182S Skylane - TSS Flying Club

DAMAGE TO THE ENGINE AND FUEL SYSTEM COMPONENTS, RESULTING IN POSSIBLE ENGINE FAILURE. Approved FuelGrades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 Grade Aviation Fuel (Green). NOTE lsopropyl alcohol or diethylene glycol monomethyl ether (DiEGME) may be added to the fuel supply. Additive concentrations shall not exceed 17" lor isopropyl alcohol or 0.10% to 0.15% for D|EGME. Refer to Section I for additional information. FuelCapacity: TotalCapacity: 92.0 U.S. gallons. Total Usable: 88.0 U.S. gallons. Total Capacity Each Tank: 46.0 U.S. gallons. Total Usable Each Tank: 44.0 U.S. gallons. NOTE To ensure maximum fuel capacity and minimize cross- feeding when refueling, always park the airplane in a wings- level, normal ground attitude and place the fuel selector in the Left or Right position. Refer to Figure 1-1 for normal ground attitude dimensions. 1-5 Nov 15/00 SECTION 1 GENERAL olL CESSNA MODEL 182S Oil Specification: MiL-L-6082 Aviation Grade Straight Mineral Oil: Used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and the filter changed after the first 25 hours of operation. Refill the engine with MIL-L-6082 Aviation Grade Straight Mineral Oil and contiñue to use until a total of 50 hours has accumulated or oil consumption has stabilized. MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to Textron Lycoming Seruice lnstruction No 1014' and all revisioñs and supplements thereto, must be used after first 50 hours or once oil consumption has stabilized. Recommended Viscosity for Temperature Range: Temperature MtL-L-6082 SAE Grade MIL-L-22851 Ashless Dispersant SAE Grade {bove 27'C (80'F) 60 60 \bove 16"C (60"F) 50 40 or 50 1 "C (30'F) to 32"C (90'F) 40 40 -18'C (0"F) to 21'C (70"F) 30 30. 40 or 20W-40 3elow -12"C (10'F) 20 30 or 20W-30 -18'C (0"F) - 32'C (90'F) 20w-50 20W-50 or 15W-50 All Temoeratures 15W-50 or 2OW-50 NOTE When operating temperatures overlap, use the lighter grade of oil. OilCapacity: Sump: I U.S. Quarts Total: I U.S. Quarts 1-6 Nov 15/00 CESSNA MODEL 182S SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp Weight : 3110 lbs. Takeoff Weight: 3100 lbs. Landing Weight : 2950 lbs. Weight in Baggage Compadment, NormalCategory: Baggage Area A (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 1241o 134): 80 lbs. See note below. NOTE The maximum allowable combined weight capacity for baggage in areas A, B and C is 200 pounds. The maximum allowable weight capacity for baggage in areas B and C is 80 pounds. STANDARD AIRPLANE WEIGHTS Standard Empty Weight: 1925 lbs. I Maximum Useful Load, Normal Category: 1185 lbs. I 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|bs./sq. ft. Power Loading: 13.5 lbs./hp. .- j Nov 15/00 1-7 SECTION 1 GENERAL KIAS KTAS V¡ Vre vruo vrue Vs Vso SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Knots lndicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is lhe speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable in the landing configuration at lhe most forward center of gravity. CESSNA MODEL 182S 1-8 Feb 3197 CESSNA MODEL 182S V¡ SECTION 1 GENERAL Best Anql+of-Climb Soeed is the soeed which re- sults in tñe greatest gain of altitude ih a given hori- zontaldistanðe. Vy Best Rate-of-Glimb 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. lt may be expressed in either degrees Celsius or degrees Fahrenheit. Standard Standard Temperature is 15'C at sea level Temperature pressure altitude and decreases by 2"C for each 1000 feet of altitude. Pressure Pressure Altitude is the altitude read from an Altitude altimeter when the altimeter's barometric scale has been set lo 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. Static Static RPM is engine speed attained during a full RPM throttle engíne runup when the airplane is on the ground and stationary. MP Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (in Hg). -.-: Feb 3/97 1-9 SECTION 1 GENERAL CESSNA MODEL 182S AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- Demonstrated Crosswind Velocity is the velocity strated of the crosswind component for which adequate Crosswind control of the airplane during takeoff and landing Velocity was actually demonstrated during certification tests. - The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning' Unusable Unusable Fuel is the quantity of fuel that can not be Fuel safely used in flight. GPH Gallons Per Hour is the amount of fuel consumed oer hour. NMPG Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specif ió engine power setting and/or f light configuration. g g is acceleration due to gravitY' Course Course Datum is the compass reference used by the Datum autopilot, along with course deviation, to provide lateral controlwhen tracking a navigation signal. 1-10 Feb 3197 CESSNA MODEL 182S c.G. Arm c.G. Limits SECTION 1 GENERAL WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum is an imaginary vertical plane from Datum which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the conslant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits.) Center of Center of Gravity is the point at which an airplane, or Gravity equipment, would balance if suspended. lts distance (C.G.) 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 totalweight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Standard Empty Weight is the weight of a standard Empty airplane, including unusable fuel, full operating fluids Weight and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight Weight plus the weight of optional equipment. Useful Load Useful Load is the difference between ramp weight and the basic empty weight. MAC MAC (Mean Aerodynamic Chord) is a chord of an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actualwing. Feb 3197 1-11 SECTION 1 GENERAL CESSNA MODEL 182S Maximum Maximum Ramp Weight is the maximum weight Ramp approved for ground maneuver, and includes the Weight weight of fuel used for start, taxi and runup. Maximum Maximum Takeoff Weight is the maximum weight Takeoff approved for the start of the takeoff roll. Weight Maximum Maximum Landing Weight is the maximum weight Landing approved for the landing touchdown. Weight Tare Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1-12 Feb 3197 CESSNA MODEL 182S SECTION 1 GENERAL METRIC / IMPERIAL / U.S. CONVERSION CHARTS The following charts have been provided to help international operators conveft U.S. measurement supplied with the Pilot's Operating Handbook into metric and imperial measurements. The standard followed for measurement units shown, is th National lnstitute of Standards Technology (NIST), Publication 811 "Guide for the Use of the lnternational System of Units (Sl)." Please refer to the following pages for these charts. Nov 15/00 1-13 SECT¡ON 1 GENERAL i CESSNA MODEL 182S (Kilograms x2.205 - Pounds) (Pounds x.454 = Kilograms) KILOGRAM-S INTO POUNDS POUNDS INTO KILOGRAMS Figure 1-2. Weight Conversions (Sheet 1 o12) kg 0 10 20 30 40 Ãn 60 70 80 90 100 U lb. 1 2 J 4 5 o 7 I I b o o o. b D o o 22.046 ¿14.093 66.139 88.185 110.23 '132.28 154.32 176.37 '198.42 220.46 2.205 24.251 46.297 68.343 90.390 112.44 134.48 156.53 '178.57 200.62 222.67 4.409 26.456 48.502 70.548 92.594 114.64 136.69 158.73 180.78 202.83 224.87 6.614 28.660 50.706 72.753 94.759 116.85 138.89 160.94 182.98 205.03 227.O8 8.819 30.865 52.91 1 74.957 97.003 1 19.05 141.10 1 63.1 4 185.19 207.24 229.24 1 1.023 33.069 55.1 1 6 77.162 99.208 121.25 143.30 165.35 187.39 209.44 231.49 13.228 35.274 57.320 79.366 101.41 123 46 145.51 167.55 189.60 211.64 233.69 1s.432 37.479 59.525 81.571 103.62 125.66 147.71 169.76 191.80 213.85 235.90 17.637 39.683 61.729 83.776 105.82 127.87 149.91 't 71 .96 194.01 216.05 238 10 19.842 41.888 63.934 85.980 '108.03 130.07 't52.12 174.17 196.21 218.26 240.30 b 0 10 20 30 40 bU 60 70 80 90 100 o kg 1 2 3 4 5 6 7 I 9 kg kg Kg t(g Kg Kg Kg Kg kg 4.536 9.O72 13.608 18.144 22.680 27.216 31.752 36.287 40.823 45.359 o.454 4.990 Y,5ZJ '14.061 1 8.597 23.1 33 27.669 32.205 36.741 41 277 45.813 0.907 5.443 9.979 14.51 5 19.051 23.587 28j23 32.659 J/. I YC 41.731 46.266 1.361 5.897 10.433 14.969 19.504 24.O40 28.576 33.112 37 648 42 184 46.720 1 .814 6.350 10.886 I C.+¿¿ 1 9.958 24.454 29.030 33.566 38.1 02 42.638 47 174 z.¿Þó 6.804 1 1.340 1 5.876 20.412 24.948 29.484 34.019 38.555 43.091 47.627 ¿ 7.257 1 1.793 1 6.329 20.865 25.401 29.937 34.473 39.009 43.545 48.081 3.175 7.711 12.247 't 6.783 21.319 25.855 30.391 34.927 39.463 43.999 48.534 3.629 8.1 65 12.701 17.237 21 .772 26.303 30.844 35.380 39.916 M.452 48.988 4.UöZ 8.618 1 3.1 54 17 690 22.226 26.762 31.298 35.834 40.370 44.906 49.442 1-14 Nov 15/00 CESSNA MODEL 182S IF June 13/97 SECTION 1 GENERAL (Kilograms x2.205 - Pounds) - (Pounds x.454 = Kilograms) POUNDS KILOGRAMS 220 210 200 190 180 't70 160 150 140 130 't20 110 100 90 80 70 60 50 40 30 20 10 0 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 Units x 10, 100, etc. 0585T1027 Figure 1-2 . Weight Conversions (Sheet 2 ol2) .