Cessna 182P Skylane Owner's Manual

true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. An abbreviated check list covering the "Before Take~Off" and "Before Landing" phases of aircraft operation is provided on a plastic card and normally stowed in the map compartment. This abbreviated check list is a convenient reference of key items to be rechecked immediately prior to taxiing into position for take-off and before entering the final approach for landing. The flight operational characteristics of your airplane are normal in all respects. There are no "unconventional' characteristics or oper- ations that need to be mastered. All controls respond in the normal way within the entiré range of operation. All airspeeds mentioned in Sections I, II, and IIT are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. 1-1 Note Visually check aircraft for general condition during walk- around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. If night flight is planned, check operation of all lights, and make sure a flashlight is available. © a. Remove control wheel lock. b. Check ignition switch "OFF." ¢. Turn on master switch and check fuel quantity indicators; then turn master switch "OFF." d. Check fuel selector valve handle on "BOTH." e. Check baggage door for security. Lock with key if children are to occupy child's seat. Figure 1-2 8 "oo Remove rudder gust lock, if installed. Disconnect tail tie-down. Check control surfaces for freedom of movement and shot ke. Check aileron for freedom of movement and security. Disconnect wing tie-down. Check main wheel tire for proper inflation. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. Inspect flight instrument static source opening on side of fuse- lage for stoppage (both sides). Check propeller and spinner for nicks and security, and pro- peller for oil leaks. Check carburetor air filter for restrictions by dust or other foreign matter. Check nose wheel strut and tire for proper inflation. Disconnect tie-down rope. Check oil level. Do not operate with less than nine quarts. Fill to twelve quarts for extended flight. Before first flight of day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strain- er of possible water and sediment. Check strainer drain clos- ed. If water is observed, there is a possibility that the wing tank sumps contain water. Thus, the wing tank sump drain plugs and fuel selector valve drain plug should be removed to check for the presence of water. Check main wheel tire for proper inflation. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. Check fuel tank vent opening for stoppage. Disconnect wing tie-down. Check aileron for freedom of movement and security. BEFORE STARTING THE ENGINE. (1) Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock. (2) Brakes -- Test and set. (3) Cowl Flaps -- "OPEN", (Move lever out of locking hole to reposition. ) (4) Fuel Selector Valve Handle -- "BOTH". (5) Radios and Electrical Equipment -- "OFF". STARTING ENGINE. @) @) (3) @ (5) (6) (7) Mixture -- Rich. Carburetor Heat -- Cold. Propeller -- High RPM. Throttle -- Opened approximately one-half inch. Primer -- As required. Master Switch -- "ON". Ignition Switch ~- "START". Hold until engine fires, but not longer than 30 seconds (release when engine starts). NOTE If engine has been overprimed, start with throttle open 1/4 to 1/2 full open, Reduce throttle to idle when en- gine fires. NOTE After starting, check for oil pressure indication within 30 seconds in normal temperatures and 60 seconds in cold temperatures, If no indication appears, shut off engine and investigate. BEFORE TAKE-OFF. Parking Brake -- Set. Cowl Flaps -- Check full "OPEN". Flight Controls -- Check for free and correct movement. Fuel Selector Valve Handle -- "BOTH". Elevator and Rudder Trim -- "TAKE-OFF" setting. Throttle Setting -- 1700 RPM. Engine Instruments and Ammeter -- Check. (8) Suction Gage -- Check in green arc (4.6 to 5.4 inches of mercury). (9) Magnetos ~~ Check (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). (10) Carburetor Heat -- Check operation. (11) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (12) Flight Instruments and Radios -- Set. (13) Optional Autopilot or Wing Leveler -- "OFF", (14) Cabin Doors and Window -- Closed and locked. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0° to 20°. (2) Carburetor Heat -- Cold. (3) Power -- Full throttle and 2600 RPM. (4) Elevator Control -- Raise nose wheel at 60 MPH. (5) Climb Speed -- 90 MPH until all obstacles are cleared, then set up climb speed as shown in "NORMAL CLIMB" check list. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 20°. (2) Carburetor Heat -- Cold. (3) Brakes -- Apply. (4) Power -- Full throttle and 2600 RPM. (5) Brakes -- Release. (6) Elevator Control -- Maintain slightly tail-low attitude. (7) Climb Speed -- 60 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB" check list. (8) Wing Flaps -- Up after obstacles are cleared. ENROUTE CLIMB. NORMAL CLIMB. (1) Airspeed -- 100 to 110 MPH. (2) Power -- 23 inches and 2450 RPM. (3) Fuel Selector Valve Handle -~ "BOTH." (4) Mixture -- Full rich (unless engine is rough due to excessively rich mixture). (5) Cowl Flaps -~ Open as required. 1-5 MAXIMUM PERFORMANCE CLIMB. (1) (2) (3) (4) (5) Airspeed -- 89 MPH (sea level) to 85 MPH (10, 000 feet). Power -- Full throttle and 2600 RPM. Fuel Selector Valve Handle -- "BOTH. !" Mixture -- Full rich (unless engine is rough). Cowl Flaps -- Full "OPEN. " CRUISING. (1) Engine Power -- 1s to 23 inches of manifold pressure and 2200 - 2450 RPM. (2) (3) (4) Cowl Flaps ~- Oper as required. Elevator and Rudder Trim -- Adjust. Mixture -~ Lean. LET-DOWN. (1) (2) (3) Mixture -- Rich. Power -- As desired. Carburetor Heat -- Apply (if carburetor icing conditions exist). BEFORE LANDING. Fuel Selector Valve Handle -- "BOTH." Mixture -- Rich. Propeller -- High RPM. Cowl Flaps -- "CLOSED." Carburetor Heat -- Apply before closing throttle. Airspeed -- 80 to 90 MPH (flaps retracted). Wing Flaps -- 0° to 40° (below 110 MPH). Airspeed -- 70 to 80 MPH (flaps extended). Elevator and Rudder Trim -- Adjust. BALKED LANDING-{GO-AROUND). ® 1-6 Power -- Full throttle and 2600 RPM. (2) Carburetor Heat -- Cold. (3) Wing Flaps -- Retract to 20°. (4) Cowl Flaps -- "OPEN." (5) Upon reaching an airspeed of approximately 80 MPH, retract flaps slowly. NORMAL LANDING. (1) Touchdown -- Main wheels first. (2) Landing Roll -- Lower nose wheel gently. (3) Braking -- Minimum required. AFTER LANDING. (1) Cowl Flaps -- "OPEN. " (2) Wing Flaps -- Retract. (3) Carburetor Heat -- Cold. SECURING AIRCRAFT. (1) Parking Brake -- Set. (2) Radios and Electrical Equipment -- "OFF". (3) Mixture -- Idle cut-off (pulled full out). NOTE Do not open throttle as engine stops since this actuates the accelerator pump. (4) Ignition and Master Switch -- "OFF". (5) Control Lock -- Installed. 1-7 1-8 INSTRUMENT PANEL Bis ion wo Bled 1 . Marker Beacon Indicator Lights and Switches (Opt. ) . Flight Instrument Group . Autopilot Control Unit (Opt. ) . Map Light Switch and Light . Transponder (Opt.) . Radios (Opt.) . Radio Selector Switches (Opt. ) Rear View Mirror (Opt.) Radio Selector Switch Light Dimming Rheostat (Opt.) . Manifold Pressure Gage . Fuel Quantity Indicators and Ammeter . Cylinder Head Temperature, Oil Temperature, and Oil Pressure Gages 13. Over-Voltage Warning Light 14. 15. Carburetor Air Temperature Gage (Opt. ) 16. Flight Hour Recorder (Opt.) 17. Optional Radio and Instrument Space 18. Map Compartment 19. Cabin Heat, Cabin Air and Defroster Control Knobs 20. Cigar Lighter 21, Tachometer 22. Wing Flap Switch and Position Indicator 23, Mixture Control Knob 24. Propeller Control Knob 25. Rudder Trim Control Wheel Figure 2-1. Economy Mixture Indicator (Opt.) 12 . Cowl Flap Control Handle . Microphone (Opt. ) . Fuel Selector Valve Handle . Elevator Trim Control Wheel . Throttle . Carburetor Heat Control Knob . Electrical Switches . Static Pressure Alternate . Parking Brake Handle . Circuit Breakers . Instrument and Radio Dial . Ignition/Starter Switch . Engine Primer . Phone Jack . Master Switch frre 13 Source Valve (Opt.) Light Rheostats Section Il DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. With the fuel selector valve on "BOTH, "" the total usable fuel for all flight con- ditions is 60 gallons for the standard tanks and 79 gallons for opp long range tanks. Fuel from each wing tank flows by gravity to a selector valve. De- pending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. The fuel selector valve should be in the "BOTH" position for take-off, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either "LEFT" or "RIGHT" tank is reserved for cruising flight. NOTE When the fuel selector valve handle is in the "BOTH" position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy wing. NOTE It is not practical to measure the time required to con- sume all of the fuel in one tank, and, after switching to 2-1 VENTED FILLER CAP VENT FUEL SELECTOR LEFT FUEL TANK RIGHT FUEL TANK To ensure maximum fuel capacity during refueling, place the fuel selector valve handle in either "LEFT" or "RIGHT" position to prevent crossfeeding. FUEL SYSTEM FUEL STRAINER ENGINE PRIMER CODE THROTTLE FUEL SUPPLY (= ~ CARBURETOR C2 vent T=—a MECHANICAL LINKAGE f petit[om -MIXTURE TO CONTROL KNOB ENGINE v Figure 2-2. 