE SWITCHES. The speaker-phone switches determine whether the output of the re- ceiver in use is fed to the headphones or through the audio amplifier to the speaker. Place the switch for the desired receiving system either in the up position for speaker operation or,in the down position for head- phones. AUTOPILOT-OMNI SWITCH. When a Nav-O-Matic autopilot is installed with two compatible omni receivers, an autopilot-omni switch is utilized. This switch selects the omni receiver to be used for the omni course sensing function of the auto- pilot. The up position selects the upper omni receiver in the radio panel stack and the down position selects the lower omni receiver. POST LIGHTS The instrument panel and control pedestal may be equipped with optional post lights to further increase night lighting. The post lights are located at the edge of each instrument or control to be lighted, and are controlled by a rocker-type switch labeled "POST-CONSOLE LIGHTS" and the instrument light rheostat. To operate the post lights, place the switch in the "POST" (top)position and use the instrument light rheostat to con- trol light intensity. When optional post lighting is installed, a door post mounted map light is added to the right hand door post. 6-5 OXYGEN SYSTEM A four-place oxygen system is available for your airplane. In this system, an oxygen cylinder, located behind the rear baggage compart- ment wall, supplies the oxygen. Cylinder pressure is reduced to an op- erating pressure of 70 psi by a pressure regulator attached to the cylin- der. A shut-off valve is included as part of the regulator assembly. An oxygen cylinder filler valve is located on the left side of the rear baggage compartment wall. Cylinder pressure is indicated by a pressure gage located on the wall above the filler valve. Four oxygen outlets are provided in the cabin ceiling just above the side windows; one at each of the seating positions. One permanent, micro- phone equipped mask is provided for the pilot, and three disposable type masks are provided for the passengers. All masks are the partial- rebreathing type equipped with vinyl plastic hoses and flow indicators. A remote shut-off valve control, located adjacent to the pilot's oxygen outlet, is used to shut off the supply of oxygen to the system when not in use. The control is mechanically connected to the shut-off valve at the cylinder. With the exception of the shut-off function, the system is completely auto- matic and requires no manual regulation for change of altitude. OXYGEN SYSTEM OPERATION. Prior to flight, check to be sure that there is an adequate oxygen supply for the trip, by noting the oxygen pressure gage reading. Refer to paragraph OXYGEN DURATION CALCULATION, and to the Oxygen Duration Chart (figure 6-3). Also, check that the face masks and hoses are accessible and in good condition. To use the oxygen system, proceed as follows: NOTE Permit no smoking when using oxygen. (1) Select mask and hose. 6-6 OXYGEN DURATION CHART (48 CUBIC FEET CAPACITY) Irii^A louv r 1600 1400 - 1200 - 1000 soo 600 4OO 200 - OOI 23456789 OXYGEN DURATION - (HOURS) NOTE: This chart is based on a pilot with an orange color-coded oxygen line fitting and passengers with green color-coded line fittings. Figure 6-3. 6-7 NOTE The hose assembly provided for the pilot is of a higher flow rate than those for the passengers; it is color-coded with an orange band adjacent to the plug-in fitting. The hoses provided for the passengers are color-coded with a green band. If the aircraft owner prefers, he may provide higher flow rate hoses for all passengers. In any case, it is recommended that the pilot use the larger capacity hose. The pilot's mask is equipped with a microphone to facilitate the use of the radio while using oxygen. (2) Attach mask to face and adjust metallic nose strap for snug mask fit. (3) Select