-.: 1-15 SECTION 1 GENERAL (Meters x 3.281 - Feet) (Feet x .305 = Meters) ¡tF METERS INTO FEET METRES EN PIEDS ¡li FEET INTO METERS _ PIEDS EN METRES CESSNA MODEL 182S m 0 10 20 30 40 50 OU 70 80 90 100 o feet 1 2 3 4 5 o 7 8 o feet feet feet feet feet feet feet feet feet 32.808 65.617 98.425 131 .23 164.O4 195.85 229.66 262.47 295.27 328.08 3.281 36.089 68.897 101 .71 134.51 167.32 200.1 3 232.94 265.75 298.56 331.36 o.co¿ 39.370 72.178 104.99 137.79 170.60 203.41 236.22 269.03 301.84 3U.64 9.842 4¿.OC I 75.459 108.27 141.08 173.86 206.69 239.50 272.31 305.12 337.93 1 3.1 23 45.932 74.740 111 .5s 1¿14.36 177.16 209.97 242.78 275.59 308.40 341.21 16 404 49 212 82 021 114.83 147.64 180.45 213.25 246.06 278.A7 311.68 s44.49 19.685 52.493 85.302 118.11 150.92 183.73 216.53 249.34 282.15 314.96 347.77 22.956 55.774 88.582 121.39 154.20 187.01 219.82 ¿5¿.ô¿ 285.43 318.24 351.05 26.247 91.863 124.67 157.48 190.29 223.10 255.90 288.71 321.52 354.33 29.528 62.336 95.144 127.95 160.76 193.57 226.38 259.1 I 291.58 324.80 357.61 ft 0 10 20 30 40 50 60 70 80 90 100 1 2 3 4 5 6 7 I a m m m m m m m m m 3.048 6.096 9.1M 12.192 15.240 18.288 21.336 24.384 27.432 30.480 0.305 3.353 6.401 9.449 12.497 15.545 18.593 21.641 24.689 27.737 30.785 0.610 J.OJõ 6.706 9.754 12.802 15.850 18.898 21.946 24.994 28.O42 31.090 0.914 3.962 7.010 10.058 1 3.106 1 6.1 54 19.202 22.250 25.298 28.346 31.394 1 .219 4.267 7.315 10.363 13.41 1 16.459 1 9.507 ¿¿.cca 2s.603 28.651 31.699 1.524 4.572 7.620 10.668 13.7'16 16.754 1 9.812 22.860 25.908 28.956 32.004 1.829 4.877 7.925 10.973 14.021 '17.069 20.117 zJ, I DC 26.213 29.261 32.309 2.134 5.182 8.230 11 278 14.326 17.374 20 422 23.470 26.518 29.566 32.614 2.438 5.486 8.534 11.542 14.630 17.678 20.726 23.774 26.822 29.470 32.918 2.743 5.791 8.839 1 1.887 14.935 17 983 2 t .031 24.079 27.127 30 175 33.223 1-16 Figure 1-3. Length Conversions (Sheet 1 of 2) Nov 15/00 CESSNA MODEL 182S (Metersx3.281 =Feet) SECTION 1 GENERAL (Feetx.305=Meters) \320 300 280 260 240 220 200 180 160 140 120 100 80 60 40 20 0 METERS 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 Units x 10, 100, etc. 1-17 Nov 15/00 Figure 1-3 . Length Conversions (Sheet 2 of 2) SECTION 1 GENERAL CESSNA MODEL 182S (Centimeters x .394 = lnches) (lnches x 2.54 = Centimeters) IIF CENTIMETERS INTO ¡NCHES TF INCHES INTO CENTIMETERS cm 0 1 2 3 4 5 o 7 I o n n n n n n n n n 0.394 4.331 8.268 12,205 16.142 20.079 24.016 27.953 31.890 35.827 39.7M 0.787 4.724 8.661 12.598 16.535 20.472 24.409 28.346 32.243 36.220 40.157 1.181 5.1 18 9.055 12.992 16.929 20.866 24.803 24.740 32 677 JO.O t+ 40.551 1.575 5.512 9.449 13.386 17.323 21.260 25.197 29.134 33.071 37.008 40.945 1.969 5.906 9.843 13.780 17.717 21.654 25.591 29.528 33.465 37.402 41.339 2.362 6.299 10.236 14 173 18.1 10 22.047 25.984 29.921 33.858 37.795 41 z.Ico 6.693 1 0.630 14.567 18.504 22.441 26.378 30.315 34.252 38.189 42.126 3.1 50 7.047 11.O24 14.961 18.898 22.835 26.772 30.709 34.646 38.583 42.520 3.543 7.4AO 11.417 15.354 19.291 23.228 27.164 31.102 35.039 38.976 42.913 n 0 10 20 30 40 50 60 70 an 90 100 0 cm 1 2 3 4 5 o 7 8 I cm cm cm cm cm cm cm cm cm 25.40 50.80 76.20 101 .60 127.00 152.40 177.80 203.20 228.60 254.00 ¿-a+ 27.94 s3.34 78.74 104.14 129.54 154.94 180.34 205.74 231.14 zJo.æ 5.08 30.48 55.88 81.28 106.68 132.08 157.48 182.88 208.28 233.68 259.08 7.62 33.02 58.42 8s.82 109.22 134.62 160.02 185.42 210.82 ¿óo.¿¿ 261.62 10.16 35.56 60.96 86.36 111 .76 137.16 162.56 1 87.96 213.36 ¿3ó-IO 264.16 12.70 38.1 0 63.50 88.90 114.30 139.70 165.10 190.50 215.90 241.30 266.70 15.24 40.64 66.04 91.44 116.84 142.24 167.64 193.04 218.44 243.84 269.24 17.78 43.1 I 68.58 93.98 1 19.38 1M.78 170.18 195.s8 220.98 246.38 271.78 20.32 +J.T¿ 71.'12 96.52 121.92 t4I .ó¿ 172.72 1 98.12 223.52 248.92 274.32 22.96 48.26 73.66 99.06 124.46 149.86 175.26 200.66 226.06 251.46 276.86 1-18 Figure 1-4. Length Conversions (Sheet 1of 2) Nov 15/00 CESSNA MODEL 182S IF Figure 1-4. June 13/97 SECTION 1 GENERAL (Centimeters x .394 = lnches) - (lnches x2.54 - Centimeters) INCHES CENTIMETERS 10 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 I I 7 6 5 4 3 2 1 0 Units x 10, 100, etc. 0585T1028 1-19 Length Conversions (Sheet 2 ot 2) SECTION 1 GENERAL CESSNA MODEL 182S (statuteMilesx1.609=Kilometers) (Kilometersx.622=statuteMiles) (statute Miles x.869=Nautical Miles) (Nautical Miles x1 .15=statute Miles) (NauticalMilesxl.S52=Kilometers) (Kilometersx.S4=NauticalMiles) STATUTE NAUTICAL MILES MILES KILOMETERS 1 15 -- 100 180 110 -l- gs 105 + eo eo f 170 too 1 eu 85 + 160 95 eof80 80 + 150 100 95 85+75 80+70 70 + 130 75 -l- 65 65 + 120 70loo 6o*llo 65ass 55 a loo toluo 50 50+45 45+40 40+35 35+30 30Azs 25f50 75 -l Mo outrto 20+ 40 90 55 70 60 25]l zo 20 15 15+30 10+10 ro f zo units x 10, 1oo, etc' 5+5 5+10 0 --r- 0 0-t-0 ) os'sr1o2e 1-20 Figure 1-5. Distance Conversions Nov 15/00 CESSNA MODEL 182S SECTION 1 GENERAL (lmperial Gallons x 4.546 = Liters) (Liters x .22=lmperial Gallons) Õ LITERS INTO IMPERIAL GALLONS il IMPERIAL GALLONS INTO LITERS 1I 0 Lt 1 2 3 4 5 6 7 8 9 G IG G IG G IG IG IG G 0.220 2.420 4.620 6.819 9.019 11.21 9 13419 15.618 17.818 20.018 22.218 o.440 2.640 4.440 7 nao 9.239 1 1.¿tÍ19 1 3.639 15 838 1 8.038 20.238 22.434 0.660 2.860 5.059 7.259 9.459 1 1.659 13.859 16.058 1 8.258 20.458 22.658 0.880 3.080 5.279 7.479 9.679 11.879 14.O78 't6,278 18.478 20.678 22.878 1.100 3.300 5.499 7.699 9.899 12.099 14.298 16.498 18.698 20.898 23.098 1.320 3.520 5.719 7.919 10.119 12.31 I 14.518 '16.718 18.91 I 2'1.118 23.318 1.540 3740 5.939 8.139 10.339 12.539 14.738 16.938 1 9.1 38 21.338 23.537 1.760 3.960 6.159 8.359 12.759 14.958 17.158 19.358 21,558 23.757 i ocô 4.1 80 6.379 8.579 10.779 12.979 1 s.1 78 17 374 19.578 21.778 23.577 0 IG 1 2 3 4 5 6 I 9 Lt Lt Lt LT Lt Lt Lt Lt Lt 4.546 50.006 95.465 140.93 186.38 231.A4 277.30 322.76 368.22 413.68 459.1 4 9.092 54.552 100.01 145.47 190.93 236.39 281.8s oaI .Õ I 372.77 418.23 463.69 1 3.638 59.097 104.56 150.02 195.48 240.94 286.40 331.86 377.32 422.77 468.23 18.184 63.643 109.1 0 154.56 200.02 245.48 290.94 336.40 381.86 427.32 472.78 22.730 68.1 89 1 13.65 159.1 1 204.57 250.03 295.49 340.95 386.41 431.87 477.33 27.276 t¿.tôc 1 18.20 I OO.OO 209.1 1 254.57 300.03 345.49 390.95 436.41 481.87 31.822 77.281 122.74 168.20 213 66 259.12 304.58 350.04 395.50 440.96 4A6.42 36.368 81.827 127.29 172.75 218.21 263.67 309.1 3 3s4.59 400.04 ¿145.50 490.96 40.914 86.373 131 .83 177 29 222.75 268.21 313.67 359.13 404.59 450.05 495.51 Nov 15/00 Figure 1-6. Volume Conversions (Sheet 1 of 3) 1-21 SECTION 1 GENERAL CESSNA MODEL 182S (lmperial Gallons x 4.4546 = Liters) (Liters x .22 = lmperial Gallons) 100 IMPERIAL GALLONS YC 90 85 80 75 70 65 60 44O LIERS 420 400 380 360 340 320 300 280 260 240 220 200 180 160 140 55 50 45 40 35 30 25 20 15 10 5 120 100 80 0 Units x 10, 100, etc. Figure 1-6. Volume Conversions 0585T1 032 (Sheet 2 ot 3) 20 0 1-22 Nov 15/00 CESSNA MODEL 182S SECTION 1 GENERAL (lmperial Gallons x 1.2 = U.S. Gallons) (U.S. Gallons x .833 = lmperial Gallons) (U.S. Gallons x 3.785 = Liters) i (Liters x .264:,r:t.Gallons) IMPERIAL U. S. oÄu-ôñS 1oo-r120 GALLONS 1oo e5+115 eo+110 105 851too so1-ss 75+e0 70+85 65+80 601zo 55f os 50+60 45+55 95 90 85 80 75 70 65 60 55 75 LITERS \360 340 320 300 280 260 240 220 200 180 160 140 't20 100 80 60 40 20 0 35 30 25 20 15 10 5 0 50 45 40 35 30 25 20 15 10 5 0 45 40 35 30 25 20 15 10 5 0 Units x 10, 100, etc. Figure 1-6. Volume Conversions 0585T1 033 (Sheet 3 of 3) Nov 15/00 1-23 SECTION 1 GENERAL CESSNA MODEL 182S 0585T1 034 TEMPERATURE CONVERSIONS ('F-32)x5i9='C "Cx9/5+32=oF 1 120 130 140 150 160 170 180 190 2'to 00 110 120 30 40 1-24 Figure 1-7. Temperature Conversions June 13/97 CESSNA MODEL 182S sEcÏoN 1 GENERAL Gravity = .72 (Kilograms (Pounds X LITERS 135 1 125 120 FUEL 115 110 105 100 75 70 90 85 65 60 55 50 25 20 15 10 1 1 5 00, etc. 0 1-25 itersX .72=K cific (Liters X 1.5 I LTTERS 95 90 85 GAS 80 75 70 65 60' -- l-90 ."1 sofso 45ï70 ooluo 35-J ro-fuo 25t40 20130 tu1'o 101 5f 1o 0_r0 units x 10 Figure 1-8. Volume to Weight Conversion Nov 15/00 SECTION 1 GENERAL CESSNA MODEL 182S AV GAS SPECIFIC GRAVITY 0.72 1-26 Figure 1-9. Quick Conversions Nov 15/00 CESSNA MODEL 182S SECTION 2 LIMITATIONS TABLE OF CONTENTS lntroduction Airspeed Limitations Airspeed lndicator Markings Powerplant Limitations Powerplant I nstrument Markin gs Weight Limits Center Of Gravity Maneuver Limits Flight Load Factor Limits Kinds Of Operation Fuel Limitations Other Limitations Flap Limitations Placards SECTION 2 LIMITATIONS 2-3 2-4 2-5 2-5 2-6 2-7 2-7 2-8 2-8 2-8 2-8 2-9 2-g 2-'13 Feb 3197 2-11(2-2 blank) CESSNA MODEL 182S SECTION 2 LIMITATIONS 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 ttiis section have been approved by th{ Federal Aviation Administration. Observance of these operating limitations is required by FederalAviation Regulations. NOTE Refer to Supplements, Section 9 of this Handbook for I amended operating limitations, operating procedures, peÉormance 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 lndicator Markings chaÉ (Figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. lf 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. 