PILOT'S OPERATING HANDBOOK - Matt Beyer Aviation

A revision bar will extend the full length of new or revised text and/or illuSlrations added on new or presently existing pages. This bar will be located adjacent to the applicable revised area on the outer margin of the page. All revised pages will carry the revision number and date on the applicable page. The following log of Effective Pages provides the dates of issue for original and revised pages, and a listing of all pages in the handbook. Pages affected by the current revision are indicated by an asterisk ('j preceding the pages listed. LOG OF EFFECTIVE PAGES Dates of issue for original and revised pages are: , Original 21 August 1981 Revision 1 4 December 1981 Revision 2 4 February 1982 Page Date Title 21 August 1981 Assignment Record 21 August 1981 i thru ii 21 August 1981 'iii thru iv 4 February 1982 v 21 August 1981 vi Blank 21 August 1981 1-1 thru 1-9 ...•...... 21 August 1981 1-10 Blank 21 August 1981 2-1 ...........•...... 21 August 1981 2-2 Blank 21 August 1981 2-3 21 August 1981 2-4 4 December 1981 2-5 thru 2-8 21 August 1981 2-9 4 December 1981 Page 2-10 thru 2-11 2-12 Blank 3-1 thru 3-3 3-4 thru 3-5 3-6 thru 3-14 '3-15 thru 3-16 3-17 thru 3-18 4-1 thru 4-2 4-3 4-4 thru 4-10 4-11 4-12 thru 4-20 4-21 4-22 thru 4-24 Date 21 August 1981 21 August 1981 21 August 1981 4 December 1981 21 August 1981 4 February 1982 21 August 1981 21 August 1981 4 December 1981 21 August 1981 4 December 1981 21 August 1981 4 December 1981 21 August 1981 21 August 1981 Revision 2 - 4 February 1982/ D1216R2-13PH-CES-400-2/B2 iii LOG OF EFFECTIVE PAGES CESSNA MODEL T182 LOG OF EFFECTIVE PAGES (Continued) Page Date 5-1 21 August 1981 5-2 Blank 21 August 1981 5-3 thru 5-7 21 August 1981 5-8 Blank. . . . . 21 August 1981 5-9 thru 5-10 4 December 1981 5-11 21 August 1981 5-12 4 December 1981 5-13 thru 5-32 21 August 1981 5-33 4 December 1981 5-34 Blank 21 August 1981 6-1 21 August 1981 6-2 Blank 21 August 1981 6-3 lhru 6-29 21 August 1981 Page Date 6-30 Blank 7-1 thru 7-42 8-1 8-2 Blank 8-3 thru 8-19 8-20 Blank 9-1 thru 9-3 9-4 Blank 21 August 1981 21 August 1981 21 August 1981 21 August 1981 21 August 1981 21 August 1981 21 August 1981 21 August 1981 NOTE Refer to Section 9 Table of Contents for supplements applicable to optional sys tems. ' 21 August 1981 Revision 2 - 4 February 1982 iv TABLE OF CONTENTS CESSNA MODEL T182 TABLE OF CONTENTS SECTION GENERAL 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4\ PERFORMANCE. 5 WEIGHT & BALANCE/ EQUIPMENT LIST 6 AIRPLANE & SYSTEMS DESCRIPTIONS 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE 8 SU PPLEMENTS (Optional Systems Description & Operating Procedures) I ( n126' flz('s - 11}1J4 \1\:, "i.~ tjr IJ G '36 ttl"'· .;.; v/(vi blank) 21 August 1981 9 CESSNA SECTION 1 MODELT182 GENERAL SECTION 1 GENERAL TABLE OF CONTENTS Page Three View .. 1-2 Introduction . . 1-3 Descriptive Data 1-3 Engine .. 1-3 Propeller (2-Bladed) 1-3 Propeller (3-Bladed) 1-3 Fuel . . . . . . . . 1-3 Oil 1-4 Maximum Certificated Weights 1-5 Standard Airplane Weights . . 1-5 Cabin And Entry Dimensions . 1-5 Baggage Space And Entry Dimensions 1-5 Specific Loadings 1-5 Symbols, Abbreviations And Terminology 1-6 General Airspeed Terminology And Symbols 1-6 Meteorological Terminology 1-6 Engine Power Terminology . . . . . . . . 1-7 Airplane Performance And Flight Planning Terminology 1-7 Weight And Balance Terminology . . . . . . . . . . . 1-7 WARNING PITOT HEATER MUST BE ON WHEN OPERATING BelOW 40°F IN INSTRUMENT METEOROLOGICAL CONDITIONS. 0890018.2 21 August 1981 1-1 SECTION 1 CESSNA GENERAL MODEL T182 r9'-3" MAX. o II 28'-5"------- I 11 '-8" '1 NOTES, 1. Dimensions shown are based on standard a empty weight and proper nose gear and tire inflation. 2. Wing span shown with strObe lights installed. 3. Maximum height shown with nose gear depressed as far as possible and flashing beacon installed. 4. Wheel base length is 66 1/2" 5. Propeller ground clearance is 103/4" 6. Wing area is 174 square feet. 7. Minimum tuming radius I * pivot point to outboard wing tip) is 27'-7" umJiIITITl~1llII"'TIJJI!iIITIlm PIVOT POINT __ PIVOT POINT * 1------------36'-0"----------- <.r:=..::=::= _ Figure 1-1. Three View 21 August 1981 1-2 CESSNA SECTION 1 MODEL T182 GENERAL INTRODUCTION ( This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: A vco Lycoming. Engine Model Number: 0-540-L3C5D. Engine Type: Turbocharged, direct-drive, air-cooled, horizon tally opposed, carburetor equipped, six-cylinder engine with 541.5 cu. in. displacement. Horsepower Rating and Engine Speed: 235 rated BHP at 31 inches Hg and 2400 RPM. .<k PROPELLER (2-BLADED) Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: B2D34C219/90DHB-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.80 and a high pitch setting of 31.90 (30 inch station). PROPELLER (3-BLADED) Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: B3D32C407/82NDA-3. Number of Blades: 3. Propeller Diameter, Maximum: 79 inches. Minimum: 78 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 16.00 and a high pitch setting of 31.70 (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 21 August 1981 1-3 SECTION 1 CESSNA GENERAL MODEL T182 NOTE Isopropyl alcohol or ethylene glycol monomethyl ether ( 1 may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for Iethylene glycol monomethyl ether. Refer to Section 8 for additional information. Total Capacity: 92 gallons. Total Capacity Each Tank: 46 gallons. Total Usable: 88 gallons. NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. OIL Oil Grade (Specification): ( MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: MIL-L-6082 Aviation Grade Straight Mineral Oil: All temperatures, use SAE 20W-50 or Above 16°C (60°F), use SAE 50 -1°C (30°F) to 32°C (90° F), use SAE 40 -18°C (O°F) to 21°C (70°F), use SAE 30 Below -12°C (10°F), use SAE 20 MIL-L-22851 Ashless Dispersant Oil: All temperatures, use SAE 20W-50 or Above 16°C (60°F), use SAE 40 or SAE 50 -1°C (30°F) to 32°C (90°F), use SAE 40 -18°C (O°F) to 21°C (70°F), use SAE 40 or SAE 30 Below -12°C (10°F), use SAE 30 J \ Oil Capacity: Sump: 8 Quarts. Total: 9 Quarts. 21 August 1981 1-4 CESSNA SECTION 1 MODEL T182 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp: 3112 lbs. Takeoff: 3100 lbs. Landing: 2950 lbs. Weight in Baggage Compartment: Baggage Area" A" (or passenger on child's seat) - Station 82 to 109: 120 lbs. See note below. . Baggage Area "B" - Station 109 to 124: 80 lbs. See note below. Baggage Area "C" - Station 124 to 134: 80 lbs. See note below. NOTE The maximum allowable combined weight capacity for baggage in areas A, Band C is 200 lbs. The maximum allowable weight capacity for baggage in areas Band Cis 80 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Turbo Skylane: 1740 lbs. Turbo Sky lane II: 1793 lbs. Maximum Useful Load, Turbo Skylane: 1372 lbs. Turbo Skylane II: 1319 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 17.8 lbs.! sq. ft. Power Loading: 13.2 lbs./ hp. 21 August 1981 1-5 SECTION 1 CESSNA GENERAL MODEL T182 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. VA Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used. V Maximum Flap Extended Speed is the highest speed FE permissible with wing flaps in a prescribed extended position. V Maximum Structural Cruising Speed is the speed that NO should not be exceeded except in smooth air. then only with caution. V Never Exceed Speed is the speed limit that may not be NE exceeded at any time. V Stalling Speed or the minimum steady flight speed at s which the airplane is controllable. V Stalling Speed or the minimum steady flight speed at So which the airplane is controllable in the landing configu ration at the most forward center of gravity. V Best Angle-of-Climb Speed is the speed which results in x the greatest gain of altitude in a given horizontal distance. V y Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. 