2-2 the opposite tank, expect an equal duration from the remaining fuel. The airspace in both fuel tanks is inter- connected by a vent line (see figure 2-2) and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level. For fuel system servicing information, refer to Lubrication and Ser- vicing Procedures in Section V. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 12-volt battery-is located aft of the rear baggage compartment wall. Power is supplied to all electrical circuits through a split bus bar, one side con- taining electronic system circuits and the other side having general elec- trical system circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronics bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronics equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled "MASTER," and is "ON" in the up position and "OFF" in the down position. The right half of the switch, labeled "BAT," controls all electrical power to the airplane. The left half, labeled "ALT," controls the alternator. Normally, both sides of the master switch should be used simulta- neously; however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the "OFF" position, removes the alternator from the electrical system. With this switch in the "OFF" position, the entire electrical load is placed on the battery. Continued operation with the alternator switch "OFF" will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and pre- vent alternator restart. AMMETER. The ammeter indicates the flow of current, in amperes, from the al- 2-3 ELECTRICAL SYSTEM REGULATOR ALTERNATOR £ 5 5, “Hee ALT RE "CIRCUIT BREAKER CIGAR LIGHTER WITH CIRCUIT BREAKER] ove. =maser KY vourace Swirc Senson 10 ALT REG CIRCUIT BREAKER Se, Fs aho POLARITY GROUND RECEPTACLE (OPT) — SPLIT BUS ONTACTOR [NORMALLY cLosen a FLIGHT HOUR RECORDER (OFT) TO INSTRUMENT LIGHT CIRCUIT BREAKER sarmery 4 CONTACTOR Y 1enmony/ STARTER SWITCH BATTERY MAGNETOS CODE @) CIRCUIT BREAKER (PUSH-TO-RESET) @ USE He 010DE AVY RESISTOR J} CAPACITOR (NOISE FILTER) Figure 2-3. UX ee BX 5) vem 0=-20a<40mrm SCHEMATIC TO LANDING & TAXI LIGHTS TO NAVIGATION LIGHTS, GLARE SHIELD-MOUNTED MAP LIGHT, & OPTIONAL CONTROL WHEEL MAP LIGHT TO TRANSMITTER RELAY (OPT) TO HEATED PITOT & STALL WARNING SYSTEM (OFT) TO FUEL OUANTITY INDICATORS, CYLINDER HEAD TEMP. GAGE & OPTIONAL CARBURETOR AIR TEMPERATURE GAGE TO IGNITION/STARTER SWITCH TO ELECTROLUMINESCENT LIGHTING, TO INSTRUMENT LIGHTING, COMPASS LIGHT AND OPTIONAL OXYGEN LIGHTING TO OPTIONAL POST LIGHTING TO DOME AND OPTIONAL COURTESY LIGHTS TO WING FLAP SYSTEM TO FLASHING BEACON (OPT) 10 RADIO (OPT) TO RADIO (OFF) 10 RADIO (OPT) 10 RADIO (OPT) TO AUTOMATIC PILOT (OPT) AUTO prOT TO AUDIO AMPLIFIER (OPT) FROM PRIMARY BUS TO OVER-VOLTAGE SENSOR & MASTER SWITCH. TO OVER-VOLTAGE WARNING LIGHT TO OPTIONAL TURN. COORDINATOR OR OPFIONAL TURN & BANK INDICATOR TO STALL WARNING SYSTEM TO STROBE LIGHTS (OPT) ternator to the battery or from the battery to the aircraft electrical sys-tem. When the engine is operating and the master switch is "ON, '"" the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled "HIGH VOLTAGE", below the engine instrument cluster. In the event an over-voltage condition occurs, the over-voltage sen- sor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is supply~ ing all electrical power. The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical. The over-voltage warning light may be tested by momentarily turning off the "ALT" portion of the master switch and leaving the "BAT" portion turned on. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by "push- to-reset' circuit breakers mounted on the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit, and the optional clock and flight hour recorder circuits which have fuses mounted near the battery. Also, the cigar lighter is protected by a manually- reset type circuit breaker mounted directly on the back of the lighter be- hind the instrument panel. When more than one radio is installed, the radio transmitter relay (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled "NAV LIGHTS." It is important to remem~ ber that any malfunction in the navigation lights system which causes the circuit breaker to open will de-activate both the navigation lights and the 2-5 transmitter relay. In this event, the navigation light switch should be turned off to isolate the circuit; then reset the circuit breaker to re-acti- vate the transmitter relay and permit its usage. Do not turn on the navi- gation light switch until the malfunction has been corrected. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Conventional navigation lights are located in the wing tips and tail stinger. Two landing lights are installed in the cowl nose cap. When taxi lighting is selected, the left cowl light illuminates separately. De- pressing the adjacent landing light switch causes both lights to illuminate and serve as landing lights. Optional lighting includes a flashing beacon which mounts on the top of the vertical fin, two strobe lights (one in each wing tip), and two courtesy lights (one under each wing just outboard of the cabin door). All exterior lights except the courtesy lights are con- trolled by rocker-type switches located on the left switch and control panel. The courtesy lights are operated by a switch on the aft side of the left rear door post. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during flight through clouds, fog or haze. INTERIOR LIGHTING. Instrument and control panel lighting is provided by electrolumines- cent lighting, flood lighting, optional post lighting and integral lighting. Two concentric rheostat control knobs labeled "LWR PANEL, ENG-RADIO, v and a rheostat control knob labeled "INSTRUMENTS" control the intensity of instrument and control panel lighting. A rocker-type switch labeled 1" POST-FLOOD LIGHTS" is used to select either standard flood lighting or optional post lighting. These controls are located on the left switch and control panel. Switches and controls on the lower part of the instrument panel are 2-6 lighted by electroluminescent panels which do not require light bulbs for illumination. To operate this lighting, turn on the "NAV LIGHTS" switch and adjust light intensity with the inner control knob labeled "LWR PANEL." Instrument panel flood lighting consists of four lights located in the glare shield above the instrument panel and two lights in the over- head console. To use flood lighting, place the '""POST-FLOOD LIGHTS" selector switch in the "FLOOD LIGHTS" position and adjust light intensity with the "INSTRUMENTS" control knob. The instrument panel may be equipped with optional post lights which are mounted at the edge of each instrument or control and provide direct lighting. The lights are operated by placing the "POST-FLOOD LIGHTS" selector switch in the "POST" position and adjusting intensity with the "INSTRUMENTS" control knob. Switching to post lights will automatically turn off flood lighting. The magnetic compass, engine instrument cluster, radios and radio selector switches have integral lighting and operate independently of post or flood lighting. Compass light intensity is controlled by the "INSTRU- MENTS" control knob. Integral lighting in the engine instrument cluster and radios is controlled by the "ENG-RADIO" control knob. For informa- tion concerning radio selector switch lighting, refer to Section VII. The control pedestal and optional overhead oxygen console are lighted separately by post lights. This lighting is controlled by the "ENG-RADIO" control knob, Map lighting may be provided by three different sources: standard overhead console map lights, a standard glare shield mounted map light, and an optional control wheel map light. The console map lights operate in