3413 as Cessna Model No. 182S. 2-3 Nov 15/00 SECTION 2 LIMITATIONS CESSNA MODEL 182S AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in Figure 2-1. Figure 2-1. Airspeed Limitations SYMBOT SPEED KCAS KIAS REMARKS v¡¡e Never Exceed Speec 170 175 Do not exceed this speed in any operation. vruo Maximum Structural Cruising Speed 137 140 Do not exceed this speed except in rmooth air, and lhen only with :aution. V¡ Maneuvering Speed: 3100 Pounds 2600 Pounds 2000 Pounds 109 101 89 110 101 88 Do not make full or abrupt control novements above lhis speed. vre Maximum Flap Extended Speed: 0' to 10" Flaps 10'to 20" Flaps 20" to FULL Flaps 137 118 100 140 120 100 Do not exceed this speed with flaps down. Maximum Window Open Speed 170 175 Do not exceed this speed with windows open. 2-4 Feb 3/97 CESSNA MODEL 182S AIRSPEED INDICATOR Airspeed indicator markings shown in Figure 2-2. MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc 36 - 100 Full Flap Operating Range. Green Arc 43 -140 Normal Operating Range. Yellow Arc 140-175 Cperations must be conducted with ¡aution and only in smooth air. Red Line 175 Maximum speed for all operations. Figure 2-2. Airspeed lndicator Markings POWERPLANT LIMITATIONS Engine Manufacturer: Textron Lycoming. Engine Model Number: |O-540-AB1 45. Maximum Power:230 BHP rating. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Engine Speed:2400 RPM. Maximum Cylinder Head Temperature: 500"F (260"C). Maximum Oil Temperature: 245'F (118'C). OilPressure, Minimum: 20 PSl. Maximum: 115 PSl. Fuel Grade: See Fuel Limitations. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil or MIL-L-22851 Ashless Dispersant Oil. Propeller Manufacturer: McOauley Propeller Systems. Propeller Model Number: 2-Bladed: 82D34C235/90DKB-8. 3-Bladed: 83D36C431/80VSA-1 Propeller Diameter, 2-Bladed Maximum: 82 0 inches. 2-Bladed Minimum: 80.5 inches. 3-Bladed Maximum: 79.0 inches. 3-Bladed Minimum: 77.5 inches. SECTION 2 LIMITATIONS MARKINGS and their color code significance are June 13/97 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 182S Propeller Blade Angle at 30 lnch Station: 2-Bladed Low Pitch: 17.0". 2-Bladed High Pitch: 31.8". 3-Bladed Low Pitch: 14.9". 3-Bladed High Pitch: 31.7". POWERPLANT INSTRUMENT MARKINGS Powerplant instrument markings and their color code significance are shown in Figure 2-3. INSTRUMENT RED L|NE (MTNTMUM) GREEN ARC INORMAL OPERAT¡NG) RED LINE (MAx) Iachometer: 2000 -2400 RPM 2400 Manifold Pressure 15 - 23 ln. Hg. Cylinder Head Temperature 200 - 500'F 500"F oit Temperature 100 - 245"F 245"F Oil Pressure 20 PSI 50 - 90 PSt 115 PSI FuelQuantity 0 (2.0 Gal. Unusable Each Tank) FuelFlow (Pressure) C to 15 GPH Vacuum Gauge 4.5 - 5.5 in.Hg 2-6 Figure 2-3. Powerplant lnstrument Markings Nov 15/00 CESSNA MODEL 182S SECTION 2 LIMITATIONS WEIGHT LIMITS Maximum Ramp Weight: 3110 lbs. Maximum Takeoff Weight: 3100 lbs. Maximum Landing Weight: 2950 lbs. Maximum Weight in Baggage Compartment: Baggage Area A - Station 82 to 109: 120 fbs. See note below. Baggage Area B - Station 109 to 124: 80 lbs. See note below. Baggage Area C - Station 124 Ìo 134: 80 lbs. See note below. NOTE The maximum allowable combined weight capacity for baggage in areas A, B and C is 200 pounds. The maximum allowable weight capacity for baggage in areas B and C is 80 pounds. CENTER OF GRAVITY LIMITS Center of Gravity Range: Fonruard: 33.0 inches aft of datum at 2250 lbs. or less, with straight line variation to 40.9 inches aft of datum at 3100 lbs. Aft: 46.0 inches aft of datum at allweights. Reference Datum: Front face of firewall. Feb 3/97 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 182S MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 60'. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up . . +3.89, -1.529 *Flaps Down , +2.09 *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 as delivered is equipped for day, night, VFR, IFR and may be equipped for night VFR ancl/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS Total Fuel: 92 U.S. gallons (2 tanks at 46.0 gallons each). Usable Fuel (all flight conditions): 88.0 U.S. gallons. 2-8 Feb 3197 CESSNA MODEL 182S FLAP L¡M¡TATIONS Approved Takeoff Range: Unusable Fuel:4.0 U.S. gallons (2.0 gallons each tank). NOTE To ensure maximum fuel capacity and minimize cross- feeding when refueling, always park the airplane in a wings- level, ñormal ground attitude and place the fuel selector in the Left or Right position. Refer to Figure 1-1 for normal ground attitude def inition. Takeoff and land with the fuel selector valve handle in the BOTH position. Operation on either LEFT or RIGHT tank limited to level flight only. W¡th 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank. Approved FuelGrades (and Colors): 100LL Grade Aviation Fuel(Blue). 100 Grade Aviation Fuel (Green). OTHER LIMITATIONS SECTION 2 LIMITATIONS 0'to 20' Approved Landing Range: O'to FULL Feb 3197 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 182S PLACARDS The following information must be displayed in the form of com- posite or individual placards. 1. ln full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped). The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complíed with when operating this airplane ín 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. On control lock: CAUTION CONTROL LOCK REMOVE BEFORE STARTING ENGINE 2-10 Feb 3197 CESSNA MODEL 182S SECTION 2 LIMITATIONS 3. On the fuel selector valve: BOTH 88.0 GAL. TAKEOFF LANDING ALL FLIGHT ATTITUDES FUEL SEL PUSH DOWN ROTATE LEFT 44.0 cAL. LEVEL FLIGHT ONLY RIGHT 44.0 GAL LEVEL FLIGHT ONL OFF 4. Near the fuel tank filler cap: FUEL lOOLU1OO MIN. GRADE AVIATION GASOLINE CAP 44.0 U.S. GAL USABLE CAP 32.5 U.S. GAL. USABLE TO BOTTOM OF FILLER INDICATOR 5. On flap control indicator: 0'to 10" 140 KIAS (Partial flap range with dark blue color code; also, mechanicaldetent at 10'.) 10o to 20" 120 KIAS (Light blue color code; also mechanical detent al 20") 20' to FULL 100 KIAS (White color code) 2-11 Feb 3/97 SECTION 2 LIMITATIONS CESSNA MODEL 182S 6. On baggage door: 120 POUNDS MAXIMUM BAGGAGE FORWARD OF BAGGAGE DOOR LATCH AND 80 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 2OO POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30' increments. 8. On the oil filler cap: olL 9 QTS 9. Near airspeed indicator: MANEUVER SPEED - 110 KIAS 10. On the upper right instrument panel: SMOKING PROHIBITED 2-12 Feb 3197 CESSNA MODEL 182S SECTION 2 LIMITATIONS 11. On auxiliary power plug door and second placard on battery box: CAUTION 24 VOLTS D.C. THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY. REVERSE POLARITY WILL DAMAGE ELECTRICAL COMPONENTS. 12. On Upper Right Side of the Aft Cabin Partition: EMERGENCY LOCATOR TRANSMITTER INSTALLED AFT OF THIS PARTITION MUST BE SERVICED IN ACCORDANCE WITH FAR PART 91.2O7 13. Near the fuel flow gauge: MAXIMUM POWER FUEL FLOW ALTITUDE S.L. 2000' 4000' 6000' 8000' 1 0000' 1 2000' FUEL FLOW 20.5 GPH 19.0 GPH 17.5 GPH 16.5 GPH 15.5 GPH 14.5 GPH 13.5 GPH Feb 3/97 z-'tsl(2-14 blank) CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS lntroduction Page 3-3 AIRSPEEDS Airspeeds For Emergency Operation EMERGENCY PROCEDURES CHECKLIST Engine Failures Engine Failure During Takeoff Roll Engine Failure lmmediately After Takeoff Engine Failure During Flight (Restart Procedures) Forced Landings Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching Fires . During Start On Ground Engine Fire ln Flight Electrical Fire ln Flight Cabin Fire Wing Fire Icing 3-9 lnadvertent lcing Encounter 3-9 Static Source Blockage 3-10 Landing With A Flat Main Tire 3-10 3-3 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-8 3-8 Feb 3197 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) CESSNA MODEL 182S Page 3-10 Landing With A Flat Nose Tire Electrical Power Supply System Malfunctions Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) 3-11 Low Voltage Light llluminates During Flight (Ammeter I ndicates Discharge) Vacuum System Failure 3-12 AMPLIFIED EMERGENCY PROCEDURES 3-11 3-11 Engine Failure Forced Landings Landing Without Elevator Control Fires Emergency Operation ln Clouds (Vacuum System Failure) Executing A 180" Turn ln Clouds Emergency Descent Through Clouds Recovery From Spiral Dive ln The Clouds lnadvertent Flight lnto lcing Conditions 3-13 3-15 3-15 3-16 3-16 3-16 3-17 3-18 3-18 3-18 Static Source Blocked Spins 3-19 Rough Engine Operation Or Loss Of Power Spark Plug Fouling Magneto Malfunction Low Oil Pressure Electrical Power Supply System Malfunctions Excessive Rate of Charge lnsufficient Rate Of Charge Other Emergencies Windshield Damage 3-20 3-20 3-20 3-20 3-21 3-21 3-22 3-22 3-22 3-2 Feb 3197 CESSNA MODEL 182S INTRODUCTION SECTION 3 EMERGENCY PROCEDURES 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 minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with standard avionics, the ELT, or any optional systemsr can be found in the Supplements, Section 9. I AIRSPEEDS AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up Wing Flaps Down Maneuvering Speed: 3100 Lbs 2600 Lbs 2000 Lbs Maximum Glide: 3100 Lbs 2600 Lbs 2000 Lbs Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up Wing Flaps Down 75 KIAS 70 KIAS 110 KIAS 101 KIAS 88 KIAS 75 KIAS 70 KlAs 62 KIAS 70 KIAS 75 KIAS 70 KIAS Nov 15/00 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S EMERGENCY PROCEDURES CHECKLIST Procedures in the Emergency Procedures Checklist portion of this section shown 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. lgnition 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. FuelSelector Valve -- PUSH DOWN and ROTATE TO OFF. 4. lgnition Switch - OFF. 5. Wing Flaps -- AS REQUIRED (FULL recommended). 