21 August 1981 1-6 CESSNA MODEL T182 Standard Temperature Pressure Altitude SECTION 1 GENERAL It is expressed in either degrees Celsius or degrees Fah renheit. Standard Temperature is 15°C at sea level pressure alti tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. MP Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel consumed per hour. Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configuration. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY deference Reference Datum is an imaginary vertical plane from Datum which all horizontal distances are measured for balance purposes. 21 August 1981 1-7 SECTION 1 GENERAL Station Arm Moment Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare CESSNA MODEL T182 Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Maximum Landing Weight is the maximum weight approved for the landing tOUChdown. Tare is the weight of chocks, blocks, stands, etc. used when 21 August 1981 ( / 1-8 CESSNA MODEL T182 SECTION 1 GENERAL ( weighing an airplane. and is included in the scale read ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. { ( 21 August 1981 1-9/(1-10 blank) CESSNA SECTION 2 MODEL T182 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Introduction . . . . . . . . 2-3 Airspeed Limitations 2-4 Airspeed Indicator Markings 2-5 Power Plant Limitations 2-5 Power Plant Instrument Markings 2-6 Weight Limits . . . . . 2-7 Center Of Gravity Limits 2-7 Maneuver Limits 2-7 Flight Load Factor Limits 2-8 Kinds Of Operation Limits 2-8 Fuel Limitations . . . . . 2-8 Maximum Operating Altitude Limit 2-9 Other Limitations 2-9 Flap Limitations 2-9 Placards ..... 2-9 21 August 1981 2-1/(2-2 blank) CESSNA SECTION 2 MODELT182 LIMIT ATIONS INTRODUCTION Section 2 includes operating limitations. instrument markings, and ~, basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source, with the exception of the bottom of the green and white arcs on the airspeed indicator. These are based on a power-off air speed calibration. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A13 as Cessna Model No. T182. 21 August 1981 2-3 I SECTION 2 CESSNA LIMITATIONS MODEL T182 AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. ~ 1\ SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 175 178 Do not exceed this speed in any operation. VNO Maximum Structural Cruising Speed 138 140 Do not exceed this speed except in smooth air, and then only with caution. VA Maneuvering Speed: 3100 Pounds 2600 Pounds 2100 Pounds 110 100 90 111 101 90 Do not make full or abrupt control movements above this speed. VFE Maximum Flap Extended Speed: To 100 Flaps 100 - FULL Flaps 138 95 140 95 Do not exceed these speeds with the given flap settings. Maximum Window Open Speed 175 178 Do not exceed this speed with windows open. Figure 2-1. Airspeed Limitations j 21 August 1981 Revision 1 - 4 Elecember 1981 2-4 CESSNA SECTION 2 MODELT182 LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc 40 95 Full Flap Operating Range. Lower limit is maximum weight V So in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 48 - 140 Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 140-178 Operations must be conducted with caution and only in smooth air. Red Line 178 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-540-L3C5D. Maximum Power: 235 BHP rating. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Engine Speed: 2400 RPM. Maximum Manifold Pressure: 31 in. Hg. Maximum Cylinder Head Temperature: 500°F (260°C). Maximum Oil Temperature: 245°F (118°C). Oil Pressure, Minimum: 25 psi. Maximum: 115 psi. Fuel Pressure, Minimu'm: 3.0 psi. Maximum: 30.0 psi. 'uel Grade: See Fuel Limitations. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil or MIL-L-22851 Ashless Dispersant Oil. 21 August 1981 2-5 - - - - - - - - - - -- - - - - - - - -- - - - SECTION 2 CESSNA LIMIT ATIONS MODEL T182 Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number, 2-Bladed: B2D34C219/90DHB-8 3-Bladed: B3D32C407/82NDA-3. Propeller Diameter, 2-Bladed Maximum: 82 inches. 2-Bladed Minimum: 80.5 inches. 3-Bladed Maximum: 79 inches. 3-Bladed Minimum: 78 inches. Propeller Blade Angle at 30 Inch Station, 2-Bladed Low: 15.80 • 2-Bladed High: 31.90 • 3-Bladed Low: 16.00 • 3-Bladed High: 31.70 • POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. INSTRUMENT RED LINE GREEN ARC RED LINE MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer 2100 2400 RPM 2400 RPM Manifold Pressure 17-25 31 in.Hg in.Hg Oil Temperature 100°-245°F 245°F Cylinder Head 200° - 500°F 500°F Temperature Fuel Pressure 3.0 psi 3.0 - 30.0 psi 30.0 psi Oil Pressure 25 psi 60-90 psi 115 psi Suction 4.5 - 5.4 in. Hg Fuel Quantity E (2 Gal. Unusable Each Tank) ) J j I Figure 2-3. Power Plant Instrument Markings 21 August 1981 2-6 CESSNA SECTION 2 MODEL T182 LIMITATIONS WEIGHT LIMITS Maximum Ramp Weight: 3112 lbs. Maximum Takeoff Weight: 3100 lbs. Maximum Landing Weight: 2950 lbs. Maximum Weight in Baggage Compartment: Baggage Area" A" (or passenger on child's seat) - Station 82 to 109: 120 lbs. See following note. Baggage Area "B" - Station 109 to 124: 80 lbs. See following note. Baggage Area "C" - Station 124 to 134: 80 lbs. See following note. NOTE The maximum allowable combined weight capacity for baggage in areas A, Band C is 200 lbs. The maximum allowable weight capacity for baggage in areas Band C is 801bs. CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2250 lbs. or less, with straight line variation to 35.5 inches aft of datum at 2700 lbs., with straight line variation to 38.9 inches aft of datum at 2950 lbs. (landing), with straight line variation to 40.9 inches aft of datum at 3100 lbs. (takeoff). Aft: 46.0 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. ~hese include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 600 • \ Aerobatic maneuvers, including spins, are not approved. \ 2-7 21 August 1981 SECTION 2 CESSNA LIMITATIONS MODEL T182 FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 46.0 U.S. gallons each. Total Fuel: 92.0 U.S. gallons. Usable Fuel (all flight conditions): 88 U.S. gallons. Unusable Fuel: 4.0 U.S. gallons. NOTE To ensure maximum fuel capacity when refueling and prevent cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. Takeoff and land with the fuel selector valve handle in the BOTH position. Operation on either left or right tank is limited to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank in level flight. Approved Fuel Grades (and Colors): lOOLL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). I I I ) \ " 21 August 1981 2-8 CESSNA SECTION 2 MODEL T182 LIMITATIONS MAXIMUM OPERATING ALTITUDE LIMIT Certificated Maximum Operating Altitude: 20,000 Ft. OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 20°. Approved Landing Range: 0° to FULL. PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY -NIGHT- VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operat ing this airplane in the Normal Category. Other operating limita tions which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY-NIGHT-VFR-IFR 2. Near airspeed indicator: MAX SPEED - KIAS MANEUVER ... 