conjunction with instrument panel flood lighting and consist of two additional openings just aft of the overhead flood light openings. These openings have sliding covers controlled by small round knobs. To use the map lights, slide the covers open by moving the two knobs toward each other. Close the covers when the map lights are no longer required. A map light, mounted in the lower surface of the glare shield, is used for illuminating approach plates or other charts when using a control wheel mounted approach plate clip. The map light switch, labeled "MAP LIGHT," is located adjacent to the light. To use the light, turn on the "MAP LIGHT" switch and adjust intensity with the "INSTRUMENTS" control knob, The optional map light mounted on the bottom of the pilot's control wheel illu- minates the lower portion of the cabin in front of the pilot, and is used when checking maps and other flight data during night operation. To op~ 2-17 erate the light, turn on the "NAV LIGHT" switch and adjust map light in- tensity with the rheostat control knob on the back of the control wheel pad on the right side. A dome light is mounted in the ceiling of the rear cabin area as an aid to loading of passengers during night operations. A slide switch ad- jacent to the light turns the light on and off. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" knobs. Both control knobs are the double-button type with friction locks to permit intermediate settings. NOTE For improved partial heating on mild days, pull out the "CABIN AIR knob slightly when the "CABIN HEAT" knob is out. This action increases the airflow through the system, increasing efficiency, and blends cool out- side air with the exhaust manifold heated air, thus eliminating the possibility of overheating the system ducting. The rotary type "DEFROST" knob regulates the airflow for windshield defrosting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air are supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two optional ventilators in the rear cabin ceiling supply air to the rear seat passengers. 2-8 SHOULDER HARNESSES. Shoulder harnesses are provided as standard equipment for the pilot and front seat passenger, and as optional equipment for the rear seat passengers. Each front seat harness is attached to a rear door post just above window line and is stowed above the cabin door. When stowed, the har- ness is held in place by two retaining clips, one above the door and one at the top of the forward door post. The optional rear seat shoulder har- nesses are attached adjacent to the lower corners of the rear window. Each rear seat harness is stowed behind a retaining clip located at the bottom edge of the aft side window. To use the front and rear seat shoulder harnesses, fasten and adjust the seat belt first. Remove the harness from the stowed position, and lengthen as required by pulling on the end of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length by pulling down on the free end of the harness. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but is tight enough to prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily. Releasing and removing the shoulder harness. is accomplished by pulling upward on the narrow release strap and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder harness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the release strap. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather with the throttle open approximately 1/2 inch. In extremely cold temperatures it may be necessary to continue priming while cranking. Weak inter- mittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. 2-9 If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all. Additional priming will be necessary for the next starting attempt. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING. The carburetor heat knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Refer to figure 2-4 for additional taxiing instructions. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight cooling, pre- cautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows. Move ignition switch first to "R'" position, and note RPM. Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to "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. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of 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. 2-10 ee TPAEe TAXIING DIAGRAM SE UP AILERON N LH WING AND RAL ELEVATOR JIHi USE DOWN AILERON ON LH WING AND DOWN ELEVATO! USE DOWN AILERON i ON RH WING AND i LT CODE NOTE Strong quartering tail winds require caution. WIND DIRECTION » Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-4. ALTERNATOR CHECK. Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momen- tarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM). The ammeter will remain within a needle width of zero if the al- ternator and voltage regulator are operating properly. TAKE-OFF. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. Full throttle runups over loose gravel are especially harmful to propeller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. Most engine wear occurs from improper operation before the engine is up to normal operating temperatures, and operating at high powers and RPM's. For this reason the use of maximum power for take-off climb should be limited to that absolutely necessary for safety. Whenever possible, reduce take-off power to normal climb power. Normal take-offs are accomplished with wing flaps 0° to 20°, cowl flaps open, full throttle, and 2600 RPM. Reduce power to 23 inches of manifold pressure and 2450 RPM as soon as practical to minimize engine wear. Using 20° wing flaps reduces the ground run and total distance over the obstacle by approximately 20 per cent. Soft field take-offs are per- formed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. ’ If 20° wing flaps are used for take-off, they should be left down until all obstacles are cleared. To clear an obstacle with wing flaps 20 degrees, an obstacle clearance speed of 60 MPH should be used. If no obstructions are ahead, a best "flaps up'' rate-of-climb speed 2-12 of 89 MPH would be most efficient, These speeds vary slightly with: altitude, but they are close enough for average field elevations. Flap deflections greater than 20° are not recommended at any time for take- off. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB. A cruising climb at 23 inches of manifold pressure, 2450 RPM (ap- proximately 75% power) and 100 to 120 MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb provides bet- ter engine cooling, less engine wear, and more passenger comfort due to lower noise level. : If it is necessary to climb rapidly to clear mountains or reach favor- able winds at high altitudes, the best rate-of-climb speed should be used with maximum power, This speed is 89 MPH at sea level, decreasing 2 MPH for each 5000 feet above sea level. If an obstruction ahead requires a steep climb angle, the airplane should be flown at an obstacle clearance speed of approximately 70 MPH with flaps up and maximum power, CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section VI. The Maximum Cruise Speed Performance table (figure 2-5) shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be maintained at much less power. ETTMAXIMUM CRUISE SPEED PERFORMANCE ALTITUDE % POWER TRUE AIRSPEED (STBTANKS) 6500 75 160 690 8000 70 158 730 10,000 65 156 715 Figure 2-5. For a given throttle setting, select the lowest engine RPM in the green arc range that will give smooth engine operation. The cowl flaps should be adjusted to maintain the cylinder head tem- perature at approximately two thirds of the normal operating (green arc) range to assure prolonged engine life. To achieve the range figures shown in Section VI, the mixture should be leaned as follows: pull mixture control out until engine becomes rough; then enrich mixture slightly from this point. Any change in altitude, power, or carburetor heat will require a change in the lean mixture setting. Application of full carburetor heat may enrich the mixture to the point of engine roughness. To avoid this, lean the mixture as instructed in the preceding paragraph. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power -off stall speeds at maximum gross weight and aft c.g. posi- 2-14 tion are presented in figure 6-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. SPINS. Intentional spins are prohibited in this airplane. Should an inadver- tent spin occur, the following recovery technique should be used. (1) Retard throttle to idle position. (2) Apply full rudder opposite to the direction of rotation. (3) After one-fourth turn, move the control wheel forward of neutral in a brisk motion. (4) As rotation stops, neutralize rudder, and make a smooth re- covery from the resulting dive. LANDING. NORMAL LANDING. Landings should be made on the main wheels first to reduce the land- ing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially im- portant in rough field landings. SHORT FIELD LANDING. For short field landings, make a power-off approach at 69 MPH with 40° flaps and land on the main wheels first. Immediately after touch- down, lower the nose gear to the ground and apply heavy braking as re- quired. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply max- imum possible brake pressure without sliding the tires. CROSSWIND LANDING. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. 2-15 BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the propeller through several times by hand to "break loose or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (0°F and lower) weather, the use of an external preheater (for both the engine and battery) and an external power source is recommended whenever possible to obtain positive starting and to re- duce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be con- gealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section VII, paragraph Ground Service Plug Receptacle, for operating details. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch "OFF", mixture full rich, and throttle open 1/2", prime the engine four to eight strokes as the propeller is being turned over by hand. | NOTE Use heavy strokes. of the primer for best atomization of fuel. After priming, push the primer all the way in and 2-16 turn to the locked position to avoid the possibility of the engine drawing fuel through the primer. (2) Clear propeller. (8) Turn master switch "ON." (4) Turn ignition switch to "START." (5) Pull carburetor heat on after engine has started; and leave on until the engine is running smoothly. Without Preheat: (1) Prime the engine six to eight strokes while the propeller is being turned by hand with mixture full rich and throttle open 1/2", Leave the primer charged and ready for stroke. (2) Clear propeller. (3) Turn master switch "ON". (4) Turn ignition switch to "START". (5) Pump throttle rapidly to full open twice. Return to 1/2" open position. (6) Release ignition switch to "BOTH" when engine starts. (7) Continue to prime the engine until it is running smoothly, or alternately, pump the throttle rapidly over the first 1/4 of total travel. (8) Oil pressure -- Check. (9) Pull carburetor heat on after engine has started. Leave on until the engine is running smoothly. (10) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Excessive priming and pumping throttle may cause raw fuel to accumulate in the intake air duct, creat- ing a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- eat. 2-17 OPERATION. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. Rough engine operation in cold weather can be caused by a combina- tion of an inherently leaner mixture due to the dense air and poor vapori- zation and distribution of the fuel-air mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto in ground checks where only one spark plug fires in each cylinder. For optimum operation of the engine in cold weather, the appropriate use of carburetor heat is recommended. The following procedures are indicated as a guideline: (1). Use carburetor heat during engine warm-up and ground check. Full carburetor heat may be required for temperatures below 10°F, whereas partial heat could be used in temperatures between 10°F and 40°F. (2) Use the minimum carburetor heat required for smooth operation in take-off, climb, and cruise. NOTE When operating in sub-zero temperatures, care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temper- ature to the 32° to TO°F range where icing is critical under certain atmospheric conditions. (3) If the aircraft is equipped with a carburetor air temperature gage, it can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by appli- cation of carburetor heat. (4) Select relatively high manifold pressure and RPM settings for optimum mixture distribution, and avoid excessive manual leaning in cruising flight. (5) Avoid sudden throttle movements during ground and flight opera- tion. 2-18 Refer to Section VII for discussion of additional cold weather equip- ment. HOT WEATHER OPERATION. The general warm temperature starting information on page 2-9 is appropriate. Avoid prolonged engine operation on the ground. 2-19 ne Section [1] nm Ee. EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extreme- ly rare if proper pre-flight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encounter- ed. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS. Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; how- ever, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alterna~ tor failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator 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 paragraphs below describe the recommended remedy for each situa- tion. . EXCESSIVE RATE OF CHARGE. After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to ac- cept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would over- heat and evaporate the electrolyte at an excessive rate. Electronic com- ponents in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning * 3-1 light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again, If the problem no longer exists, normal alternator charging will resume and the warning light will go off, If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs-at night, power must be conserved for later use of the landing lights and flaps during landing. INSUFFICIENT RATE OF CHARGE. If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All non-essential equipment should be turned "OFF" and the flight terminated as soon as practical. 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 the "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 normal lean setting for cruising flight. If the problem does not clear up in sev- eral minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the "BOTH" position of the ignition switch unless extent roughness dictates the use of a single-ignition position, MAGNETO MALFUNCTION. A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from "BOTH" to either the "L' or "R" ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if contin- ued operation on "BOTH" magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. 3-2 LOW OIL PRESSURE. If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest air- port would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera-" ture, there is reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Leave the engine running at low power during the approach, using only the minimum power required to reach the desired touchdown spot. FORCED LANDINGS. PRECAUTIONARY LANDING WITH ENGINE POWER. Before attempting an "off airport” landing, one should drag the land- ing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as follows: (1) Perform "before landing" check. (2) Drag over selected field with flaps 20° and 75 MPH airspeed, noting the preferred area for touchdown for the next landing approach. Then retract flaps upon reaching a safe altitude and airspeed. (3) On downwind leg, turn off all switches except the ignition and master switches. (4) Approach with flaps 40° at 75 MPH, (5) Unlatch cabin doors prior to final approach. (6) Before touchdown, turn ignition and master switches "OFF." (7) Land in a slightly tail-low attitude. EMERGENCY LANDING WITHOUT ENGINE POWER. If an engine stoppage occurs, establish a flaps-up glide at 80 MPH. If time permits, attempt to restart the engine by checking for fuel quan- tity, proper fuel selector valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned. 3-3 If all attempts to restart the engine fail, and a forced Fanding is im- minent, select a suitable field and prepare for the landing as follows: (1) Pull mixture control to idle cut-off position. (2) Turn fuel selector valve handle "OFF". (3) Turn all switches "OFF" except master switch. (4) Approach at 80 MPH. (5) Extend wing flaps as necessary within gliding distance of field. (6) Turn master switch "OFF." (7) Unlatch cabin doors prior to final approach. (8) Land ina slightly tail-low attitude. (9) Apply heavy braking while holding full up elevator. DITCHING. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats or cushions far protection of occupant's face at touchdown. Transmit Mayday message on 121.5 MHz. giving location and intentions. (1) Plan approach into wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel to swells. (2) Approach with flaps 40° and sufficient power for a 300 ft. /min. rate of descent at 70 MPH. (3) Unlatch the cabin doors. (4) Maintain a continuous descent until touchdown in level attitude. Avoid a landing flare because of difficulty in judging airplane height over a water surface. (5) Place folded coat or cushion in front of face at time of touchdown. (6) Evacuate airplane through cabin doors. I necessary, open vent windows to flood cabin compartment for equalizing pressure so that door can be opened. (7) Inflate life vests and raft (if available) after evacuation of cabin. The aircraft can not be depended on for floatation for mare thama few minutes. DISORIENTATION IN CLOUDS. When flying in marginal weather, the pilot should make sure that the 3-4 Wing Leveler (if installed) control knob is "ON." However, if the air- plane is not equipped with this device or gyro horizon and directional gyro instruments, the pilot will have to rely on the turn coordinator (or turn and bank indicator) if he inadvertently flies into clouds. The following in- structions assume that only one of the latter two instruments is available. EXECUTING A 180° TURN IN CLOUDS. Upon entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac- curately. (5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel and steering only with rudder. EMERGENCY LET-DOWNS THROUGH CLOUDS. If possiBle, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approxi- mate course. Before descending into the clouds, set up a stabilized let- down condition as follows: (1) Apply full rich mixture. (2) Use: full carburetor heat. (3) Redisce power to set up a 500 to 800 ft. /min. rate of descent. (4) Adjust the elevator trim tab for a stabilized descent at 90 MPH. (5) Keep hands off the control wheel. (6) Monitor turn coordinator and make corrections by rudder alone. (7) Adjust rudder trim to relieve unbalanced rudder force, if present. 3-5 (8) ..Check trend of compass card movement and make cautious cor- rections with rudder to stop the turn. (9) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE. If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the in- dicated airspeed to 90 MPH. (4) Adjust the elevator trim control to maintain a 90 MPH glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to dis- turb the trimmed glide. (8) Upon breaking out of clouds, apply normal cruising power and resume flight. FIRES. ENGINE FIRE DURING START ON GROUND. Improper starting procedures such as pumping the throttle during a difficult cold weather start can cause a backfire which could ignite fuel that has accumulated in the intake duct. In this event, proceed as follows: (1) Continue cranking in an attempt to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. (2) If the start is successful, run the engine at 1700 RPM for a few minutes before shutting it down to inspect the damage. (3) If engine start is unsuccessful, continue cranking for two or three minutes with throttle full open while ground attendants obtain fire extinguishers. (4) When ready to extinguish fire, release the starter switch and turn off master switch, ignition switch, and fuel selector valve. (5) Smother flames with fire extinguisher, seat cushion, wool blan- ket, or loose dirt. (6) Make a thorough inspection of fire damage, and repair or re- place damaged components before conducting another flight. ENGINE FIRE IN FLIGHT. Although engine fires are extremely rare in flight, the following steps should be taken if one is encountered: (1) Pull mixture control to idle cut-off. (2) Turn fuel selector valve handle "OFF." (3) Turn master switch "OFF." (4) Establish a 100 MPH glide. (5) Close cabin heat and cabin air controls. (6) Select a field suitable for a forced landing. (7) If fire is not extinguished, increase glide speed in an attempt to find an airspeed that will provide an incombustible mixture. (8) Execute a forced landing as described in paragraph Emergency Landing Without Engine Power. Do not attempt to restart the engine. ELECTRICAL FIRE IN FLIGHT. The initial indication of an electrical fire is the odor of burning in- sulation. The immediate response should be to turn the master switch "OFF." Then close off ventilating air as much as practicable to reduce the chances of a sustained fire. If an oxygen system is available in the aircraft and dense smoke makes breathing difficult, occupants should use oxygen masks until the smoke clears. ’ If electrical power is indispensable for the flight, an attempt may be made to identify and cut off the defective circuit as follows: (1) Master Switch -- "OFF." (2) All other switches (except ignition switch) -- "OFF." (3) Check condition of circuit breakers to identify faulty circuit if possible. Leave faulty circuit deactivated. (4) Master Switch -- "ON." (5) Select switches "ON" successively, permitting a short time de- lay to elapse after each switch is turned on until the short circuit is localized. (6) Make sure fire is completely extinguished before opening vents. 3-7 FLIGHT IN ICING CONDITIONS. Although flying in known icing conditions is prohibited,” an unexpected icing encounter should be handled as follows: (1) Turn pitot heat switch "ON" (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull cabin heater control full out and rotate defroster control clockwise to obtain windshield defroster airflow. (4) Increase engine speed to minimize ice build-up on propeller blades. (5) Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air intake filter ice. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport” landing site. (7) ‘With an ice accumulation of one-quarter inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing 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 MPH, depending upon the amount of ice accumulation. (12) Perform a landing in level attitude. 3-8 iE Section IV — B— OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A13 as Cessna Model No. 182P. The airplane may be equipped for day, night, VFR, or IFR operation. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs. Your airplane must be operated in accordance with all FAA-approved markings and placards in the airplane. If there is any information in this section which contradicts the FAA-approved markings and placards, itis to be disregarded. MANEUVERS—NORMAL CATEGORY. The airplane is certificated in the normal category. The normal category is applicable to airplanes intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60°. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight . . . . . . . . . +. +. «ov +. 29501bs Flight Load Factor: *PIEPS UD « oo 5 5 & « wos @ 8 ww www HB ~1.52 ¥Flaps Down. . . . + «+ + «0 «2 oo 42.0 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the airplane. Never Exceed Speed (glide or dive, smooth air) . . . , . . 198 MPH Maximum Structural Cruising Speed . . . . . . . . . . . 160MPH Maximum Speed, Flaps Extended Flaps 10°. © . . . . oo vv +. uv. .....160 MPH Flaps 10° - IIE co 0 TE SEER CR Sp) *Maneuvering Speed . . . . . . . . . . . .......126 MPH *The maximum speed at which you may use abrupt control travel. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed markings (CAS) for the airplane. Never Exceed (glide or dive, smooth air). . . . 198 MPH (red line) Caution Range . . . «+ +... . 160-198 MPH (yellow arc) Normal Operating Range . +. +... ....68-160 MPH (green arc) Flap Operating Range . . . . . . . . . . 63-110 MPH (white arc) ENGINE OPERATION LIMITATIONS. Power andSpeed . . . . . . . . . +. . . . .230 BHP at 2600 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating {oF sd SERN aE . . Green Arc DoNotExceed . © « ov «ov + o EE EV © so5° F (red line) 4-2 OIL PRESSURE GAGE. Idling Pressure . . . . . . Ew Ew % om Fw . 10 psi (red line) Normal Operating Range . . . . . . . . . . 30-60 psi (green arc) Maximum Pressure . . . . . . . « « « . . . 100 psi (red line) FUEL QUANTITY INDICATORS. § 5 Empty . . . + E (red line) (2.5 gallons unusable cach ‘tank in normal flight maneuvers with fuel selector valve on "BOTH. ") CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Renee © + +... w+. 200-460°F (green arc) Do Not Exceed . . . ee ee ewe ww... 460°F (red line) TACHOMETER. Normal Operating Range . . . . . . 