6. Master Switch -- OFF. 7. Cabin Door -- UNL-ATCH. L Land -- STRAIGHT AHEAD. ENGINE FAILURE DURING FLIGHT (Restart Procedures) 1. Airspeed -- 75 KIAS (Best glide speed). 2. Fuel Selector Valve .. BOTH. 3. Auxiliary Fuel Pump Switch - ON. 4. Mixture - RICH (if restart has not occurred). 5. lgnition Switch -- BOTH (or START if propeller is stopped). 3-4 Feb 3/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat belts - SECURE. 3. Airspeed -- 75 KIAS (flaps UP). 70 KIAS (flaps DOWN). 4. Mixture -- IDLE CUT OFF. 5. Fuel Selector Valve -- PUSH DOWN and ROTATE TO OFF. 6. lgnition Switch -- OFF, 7. Wing Flaps -- AS REQUIRED (FULL recommended). 8. Master Switch -- OFF (when landing is assured). 9. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 10. Touchdown -- SLIGHTLY TAIL LOW. 1 1. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat Belts - SECURE. 3. Airspeed -- 75 KIAS 4. Wing Flaps -- 20". 5. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 6. Avionics Mastér Switcn and Elðctrical Switches -- OFF.' ¡7. Wing Flaps -- FULL (on final approach). 8. Airspeed -- 70 KIAS. 9. Master Switch -- OFF. 10. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 11. Touchdown -- SLIGHTLY TAIL LOW. 12. lgnition Switch -- OFF. 13. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWKTTOO. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON (if possible). Nov 15/00 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S 3. Passenger Seat Backs -- MOST UPRIGHT POSITION. 4. Seats and Seat Belts - SECURE. 5. Wing Flaps -- 20" to FULL. 6. Power -- ESTABLISH 3OO FT|MIN DESCENT AT 65 KIAS. NOTE lf no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10" flaps. 7. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 8. Cabin Doors -- UNI-ATCH. 9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT, 10. Face -- CUSHION at touchdown with folded coat. 11. ELT -- Activate. 12. Airplane -- EVACUATE through cabin doors. lf necessary, open window and flood cabin to equalize pressure so doors can be opened. 13. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE. FIRES DURING START ON GROUND 1. Cranking - CONTINUE to get a start which would suck the flames and accumulated fuel into the engine. lf engine starts: 2. Power - 17OO RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. lf engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture - IDLE CUT OFF. 6. Cranking - CONTINUE. 7. Fuel Selector Valve - PUSH DOWN and ROTATE TO OFF. 8. Auxiliary Fuel Pump -- OFF. 3-6 Feb 3/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES 9. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 10. Engine -- SECURE. a. Master Switch -- OFF. b. lgnition Switch -- OFF 11. Parking Brake - RELEASE. 12. Airplane -- EVACUATE. 13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 14. 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 -- PUSH DOWN and ROTATE TO OFF. 3. Auxiliary Fuel Pump Switch .- OFF. 4. Master Switch .. OFF. 5. Cabin Heat and Air -- OFF (except overhead vents). ô. Airspeed -- 100 KIAS (lf fire is not extinguished, increase glide speed to find an airspeed - within airspeed limitations - which will provide an incombustible mixture). 7. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch - OFF. 2, Vents, Cabin Air, Heat - CLOSED. 3. Fire Extinguisher - ACTIVATE (if available). 4. Avionics Mãster Switch -- OFF. - -- -' l 5. AllOther Switches (except ignition switch) -- OFF. ¡[, wnnuruc AFTER DISCHARGING FIRE EXTINGUISHER AND ASCERTA¡NING THAT THE FIRE HAS BEEN EXTINGUISHED, VENTILATE THE CABIN. 6. Vents/Cabin Air/Heat -- OPEN when it is asceftained that fire is completely extinguished. Nov 15/00 3-7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S lf fire has been extinguished and electrical power is necessary for continuance of flight to nearest suitable airpoft or landing area: 7. Master Switch -- ON. 8. Circuit Breakers -- CHECK for faulty circuit, do not reset. . 9. Radio Switches -- OFF. I 10. Avionics Master Switch -- ON. - 11. Radio/Electrical Switches - ON one at a time, with delay after each until shott circuit is localized. CABIN FIRE 1. Master Switch - OFF. 2. Vents/Cabin Air/Heat - CLOSED (to avoid drafts). 3. Fire Extinguisher - AGTIVATE (if available). ¡[,mmtruc AFTER DISCHARGING FIRE EXTINGUISHER AND ASCERTAINING THAT F¡RE HAS BEEN EXTINGUISHED, VENTILATE THE CABIN. 4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire is completely extinguished. 5. Land the airplane as soon as possible to inspecl for damage. WING FIRE 1. Landing/Taxi Light Switches - OFF. 2. Navigation Light Switch - OFF. 3. Strobe Light Switch - OFF. 4. Pitot Heat Switch - OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin. Land as soon as possible using flaps only as required for final approach and touchdown. 3-8 Nov 15/00 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON. 2. Turn back or change altitude to obtain an outsíde air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clockwise to obtain maximum defroster airflow. 4. lncrease engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of induction air filter icing. An unexplained loss of manifold pressure could be caused by ice blocking the air intake filter. Adjust the throttle as desired to set manifold pressure. Adjust mixture, as required for any change in power settings. 6. Plan a landing at the nearest airpoft. With an extremely rapid ice build up, select a suitable "off airpoft" landing site. 7. With an ice accumulation ol 1/4 inch or more on the wíng 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 effectiveness. 9. Open left 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 80 to 90 KIAS depending upon the amount of the accumulation. 12. Pedorm a landing in level attitude. Feb 3/97 3-9 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S STATIC SOURCE BLOCKAGE (Erroneous lnstrument Reading Suspected) 1. Static Pressure Alternate Source Valve - PULL ON. 2. Airspeed -- Consult appropriate calibration table in Section 5. 3. Altitude -- Consult altimeter correction table in Section 5. LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Wing Flaps -- FULL DOWN. 3. Touchdown - GOOD MAIN 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. LANDING WITH A FLAT NOSE TIRE 1. Approach -- NORMAL. 2. Flaps -- AS REQUIRED. 3. Touchdown -- ON MAINS, hold nose wheel off the ground as long as possible. 4. When nose wheel touches down, maintain full up elevator as airplane slows to stop. 3-10 Feb 3197 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHAHGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Nonessential Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW VOLTAGE ANNUNCTATOR (VOLTS) TLLUMTNATES DUR|NGI FLIGHT (Ammeter lndicates Discharge) NOTE lllumination of "VOLTS" on the annunciator panel 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 overuoltage condition has not occurred to deactivate the alternator system. 1. Avionics Master Switch -- OFF. I 2. Alternator Circuit Breaker -- CHECK lN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low Voltage Annunciator -- CHECK OFF. 6. Avionics Master Switch - ON. Nov 15/00 3-11 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S lf low voltage light illuminates again: 7. Alternator-- OFF. 8. Nonessential Radio and Electrical Equipment - OFF. 9. Flight -- TERMINATE as soon as practical. VACUUM SYSTEM FAILURE Left Vacuum or Right Vacuum Annunciator Light (L VAC R) llluminates. ¡1, crunoru IF VAGUUM IS NOT WITHIN NORMAL OPERATING L¡MITS, A FAILURE HAS OCCUFRED IN THE VACUUM SYSTEM AND PARTIAL PANEL PROCEDURES MAY BE REOUIRED FOR CONTINUED FLIGHT. I t. Vacuu.m Gauge - CHECK to ensure vacuum within normal operaüng ilmlls. 3-12 Nov 15/00 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES AMPLIFIED EMERGENCY PROCEDURES The following Amplified Emergency Procedures elaborate upon information contained in the Emergency Procedures 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. This information should be reviewed in detail prior to flying the airplane, as well as reviewed on a regular basis to keep pilot's knowledge of procedures fresh. ENGINE FAILURE lf an engine failure occurs during the takeoff roll, the most impoftant 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. ln 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' gliding turn necessary to return to the runway. The checklist procedures assume that adequate tíme exists to secure the fuel and ignition systems prior to touchdown. Feb 3197 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S After an engine failure in flight, the most important course of action is to continue flying the airplane. Best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. lf time permits, an engine restafi should be attempted as shown in the checklist. lf the engine cannot be restarted, a forced landing without power must be completed. 