111 21 August 1981 Revision 1 - 4 December 1981 2-9 SECTION 2 CESSNA LIMITATIONS MODEL T182 3. On control lock: CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE 4. On the f'lel selector valve plate: BOTH 88.0 GAL. TAKEOFF LANDING ALL FLIGHT ATTITUDES FUEL SELECTOR LEFT RIGHT 44.0 GAL. 44.0 GAL. LEVEL FLIGHT ONLY LEVEL FLIGHT ONLY OFF OFF 5. On the baggage door: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH AND 80 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 6. On flap position indicator: 0° to 10° (Partial flap range with blue color code and 140 kt callout; also, me chanical detent at 10°.) 10° to 20° to FULL (Indices at these positions with white color code and 95 kt callout; also, mechanical detent at 10° and 20°.) 2-10 2'1 August 1981 CESSNA SECTION 2 MODEL T182 LIMIT ATIONS 7. Forward of fuel tank filler cap: FUEL 100LL/l00 MIN GRADE AVIATION GASOLINE CAP. 46.0 U.S. GAL. CAP. 34.5 U.S. GAL. TO BOTTOM OF FILLER NECK 8. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 9. On oil filler cap: I 8"ci~s I 10. Forward of each fuel tank filler cap in line with fwd arrow: FUEL CAP FWD .. ARROW ALIGNMENT CAP MUST NOT ROT ATE DURING CLOSING WARNING PITOT HEATER MUST BE ON WHEN OPERATING BELOW 40°F IN INSTRUMENT METEROLOGICAL CONDITIONS. 0890018.2 ( 21 August 1981 2-11/ (2-12 blank) CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . 3-3 Airspeeds For Emergency Operation 3-3 OPERATION AL CHECKLISTS Engine Failures . . . . . . . . . . . . . . 3-4 Static Source Blockage (Erroneous Instrument Reading Ammeter Shows Excessive Rate of Charge Low-Voltage Light Illuminates During Flight Engine Failure During Takeoff Roll . . . 3-4 Engine Failure Immediately After Takeoff 3-4 Engine Failure During Flight (Restart Procedures) 3-4 Forced Landings . . . . . . . .. .... 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine Power 3-5 Ditching . . . . . . . . 3-5 Fires . . . . . . . . . . . 3-6 During Start On Ground 3-6 Engine Fire In Flight . 3-6 Electrical Fire In Flight 3-6 Cabin Fire 3-7 Wing Fire . . . . . . 3-7 Icing . . . . . . . . . . 3-8 Inadvertent Icing Encounter 3-8 Suspected) . . . . . . . . . . . . . 3-8 Landing With A Flat ivlain Tire . . . . . . . 3-9 Electrical Power Supply System Malfunctions 3-9 (Full Scale Deflection) 3-9 (Ammeter Indicates Discharge) 3-9 Emergency Descent Procedures 3-10 Smooth Air 3-10 Rough Air . . . . . . . . 3-10 21 August 1981 3-1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 TABLE OF CONTENTS (Continued) Page AMPLIFIED PROCEDURES Engine Failure 3-11 Forced Landings . . . . . . . . 3-12 Landing Without Elevator Control 3-12 Fires . . . . . . . . . . . . . 3-13 Emergency Operation In Clouds (Vacuum System Failure) 3-13 Executing A 1800 Turn In Clouds 3-13 Emergency Descent Through Clouds 3-13 Recovery From A Spiral Dive . . . 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked 3-15 Spins . . . . . . . . . . . . . . . . 3-15 Rough Engine Operation Or Loss Of Power 3-16 Carburetor Icing . . . . . . . . 3-16 Spark Plug Fouling 3-16 Magneto Malfunction . . . . . . 3-16 Engine-Driven Fuel Pump Failure 3-17 Low Oil Pressure . . . . . . . . 3-17 Electrical Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge . . . . . . . 3-18 21 August 1981 3-2 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with \. emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim ized or eliminated by careful flight planning and good judgment whe unexpected weather is encountered. However, should an emergency arisl the basic guidelines described in this section should be considered am applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . 75 KIAS Wing Flaps Down 70 KIAS Maneuvering Speed: 3100 Lbs 111 KIAS 2600 Lbs .. 101 KIAS 2100 Lbs .. 90 KIAS Maximum Glide: 3100 Lbs 76 KIAS 2600 Lbs .. 70 KIAS 2100 Lbs .. 63 KIAS Precautionary Landing With Engine Power 70 KIAS Landing Without Engine Power: Wing Flaps Up . 75 KIAS Wing Flaps Down 70 KIAS 21 August 1981 3-3 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 OPERATIONAL CHECKLISTS Procedures in the Operational Checklists portion of this section shown l in bold-faced type are immediate-action items which should be committed to memory. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 75 KIAS (flaps UP). 70 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. I 5. Wing Flaps -- AS REQUIRED (FULL recommended). 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT (RESTART PROCEDURES) 1. Airspeed -- 75 KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH 4. Mixture -- RICH. 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 75 KIAS (flaps UP). 70 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 21 ,August 1981 3-4 Revision 1 - 4 December 1981 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (FULL recommended). l 6. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Master Switch -- OFF when landing is assured. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed -- 75 KIAS. 2. Wing Flaps -- 20°. 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Wing Flaps -- FULL (on final approach). 6. Airspeed -- 70 KIAS. 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Avionics Power and Master Switches -- OFF. 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Flaps -- 20° to FULL. I 4. Power -- ESTABLISH 300 FT/MIN DESCENT at 65 KIAS. 5. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds. Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at75 KIAS with flaps up or at 70 KIAS with 10° flaps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. 21 August 1981 Revision 1 - 4 December 1981 3-5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 FIRES DURING START ON GROUND ~ 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Cranking -- CONTINUE. 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 8. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. 9. Fire - - EXTING UISH using fire extinguisher, wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat-- CLOSED. 5. Fire Extinguisher -- ACTIVATE (if available). 3-6 , 21 August 1981 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES I WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). J WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Pitot Heat Switch (if installed) -- OFF. 2. Navigation Light Switch -- OFF. 3. Strobe Light Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. 21 August 1981 3-7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T182 ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clock wise to obtain maximum defroster airflow. 4. Increase engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat only as required. An unexplained loss in manifold' pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effective ness. 9. Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip, if necessary, for improved visibility. 11. Approach at 85 to 95 KIAS, depending upon the amount of ice accumulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Static Pressure Alternate Source Valve (if installed) -- PULL ON. NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. 