oxygen outlet located nearest to the seat you are occupy- ing, and plug delivery hose into it. When the oxygen supply is turned on, oxygen will flow continuously at the proper rate of flow for any altitude without any manual adjustments. (4) Position oxygen supply control knob "ON. " (5) Check the flow indicator in the face mask hose. Oxygen is flow- ing if the indicator is being forced toward the mask. (6) Unplug the delivery hose from the outlet coupling when discontin- uing use of oxygen system. This automatically stops the flow of oxygen. (7) Position oxygen supply control knob "OFF. " OXYGEN DURATION CALCULATION. The Oxygen Duration Chart (figure 6-3) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the chart. (1) Note the available oxygen pressure shown on the pressure gage. (2) Locate this pressure on the scale on the left side of the chart, then go across the chart horizontally to the right until you intersect the line representing the number of persons making the flight. After intersecting the line, drop down vertically to the bottom of the chart and read the duration in hours given on the scale. (3) As an example of the above procedure, 1400 psi of pressure will safely sustain the pilot only for nearly 6 hours and 15 minutes. The same pressure will sustain the pilot and three passengers for approx- imately 2 hours and 30 minutes. 6-8 NOTE The Oxygen Duration Chart is based on a standard con- figuration oxygen system having one orange color-coded hose assembly for the pilot and green color-coded hoses for the passengers, If orange color-coded hoses are provided for pilot and passengers, it will be necessary to compute new oxygen duration figures due to the greater consumption of oxygen with these hoses. This is accom- plished by computing the total duration available to the pilot only (from "PILOT ONLYÍ'line on chart), then di- viding this duration by the number of persons (pilot and passengers) using oxygen. OXYGEN SYSTEM SERVICING. The oxygen cylinder, when fully charged, contains approximately 48 cubic feet of oxygen, under a pressure of 1800 psi at 70°F. Filling pressures will vary, however, due to the ambient temperature in the filling area, and because of the temperature rise resulting from com- pression of the oxygen. Because of this, merely filling to 1800 psi will not result in a properly filled cylinder. Fill to the pressures indicated in the following table for the ambient temperature. IMPORTANT Oil, grease, or other lubricants in contact with oxygen create a serious fire hazard, and such contact must be avoided when handling oxygen equipment. AMBIENT FILLING AMBIENT FILLING TEMPERATURE PRESSURE TEMPERATURE PRESSURE °F PSIG °F PSIG 0 1600 50 1825 10 1650 60 1875 20 1700 70 1925 30 1725 80 1975 40 1775 90 2000 6-9 CESSNAECONOMYMIXTUREINDICATOR The Cessna Economy Mixture Indicator is an exhaust gas temperature (EGT) sensing device which visually aids the pilot in obtaining either an efficient maximum power mixture or a desired cruise mixture. Exhaust gas temperature varies with cylinder fuel-to-air ratio, power, and RPM. OPERATING INSTRUCTIONS. The reference EGT must be known before the EGT indicator can be used for take-off and climb. Determine the reference EGT periodically as follows: (1) Establish 65°/o power in level flight at 2450 RPM and part throttle. (2) Carefully lean to peak EGT. This is the reference EGT. FLIGHT POWER EGT REMARKS CONDITION SETTING TAKE-OFF Full throttle 200° richer than Use FULL RICH mixture AND CLIMB and 2600 RPM REFERENCE EGT below 3000' NORMAL 23" MP and 125° richer than Above 10, 000' use CLIMB 2450 RPM REFERENCE EGT BEST POWER mixture BEST POWER mixture, MAXIMUM CRUISE Peak minus 125° F 1 MPH TAS increase and SPEED 75% or less (ENRICHEN) 10% range loss from NORMAL LEAN e NORMAL LEAN mixture- NORMAL Peak minus 75 CRUISE 75% or less (ENRICHEN) Owner's