2200-2450 RPM (green arc) Do Not Exceed (Engine rated speed) . +... .2600 RPM (red line) MANIFOLD PRESSURE GAGE. Normal Operating Range . . . . . . . . .15-23 in. Hg (green arc) CARBURETOR AIR TEMPERATURE GAGEE-LOET; Icing Range . . . . % . . =15° to 5°C (yellow arc) SUCTION GAGE (GYRO SYSTEM). Normal Operating Range . . . . . . . 4.6-5,4 in. Hg (green arc) WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Prob- lem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed empty weight and moment from the Weight and Balance and Installed Equipment Data sheet (or changes noted on FAA Form 337) carried in your airplane, and write them down in the column titled "YOUR AIRPLANE" on the Sample Loading Problem. 4-3 NOTE The Weight and Balance and Installed Equipment Data sheet is included in the aircraft file. In addition to the licensed empty weight and moment noted on this sheet, the c.g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment shown on the sheet must be divided by 1000 and this value used as the moment/ 1000 on the loading problem. Use the Loading Graph to determine the moment/1000 for each addi- tional item to be carried; then list these on the loading problem. NOTE Loading Graph information is based on seats positioned for average occupants and baggage loaded in the center of the baggage area. For other than average loading situations, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c.g. range limitation (seat travel or baggage area limitation). Additional moment calculations, based on the actual weight and c.g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. Total the weights and moments/1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. BAGGAGE AND CARGO TIE-DOWN A nylon baggage net having six tie-down straps is provided as stan- dard equipment to secure baggage in the area aft of the rear seat. Six eyebolts serve as attaching points for the net. Two eyebolts for the for- ward tie-down straps are mounted on the cabin floor near each sidewall just forward of the baggage door approximately at station 92; two center eyebolts mount on the floor slightly inboard of each sidewall just aft of the baggage door approximately at station 109; the two aft eyebolts secure at the top of the rear baggage wall at station 124, If an optional child's seat is installed, only the center and aft eyebolts will be needed for secur- ing the net in the area remaining behind the seat. A placard on the baggage door defines the weight limitations in the baggage areas. 4-4 An optional cargo tie-down kit consisting of nine tie-down attachments is available if it is desired to remove the rear seat (and child's seat, if installed) and utilize the rear cabin area to haul cargo. Two tie-down at- tachments clamp to the aft end of the two outboard front seat rails and are locked in place by a bolt which must be tightened to a minimum of fifty inch pounds. Seven tie-down attachments bolt to standard attach points in the cabin floor, including three rear seat mounting points. The seven attach points are located as follows: two are located slightly inboard and just aft of the rear door posts approximately at station 69; two utilize the aft outboard mounting points of the rear seat; one utilizes the rearmost mounting point of the aft center attach point for the rear seat approximate- ly at station 84 (a second mounting point is located just forward of this point but is not used); and two are located just forward of the center bag- gage net tie-down eyebolts approximately at station 108. The maximum allowable cabin floor loading of the rear cabin area is 200 pounds/square foot; however, when items with small or sharp support areas are carried, the installation of a 1/4" plywood floor is recommended to protect the air- craft structure. The maximum rated load weight capacity for each of the seven tie-downs is 140 pounds and for the two seat rail tie-downs is 100 pounds. Rope, strap, or cable used for tie-down should be rated at a minimum of ten times the load weight capacity of the tie-down fittings used. Weight and balance calculations for cargo in the area of the rear seat and the baggage area can be figured on the Loading Graph using the lines labeled "2nd Row Passengers or Cargo" and/or "Baggage or Pas- sengers on Child's Seat." LOADING ARRANGEMENTS *Pilot or passenger center of gravity on adjustable seats positioned for average occupant, Numbers in par- entheses indicate forward and aft Limits of occupant center of gravity range, . **Arms measured to the center of the areas shown. NOTE: The aft baggage wall (approximate station 124) can be used as a con- venient interior reference point for OPTIONAL STANDARD 2ND ROW determining the location of baggage SEATING SEATING SEAT REMOVED area fuselage stations. 4-5 (AINE Ye ETRya)*a[qridaooe st Suipeo] ay; ‘edoTeAus ay) uryym sTrey jutod s1Yy) J0Uuls pur ‘adoleAus juswow £)1ABIS JO I9jU9d OY) UO (J ZET 1B 066g) Jutod S14} 93820 *6 L'geT 0562 ININON ANV IHOIHM TVLOL 8 29 sg Cooter xe sq 08 (PRT 03 807 uoEIs) (Ey BOIY) PV - 98e83ed “4 9°11 021 © XeN "sql 027 (BOT 07 28 uolyes) yess §,pI1YD uo 198usssed Jo (,v,, vo1y) odedsed ‘9 sora WE GW Ys wR 8 dmg eg useg) seas Moy puodeg Juioerdey odie) 2°62 ove cor 4c sre ++ g198uassBd MOY puodag 'g 9°21 ove (0g 03 gg uOlEIg) 193ussSSEJ JUOLT PUR JOTld °F © (CTeD/#9 18 ‘TED 6L - a8ury 3uoT) Tend £°LT 09¢ Co (UTRD/49 1B IED 09 - PIBPUEIS) [ONG £°0- 44 £°0- 44 owen ogg wa (suotye[nores [Ie 10§ pasn aq Kew [10 [[n} JO yBlom-ayy, - SID GI) TO 2 1°09 FILT (suerdary ordweg) yStom Adwy pasusory °T (0001/ (0001/ *sul- qq) (zen *sui- “q) (a) power TRE OPEL TPR 1wa190dd ONIAYOT I1dWYS ANVIdHIVY ANVIdHIVY dNOA ITdIWVYS —— ee 4-6 *000T/JUSWOI € "0- 18 "SAT gg = SIO gT 110 awidug (g) *o3ues '3 0 jurdnooo jo SWI] JB PUB PIEAIO] 10] wersep sjuswesuelly Surpeo] ay} 03 Iajey *Juednooo a3eIaA® UB I0J pauorjisod syeas ofqelsnlpe uo A1AvIS JO Iejued 1a3uassed Jess Juoly pur J0Tid smoys 5)ess aiqejsnlpe Jurjuasaidss aur (1) ‘SHLON (SHHONI-ANNO) 000T/LNANON VOT 0g 92 [V4 ST or g 0 ("XVIN "sg 08) (u€, VEYY) HDVDOVE LAV 08 "XVIN SET : 021) (WWu VEYY) LVES S.aIIHO NO 001 HAONESSYA YO AOVHOVE 0ST HdVYd9 DNIAvOT 002 088 00g QUVANVLS .o; “XVIN “TVD 09 7 088 (SANNOd) THOIAM VOT 00% SINVL ZONVE DNOT 05% ‘XVI "TVD 6L 009 4-7 OFT SET 0gT ser (STHONI-ANNOJ) 000T/LNAWOW LA VEOHIV AIAVO'T 021 GIT OIF SOT O00T G6 06 98 08 S. OL §9 IdOTIANT LNINWOW ALIAVYDO 40 Y3LN3D 09 S081 0061 0002 0012 0022 0062 002 0052 009% 0042 0082 0062 0862 (SAQNNOd) LHOIAM LIVHOWV QIAVOT 4-8 — Section V | a CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance and dependa- bility, certain inspection and maintenance requirements must be followed. 1t is wise to follow a planned schedule of lubrication and preventive main- tenance based on climatic and flying conditions encountered in your lo- cality. Keep in touch with your Cessna Dealer, and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle of 29° either side of center, or dam- age to the gear will result. If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. A flat nose tire or deflated strut will also increase tail height. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your airplane securely, proceed as follows: (1) Set the parking brake and install the control wheel lock. (2) Install a surface control lock over the fin and rudder. (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail-down fittings, and secure each rope to a ramp tie-down. (4) Tie a sufficiently strong rope to the nose gear torque link and secure it to a ramp tie-down. (5) Install a pitot tube cover. 5-1 WINDSHIELD-WINDOWS. The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are re- moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths. It a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma- terials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleef is anticipated since the cover may scratch the plastic surface. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naphtha, carbon tetrachloride or. other non-alkaline solvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. 5-2 PAINTED SURFACES. The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is re- quired within the curing period, it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause cor- rosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to protect the paint- ed surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. Small nicks on the propeller, partic- ularly near the tips and on the leading edges, should be dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. 