2. Airspeed -- Consult appropriate table in Section 5. 3. Altitude -- Cruise 30 feet higher than normal. (Cruise 50 feet lower than normal with an optional air conditioner installed.) 21 August 1981 3-8 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Wing Flaps -- FULL DOWN. 3. Touchdown - - GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. 4. Directional Control -- MAINTAIN using brake on good wheel as required. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF. 2. Alternator Circuit Breaker -- CHECK IN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low-Voltage Light -- CHECK OFF. 6. Avionics Power Switch -- ON. If low-voltage light illuminate.s again: 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment -- OFF. 9. Flight -- TERMINATE as soon as practical. 21 August 1981 3-9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 EMERGENCY DESCENT PROCEDURES SMOOTH AIR 1. Seat Belts and Shoulder Harnesses -- SECURE. 2. Throttle -- IDLE. 3. Airspeed -- 140 KIAS. 4. Carburetor Heat -- FULL ON. 5. Propeller -- HIGH RPM. 6. Mixture -- LEAN TO SMOOTH ENGINE IDLE. 7. Cowl Flaps -- CLOSED. 8. Wing Flaps -- 10°. ROUGH AIR 1. Seat Belts and Shoulder Harnesses -- SECURE. 2. Throttle -- IDLE. 3. Weights and Airspeeds: 3100 Lbs -- 111 KIAS. 2600 Lbs -- 101 KIAS. 2100 Lbs -- 90 KIAS. 4. Carburetor Heat -- FULL ON. 5. Propeller -- HIGH RPM. 6. Mixture -- LEAN TO SMOOTH ENGINE IDLE. 7. Cowl Flaps -- CLOSED. 8. Wing Flaps -- UP. 3-10 21 August 1981 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES The following Amplified Procedures elaborate upon information ( contained in the Operational Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. ENGINE FAILURE If an engine failure occurs during the takeoff roll, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the 0 5 10 15 20 25 30 ( GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 21 August 1981 3-11 BEST GLIDE SPEED WEIGHT (LBSII KIAS 3100 I 76 2600 70 2100 63 20,000 * PROPelLER WINDMILLING 18,000 *flAPS UP *ZERO WIND I 16,000 u... z 14,000 ;:{ a: 12,000 a: w I- w 10,000 > 0 co 8000 <! l- I 6000 Q w I 4000 2000 0 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a sui table landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power availa ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday messag'e on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed. A void a landing flare because of difficul ty in judging height over a water surface. In a forced landing situation, do not turn off the avionics power and master switches until a landing is assured. Premature deactivation of the switches will disable the encoding altimeter and airplane electrical sys tems. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclu sively. At flareout, the nose-down moment resulting from power reduction i~ an adverse factor and the airplane may hit on the nose wheel. Conse quently, at flareout, the elevator trim control should be adjusted toward the full nose-up positIOn and the power adj usted so that the airplane will rotate to the horizontal attitude for tOUChdown. Close the throttle at tOUChdown. ( 'f 3-12 21 August 1981 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire IS usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180 0 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. A void overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn, a 21 August 1981 3-13 SECTION 3 CESSNA EMERGENCY PROCEDURES MODELT182 descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition. keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 2. Apply full carburetor heat. 3. Reduce power to set up a 500 to 800 ft/min rate of descent. 4. Adjust the elevator and rudder trim control wheels for a stabilized descent at 80 KIAS. 5. Keep hands off control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Adjust rudder trim to relieve unbalanced rudder force, if present. 8. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 9. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 80 KIAS. 4. Adjust the elevator trim control to maintain an 80 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Apply carburetor heat as necessary. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape 3-14 21 August 1981 CESSNA SECTION 3 MODEL T182 EMERGENCY PROCEDURES icing conditions. STATIC SOURCE BLOCKED If erroneous instrument readings are suspected due to water, ice or other foreign matter in the pressure lines going to the standard external static pressure sources, the static pressure alternate source valve should be pulled on. A chart in Section 5 provides a correction which may be applied to the indicated airspeeds listed in this handbook resulting from inaccuracies in the alternate static source pressures. To avoid the possibil ity of large errors, the windows should not be open when using the alternate static source. NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. <. SPINS Intentional spins are prohibited in this airplane. Should an inadvert ent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. 21 August 1981 Revision 2 - 4 February 1982 3-15 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. At high altitudes, manifold pressure drop with the application of carburetor heat may be as much as 10 inches Hg. In this case, advance the throttle as necessary to obtain the desired power or full throttle, whichever is less. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. 3-16 21 August 1981 CESSNA SECTION 3 MODELT182 EMERGENCY PROCEDURES ENGINE - DRIVEN FUEL PUMP FAILURE In the event of an engine-driven fuel pump failure, gravity flow will provide sufficient fuel flow for level or descending flight. However, in a climbing attitude or anytime the fuel pressure drops to 3.0 PSI, the auxiliary fuel pump should be turned on. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precau tionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera ture, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ( ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two catego ries: excessive rate of charge and insufficient rate of charge. The para graphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. 21 August 1981 3-17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL T182 Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. H the over-voltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, nonessential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage warning light. Since this may be a "nuisance" trip-out, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, check that the alternator circuit breaker is in, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the low-voltage light will go off. The avionics power switch may then be turned back on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. Battery power must be conserved for later operation of the wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing. 3-18 21 August 1981 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . 4-3 Speeds For Nonnal Operation 4-3 CHECKLIST PROCEDURES Preflight Inspection 4-5 Cabin ..... 4-5 Empennage 4-5 Right Wing, Trailing Edge 4-5 Right Wing 4-5 Nose . 4-6 Left Wing . 4-6 Left Wing, Leading Edge 4-7 Left Wing, Trailing Edge 4-7 Before Starting Engine 4-7 Starting Engine 4-7 Before Takeoff . . . 4-8 Takeoff . 4-9 Normal Takeoff 4-9 Short Field Takeoff 4-9 Enroute Climb . . . . 