Manual and Power Computer performance o 2 MPH TAS loss and 10% MAXIMUM Peak minus 25 RANGE 65¶, or less (ENRICHEN) range increase from NORMAL LEAN 6-10 NOTE Operation at peak EGT is not authorized for continuous operation, except to establish peak EGT for reference at 75°/o power or less. Operation on the lean side of peak EGT or within 25° of peak EGT is not approved. The chart on page 6-10 should be used to establish mixture settings in take-off, elimb and cruise conditions. The yellow index pointer may be set at the reference point, or to a specific point to lean to. It can be positioned manually by turning the screw adjustment on the face of the instrument. For maximum performance take-off, mixture may be set during static full power run-up, if feasible, or during the ground roll. NOTE Enrichen mixture during climb if excessive cylinder head temperatures occur. When leaning the mixture under some cruise conditions, engine roughness may occur before peak EGT is reached. In this case, use the EGT corresponding to the onset of roughness as the reference point in- stead of peak EGT. Changes in altitude or power setting require the EGT to be rechecked. Mixture may be controlled in cruise descent by simply enriching to avoid engine roughness. During prolonged descents, maintain sufficient power to keep the EGT needle on scale. In idle descents or landing approaches use full rich mixture. For idle descents or landing approaches at high elevations, the mixture control may be set in a position to permit smooth engine acceleration to maximum power. 6-11 WING LEVELER A wing leveler may be installed to augment the lateral stability of the airplane. The system uses the Turn Coordinator for roll and yaw sensing. Vacuum pressure, from the engine-driven vacuum pump, is routed from the Turn Coordinator to cylinder-piston servo units attached to the aileron control system. As the airplane deviates from a wing level attitude, vacuum pressure in the servo units is increased or relieved as needed to actuate the ailerons to oppose the deviations. A separately mounted push-pull control knob, labeled "WING LVLR", is provided on the left side of the instrument panel to turn the system on and off. A "ROLL TRIM" control knob on the Turn Coordinator is used for manual roll trim control to compensate for asymmetrical loading of fuel and passengers, and to optimize system performance in climb, cruise and let-down. OPERATING CHECK LIST TAKE-OFF. (1) "WING LVLR" Control Knob -- Check in off position (full in). CLIMB. (1) Adjust elevator and rudder trim for climb. (2) "WING LVLR" Control Knob -- Pull control knob "ON. " (3) "ROLL TRIM" Control Knob -- Adjust for wings level attitude. CRUISE. (1) Adjust power and elevator and rudder trim for level flight. (2) "ROLL TRIM" Control Knob -- Adjust as desired. DESCENT. (1) Adjust power and elevator and rudder trim for desired speed and rate of descent. (2) "ROLL TRIM" Control Knob -- Adjust as desired. 6-12 LANDING. (1) Before landing, push "WING LVLR" control knob full in to the off position. EMERGENCY PROCEDURES If a malfunction should occur, the system is easily overpowered with pressure on the control wheeL The system should then be turned off. In the event of partial or complete vacuum failure, the wing leveler will auto- matically become inoperative. However, the Turn Coordinator used with the wing leveler system will not be affected by loss of vacuum since it is designed with a "back-up" system enabling it to operate from either vac- uum or electrical power in the event of failure of one of these sources. OPERATING NOTES (1) The wing leveler system may be overpowered at any time without damage or wear. However, for extended periods of maneuvering it may be desirable to turn the system off. (2) It is recommended that the system not be engaged during take-off and landing. Although the