5-3 INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area, Oily spots may be cleaned with household spot removers, used spar~ ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with a foam-type deter- gent, used according to the manufacturer's instructions. Keep the foam as dry as possible and remove it with a vacuum cleaner, to minimize wetting the fabric. If your airplane is equipped with leather seating, cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds. The soap suds, used sparingly, will remove traces of dirt and grease. The soap should be removed with a clean damp cloth. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. FLYABLE STORAGE. Aircraft placed in non-operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, the propeller should be rotated by hand through five revolu- tions. This action "limbers' the oil and prevents any accumulation of cor- rosion on engine cylinder walls. IMPORTANT For maximum safety, check that the ignition switch is 5-4 "OFF," the throttle is closed, the mixture control is in the idle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller. After 30 days, the aircraft should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range. Excessive ground runup should be avoided. Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold weather. If the aircraft is to be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive a Customer Care Program book. Coupons attached to the Program book entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accom- plish this work. Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and per- formed by a person designated by the administrator. In addition, 100~ hour periodic inspections made by an "appropriately-rated mechanic” are required if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete familiarity of the Cessna Dealer Organization with Cessna 5-5 equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRCRAFT FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met. A. To be displayed in the aircraft at all times: (1) Aircraft Airworthiness Certificate (FAA Form 8100-2). (2) Aircraft Registration Certificate (FAA Form 8050-3). (3) Aircraft Radio Station License, if transmitter - installed (FCC Form 556). B. To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). (2) Aircraft Equipment List. C. To be made available upon request: (1) Aircraft Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual, Power Computer, Pilot's Check List, Customer Care Program book and Customer Care Card, be carried in the aircraft at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. MAA PLATE /FINISH AND TRIM PLATE. Information concerning the Type Certificate Number (TC), Produc- 5-6 tion Certificate Number (PC), Model Number and Serial Number of your particular aircraft can be found on the MAA (Manufacturers Aircraft Association) plate located on the left forward doorpost. A Finish and Trim Plate contains a code describing the interior color scheme and exterior paint combination of the aircraft. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. This plate is located at the bottom of the left forward door post. 5-7 LUBRICATION AND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fuel. The capacity of each tank is 32.5 gallons. When optional long range fuel tanks are installed, the capacity of each tank is 42.0 gallons. (To ensure maximum fuel capacity during refueling, place the fuel selector valve handle in either the "LEFT" or "RIGHT" position to prevent cross-feeding.) FUEL STRAINER: On first flight of day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed.. If water is observed, there is a possibility that the wing tank sumps contain water. Thus, the wing tank sump drain plugs and fuel selector valve drain plug should be removed to check for the presence of water. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 40°F. (Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.) Detergent or dispersant oil, con- forming to Continental Motors Specification MHS-24A, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE Your Cessna was delivered from the factory with a cor- rosion preventive aircraft engine oil. If oil must be added during the first 25 hours, use only aviation grade straight mineral oil (non~detergent) conforming to Speci- fication No. MIL-L~-6082. LUBRICATION AND SERVICING PROCEDURES DAILY (Continued) OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 9 quarts. To minimize loss of oil through breather, fill to 10 quart level for normal flights of less than 3 hours. For extended flight, fill to 12 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. OXYGEN CYLINDER AND FILLER VALVE (OPT): Check oxygen pressure gage for anticipated requirements before each flight. Use filler valve on left side of rear baggage com- partment wall to refill cylinder with aviator's breathing oxygen (Spec. No. MIL-0-27210). Maximum pressure (cylinder tem- perature stabilized after filling), 1800 psi at 70°F. Refer to page 7-10 for filling pressures. SERVICING INTERVALS CHECK LIST FIRST 25 HOURS ENGINE OIL SUMP AND OIL FILTER -~ After first 25 hours of operation, drain engine oil sump and clean the oil pressure screen. If an optional oil filter is installed, change filter element at this time. Refill sump with straight mineral oil (non-detergent) and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to detergent oil. EACH 50 HOURS BATTERY -- Check and service. Check more often (at least every 30 days) if operating in hot weather. - ENGINE OIL SUMP AND OIL FILTER -- Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean the oil pressure screen every 25 hours. Change engine oil at least every four months even though less than the recommended hours have accumu-~ lated. Reduce periods for prolonged operation in dusty areas, cold cli- mates, or when short flights and long idle periods result in sludging condi- tions. ; CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS -- Lubricate. When operating under dusty conditions, more frequent lubrication is recommended. EACH 100 HOURS SPARK PLUGS -- Clean, test and regap. FUEL STRAINER -- Disassemble and clean. FUEL TANK SUMP DRAIN PLUGS -- Remove and drain. FUEL SELECTOR VALVE DRAIN PLUG -- Remove and drain. 5-10 SERVICING INTERVALS CHECK LIST EACH 100 HOURS (Continued) SHIMMY DAMPENER -- Refer to Service Manual for detailed instructions on checking and filling. BRAKE MASTER CYLINDERS -- Check and fill. SUCTION RELIEF VALVE INLET FILTER (OPT) -~ Clean. EACH 500 HOURS WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours there- after. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numerous take-offs and landings are made. VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re- place sooner if suction gage reading drops to 4.6 in. Hg. AS REQUIRED NOSE GEAR SHOCK STRUT -- Keep filled with hydraulic fluid and in- flated with air to 55-60 psi. ADDITIONAL SERVICE AND TEST REGULATIONS Servicing Intervals of items in the preceding check list are recommended by The Cessna Aircraft Company. Govern-’ ment regulations may require that additional items be in- spected, serviced or tested at specific intervals for various types of flight operations. For these regulations, owners should check with aviation officials in the country where the aircraft is being operated. OWNER FOLLOW-UP SYSTEM hpYour Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notifi- cation, in the form of Service Letters, directly from the Cessna Customer Services Department. A subscription form is supplied in your Customer Care Program book for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. PUBLICATIONS Various publications and flight operation aids are furnished in the air- craft when delivered from the factory. These items are listed below, e OWNER'S MANUALS FOR YOUR AIRCRAFT ELECTRONICS AND AUTOPILOT ® POWER COMPUTER ® SALES AND SERVICE DEALER DIRECTORY ® DO'S AND DON'TS ENGINE BOOKLET The following additional publications, plus many other supplies that are applicable to your aircraft, are available from your Cessna Dealer. ® SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRCRAFT ENGINE AND ACCESSORIES ELECTRONICS AND AUTOPILOT Your Cessna Dealer has a current catalog of all available Customer Services Supplies, many of which he keeps on hand. If supplies are not in stock, your Cessna Dealer will be happy to order for you. 5-12 Section J] NN ——Ee EeOPERATIONAL DATA The operational data charts on the following pages are presented for two purposes; first, so that you may know what to expect from your air- plane under various conditions, and second, to enable you to plan your flights in detail and with reasonable accuracy. The data in the charts has been compiled from actual flight tests with the airplane and engine in good condition and using average piloting tech- niques. Note also that the range charts make no allowances for wind, nav- igational errors, warm-up, take-off, climb, etc. You must estimate these variables for yourself and make allowances accordingly. Speeds shown in the Cruise Performance charts reflect performance of the Skylane con- figuration; these speeds are 2 to 3 MPH faster than the Model 182, Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endur- ance information, consult the Power Computer supplied with your air- craft. With the Power Computer you can easily take into account tem~- perature variations from standard at any flight altitude. AIRSPEED CORRECTION TABLE - as 60 so 100 120 140 160 180 --- ur cas 68 83 101] 119 130 158 177 --- SURES BON 1As 40 50 60 70) 80 90100 110 or Zeit cas 55 60 66 7a] 83] 92102 111 Figure 6-1. 