4-10 Normal Climb 4-10 Maximum Performance Climb 4-10 Cruise 4-10 Descent .... 4-10 Before Landing 4-11 Landing .... 4-11 Normal Landing 4-11 Short Field Landing 4-11 Balked Landing 4-11 After Landing . . 4-12 Securing Airplane 4-12 21 August 1981 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) AMPLIFIED PROCEDURES PrenightInspection Starting Engine Taxiing ... Before Takeoff . Warm-Up Magneto Check Alternator Check Takeoff . Power Check . . Wing Flap Settings Crosswind Takeoff Enroute Climb Cruise Stalls . . . . Landing ... Normal Landing Short Field Landing Crosswind Landing . Balked Landing Cold Weather Operation Starting . . . . . Operation Hot Weather Operation Noise Characteristics CESSNA MODEL T182 Page 4-13 4-14 4-14 4-16 4-16 4-16 4-16 4-16 4-16 4-17 4-17 4-18 4-18 4-20 4-20 4-20 4-21 4-21 4-21 4-21 4-21 4-23 4-23 4-24 21 August 1981 4-2 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct ( of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on the maxi mum takeoff weight or maximum landing weight, and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff: Normal Climb Out . . . . . . . . . . . . . 70-80 KIAS Short Field Takeoff, Flaps 20°, Speed at 50 Feet 58 KIAS Enroute Climb, Flaps Up: Normal . .90-100 KIAS Best Rate of Climb, Sea Level . 87 KIAS Best Rate of Climb, 20,000 Feet 84 KIAS Best Angle of Climb, Sea Level 73 KIAS Best Angle of Climb, 10,000 Feet 75 KIAS Landing Approach: Normal Approach, Flaps Up 70-80 KIAS Normal Approach. Flaps FULL 60-70 KIAS Short Field Approach, Flaps FULL 61 KIAS Balked Landing: Maximum Power, Flaps 20° .... 60 KIAS Maximum Recommended Turbulent Air Penetration Speed: 3100 Lbs 111 IGAS 2600 Lbs . . . . . . . . . 101 KIAS 2100 Lbs . 90 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . 15 KNOTS 21 August 1981 Revision 1 - 4 December 1981 4-3 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 \ NOTE Visually check airplane for general condition during walk-around inspection. Use of the refueling steps and assist handles (if installed) will simplify access to the upper wing surfaces for visual checks and refueling operations. In cold weather, remove even small accumula tions of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 21 August 1981 4-4 CESSNA SECTION 4 MODELT182 NORMAL PROCEDURES CHECKLIST PROCEDURES ( PREFLIGHT INSPECTION (DCABIN 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 2. Parking Brake -- SET. 3. Control Wheel Lock -- REMOVE. 4. Avionics Power Switch -- OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- ON. I WARNING ~ When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. , 7. Fuel Quantity Indicators -- CHECK QUANTITY. 8. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 9. Master Switch -- OFF. 10. Static Pressure Alternate Source Valve -- OFF. 11. Fuel Selector Valve -- BOTH. 12. Baggage Door -- CHECK for security, lock with key if child's seat is to be occupied. ® EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. @) RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @) RIGHT WING , 1. Wing Tie-Down -- DISCONNECT. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 21 August 1981 4-5 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 3. Main Wheel Tire -- CHECK for proper inflation. 4. Fuel Tank Sump Quick-Drain Valve -- DRAIN fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling. If water is observed, take further samples until there is no evidence of water contamination. 5. Fuel Selector Quick-Drain Valve (on bottom offuselage) -- DRAIN fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling. If water is observed, take further samples until there is no evidence of water contamination. 6. Fuel Quantity -- CHECK VISUALLY for desired level. 7. Fuel Filler Cap -- SECURE and vent unobstructed. @NOSE 1. Static Source Openings (both sides of fuselage) --CHECK for stoppage. 2. Propeller and Spinner -- CHECK for nicks, security and oil leaks. 3. Landing Lights -- CHECK for condition and cleanliness. 4. Engine Induction Air Inlet -- CHECK for restrictions. 5. Nose Wheel Strut and Tire -- CHECK for proper inflation. 6. Nose Tie-Down -- DISCONNECT. 7. Engine Oil Dipstick -- CHECK oil level, then check dipstick SECURE. Do not operate with less than five quarts. Fill to eight quarts for extended flight. NOTE To check oil level, remove dipstick, wipe clean and rein sert. Wait five seconds and then check oil level for an accurate reading. 8. Engine Oil Filler Cap -- CHECK secure. 9. Fuel Strainer Drain Knob -- PULL OUT for about four seconds to clear strainer of possible water and sediment before first flight of day and after each refueling. Return drain knob full in and check strainer drain CLOSED. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector quick-drain valve must be accomplished. ® LEFT WING 1. Main Wheel Tire -- CHECK for proper inflation. 2. Fuel Tank Sump Quick-Drain Valve -- DRAIN fuel (usingsampler cup) to check for water, sediment, and proper fuel grade before first flight of the day and after each refueling. If water is observed, take 21 August 1981 ( \ 4-6 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES further samples until there is no evidence of water contamination. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE and vent unobstructed. oLEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Vane -- CHECK for freedom of movement while master switch is turned ON (horn should sound when vane is pushed upward). 4. Wing Tie-Down -- DISCONNECT. ® LEFT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Passenger Briefing -- COMPLETE. 3. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK. 4. Brakes -- TEST and SET. 5. Avionics Power Switch -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 6. Electrical Equipment -- OFF. 7. Circuit Breakers -- CHECK IN. 8. Autopilot (if installed) -- OFF. 9. Cowl Flaps -- OPEN (move lever out of locking hole to reposition). 10. Fuel Selector Valve -- BOTH. STARTING ENGINE 1. Prime -- AS REQUIRED (2 to 4 strokes in cold weather). 2. Carburetor Heat -- COLD. 3. Throttle -- CLOSED. 21 August 1981 4-7 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 NOTE The carburetor does not have an accelerator pump; there fore, pumping of the throttle must be avoided during starting because doing so will only cause excessive lean ing. 4. Propeller -- HIGH RPM. 5. Mixture -- RICH. 6. Propeller Area -- CLEAR. 7. Master Switch -- ON. 8. Auxiliary Fuel Pump -- ON (check for rise in fuel pressure), then OFF. 9. Ignition Switch -- START (release when engine starts). NOTE If engine does not start after 5 seconds of cranking in warm weather, crack throttle 1/8 inch and crank again. 10. Oil Pressure -- CHECK. 11. Avionics Power Switch -- ON. 12. Navigation Lights and Flashing Beacon -- ON as required. 13. Radios -- ON. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Seats, Seat Belts, Shoulder Harnesses -- CHECK SECURE. 3. Cabin Doors -. CLOSED and LOCKED. 4. Flight Controls -- FREE and CORRECT. 5. Flight Instruments -- CHECK and SET. 6. Auxiliary Fuel Pump -- ON (check for rise in pressure), then OFF. 7. Mixture -- RICH. NOTE In flight, gravity feed will normally supply satisfactory fuel flow if the engine-driven fuel pump should fail. However, if a fuel pump failure in flight causes the fuel pressure to drop below 3.0 PSI, use the auxiliary fuel pump to assure proper engine operation. 