system can be easily overpowered, servo forces could significantly alter the manual "feel" of the aileron control, especially should a malfunction occur. Two fuel tank quick-drain valves and a fuel sampler cup are available as a kit to facilitate daily draining and inspection of fuel in the main tanks for the presence of water and sediment. The valves replace existing fuel tank drain plugs located at the lower inboard area of the wing. The fuel sampler cup, which may be stowed in the map compartment, is used to drain the valves. The sampler cup has a probe in the center of the cup. When the probe is inserted into the hole in the bottom of the drain valve and pushed upward, fuel flows into the cup to facilitate visual inspection of the fuel. As the cup is removed, the drain valve seats, stopping the flow of fuel. 6-13 CARBURETORAIR TEMPERATURE GAGE A carburetor air temperature gage may be installed in the airplane to help detect carburetor icing conditions. The gage is marked with a yellow are between -15° and +5°C. The yellow are indicates the carbu- retor temperature range where carburetor icing can occur; a placard on the gage reads "KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI- BLE ICING CONDITIONS." Visible moisture or high humidity can cause carburetor ice formation, especially in idle or low power conditions. Under cruising conditions, the formation of ice is usually slow, providing time to detect the loss of RPM caused by the ice. Carburetor icing during take-off is rare since the full- open throttle condition is less susceptible to ice obstruction. If the carburetor air temperature gage needle moves into the yellow are during potential carburetor icing conditions, or there is an unex- plained drop in RPM, apply full carburetor heat. Upon regaining the original RPM (with heat off), determine by trial and error the minimum amount of.carburetor heat required for ice-free operation. NOTE Carburetor heat should not be applied during take-off unless absolutely necessary to obtain smooth engine acceleration (usually in sub-zero temperatures). 6-14 A true airspeed indicator is available to replace the standard air- speed indicator in your airplane. The true airspeed indicator has a cali- brated rotatable ring which works in conjunction with the airspeed indi- cator dial in a manner similar to the operation of a flight computer. TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Then read true airspeed on rotatable ring opposite airspeed needle. NOTE Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, set barometric scale on altimeter to "29.92" and read pressure altitude on altimeter. Be sure to return altimeter barometric scale to original barometric setting after pressure altitude has been obtained. 6-15 ALPHABETICAL INDEX A Capacity, Oil, inside covers Carburetor, 2-2 After Landing, 1-4 Carburetor Air Filter, 4-8 Air Filter, Carburetor Air Temperature Gage, carburetor, 4-8 1-6, 3-3, 6-14 vacuum system, 4-9 Carburetor Air Filter, 4-8 Aircraft File, 4-5 Care, Airplane Mooring, 4-1 interior, 4-3 Airspeed Correction Table, 5-1 propeller, 4-3 Airspeed Indicator Markings, 3-2 Center of Gravity Moment Airspeed Limitations, 3-2 Envelope, 3-6 Alternator, 2-4 Check List, Servicing Intervals, Aluminum Surfaces, 4-2 4-8 Ammeter, 1-6, 2-3, 2-4 Cigar Lighter, 1-6, 2-4 Authorized Operations, 3-1 Circuit Breakers and Fuses, 1-6, Autopilot-Omni Switch, 6-5 2-3, 2-4 Climb, 1-3, 2-9 data, 5-3 maximum performance, 1-3 normal, 1-3 Baggage, Weight, inside front cover Clock, 2-4 Battery, 2-4, 4-8 Cold Weather Equipment, 6-1 Battery Contactor, 2-4 Cold Weather Operation, 2-12 Beacon, Flashing, 2-5 starting, 2-12 Before Entering Airplane, 1-1 Compartment, Map, 1-6 Before Landing, 1-4 Control Wheel Map Light, 2-5 Before Starting Engine, 1-1 Correction Table, Airspeed, 5-1 Before Take-Off, 1-2, 2-7 Cowl Flap