Cessna 182 Owners manual

Check control surfaces for freedom of move- ment and security. 32. Check alleron for freedom of movement and security. (4) a. Disconnect wing tle-down. b. Check main wheel tire for proper inflation. (6) B. C. Visually check fuel quantity, then check fuel filler cap secure. b. 7 Same as 3 5 a. Inspect flight instrument static source open- ing on side of fuselage for stoppage (both sides). 8 Same as 4 Before first flight of day and after each re- fueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment, Check strain- er drain closed. If water is observed, there ia a possibility that the wing tank sumpa con- tain water. Thus, the wing tank sump drain plugs and fuel selector valve drain plug should be removed to check for the presence of water. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. Check fuel tank vent opening for stoppage. Figure 1-1. Section 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 operational characteristics of your airplane are normal in all respects. There are no "unconventional" 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 II, and III are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section VI.. 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) Brakes Test and set. (3) Cowl Flaps -- "OPEN". (Move lever out of locking hole to reposition.) (4) Fuel Selector Valve Handle -- "BOTH". (5) Radios and Electrical Equipment -- "OFF". 1-1 STARTING ENGINE. (1) Mixture -- Rich. (2) Carburetor Heat -- Cold. (3) Propeller (4) Throttle 13 -- High RPM. Opened approximately one-half inch. (5) Primer As required. (6) Master Switch -- "ON". -- (7) Ignition Switch "START". Hold until engine fires, but not longer than 30 seconds (release when engine starts). 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. 1-2 (1) Parking Brake -- Set. (2) Cowl Flaps -- Check full "OPEN". (3) Flight Controls -- Check for free and correct movement. (4) Fuel Selector Valve Handle -- "BOTH". 11 (5) Elevator and Rudder Trim -- "TAKE-OFF" Setting. (6) Throttle Setting -- 1700 RPM. (7) Engine Instruments and Ammeter -- Check. (8) Suction Gage -- Check (4. 6 to 5.4 inches of mercury). (9) Magnetos magnetos). -- Check (50 RPM maximum differential between (10) Carburetor Heat -- Check operation. (11) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (12) Flight instruments and Radios -- Set. (13) Optional Autopilot or Wing Leveler -- "OFF". (14) Cabin Doors and Window -- Closed and locked. 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" check list. 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 11 •Maintain slightly tail-low attitude. (7) Climb Speed -- 63 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB" check list. (8) Wing Flaps -- Up after obstacles are cleared. * A 1 CLIMB. NORMAL CLIMB. (1) Air Speed. -- 100 to 110 MPH. (2) Power -- 23 inches and 2450 RPM. (3) Fuel Selector Valve Handle -- "BOTH." (4) Mixture - Full rich (unless engine is rough due to excessively rich mixture). (5) Cowl Flaps -- Open as required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed - 89 MPH (sea level) to 85 MPH (10,000 feet). (2) Power -- Full throttle and 2600 RPM. (3) Fuel Selector Valve Handle -- "BOTH." (4) Mixture - Full rich (unless engine is rough). -- (5) Cowl Flaps -- Full "OPEN." 1-3 CRUISING. 13 (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 LET-DOWN. Lean. (1) Mixture -- Rich. (2) Power -- As desired. (3) Carburetor Heat. -- Apply (if icing conditions exist). BEFORE LANDING. (1) Fuel Selector Valve Handle (2) Mixture -- Rich. -- "BOTH." (3) Propeller (4) Cowl Flaps -- 11 High RPM. "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. BALKED LANDING (GO-AROUND). (1) Power - Full throttle and 2600 RPM. (2) Carburetor Heat -- Cold. (3) Wing Flaps -- Retract to 20°. (4) Cowl Flaps -- "OPEN." (5) Upon reaching an airspeed of approximately 80 MPH, retract flaps slowly. NORMAL LANDING. 1-4 (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Coul Flaps "OPEN" (2) Wing Flags - Retract. (3) Carburetor Heat Cold. SECURING AIRCRAFT. (1) Parking Brake -- Set, (2) Radios and Electrical Equipment -- "OFF". (3) Mixture Idle cut-off (pulled full out). NOTE Do not open throttle as engine stops since this actuates the accelerator pump. (4) Agnition and Master Switch "OFF (5) Control Lock-Installed. 1-5 INSTRUMENT PANEL 1 2 3 4 5. 6 7 8 9 10 11 12 ઘટક 35 34 33 32 31 30 29 28 28. 27 26 23 25 24 -222222 19 18 17 16 20 15 14 13 21 1. Marker Beacon Indicator Lights 22. Rudder Trim Control Wheel and Switches (Opt.) 23. Cowl Flap Control Handle 2. Flight Instrument Group 24. Microphone (Opt.) 3. Radios and Autopilot (Opt.) 25. Fuel Selector Valve Handle 4. Radio Selector Switches (Opt.) 11. Flight Hour Recorder (Opt.) 26. Elevator Trim Control Wheel 5. Rear View Mirror (Opt.) 12. Transponder (Opt.) 27. Throttle 6. Manifold Pressure Gage 13. Map Compartment 28. Carburetor Heat Control Knob 7. Fuel Quantity Indicators and 14. Defroster Control Knob 29. Static Pressure Alternate Ammeter 15. Cabin Air Control Knob Source Valve (Opt.) 8. Cylinder Head Temperature Gage, Oil Temperature Gage, and Oil 16. Cigar Lighter 30. Electrical Switches 17. Cabin Heat Control Knob 31. Parking Brake Handle Pressure Gage 18. Tachometer 32. Circuit Breakers 9. Economy Mixture Indicator (Opt.) 19. Wing Flap Switch 33. Ignition/Starter Switch 10. Carburetor Air Temperature 20. Mixture Control Knob 34. Primer Gage (Opt.) 21. Propeller Control Knob 35. Master Switch 1-6 Figure 2-1. Section II 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 V. 2-1 VENT 2-2 LEFT FUEL TANK FUEL SELECTOR VALVE 1117 37 CHIT FUEL SYSTEM SCHEMATIC THROTTLE ONLY RIGHT FUEL TANK TO ENGINE FUEL STRAINER ENGINE PRIMER CARBURETOR MIXTURE CONTROL KNOB ΤΟ ENGINE Figure 2-2. CODE FUEL SUPPLY VENT MECHANICAL LINKAGE ELECTRICAL SYSTEM. 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 compartment 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 transistors in the electronics equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled "MASTER," and is "ON" in the up position and "OFF" in the down position. The right half of the switch, labeled "BAT," controls all electrical power to the airplane. The left half labeled "ALT" controls the alternator. Normally, both sides of the master switch should be used simulta- neously, however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the "OFF" position, removes the alternator from the electrical system. With this switch in the "OFF" position, the entire electrical load is placed on the battery, and all non-essential 1 electrical equipment should be turned off for the remainder of the flight. 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 2-3