8. Fuel Quantity -- CHECK. 9. Fuel Selector Valve -- RECHECK BOTH. 21 August 1981 ( I I I { 1 ) \ 4-8 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES 10. Elevator and Rudder Trim -- SET for takeoff. 11. Throttle _. 1700 RPM. a. Magnetos - - CHECK (RPM drop should not exceed 175 RPM bn either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop and indication on carburetor temperature gage). c. Propeller -- CYCLE from high to low RPM; return to high RPM (full in). d. Suction Gage -- CHECK. e. Engine Instruments and Ammeter -- CHECK. 12. Throttle -- 800-1000 RPM. 13. Throttle Friction Lock -- ADJUST. 14. Strobe Lights (if installed) -- AS DESIRED. 15. Radios and Avionics -- SET. 16. Autopilot (if installed) -- OFF. 17. Air Conditioner (if installed) -- OFF. 18. Wing Flaps -- SET for takeoff (see Takeoff checklists). 19. Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0° - 20°. 2. Carburetor Heat -- COLD. 3. Power -- 31,.INCHES Hg (Maximum) and 2400 RPM. NOTE To avoid overboosting the engine. do not use full throttle for takeoff. 4. Mixture -- FULL RICH. 5. Elevator Control -- LIFT NOSE WHEEL AT 50 KIAS. 6. Climb Speed -- 70 KIAS (flaps 200).~ 80 KIAS (flaps UP). 7. Wing Flaps -- RETRACT. \ .<f • SHORT FIELD TAKEOFF 1. Wing Flaps -- 20°. 2. Brakes -- APPLY. 3. Carburetor Heat -- COLD. 4. Power -- 31 INCHES Hg (Maximum) and 2400 RPM. 21 August 1981 4-9 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 NOTE To avoid overboosting the engine, do not use full throttle for takeoff. 5. Mixture -- FULL RICH. 6. Brakes -- RELEASE. 7. Elevator Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTI TUDE. 8. Climb Speed -- 58 KIAS (until all obstacles are cleared). 9. Wing Flaps -- RETRACT slowly after reaching 70 KIAS. ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 90-100 KIAS. 2. Power -- 25 INCHES Hg and 2400 RPM. I 3. Fuel Selector Valve -- BOTH. I 4. Mixture -- FULL RICH. 5. Cowl Flaps -- OPEN as required. I MAXIMUM PERFORMANCE CLIMB i 1. Airspeed -- 87 KIAS at sea level to 84 KIAS at 20,000 feet. 2. Power -- 31 INCHES Hg and 2400 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH. 5. Cowl Flaps -- FULL OPEN. CRUISE 1. Power -- 17-25 INCHES Hg, 2100-2400 RPM. 2. Elevator and Rudder Trim -- ADJUST. ~3. Mixture·- LEAN. 1 4. Cowl Flaps -- CLOSED. DESCENT 1. Fuel Selector Valve -- BOTH. 2. Power -- AS DESIRED. 4-10 21 August 1981 -.:( CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES 3. Carburetor Heat -- AS REQUIRED to prevent carburetor icing. 4. Mixture -- LEAN for smoothness. 5. Cowl Flaps -- CLOSED. \ 6. Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS, 10° - FULL be low 95 KIAS). BEFORE LANDING 1. Seats, Seat Belts, Shoulder Harnesses -- SECURE. 2. Fuel Selector Valve -- BOTH. 3. Mixture -- RICH. 4. Propeller -- HIGH RPM. 5. Carburetor Heat -- ON (apply full heat before reducing power). 6. Autopilot (if installed) -- OFF. ~ 7. Air Conditioner (if installed) -- OFF. LANDING NORMAL LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS, 10° - FULL be low 95 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Trim -- ADJUST. 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll -- LOWER NOSE WHEEL GENTLY. 7. Braking -- MINIMUM REQUIRED. I SHORT FIELD LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- FULL (below 95 KIAS). .13. Airspeed -- MAINTAIN 61 KIAS. 4. Trim -- ADJUST. 5. Power -- REDUCE to idle as obstacle is cleared. 6. Touchdown -- MAIN WHEELS FIRST. 7. Brakes -- APPLY HEAVILY. 8. Wing Flaps -- RETRACT for maximum brake effectiveness. ( BALKED LANDING 1. Power -- 31 INCHES Hg and 2400 RPM. 21 August 1981 Revision 1 - 4 December 1981 4-11 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 2. Wing Flaps -- RETRACT to 20°. 3. Climb Speed -- 60 KIAS until all obstacles are cleared. 4. Wing Flaps -- RETRACT slowly. 5. Cowl Flaps -- OPEN. l 6. Manifold Pressure -- REDUCE TO 25 INCHES Hg. 7. Carburetor Heat -- COLD. 8. Power -- READJUST as desired. AFTER LANDING 1. Carburetor Heat -- COLD. 2. Wing Flaps -- UP. 3. Cowl Flaps .. OPEN. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Throttle·· IDLE. 3. Avionics Power Switch, Electrical Equipment -- OFF. 4. Mixture·- IDLE CUT-OFF (pulled full out). 5. Ignition Switch .. OFF. 6. Master Switch -. OFF. 7. Control Lock .- INSTALL. 8. Cowl Flaps .. CLOSE. 9. Fuel Selector Valve .- RIGHT or LEFT to prevent crossfeeding. \ 4-12 21 August 1981 1 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES AMPLIFIED PROCEDURES PREFLIGHT INSPECTION .' The Preflight Inspection, described in figure 4-1 and adjacent check list, is recommended for the first flight of the day. Inspection procedures for subsequent flights are normally limited to brief checks of control surface hinges, fuel and oil quantity, and security of fuel and oil filler caps and draining of the fuel strainer, fuel tank sumps and fuel selector valve. If the airplane has been in extended storage, has had recent major mainte nance, or has been operated from marginal airports, a more extensive exterior inspection is recommended. After major maintenance has been performed, the flight and trim tab controls should be double-checked for free and correct movement and security. The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed or polished, check the external static pressure source holes for stoppage. If the airplane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuselage, and tail surfaces, as well as damage to navigation and anti-collision lights, and avionics antennas. Outside storage for long periods may result in dust and dirt accumula tion on the induction air filter, obstructions in airspeed system lines, and condensation in fuel tanks. If any water is detected in the fuel system, the fuel tank sump quick-drain valves, fuel selector quick-drain valve, and fuel strainer drain should all be thoroughly drained until there is no evidence of water or sediment contamination. Outside storage in windy or gusty areas, or tie-down adjacent to taxiing airplanes, calls for special attention to control surface stops, hinges, and brackets to detect the presence of wind damage. If the airplane has been operated from muddy fields or in snow or slush, check the main and nose gear wheel fairings for obstructions and cleanliness. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on leading edges of the horizontal tail. Stone damage to the propeller can seriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high altitudes, are subjected to abnormal landing gear abuse. Frequently check all components of the landing gear, shock strut, tires, and brakes. If the shock strut is insufficiently extended, undue landing and taxi loads will be subjected on the airplane structure. 21 August 1981 4-13 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 To prevent loss of fuel in flight, make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing. Fuel system vents ( should also be inspected for obstructions, ice or water, especially after exposure to cold, wet weather. STARTING ENGINE Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your turbocharged, carbureted engine. The procedure outlined in this section should be followed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; however, the throttle should be fully closed. When ready to start, place the ignition switch in the start position. Inwarm weather, if the engine does not start after 5 seconds of cranking, crack the throttle 1/8 inch open and crank again. When the engine starts, slowly adjust the throttle to the desired idle speed. NOTE The carburetor used on this airplane does not have an accelerator pump; therefore, pumping of the throttle must be avoided during starting because doing so will only cause excessive leaning. In cold weather, 2 strokes of the primer may be necessary prior to starting. During extremely cold temperatures, up to 4 strokes of the primer may be necessary. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4 2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. 4-14 21 August 1981 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES •......;.;;;;;;;; ......... oO! .....•. ::.::::: . •.;.:-;.; .... NOTE CODE Strong quartering tail winds require caution. WIND DIRECTION • Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to ma:ntain direction. \ Fig'ure 4-2. Taxiing Diagram 21 August 1981 4-15 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The mag'neto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position. note RPM and return the switch to the BOTH position. RPM drop should not exceed 175 RPM on either magneto or show greater than 50 RPM differen tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faul ty 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. ALTERNATOR CHECK Prior to flights where verificati.on of proper alternator and alternator control unit operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing lights during' the engine runup (1700 RPM). The ammeter will remain within a needle width of the initial reading if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK It is important to check takeoff power early in the takeoff roll. Full throttle will not be necessary to maintain the maximum rated manifold pressure. Any sign of rough engine operation or sluggish engine accelera tion is good cause for discontinuing the takeoff. 4-16 21 August 1981 CESSNA SECTION 4 MODELT182 NORMAL PROCEDURES Full power runups over loose gravel are especially harmful to pro peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care. After a manifold pressure of 31 inches Hg is obtained, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0° to 20°. Using 20° wing flaps reduces the ground roll and total distance over an obstacle by approximately 20 per cent. Flap deflections greater than 20° are not approved for takeoff. If 20° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 70 KIAS is reached. To clear an obstacle with wing flaps 20°, an obstacle clearance speed of 58 KIAS should be used. Soft field takeoffs are performed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed. With wing flaps retracted and no obstructions ahead, a climb-out speed of 87 KIAS would be most efficient. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into \ the wind, the airplane is accelerated to a speed slightly higher than normal, and 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. 21 August 1981 4-17 :ECTION 4 CESSNA WRMAL PROCEDURES MODEL T182 :NROUTE CLIMB Normal climbs are performed at 90-100 KIAS with flaps up, 25 inches of nanifold pressure, 2400 RPM, and full rich mixture for the best combina- ( ;ion of engine cooling, rate of climb and forward visibility. If it is 1ecessary to climb rapidly to clear mountains or reach favorable winds at 1igh altitudes, the best rate-of-climb speed should be used with maximum power of 31 inches Hg, 2400 RPM and full rich mixture. This speed is 87 KIAS at sea level, decreasing to 84 KIAS at 20,000 feet. If an obstruction ahead requires a steep climb angle, a best angle-of climb speed should be used with flaps up and maximum power. This speed is 73 KIAS at sea level, increasing to 75 KIAS at 10,000 feet. CRUISE Normal cruising is performed between 55% and 75% power. The corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE \' Cruising should be done at 75% power as much as practical until a total of 25 hours has accumulated or oil consump tion has stabilized. Operation at this higher power will ensure proper seating of the rings and is applicable to new engines. and engines in service following cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable alti tudes and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. For reduced noise levels. it is desirable to select the lowest RPM in th, green arc range for a given percent power that will provide smooth engil ( operation. The cowl flaps should be opened, if necessary, to maintain ti cylinder head temperature at approximately two-thirds of the norma operating range (green arc). 4·18 21 August 1981 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 5000 10,000 15,000 20,000 139 145 151 158 9.8 10.2 10.6 11.1 130 135 141 147 10.5 10.9 11.4 11.9 120 124 129 133 11.3 11.7 12.1 12.5 Standard Condi tions Zero Wind Figure 4-3. Cruise Performance Table Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting which is established by reference to exhaust gas temperature (EGT) as shown on the Cessna Economy Mixture Indicator. To adjust the mixture, lean to establish the peak EGT as a reference point and then enrichen the mixture by 50°F. For best fuel economy the engine may be operated at peak EGT. This results in approximately 7% greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed. When leaning the mixture under some conditions, engine roughness may occur before peak EGT is reached. In this case, continue to lean until peak EGT is established, then enrichen to any desired mixture setting that allows smooth engine operation. The mixture may be leaned during descent to provide smooth engine operation and improved fuel economy. Any change in altitude, power or carburetor heat will require a change in the mixture setting and a recheck of the EGT. Carburetor ice. as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon ~egainingthe original manifold pressure indication (with heat off), use the .ninimum amount of heat (by trial and error) to prevent ice from forming. When operating above approximately 5000 feet at maximum recommended cruise power, the heat available from turbocharging increases with altitude and carburetor icing becomes less likely. 21 August 1981 4-19 SECTION 4 CESSNA NORMAL PROCEDURES MODELT182 MIXTURE DESCRIPTION EXHAUST GAS TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook and Power Computer) 500 F Rich of Peak EGT BEST ECONOMY Peak EGT ( Figure 4-4. EGT Table Carburetor heat may be used as an alternate air source in the event the induction air filter becomes blocked. However, since application of full carburetor heat at high altitudes may result in the loss of as much as 10 inches of manifold pressure, carburetor heat should be used only as necessary. With carburetor heat on, throttle and mixture should be readjusted as necessary. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Altitude loss during stall recovery may be as much as 300 feet. Power-off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5, LANDING NORMAL LANDING Landings should be made on the main wheels first to reduce the landing 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 impor tant in rough field landings. 