Control Handle, 1-6 Brake Handle, Parking, 1-6 Cruise Performance, 5-4, 5-5, 5-6 Brake Master Cylinders, 4-8 optimum, 2-10 Cruising, 1-4, 2-9 Cylinder Head Temperature Gage, 1-6, 3-3 Cabin Heat and Cabin Air Control Knobs, 1-6 Cabin Heating, Ventilating and Defrosting System, 2-5 Data, Capacity, Fuel, inside covers climb, 5-3 Index-1 cruise, 2-9, 5-4, 5-5, 5-6 Electroluminescent Lighting, 2-3 landing, 5-7 Elevator Trim Control Wheel, 1-6 take-off, 5-3 Empty Weight, inside front cover Defroster Control Knob, 1-6 Engine, inside front cover Diagram, before starting, 1-1 electrical system, 2-4 instrument markings, 3-2 exterior inspection, iv oil, 4-8, inside back cover fuel, 2-2 oil dipstick, 4-7 principal dimensions, ii oil filler, 4-6 taxiing, 2-6 oil filter, 4-8 Dilution System, Oil, 6-2 oil screen, 4-8 Dimensions, Principal, ii operation limitations, 3-2 Dipstick, Oil, 4-7 primer, 2-2 Drain Plug, Fuel Line, 4-8 starting, 1-2, 2-7, 2-12 Drain Plugs, Fuel Tank Sump, 4-8 Engine Instrument Markings, 3-2 Exhaust Gas Temperature Gage, 1-6 E Exterior Inspection Diagram, iv Economy Mixture Indicator, 1-6, 6-10 operating instructions, 6-10 File, Aircraft, 4-5 Electrical System, 2-3 Filler, Oil, 4-6 alternator, 2-4 Filter, Oil, 4-8 ammeter, 2-3, 2-4 Flashing Beacon, 2-5 battery, 2-4, 4-8 Flight Hour Recorder, 1-6, 2-4 battery contactor, 2-4 Flight Instrument Group, 1-6 cigar lighter, 2-4 Fuel QuantityIndicators, 1-6, 3-3 circuit breakers and fuses, Fuel System, 2-1 2-3, 2-4 capacity, inside covers clock, 2-4 carburetor, 2-2 flashing beacon, 2-5 fuel quantity indicators, 3-3 ground service plug receptacle, line drain plug, 4-8 2-4, 6-2 mixture control knob, 1-6, 2-2 magnetos, 2-4 primer, 2-2 master switch, 2-4 quick-drain valve kit, 6-13 regulator, 2-4 schematic, 2-2 reverse polarity contactor, 2-4 selector valve, 2-2 schematic, 2-4 selector valve handle, 1-6 split bus contactor, 2-4 strainer, 2-2, 4-6, 4-8 starter, 2-4 tank fillers, 4-6 starter contactor, 2-4 tank sump drains, 4-8 switches, 1-6, 2-4 throttle, 1-6, 2-2 Electrical Switches, 1-6, 2-4 wing tanks, 2-2, 6-1 Index-2 Fuel Tanks, Long Range, 6-1 crosswind, 2-11 Fuses and Circuit Breakers, 2-3, distance table, 5-7 2-4 normal, 1-4, 2-11 short field, 2-11 Let-Down, 1-4 G Limitations, Airspeed, 3-2 Limitations, Engine Operation, 3-2 Glide, Maximum, 5-8 Line Drain Plug, Fuel, 4-8 Graph, Loading, 3-5 Loading Graph, 3-5 Gross Weight, inside front cover Loading Problem, Sample, 3-4 Ground Handling, 4-1 Long Range Fuel Tanks, 6-1 Ground Service Plug Receptacle, Lubrication and Servicing 2-4, 6-2 Procedures, 4-6 H M Handling Airplane on Ground, 4-1 Magnetos, 2-4 Heating, Ventilating and Defrosting Maneuvers - Normal Category, System, 2-5 3-1 Hot Weather Operation, 2-14 Manifold Pressure Gage, 1-6, 3-3 Hydraulic Fluid, inside back cover Map Compartment, 1-6 Marker Beacon Indicator Lights and Switches, 1-6 Master Cylinders, Brake, 4-8 Master Switch, 1-6, 2-4 Ignition-Starter Switch, 1-6, 2-4 Maximum Glide, 5-8 Inspection Diagram, Exterior, iv Maximum Performance Climb, 1-3 Inspection Service - Inspection Maximum Performance Take-Off, Periods, 4-4 1-3 Instrument and Radio Dial Lights Maximum Rate-of-Climb Data, 5-3 Rheostats, 1-6 Microphone, 1-6 Instrument Lights Rheostat, 1-6 Mixture Control Knob, 1-6, 2-2 Instrument Markings, Engine, 3-2 Mixture Indicator, Economy, 6-10 Instrument Panel, 1-6 operating instructions, 6-10 Interior Care, 4-4 Moment Envelope, Center of Gravity, 3-6 Mooring Your Airplane, 4-1 Landing, inside front cover, 2-11 N after, 1-4 balked (go-around),2-11 Non-Congealing Oil Cooler, 6-1 before, 1-4 Normal Category, Maneuvers, 3-1 Index-3 Normal Climb, 1-3 Parking Brake Handle, 1-6 Normal Landing, 1-4 Performance, Cruise, 2-9, 5-4, Normal Take-Off, 1-3 5-5, 5-6 Nose Gear Shock Strut, 4-9, inside Performance-Specifications, inside back cover front cover