14000 4000 2000 0 o 2 4 6 8 1012 1416182022 GROUND DISTANCE. NAUTICAL MILES Figure 3-1. Maximum Glide 2000 0000 8000 6000 Er z d1 ff, t¡J F Lu ofn F T g LrJ I 3-14 Feb 3/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS lf all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Transmit Mayday message on 121.5 MHz giving location and intentions and squawkTTOO. Before attempting an "off airport" landing wÍth engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed 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 message on 121.5 MHz giving location and intentions and squawk 7700. Avoid a landing flare because of difficulty in judging height over a water surface. The checklist assumes the availability of power to make a precautionary water landing. lf power is not available, use of the airspeeds noted with minimum flap extension will provide a more favorable attitude for a power off ditching. ln a forced landing situation, do not turn off the AVIONICSI MASTER switch or the airplane MASTER switch until a landing isl assured. Premature deactivation of the switches will disable the airplane electrical systems. Before pedorming a forced landing, especially in remote and mountainous areas, activate the ELT transmitter by positioning the cockpit-mounted switch to the ON position. For complete information on ELT operation, refer to the Supplements, Section 9. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. Nov 15/00 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S At flare out, the nose down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, at flare out, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. 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 (Total Vacuum System Failure) lf both the vacuum pumps fail in 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. lf an autopilot is installed, it too may be affected. Refer to Section 9, Supplements, for additional details concerning autopilot operation. The following instructions assume that only the electrically powered turn coordinator is operative, and that the pilot is not completely proficíent in instrument flying. EXECUTING A 180" 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. Using the clock, 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 lo level flight by leveling the miniature airplane. 3-1 6 Dec 1/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES 3. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 4. lf necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 5. Maintain altitude and airspeed by cautious application of elevator control. Avoid over controlling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS lf conditions preclude reestablishment of VFR flight by a 180' turn, a descent through a cloud deck to VFR conditions may be appropriate. lf 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. ln 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 letdown condition as follows: 1. Apply full rich mixture. 2. Reduce power to set up a 500 to 800 fUmin rate of descent. 3. Adjust the elevator trim and rudder trim for a stabilized descent at 80 KIAS. 4. Keep hands off the control wheel. 5. Monitor turn coordinator and make corrections by rudder alone. 6. Adjust rudder trim to relieve unbalanced rudder force, if present. 7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn. 8. Upon breaking out of clouds, resume normalcruising flíght. Dec 1/97 3-171 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S RECOVERY FROM SP¡RAL DIVE IN THE CLOUDS lf a spiral is encountered in the clouds, proceed as follows: 1. Retard throttle to idle position. 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 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. Adjust rudder trim to relieve unbalanced rudder force. 6. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 7. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited and can be extremely dangerous. 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 icíng conditions. STATIC SOURCE BLOCKED lf erroneous readings of the static source instruments (airspeed, altimeter and vedical speed) are suspected, the static pressure alternate source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. With the alternate static source on and the heater on and vents closed, fly an indicated airspeed 1 lo 2 knots higher than normal during climb. During approach fly and indicated airspeed 1 lo 2 knots lower than normal. Refer to the Alternate Static Source Air- speed Calibration chart in Section 5 for additional detail. Altimeter errors in these conditions are less than 50 feet. 3-1 8 Feb 3/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES With the alternate static air source on in crusing flight, refer to the Alternate Static Source Airspeed Calibration and Alternate Static Source Altimeter Correction charts in Section 5 for the somewhat larger incremental errors which exist. SPINS Should an inadvertent spin occrlr, 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 DIRECTION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE lf disorientation precludes a visual determination of direction of rotation, the symbolic airplane in the coordinator may be referred to for this information. the lurn Feb 3/97 3-19 ROUGH ENGINE OPERATION OR LOSS OF POWER 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. lf the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. lf 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 switbh posilion will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. lf not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE lf the low oil pressure annunciator illuminates, check the oil pressure gauge to confirm low oil pressure condition. lf gauge oil pressure and oil temperature remains normal, it is possible the oil pressure sending unit or relief valve is malfunctioning. However, land at the nearest airport to inspect the source of trouble. lf a total loss of oil pressure is accompanied by a rise in oil temperature, 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. SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182S 3-20 Feb 3/97 CESSNA MODEL 182S SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low voltage annunciator; 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 categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine stafting 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. lf 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. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an overvoltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. lf the overvoltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical. 3-21 Feb 3/97 SECTION 3 EMERGENCY PROCEDURES INSUFFICIENT RATE OF CHARGE NOTE CESSNA MODEL 182S lllumination of the low voltage (VOLTS) annunciator and ammeter discharge 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. lf the overvoltage sensor should shut down the alternator and trip the ALT FLD circuit breaker, or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low voltage (VOLTS) annunciator. Since this may be a "nuisance" trip out, an attempt should be made to reactivate the alternator system. To do this, turn the AVIONICS MASTER switch off, check that the alternator field circuit breaker is in (ALT FLD), then turn both sides of the MASTER switch off and then on again. lf the problem no longer exists, normal alternator charging will resume and the low voltage (VOLTS) annunciator will go off. The AVIONICS MASTER switch may then be turned back on. lf the light illuminates again, a malfunction is confirmed. ln this event, the ffight 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. OTHER EMERGENCIES WINDSHIELD DAMAGE lf a bird strike or other incident should damage the windshield in flight to the point of creating an opening, a significant loss in performance may be expected, This loss may be minimized in some cases (depending on amount of damage, altitude, etc.) by opening the side windows while the airplane is maneuvered for a landing at the nearest airport. lf airplane performance or other adverse conditions preclude landing at an airport, prepare for an "off airport" landing in accordance with the Precautionary Landing With Engine Power or Ditching checklists. 