4-20 21 August 1981 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES SHORT FIELD LANDING For a short field landing, make a power-off approach at 61 KIAS with full flaps and land on the main wheels first. Immediately after touchdown, I 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 maximum possible brake pressure without sliding the tires. CROSSWIND LANDING When landing in a strong crosswind. use the minimum flap setting required 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. BALKED LANDING 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. To prevent overboosting the engine, power should then be reduced to approximately 25 inches of manifold pressure before the carburetor heat control is placed in the cold position. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external pre heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold 21 August 1981 Revision 1 - 4 December 1981 4-21 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 temperatures. When using an external power source, the position of the master switch is important. Refer to Section 9, Supplements. for Ground Service Plug Receptacle operating details. Cold weather starting procedures are as follows: With Preheat: 1. Prime -- 1 to 2 STROKES. (Use heavy strokes of primer for best atomization of fuel.) 2. Primer -- LOCK. 3. Carburetor Heat -- COLD. 4. Throttle -- CLOSED until engine starts. NOTE Pumping of the throttle will make starting more difficult due to a rapidly varying mixture. The carburetor is not equipped with an accelerator pump. 5. Propeller -- HIGH RPM. 6. Mixture -- FULL RICH. 7. Propeller Area -- CLEAR. 8. Master Switch -- ON. / '\ 9. Auxiliary Fuel Pump -- ON (check for rise in fuel pressure), then OFF. 10. Ignition Switch -- START (release to BOTH when engine starts). 11. Oil Pressure -- CHECK. Without Preheat: 1. Prime -- 2 to 4 STROKES. 2. Primer -- LOCKED. 3. Carburetor Heat -- COLD. 4. Throttle -- CLOSED until engine starts. NOTE Pumping of the throttle will make starting more difficult due to a rapidly varying mixture. The carburetor is not equipped with an accelerator pump. 5. Propeller -- HIGH RPM. 6. Mixture -- FULL RICH. 7. Propeller Area -- CLEAR. 8. Master Switch -- ON. 9. Auxiliary Fuel Pump -- ON (check for rise in fuel pressure). then OFF. 10. Ignition Switch -- START (release to BOTH when engine starts). 4-22 21 August 1981 CESSNA SECTION 4 MODEL T182 NORMAL PROCEDURES 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. 11. Oil Pressure -- CHECK. OPERATION During cold weather operations. no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM). smoothly 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 takeoff. 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 vaporization 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. For optimum operation of the engine in cold weather, the appropriate use of carburetor heat may be necessary. The following procedures are indicated as a guideline: 1. Use the minimum carburetor heat required for smooth operation in takeoff, climb. and cruise. NOTE Care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temperature to 0° to 21°C range where icing is critical under certain atmospheric conditions. 2. The carburetor air temperature gage can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by application of carburetor heat. HOT WEATHER OPERATION The general warm temperature starting information in this section is appropriate. Avoid prolonged engine operation on the ground. 21 August 1981 4-23 SECTION 4 CESSNA NORMAL PROCEDURES MODEL T182 NOISE CHARACTERISTICS Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build pUblic support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model T182 at 3100 pounds maxi mum weight is 72.5 dB(A) with a two-bladed propeller and 68.8 dB(A) with a three-bladed propeller. No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of. any airport. 4-24 21 August 1981 SAFETY 6 WARNINGoCD c z ~ Vacuum I Pressure Gyroscopic ~ Flight Instrument Power System ~ a:: w a. o (. CJ) ATIENTION: MECHANIC/SERVICE FACILITY .... This important notice must be given to the Owner/ o Operator of the aircraft into which this air pump is --I installed FAILURE TO DO SO MAY RESULT IN a. DEATH, BODILY INJURY, OR PROPERTY DAMAGE. z ATIENTION: AIRCRAFT OWNER/OPERATOR w This important notice must be (1) read and understood () and followed before operating the aircraft into which this air pump is installed, (2) distributed to all pilots ~ using the aircraft, and (3) permanently retained in the a. Pilot's Operating Handbook for this aircraft. FAILURE TO DO SO MAY RESULT IN DEATH, BODILY INJURY, OR PROPERTY DAMAGE. Parker Hannlfln Corporation Airborne Division 711 Taylor St. ~Aerospace P.O. Box 4032 Elyria, Ohio 44036 USA (440) 284-6300 51 300-7 12/8/86 (Reprint 6100) Subject: SAFETY WARNING - Vacuum/Pressure Gyroscopic Flight Instrument Power System. Applicability: This document communicates safety warning information concerning aircraft using air pumps to power gyro flight instruments while flying Instrument Flight Rules (IFR). WARNING: FAILURE TO FOLLOW THE FOLLOWING INSTRUCTIONS ~ MAY RESULT IN DEATH, BODILY INJURY, OR PROPERTY DAMAGE: o o 1. A BACK-UP PNEUMATIC POWER SOURCE FOR THE CO C AIR DRIVEN GYROS, OR A BACK-UP ELECTRIC z ATTITUDE GYRO INSTRUMENT, MUST BE INSTALLED IN « ALL AIRCRAFT WHICH FLY IFA. :I: .C!' 2. ANY INOPERATIVE AIR PUMP OR OTHER COMPONENT OF THE GYRO SYSTEM, AND ANY INOPERATIVE z BACK-UP SYSTEM OR COMPONENT, MUST BE REPLACED PRIOR TO THE NEXT FLIGHT. !«a:: w3 THIS PILOT SAFETY WARNING MUST BE PERMANENTLY a. RETAINED IN THE PILOT'S OPERATING HANDBOOK oFOR THE AIRCRAFT INTO WHICH THIS AIR PUMP IS INSTALLED. Explanation: Failure of the air pump or any other component of the pneumatic system during IFR flight in Instrument Meteorological Conditions (IMC) can lead to spatial disorientation of the pilot and subsequent loss of aircraft control. This could result in an accident causing death, bodily injury, or property damage. C/) ~ Use of single-engine aircraft in IMC is increasing. Many single-engine o...J aircraft do not have a back-up pneumatic power source or back-up electric attitude gyro instruments. In aircraft without such back-up a. devices, the pilot due to added workload may not be able to fly the Z aircraft with only "partial panel" instruments (that is, turn and slip indicator, altimeter, and airspeed indicator) in the event of primary air w pump or pneumatic system failure during IMC. 5Air pump or pneumatic system failures can and do occur without warn a.ing. This can be a result of various factors, including but not limited to normal wear-out of components, improper installation or maintenance, premature failure, or the use of substandard overhauled components. It is recommended that an annunciator light or other device be installed to warn the pilot of loss af gyro power so that the pilot can take cor rective action prior to the loss of correct gyro information. Since air pump life cannot be accurately predicted and air pumps can fail without warning, the instructions set forth in this document must be followed. This document may be reprodUced and distributed as deemed necessary CESSNA SECTION 5 MODEL T182 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem Takeoff Cruise ... Fuel Required Landing ... Demonstrated Operating Temperature Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds . Figure 5-4, Wind Components . Figure 5-5, Takeoff Distance - 3100