Nose Gear Torque Links, 4-8 Post Lights, 6-5 Power Loading, inside front cover Primer, Engine, 1-6, 2-2 Principal Dimensions, ii Propeller, inside front cover Oil System, care, 4-3 capacity, inside covers Propeller Control Knob, 1-6 dilution system, 6-2 dilution table, 6-3 oil, 4-6, 4-8, inside back cover oil cooler, non-congealing, Radio Dial Lights Rheostat, 1-6 6-1 Radios and Autopilot, 1-6 oil dipstick, 4-7 Radio Selector Switches, 1-6, 6-4 oil filler, 4-6 autopilot-omni switch, 6-5 oil filter, 4-8 operation, 6-4 oil pressure gage, 1-6, 3-3 speakef-phone switches, 6-5 oil screen, 4-8 transmitter selector switch, 6-4 oil temperature gage, 1-6, 3-2 Range, inside front cover Operation, Cold Weather, 2-12 Rate of Climb, inside front cover Operation, Hot Weather, 2-14 data, 5-3 Operation Limitations, Engine, 3-2 Rear View Mirror, 1-6 Operations, Authorized, 3-1 Regulator, 2-4 Optimum Cruise Performance, Reverse Polarity Contactor, 2-4 2-10 Rudder Trim Control Wheel, 1-6 Owner Follow-Up System, 4-10 Oxygen System, 6-6 cylinder, 4-7 duration calculation, 6-8 duration chart, 6-7 Sample Loading Problem, 3-4 filler valve, 4-7 Secure Aircraft, 1-5 operation, 6-6 Selector Valve, Fuel, 2-2 servicing, 6-9, inside back Service Ceiling, inside front cover cover Servicing and Lubrication Procedures, 4-6 Servicing Intervals Check List, 4-8 Servicing Requirements, inside back cover Painted Surfaces, 4-3 Shimmy Dampener, 4-8 Index-4 Spark Plugs, 4-8 Taxiing, 2-7 Speaker-Phone Switches, 6-4, 6-5 diagram, 2-6 Speed, inside front cover Throttle, 1-6, 2-2 Spins, 2-11 Tie-Down Procedure, 4-1 Split Bus Contactor, 2-4 Tire Pressures, inside back cover Stalls, 2-11 Transmitter Selector Switch, 6-4 Stall Speeds, 5-2 True Airspeed Indicator, 6-15 Starter, 2-4 Starter Contactor, 2-4 Starting Engine, 1-2, 2-7, 2-12 Static Pressure Alternate Source Valve, 6-3 Strainer, Fuel, 2-2, 4-6, 4-8 Vacuum System Air Filter, 4-9 Suction Relief Valve Inlet Screen, Vacuum System Gil Separator, 4-8 4-8 Valve, Fuel Selector, 2-2 Sump Drain Plugs, Fuel Tank, 4-8 Surfaces, aluminum, 4-2 painted, 4-3 W System, electrical, 2-3 Weight, fuel, 2-1 empty, inside front cover heating, ventilating and gross, inside front cover defrosting, 2-5 Weight and Balance, 3-4 oil dilution, 6-2 loading graph, 3-5 owner follow-up, 4-10 moment envelope, 3-6 oxygen, 6-6 sample loading problem, 3-4 Wheel Bearings, Main, 4-9 Wheel, Rudder Trim Control, 1-6 Windshield and Windows, 4-2 Wing Flap Switch, 1-6 Table of Contents, iii Wing Leveler, 6-12 Tachometer, 1-6, 3-3 emergency procedures, 6-13 Take-Off, inside front cover, 1-3, operating check list, 6-12 2-8 operating notes, 6-13 before, 1-2, 2-7 Wing Loading, inside front cover data, 5-3 Wing Tanks, 2-2, 6-1 maximum performance, 1-3 Winterization Kit, 6-1 normal, 1-3 Index-5 WARRANTY The Cessna Aircraft Company ("Cessna") warrants each new aircraft manufactured by ít, and all new aircraft equipment and accessories, including Cessna-Crafted Electronics (as herein defined), and all new service parts for such aircraft, aircraft equipment and accessories sold by it, to be free from defects in material and work- manship under normal use and service for a period of six (6) months after delivery to the original retail purchaser or first user in the case of aircraft, aircraft equipment and accessories (except Cessna-Crafted Electronics as herein defined) and service parts therefor, and for a period of one (1) year after such delivery in the case of Cessna-Crafted Electronics (which term includes all communication, navigation and autopilot systems bearing the name "Cessna", beginning at the connection to the air- craft electrical system (bus bar) and including "black boxes", antennas, microphones, speakers and other components and associated wiring but excluding gyro instruments used in connection with autopilot and navigation systems) and