3-22 Nov 15/00 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES Page SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS lntroduction AIRSPEEDS Airspeeds For Normal Operation CHECKLIST PROCEDURES Preflight lnspection Cabin Empennage Right Wing, Trailing Edge Right Wing Nose Left Wing 4-5 4-5 4-8 4-9 4-10 4-11 4-11 4-11 4-12 4-13 4-14 4-15 4-15 4-15 4-15 4-15 4-16 4-7 4-7 4-8 4-8 Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Starting Engine Starting Engine Before Takeoff (With Battery) Engine (With ExternalPower) Takeoff NormalTakeoff Short Field Takeoff Enroute Climb NormalClimb Maximum Pedormance Climb Feb 3197 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Cruise Descent Before Landing lan¡{inn Ls,,v,,,v NormalLanding Short Field Landing Balked Landing After Landing Securing Airplane Alternator Check Landing Lights Takeoff Power Check Wing Flap Settings Crosswind Takeoff Enroute Climb CESSNA MODEL 182S Page 4-16 4-16 4-16 4-17 4-17 4-17 4-17 4-17 4-18 AMPLIFIED PROCEDURES Preflight lnspection 4-19 Starting Engine 4-2O Starting (General) 4-2O Taxiing 4-21 Before Takeoff 4-23 Warm Up 4-23 Magneto Check 4-23 4-23 4-24 4-24 4-24 4-24 4-25 4-25 Cruise 4-26 Fuel Savings Procedures for NormalOperations 4-28 Fuel Vapor Procedures 4-29 Stalls 4-30 4-2 Nov 15/00 GESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Landing NormalLanding Short Field Landing Crosswind Landing Balked Landing Cold Weather 0peration Hot Weather Operation Noise Characteristics And Noise Beduction Starting Winterization Kit Nov 15/00 4-3/(4-4 blank) CESSNA MODEL 182S INTRODUCTION SECTION 4 NORMAL PROCEDURES 66 KIAS Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in the Supplements, Section 9. AIRSPEEDS AIRSPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight and may be used for any lesser weight. To achieve the performance specified in Section 5 for takeoff distance the speed appropriate to the particular weight must be used. Takeoff: NormalClimb Out 70-80 KIAS. Short Field Takeoff, Flaps 20', Speed at 50 Feet 58 KIASI Enroute Climb, Flaps Up: Normal, Sea Level Best Rate of Climb. Sea Level Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level 63 KIAS 85-95 KIAS 80 KIAS 72KIAS Best Angle of Climb, 10,000 Feet Landing Approach (2950 lbs): NormalApproach, Flaps Up 70-80 KIAS NormalApproach, Flaps FULL 60-70 KIAS Short Field Approach, Flaps FULL 60 KIAS Balked Landing (2950 lbs): Maximum Power, Flaps 20' 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 3100 Lbs 110 KIAS 2600 Lbs 101 KIAS 2000 Lbs 88 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing 15 KNOTS Nov 1/01 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S NOTE Visually check airplane for general condition during walk-around inspection. Airplane should be parked in a normal ground attitude (refer to Figure 1-1) to ensure that fuel drain valves allow for accurate sampling. Use of the refueling steps and assist handles will simplify access to the upper wing surfaces for visual checks and refueling operations. ln cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control sudaces contain no internal accumulations of ice or debris. lf a night flight is planned, check operation of all lights, and make sure a flashlight is available. 4-6 Figure 4-1. Preflight lnspection Nov 15/00 CESSNA SECTION 4 MODEL 182S NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION @ caerH 1. Pitot Tube Cover - REMOVE. Check for pitot stoppage. 2. Pilot's Operating Handbook -- AVAILABLE lN THE AIRPI.ANE. 3. Airplane Weight and Balance -- CHECKED. 4. Parking Brake - SET. 5. ControlWheel Lock -- REMOVE. 6. lgnition Switch -- OFF. 7. Avionics Master Switch -- OFF. ¡[, wlnnrnc WHEN TURNING ON THE MASTER SWITCH, USING AN EXTERNAL POWER SOURCE, OR PULL¡NG 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. 8. Master Switch -- ON. 9. Fuel Quantity lndicators -- CHECK QUANTIW AND LOW FUEL ANNUNCTATORS (L LOW FUEL EXTINGUISHED. 10. Avionics Master Switch -- ON. 11. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 12. Avionics Master Switch -- OFF. 13. Static Pressure Alternate Source Valve -- OFF. 4-7 Dec 1/97 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S 14. Annunciator Panel Switch -- PLACE AND HOLD lN TST I eOS|TION and ensure all annunciators illuminate. 15. Annunciator Panel Test Switch -- RELEASE. Check that appropriate annunciators remain on. NOTE When Master Switch is turned ON, some annunciators will flash for approximately 10 seconds before illuminating steadily. When panel TST switch is toggled up and held ln position, all remaining lights will flash until the switch is released. 16. Fuel Selector Valve -- BOTH. 17. Flaps -- EXTEND. 18. Pitot Heat -- ON (Carefully check that pitot tube is warm to the touch within 30 seconds). 19. Pitot Heat - OFF. 20. Master Switch -- OFF. 21. Baggage Door -- CHECK, lock with key. @ erueeruNAcE I 1. Rudder Gust Lock (if installed) -- REMOVE. ' 2.Tail Tie-Down -- DISCONNECT. 3. Control Surfaces CHECK freedom of movement and security. 4. Trim Tab -- CHECK security. 5. Antennas -- CHECK for security of attachment and general condition. @ nlcnr WNG Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 2. Flap -- CHECK for security and condition. @ nrcnr wrNc 1. Wing Tie-Down -- DISCONNECT. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc.-.). 4-8 Nov 15/00 CESSNA MODEL 182S 4. Fuel Tank Sump Quick Drain Valves -- DRAIN at least cupful of fuel (using sampler cup) from each sump location check for water, sediment, and proper fuel grade before flight and after each refueling. lf water is observed, further samples until clear and then gently rock wings lower tail to the ground to move any additional to the sampling points. Take repeated samples from all f drain points until all contamination has been removed. contaminants are stíll present, refer to WARNING below do not fly airplane. ¡[ wannrno IF, AFTER REPEATED SAMPLING, EVIDENCE OF CONTAMINATION STILL EXISTS, THE AIBPLANE SHOULD NOT BE FLOWN. TANKS SHOULD BE DRAINED AND SYSTEM PURGED BY OUALIFIED MAINTENANCE PERSONNEL. ALL EVIDENCE OF CONTAMINATION MUST BE REMOVED BEFORE FURTHER FLIGHT. 5. FuelQuantily -- CHECK VISUALLY for desired level. 6. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. @ r,rose 1. Static Source Opening (right side of fuselage) -- CHECK for blockage. 2. Fuel Strainer Quick Drain Valve (Located on bottom of fuselage) -- DRAIN at least a cupful of fuel (using sampler cup) from valve to check for water, sediment, and proper fuel grade before each flight and after each refueling. lf water is observed, take fufther samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points, including the fuel selector, until all contamination has been removed. lf contaminants are still present, refer to WARNING above and do not fly airplane. sEcTloN 4 NORMAL PROCEDURES Nov 15/00 4-9 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S 3. Engine Oil Dipstick/Filler Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less than four quarls. Fill to nine quafts for extended flight. 4. Engine Cooling Air lnlets -- CLEAR of obstructions. 5. Propeller and Spinner -- CHECK for nicks and security. 6. Air Filter -- CHECK for restrictions by dust or other foreign matter. 7. Nose Wheel Strut and Tire -- CHECK for proper inflation of strut and general condition (weather checks, tread depth and wear, etc...) of tire. L Static Source Opening (left side of fuselage) -- CHECK for blockage. @ r-err wrNG 1. Fuel Quantity -- CHECK VISUALLY for desired level. 2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. lf water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. lf contaminants are still present, refer to WARNING on page 4-9 and do not fly airplane. 4. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc...). 4-10 Nov 15/00 CESSNA MODEL 182S sEcTroN 4 NORMAL PROCEDURES @ lerr 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. To check the system, place the vane upward; a sound from the warning horn with the Master Switch on will confirm system operation. 4. Wing Tie-Down -- DISCONNECT. 5. LandingÆaxi Light(s) -- CHECK for condition and cleanliness of cover. @ LErr WING Traiting Edge 1. Aileron -- CHECK for freedom of movement and security. 2. Flap -- CHECK for security and condition. BEFORE STARTING ENGINE 1. Preflight lnspection -- COMPLETE. 2. Passenger Briefing - COMPLETE. 3. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK. Ensure inertia reel locking. 4. Brakes -- TEST and SET. 5. Circuit Breakers -- CHECK lN. 6. Electrical Equipment -- OFF. ¡[, wnnunc THE AVIONICS MASTER SWITCH MUST BE OFF I DURING ENGINE START TO PREVENT POSSIBLE DAMAGE TO AVIONICS. 7. Avionics Master Switch -- OFF. I 8. Autopilot (if installed) - OFF. 9. Cowl Flaps -- OPEN. 10. Fuel Selector Valve - BOTH. 1 1. Avionics Circuit Breakers -- CHECK lN. Nov 15/00 4-11 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S STARTING ENGINE (W¡th Battery) 1. Throttle -- OPEN 1/4 INCH. 2. Propeller -- HIGH RPM. 3. Mixture -- IDLE CUT OFF. 4. Propeller Area -- CLEAR. 5. Master Switch - ON. - 6. Auxiliary Fuel Pump Switch -- ON. I z. U¡xture'-- ADVAÑCE unt¡t fuel flow just starts to rise, then I return to IDLE CUT OFF Position. I 8. Auxiliary Fuel Pump -- OFF. NOTE I lt engine is warm, omit priming procedure of step 6, 7 and I above. I g. lgnition Switch -- START (release when engine starts). I lo. Mixture -- ADVANCE smoothly to RICH when engine fires. NOTE I lt engine floods, place mixture in idle cut off, open throttle ' 112 tó full, and crank engine. When engine fires, advance mixture to full rich and retard throttle promptly. I I L Oil Pressure -- CHECK. I lz.Flashing Beacon and Navigation Lights -- ON as required. I 13. Avionics Master Switch - ON. ' 14. Radios -- ON. 15. Flaps -- RETRACT. 4-12 Nov 15/00 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES n STARTING ENGINE (With External Power) 1. Throttle -- OPEN 1/4 INCH. 2. Propeller -- HIGH RPM. 3. Mixture -- IDLE CUT OFF. 4. Propeller Area - CLEAR. 5. External Power -- CONNECT to airplane receptacle. 6. Master Switch -- ON. 7. Auxiliary Fuel Pump Switch -- ON. 8. Mixture -- ADVANCE until fuel flow just starts to rise, the return to IDLE CUT OFF position. 