6-1 STALL SPEEDS - MPH CAS ———ANGLE OF BANK | CONDITION 02s + faango® | 60° FLAPS UP 64 69 91 2950 LBS. GROSS FLAPS 20° 59 63 83 WEIGHT . FLAPS 40° 57 61 81 POWER OFF - AFT CG Figure 6-2. 6-2 ‘g-9 oandrg ‘SpE Temolaed 405 2umesaduIo) Ap PITPUE)S 9ADQE 4,01 YOVS JO] 'UFL/*}f OF QUITID JO 93x HFELIOAP IOYIEOA 04 0d °f *9OUBAOT[E Jjo-axe) pu dn-mIem SSpROU] Posn [ang '7 1} 0006 3409E UOHEIad0 YIOOWS J0F PAVE] BINIW ‘WAH 009% ‘SINOAY} IM) ‘dn sderd 1 :SELON z'6 082 wo eg 0v9 ou 1% 66 6L Le oser zg eT for ow 000g 8°51 ot 8. zs 08g 08 2's ogg 8 2'¢ gee 8 ST orn ug 0052 a = = en] oom 8 89 vy 8 8'¢ cog 18 ¢1 oss a8 0862 NIA/L4 INTL /Ld NTA /Li] NDW/ 2. ads ININ/LJ aasn EWI, aasn aWITo agsn |awrto as Gro TaN GAITO ‘SAT aNd 40 HAW [1304 40 Haw |Ta0d 40 HAW [Tana 40 Haw do 40 maw wmomm ASwoId EIVH SV [1swoid| HIVE] svi |iswoza| mIva svi fiswoss miva| svi “TVD ELVH| SVI 8509D 221 B LI000°02 LV 3,63 “Ld 0001 LY 4.62 B "Ld 000°0T LV d,17 ¥ "Ld 0008 IV 2.68 3 THAT VES Iv Viva ghiTD-d0-3.LVH WNKWIXVYIN "3 08 TTD 03 HOY, Puk , Un punoas,, y “2auB1 ,,219TISGO “33 0 TBS[D 03 [EI0Y, BY JO Gh, £4 (,210TISQ0 106) S2OULISIP 85TLIOU} ‘KBAUNI SST ‘41p © UO Tonwrado 103g “OPTIRIE Teron ed 10j 2ameaadiie) ARDUTIS SA0QE JG7 YOES 105350] SOUEISIP OSEAN '] {STLON SIS id S0z Sg¥ 091 SSE 081 90¢ S01 02 bk cee 029 SLT 0£g <2 09% <1 ot 0s 0002 S001 008 898 STF ShL ose cag $62 ° S18 08€ 08k 00g 088 s¥g 08% S81 02 seer 065 S001 Sly 08 468 otk STE or se 008g 0897 058 0seT 089 oz sLe 896 8 0 SvST 019 0811 sy 016 ge 0¥L ore 0g 002 006 08ST ss S21 568 5301 08% ot 09 0962 £892 [dad 0661 S101 £291 78 08eT SOL 0 SEO 08 VAIO) NITE SHO (0S HVE'10] NOE SHO ,0§ YVATD) NOF SEO ,0§ YVA1D] NOY SLONSI| Ha ‘8eT OL TV.LOL ANNCHD OL TYIOL ANAOHD OL TVIOL ANAOWD OL TVLOL ANNO¥D qNIM 105.0 IHOITM ‘d 28 B® "Ld 0084 LV J17 ® "II 0008 LY ‘3,08 7 “Ld 008% LY. “d,69 ® THAT] VAS LV aval svi SSOUD AVMNNY 3DVIINS QIVH WOH SdV1d 507 HLIM IDONVISIA 440-IivL Viva 440-IMV.L 6-3 —CRUISE PERFORMANCE LEAN MIXTURE Standard Conditions \._ Zero Wind O\.. Gross Weight- 2950 Pounds 2500 FEET 60 GAL(NO RESERVE) 79 GAL(NO RESERVE) % TAS [GAL/| ENDR. RANGE ENDR. RANGE RPM MP BHP MPH [HOUR| HOURS MILES HOURS MILES 2450 23 6 156 14.2 4.2 660 5.6 870 22 kd 153 13.4 4.5 685 5.9 900 21 68 149 12.7 4.7 705 6.2 925 20 63 144 12.0 5.0 720 6.6 950 2300 23 1 151 13.1 4.6 690 6.0 910 22 67 148 12.2 4.9 730 6.5 960 21 62 143 11.5 5.2 T45 6.9 980 20 59 140 11.0 5.5 765 7.2 1005 2200 23 67 148 12.1 5.0 735 6.5 965 22 63 144 11.4 5.3 760 6.9 1000 21 59 140 10.8 5.6. 780 7.3 1025 20 55 135 10.2 5.9 795 TT 1045 *2000 20 47 123 8.7 6.9 850 9.1 1115 19 43 117 8.2 7.3 855 9.6 1125 18 39 110 7.5 8.0 880 10.5 1160 117 35 101 7.0 8.6 865 11.3 1140 6-4 T *Power settings in this block represent maximum range settings. Figure 6-4 (Sheet 1 of 5). RUISE PERFORMANCE LEAN MIXTURE Standard Conditions Zero Wind "\_ Gross Weight- 2950 Pounds 5000 FEET 60 GAL(NO RESERVE) 79 GAL(NO RESERVE) % TAS |GAL/| ENDR. RANGE ENDR. RANGE RPM MP BHP MPH |[HOUR| HOURS MILES HOURS MILES 2450 23 78 160 14,5 4.1 660 5.4 870 22 3 157 13.6 4.4 695 5.8 910 21 70 153 13.0 4.6 705 6.1 930 20 65 149 12,2 4.9 735 6.5 965 2300 23 73 157 13.4 4.5 705 5.9 925 22 69 152 12.6 4.8 725 6.3 955 21 64 148 11.9 5.0 745 6.6 985 20 60 144 11.2 5.4 0 a 1015 2200 23 68 151 12.4 4.8 730 6.4 960 22 64 148 11.7 5.1 760 6.8 1000 21 60 144 11.0 5.5 185 7.2 1035 20 57 139 10.5 5.7 795 1.5 1045 *2000 20 48 128 9.0 6.7 855 8.8 1125 19 45 121 8.5 71: 855 9.3 1125 18 41 114 7.9 71.6 865 10.0 1140 17 37 105 7.3 8.2 865 10.8 1135 +Power settings in this block represent maximum range settings. Figure 6-4 (Sheet 2 of 5). 6-5 CRUISE PERFORMANCE LEAN MIXTURE Standard Conditions \_Zero Wind \_ Gross Weight- 2950 Pounds 7500 FEET 60 GAL(NO RESERVE) 79 GAL(NO RESERVE) % TAS |GAL/| ENDR. RANGE ENDR. RANGE RPM MP BHP MPH [HOUR] HOURS MILES HOURS MILES 2450 21 71 157 13.1 4.6 720 6.0 945 20 87 154 | 12.4 4.8 745 6.4 980 19 62 149 |:11.7 5.1 765 6.8 1005 18 58 144 11.0 5.5 785 7.2 1035 2300 21 66 153 12.2 4.9 750 6.5 990 20 62 149 11.6 5.2 770 6.8 1015 19 58 144 11.0 5.5 785 7.2 1035 18 54 139 10.5 5.7 95 7.5 1045 2200 21 62 149 11.4 5.3 785 6.9 1035 20 58 144 10.7 5.6 805 7.4 1065 19 54 139 10.2 5.9 820 7.7 1075 18 51 133 9.7 6.2 825 8.1 1085 *2000 20 50 132 9.2 6.5 860 8.6 1135 19 41 126 8.7 6.9 870 9.1 1145 18 43 118 8.1 7.4 875 9.8 1150 17 39 10 (7.6 7.9 870 10.4 1145 6-6- *Power settings in this block represent maximum range settings. Figure 6-4 (Sheet 3 of 5). CRUISE PERFORMANCE LEAN MIXTURE Standard Conditions “\_ Zero Wind \_ Gross Weight- 2950 Pounds 10,000 FEET 60 GAL(NO RESERVE) 79 GAL{NO RESERVE) % TAS |GAL/| ENDR. RANGE ENDR. RANGE RPM MP BHP MPH [HOUR| HOURS MILES HOURS MILES 2450 19 63 154 11.9 5.0 115 6.6 1020 18 60 148 11.2 5.4 800 7.1 1050 17 55 143 10.6 5.7 810 7.5 1065 16 51 137 10.0 6.0 820 7.9 1080 2300 19 60 149 11.1 5.4 805 7.1 1060 18 56 144 10.5 5.7 825 7.5 1085 17 51 137 9.8 6.1 840 8.1 1105 16 47 130 9.2 6.5 850 8.6 1115 2200 19 56 144 10.4 5.8 830 1.6 1095 18 52 138 9.8 6.1 845 8.1 1110 17 49 132 9.3 6.5 850 8.5 1120 16 45 124 8.7 6.9 855 9.1 1125 *2000 19 48 130 8.9 6.17 875 8.9 1155 18 44 123 8.4 7.1 880 9.4 1155 17 40 115 7.8 7.7. 885 10.1 1165 16 38 101 7.4 8.1 820 10.7 1080 *Power settings in this block represent maximum range settings. Figure 6-4 (Sheet 4 of 5). PERFORMANC LEAN MIXTURE Standard Conditions \_ Zero Wind \_ Gross Weight- 2950 Pounds 15,000 FEET ] 60 GAL(NO RESERVE) 79 GAL(NO RESERVE) % TAS! |GAL/| ENDR. RANGE ENDR. RANGE RPM MP BH MPH [HOUR| HOURS MILES HOURS MILES 250 16 54 145 10.4 5.8 835 7.6 1100 15 50 139 9.8 6.1 850 8.1 1120 14 46 126 9.2 6.5 820 8.6 1080 2300 16 50 139 9.6 6.2 870 8.2 1145 15 a 1s oe 6.6 865 8.7 1135 14 42 13 85 m1 800 9.3 1050 2200 16 a 11 et 6.6 865 8.7 1135 15 44 120 8.6 7.0 835 9.2 1100 14 40 106 8.0 7.5 795 9.9 1045 2000 16 40 106 7.8 77 815 10.1 1075 15 37 971 7.3 8.2 795 10.8 1050 Figure 6-4 (Sheet 5 of 5). 6-8 'g-9 aandrg "ound 10BISQO "If 0g LEB[O 03 20%, BUY JO %0 Ad (2108150 “3 0g TEI] OF 1103, PUB ,TIOX PUNO, Y10q) SIOURISIP 9SELIOUL ‘ArMuna SSBId ‘Aap = uo uoyerado Jog “PULAPEAY SIOUN § YO®D 10] 0] S9OUL)SIp Burpur] 2onpay e g *Bupyexq Aa®ay pur Jjo Jomod ‘puis 0197 UO POSE] BIT UMOYS SSOUEISIT ‘SELON S661 ovZ S0SL 089 OEVL o¥9 0S€lL 06S 69 0562 "SEO "Ld 08 "840 "Id 0S ‘sd0 "Ld 09 ‘S90 1d 0 UVHTO OL TIOH [¥VITIO OL 108 VVITO OL T1008 VAIO OL TTOH HAW SaNnoda TVLOL annoy TVLOL annoys TVLOL aNnouan TVLIOL aNnoEdn SVI LEOITM HOVOdddv SSoud d .28 B LATA 00SL © 4.17 B LEA 0008 © d,08® LEAL 005% © J .6¢ B THAT VES AVMNNY Q3DV4aNS QYVH NO SdV1d oOF HLM 3DNVISIA ONIANVT 3779V.L IONV.LSIA SNIANV1 6-9 CE)@® SPEED 80 MPH (IAS) —— MAXIMUM GLIDE @® PROPELLER WINDMILLING ® FLAPS UP @ ZERO WIND eoSS a18,000 16,000 14,000 12,000 10,000 8000 6000 4000 2000 HEIGHT ABOVE TERRAIN (FEET) 0 5 10 15 20 25 30 35 GROUND DISTANCE (STATUTE MILES) ee———1 Figure 6-6. 6-10 ih 54 Section VII —_ : -_OPTIONAL SYSTEMS This section contains a description, operating procedures, and per- formance data (when applicable) for some of the optional equipment which may be installed in your Cessna. Owner's Manual Supplements are pro- vided to cover operation of other optional equipment systems when installed in your airplane. Contact your Cessna Dealer for a complete list of avail- able optional equipment. LONG RANGE FUEL TANKS Special wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range. When these tanks are installed, the total usable fuel, for all flight conditions, is 79 gallons. COLD WEATHER EQUIPMENT WINTERIZATION KIT AND