service parts therefor. Cessna's obligation under this warranty is limited to repairing or replacing, at its option, any part or parts which, within the applicable six (6) or twelve (12) months period as above set forth, shall be returned transportation charges prepaid to Cessna at Wichita, Kansas, or to any Cessna appointed or Cessna Distributor appointed dealer authorized by such appointment to sell the aircraft, equipment, accessories and service parts of the type involved and which upon examination shall disclose to Cessna's satis- faction to have been thus defective. (A new warranty period is not established for replacements. Replacements are warranted for the remainder of the applicable six (6) or twelve (12) months original warranty period). The repair or replacement of defee- tive parts under this warranty will be made by Cessna or the dealer without charge for parts, or labor for removal, installation and/or actual repair of such defective parts. (Locations of such dealers will be furnished by Cessna on request). The provisions of this warranty do not apply to any aircraft, equipment, accessories (including Cessna-Crafted Electronics) or service parts therefor manufactured or sold by Cessna which have been subject to misuse, negligence, or accident, or which shall have been repaired or altered outside of Cessna's factory in any way so as in the judgment of Cessna to affect adversely its performance, stability and reliability, nor to normal maintenance services (such as engine tune up, cleaning, control rigging, brake and other mechanical adjustments, maintenance inspections, etc.) and the replacement of service items (such as spark plugs, brake linings, filters, hoses, belts, tires, etc.) made in connection with such services or required as maintenance, nor to normal deterioration of soft trim and appearance items (such as paint, uphol- stery, rubber-like items, etc.) due to wear and exposure. THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER WARRANTIES, EXPRESSED OR IMPLIED IN FACT OR BY LAW, INCLUDING ANY IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, AND OF ANY OTHER OBLIGATION OR LIABILITY ON THE PART OF CESSNA TO ANYONE OF ANY NATURE WHATSOEVER BY REASON OF THE MANUFACTURE AND/OR SALE OR THE USE OF SUCH AIRCRAFT PRODUCTS, INCLUDING LIABILITY FOR CONSE- QUENTIAL OR SPECIAL DAMAGES, AND CESSNA NEITHER ASSUMES NOR AU- THORIZES ANYONE TO ASSUME FOR IT ANY OTHER OBLIGATION OR LIABILITY IN CONNECTION WITH SUCH AIRCRAFT PRODUCTS. SERVICINGREQUIREMENTS FUEL: AVIATION GRADE -- 80/87 MINIMUM GRADE CAPACITY EACH STANDARD TANK -- 32. 5 GALLONS CAPACITY EACH LONG RANGE TANK -- 42. O GALLONS ENGINE OIL: AVIATION GRADE -- SAE 50 ABOVE 40° F. SAE 10W30 OR SAE 30 BELOW 40°F. (MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS RECOMMENDED FOR IMPROVED STARTING IN COLD WEATHER. DETERGENT OR DISPERSANT OIL, CON- FORMING TO CONTINENTAL MOTORS SPECIFIÇATION MHS-24A, MUST BE USED.) CAPACITY OF ENGINE SUMP -- 12 QUARTS (DO NOT OPERATE ON LESS THAN 9 QUARTS. TO MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL TO 10 QUART LEVEL FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO 12 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED, ONE ADDITIONAL QUART IS REQUIRED WHEN THE FILTER ELEMENT IS CHANGED.) HYDRAULIC FLUID: MIL-H-5606 HYDRAULIC FLUID OXYGEN: AVIATOR'S BREATHING OXYGEN -- SPEC. NO. MIL-O-27210 MAXIMUM PRESSURE -- 1800 PSI AT 70°F. (CYLINDER TEMPERATURE STABILIZED AFTER FILLING) REFER TO PAGE 6-9 FOR FILLING PRESSURES. TIRE PRESSURE: MAIN WHEELS -- 32 PSI ON 6.00 × 6 TIRES -- 25 TO 35 PSION 8.00 × 6 TIRES (OPT) NOSE WHEEL -- 50 PSI ON 5.00 × 5 TIRE -- 30 PSI ON 6.00 × 6 TIRE (OPT) NOSE GEAR SHOCK STRUT: KEEP FILLED WITH FLUID AND INFLATED TO 55-60 PSI. ESSNA "TAKE ¥OUR CESSNA HOME FOR SERVICE AT THE SIGN OF THE CE- SNA SHIELD". CESSNA AIRCRAFT COMPANY WICHITA, KANSAS