9. Auxiliary Fuel Pump -- OFF. NOTE lf engine is warm, omit priming procedure of steps 7, I and 9 above. 10. lgnition Switch -- START (release when engine starts). 11. Mixture -- ADVANCE smoothly to RICH when engine fires. NOTE lf engine floods, place mixture in idle cut off, open throttle I 112 lo full, and crank engine. When engine fires, advance mixture to full rich and retard throttle promptly. 12. OtPressure -- CHECK. I 13. External Power -- DISCONNECT from airplane receptacle. 14. Flashing Beacon and Navigation Lights -- ON as required. 15. Avionics Master Switch -- ON. '-r-" --' I 16. Radios -- ON. 17. Flaps -- RETRACT. Nov 15/00 4-13 BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Passenger Seat Backs -- MOST UPRIGHT POSITION. 3. Seats and Seat Belts -- CHECK SECURE. 4. Cabin Doors - CLOSED and LOCKED. 5. Flight Controls -- FREE and CORRECT. 6. Flight lnstruments - CHECK and SET. 7. Fuel Quantity -- CHECK. 8. Mixture -- RICH. 9. Fuel Selector Valve -- RECHECK BOTH. l0.Throttle -- 1800 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Proþeller -- CYCLE from high to low RPM; return to high RPM (fullin). c. Vacuum Gauge -- CHECK. d. Engine lnstruments and Ammeter -- CHECK. 11. Annunciator Panel -- Ensure no annunciators are illuminated. 12. Throttle -- CHECK IDLE. 13. Throttle -- 1000 RPM or less. 14. Throttle Friction Lock -- ADJUST. 15. Strobe Lights -- AS DESIRED. 16. Radios and Avionics -- SET. 17. NAV/GPS/HSI Switch (if installed) -- SET. 18. Autopilot (if insÌalled) -- OFF. 19. Elevator Trim and Rudder Trim - SET for takeoff. 20. Wing Flaps -- SET for takeoff (0'TO 20"). 21. Cowl Flaps -- OPEN. 22. Brakes -- RELEASE. SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S 4-14 Nov 1/01 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0o - 20". 2. Power -- FULL THROTTLE and 2400 RPM. 3. Mixture -- RICH (mixture may be leaned to Maximum Power Fuel Flow placard value). 4. Elevator Control -- LIFT NOSE WHEEL (at 50-60 KIAS). 5. Climb Speed -- 70 KIAS (flaps 20"). 80 KIAS (flaps 0"). 6. Wing Flaps -- RETRACT. SHORT FIELD TAKEOFF 1. Wing Flaps -- 20". 2. Brakes -- APPLY. 3. Power -- FULL THROTTLE and 2400 RPM. 4. Mixture -- Lean to obtain Maximum Power Fuel Flow placard value. 5. Brakes -- RELEASE. 6. Elevator Control MAINTAIN SLIGHTLY TAIL LOW ATTITUDE. 7. Climb Speed -- 58 KIAS (until all obstacles are cleared). 8. Wing Flaps -- RETRACT slowly after reaching 70 KIAS. ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 85-95 KIAS. 2. Power - 23 in. Hg or FULL THROTTLE (whichever is less) and 2400 RPM. 3. Mixture -- 15 GPH or FULL RICH (whichever is less). 4. Fuel Selector Valve -- BOTH. 5. Cowl Flaps -- OPEN as required. Feb 3/97 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 80 KIAS at sea level to 72 KIAS at 10,000 feet. (Refer to Section 5). 2. Power-- FULLTHROTTLE and 2400 RPM. 3. Mixture -- LEAN in accordance with Maximum Power Fuel Flow placard value. 4. Cowl Flaps -- OPEN. 5. Fuel Selector Valve -- BOTH. CRUISE 1. Power -- 15 - 23 in. Hg, 2000 - 24OO RPM (no more than 80%). 2. Elevator and Rudder Trim -- ADJUST. 3. Mixture -- LEAN. 4. Cowl Flaps -- CLOSED. DESCENT 1. Power -- AS DESIRED. 2. Mixture -- ENRICHEN as required. 3. Cowl Flaps -- CLOSED. 4. Fuel Selector Valve -- BOTH. I s. runvlcPS/HSI Switch (if installed) -- sET. I O. Wing Flaps -- AS DESIRED (0'-10' below 140 KIAS; 10'- 20' below 120 KIAS; 20'- FULL below 100 KIAS). BEFORE LANDING 1. Pilot and Passenger Seat Backs MOST UPRIGHT POSITION. 2. Seats and Seat Belts -- SECURED and LOCKED. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- RICH. 5. Propeller -- HIGH RPM. 6. Landing/Taxi Lights -- ON. 7. Autopilot (if installed) -- OFF. 4-16 Nov 15/00 CESSNA MODEL 182S LANDING NORMAL LANDING SECTION 4 NORMAL PROCEDURES 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps - AS DESIRED (0'- 10'below 140 KIAS; 10" - 20'below 120 KIAS;20" - FULL below 100 KIAS). 3. Airspeed -- 60-70 KIAS (flaps FULL). 4. Power -- REDUCE to idle as obstacle is cleared. 5. Trim -- ADJUST as desired. 6. Touchdown -- MAIN WHEELS FIRST. 7. Landing Roll-- LOWER NOSE WHEEL GENTLY. 8. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- FULL (below 100 KIAS). 3. Airspeed -- 60 KIAS (untilflare). 4. Trim -- ADJUST as desired. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT for maximum brake effectiveness. BALKED LANDING Power -- FULL THROTTLE and 2400 RPM. Wing Flaps -- RETRACT TO 20'. Climb Speed -- 55 KIAS. Wing Flaps -- RETRACT slowly after reaching a safe altitude and 70 KIAS. 5. Cowl Flaps -- OPEN. AFTER LANDING 1. Wing Flaps -- UP. 2. Cowl Flaps -- OPEN. 1. 2. 3. 4. Nov 15/00 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S SECURING AIRPLANE 1. Parking Brake -- SET. 2. Throttle -- IDLE. | 3. Electrical Equipment, Avionics Master Switch, Autopilot (if installed) -- OFF. 4. Mixture -- IDLE CUT-OFF (pulled full out). 5. lgnition Switch -- OFF. 6. Master Switch -- OFF. 7. Control Lock -- INSTALL. 8. Fuel Selector Valve -- LEFT or RIGHT to prevent cross feeding. 4-18 Nov 15/00 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES PREFLIGHT INSPECTION The Preflight lnspection, described in Figure 4-1 and adjacent checklist, is required prior to each flight. lf the airplane has been in extended storage, has had recent major maintenance, 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. lf the airplane has been waxed or polished, check the external static pressure source hole for stoppage. lf 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, damage to navigation and anti- collision lights, damage to nose wheel as a result of exceeding tow limits, and avionics antennas. Outside storage for long periods may result in dust and dirt accumulation on the induction air filter, obstructions in airspeed system lines, water contaminants in fuel tanks and insecUbird/rodent nests in any opening. lf any water is detected in the fuel system, the fuel tank sump quick drain valves, fuel reservoir quick drain valve, and fuel strainer quick drain valve should all be thoroughly drained again. Then, the wings should be gently rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated samples should then be taken at all quick drain points until all contamination has been removed. lf, after repeated sampling, evidence of contamination still exists, the fuel tanks should be completely drained and the fuel system cleaned. Additionally, if the airplane has been stored outside in windy or gusty areas, or tied down adjacent to taxiing airplanes, special attention should be paid to control surface stops, hinges, and brackets to detect the presence of potential wind damage. Feb 3/97 4-19 the fatigue life of the blades. Airplan ated from rough f h altitudes, abnormal landing Y check ail the landing gear, d brakes. lf is insufficientlY e g and taxi loads will be subjected on the airplane structure' of fuel fuel tank filler caPs after or servicing' Fuel d also ctions, ice or water, osure STARTING ENGINE STARTING (GENERAL) ln cooler weather, the engine compartment temperature drops off rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel. smoothly to full rich as power develops. SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S 4-20 Feb 3197 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES Should the engine tend to die after starting, turn on the auxiliary fuel pump temporarily and adjust the throttle and/or mixture as necessary to keep the engine running. ln the event of over priming or flooding, turn off the auxiliary fuel pump, open the throttle from 112 lo full open, and continue cranking with the mixture full lean. When the engine fires, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed. lf the engine is under primed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. After starting, if the oil pressure indicator does not begin to show pressure within 30 seconds in the summer time and approximately one minute in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERATION paragraphs in this section. Recommended starter duty cycle. Crank the starter for 10 seconds followed by a 20 second cool down period. This cycle can be repeated two additional times, followed by a ten minute cool down period before resuming cranking. Repeat cranking procedures above one more time. lf the engine still fails to start, an investigation to determine the cause should be initiated. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (Refer to Figure 4-2, Taxiing Diagram) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Nov 15/00 4-21 SECTION 4 NORMAL PROCEDURES WIND DIRECTION NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp brakino when the airolane is in this attitude. Use th-e steerable ndse wheel and rudder to maintain direction. 0785T1 0 1 2 Figure 4-2. Taxiing Diagram CESSNA MODEL 182S 4-22 Feb 3197 CESSNA MODEL 182S BEFORE TAKEOFF WARM UP SECTION 4 NORMAL PROCEDURES ¡ I lf the engine idles (approximately 650 RPM) and accelerates 'smoothly, the airplane is ready for takeoff. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling may cause fouled spark plugs. MAGNETO CHECK The magneto check should be made at 1800 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 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. lf 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 faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and allernator 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 light or by operating the wing flaps during the engine runup (1800 RPM). The ammeter will remain within a needle width of its initial reading if the alternator and alternator control unit are operating properly. Nov 1/01 4-23 LANDING L¡GHTS lf landing lights are to be used to enhance the visibility of the airplane in the traffic pattern or enroute, it is recommended that only thé taxi light be used. This will extend the service life of the landing light appreciably. TAKEOFF POWER CHECK smoothly and turn approximately 2350 - 24OO RPM . Prior to takeoff from fields which require maximum performance, the mixture should be leaned to the fuel flow values provided on the Maximum Power Fuel Flow placard in a full throttle, static runup. Atter full throttle is applied, adjust the t k clockwise to prevent the throttle from cree a maximum power position. Similar friction lock d be made as required in other flight conditions d 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 percent. Flap deflections greater than 20' are not approved for takeoff. SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S 4-24 Feb 3/97 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES On a short field, 20' wing flaps and an obstacle clearance speed of 58 KIAS should be used. lf 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. Soft or rough field takeoffs are performed with 20" flaps by lifting the airplane off the ground as soon as practical in a slightly tail low attitude. lf no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. CROSSWIND TAKEOFF Takeoffs into strong crosswind conditions 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 inlo the wind, the airplane is accelerated to a speed slightly higher than normal, then pulled off briskly 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. ENROUTE CLIMB Normal climbs are performed at 85-95 KIAS with flaps up, 23 ln. Hg. or full throttle (whichever is less) and 2400 RPM for the best combination of performance, visibility and engine cooling. The mixture should be set to 15 GPH or full rich (whichever is less) until reaching the altitude at which full throttle is reached, after which no further adjustment of the mixture control is needed. lf it is necessary to climb rapidly to clear mountains or reach favorable winds at higher altitudes, the best rate of climb speed should be used with maximum power. This speed (shown in Section 5) is 80 KIAS at sea level, decreasing to 72 KIAS at 10,000 feet. Feb 3/97 4-25 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S lf an obstruction ahead requires a steep climb angle, a best angle of climb air speed should be used with flaps up and maximum power. This speed is 63 KIAS at sea level, increasing to 66 KIAS at 10,000 feet. This type of climb should be of minimum duration and engine temperatures should be carefully monitored due to the low climb speed. For maximum power, the mixture should be set in accordance with the Maximum Power Fuel Flow placard. CRUISE Normal cruising is performed between 55% and 80% rated power with the mixture set to peak EGT. Manifold pressures and engine speed should normally be kept within the green arc ranges on the manifold pressure gauge and tachometer. However, at lower altitudes and at high allowable cruise powers, it is permissible to use any manifold pressure note in the cruise performance chafts in Section 5. NOTE Cruising should be done al 75"/" power as much as practicable until a total of 50 hours has accumulated or oil consumption 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 charts in Section 5 provide the pilot with detailed information concerning the cruise performance of the Model 182S in still air. Power and altitude, as well as winds aloft, have a strong influence on the time and fuel needed to complete any flight. The Cruise Performance table of Figure 4-3 illustrates some of these etfects and may be used as a guide along with winds aloft information in selecting an altitude and power setting for a given trip. The selection of cruise altitude on the basis of most favorable wind conditions and the use of the lower power settings consistent with trip needs are significant factors which should be considered on every trip to reduce fuel consumption. 4-26 Feb 3/97 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). ALTITUDE 80% POWER 75% POWER 65% POWER 55% POWER KTAS NMPG KTAS NMPG KTAS NMPG KTAS NMPG 4000 feet 137 102 133 106 125 113 1r6 12.O 6000 feet 140 10.4 136 108 127 11.5 118 12.2 8000 feel 130 11.7 120 124 10000 feet 't32 1't.9 121 't2.6 Figure 4-3. Cruise Performance Table Cruise data in this handbook is based on a recommended lean mixture setting which may be established using- the EGT indicator at powers of 8O% MCP and lower as follows: I 1. Lean the mixture slowly until the EGT peaks and begins to drop. 2. Enrichen as needed to ensure operation at peak. 3. lf engine operation is rough at peak EGT, further enrichen for smooth operation. Any change in altitude or power setting will require a change in the recommended lean mixture setting and a recheck of the EGT setting. Nov 15/00 4-27 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182S Operation at peak EGT provides the best fuel economy. Operating at best power mixture strength (125'F rich of peak EGT) results in approximately 8o/" less range and a 3 knot increase in speed. The EGT table of Figure 4-4 summarizes the defined mixture strengths available for the 182S. MIXTURE DESCRIPTION EXHAUST GAS TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook) Peak EGT BEST POWER 125'F Rich Figure 4-4. EGT Table SAVINGS PROCEDURES FOR NORMAL OPERATIONS For best fuel economy during normal operations, the following are recommended. 1. After engine start and for all ground operations, set the throttle to 1200 RPM and lean the mixture for maximum RPM. Leave the mixture at this setting until beginning the BEFORE TAKEOFF checklist. After the BEFORE TAKEOFF checklist is complete re-lean the mixture as described above until ready for TAKEOFF. 2. Adjust the mixture for placarded fuel flows during maximum continuous power climbs. 3. Adjust the mixture at any altitude for RECOMMENDED LEAN fuel flow with power settings at 8O"/. or less. 4-28 Nov 15/00 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES Using the above recommended procedures can provide fuel savings in excess of 5% when compared to typical operations at full rich mixture. ln addition, the above procedures will minimize spark plug fouling since the reduction in fuel consumption results in a proportional reduction in tetraethyl lead passing through the engine. FUEL VAPOR PROCEDURES The engine fuel system can become susceptible to fuel vapor formation on the ground during warm weather. This will generally occur when the outside ambient air temperature is above 80"F. The situation is further aggravated by the fact that the engine fuel flows are lower at idle and taxi engine speeds. When vapor occurs as evidenced by idle engine speed and fuel flow fluctuations, the following procedures are recommended. 1. With the mixture full rich, setthe throttle at 1800 RPM to 2000 RPM. Maintain this power setting for 1 to 2 minutes or until smooth engine operation returns. 2. Retard the throttle to idle to verify normalengine operation. 3. Advance the throttle to 1200 RPM and lean the mixture as described under FUEL SAVINGS PROCEDURES FOR NORMAL OPERATIONS. 4. Just prior to TAKEOFF, apply full throttle, for approximately 10 seconds to verify smooth engine operation for takeoff. NOTE When the engine is operated above 1800 RPM, the resulting increased fuel flow also makes for lower fuel temperatures throughout the engine fuel system. This increased flow purges the fuel vapor and the cooler fuel minimizes vapor formation. Nov 15/00 4-29 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 allconfigurations. Power off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5. LANDING NORMAL LANDING Normal landing approaches can be made with power on or power off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Actual touchdown should be made with power otf and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This procedure is especially important in rough or soft field landings. SECTION 4 NORMAL PROCEDURES lo-.0 CESSNA MODEL 182S Nov 15/00 CESSNA MODEL 182S SECTION 4 NORMAL PROCEDURES SHORT FIELD LANDING For a short field landing in smooth air conditions, make power off approach at 60 KIAS with full flaps. (Slightly higher approach speeds should be used under turbulent air conditions.) lf power is added to adjust glide path, it should be again reduced to idle after all approach obstacles are cleared, the approach speed maintained by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. lmmediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the control wheel full back, and apply maximum 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