PILOT'S OPERATING HANDBOOK - ~ Cessna.

revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. i CESSNA MODEL 182P CONGRATULATIONS CONGRATULATIONS .... Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and comfort. It is our desire that you will find flying it, either for business or pleasure, a pleasant and profitable experience. This Pilot's Operating Handbook has been prepared as a guide to help you get the most pleasure and utility from your airplane. It contains information about your Cessna's equip- ment, operating procedures, and performance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. World- wide, the Cessna Dealer Organization backed by the Cessna Customer Services Department stands ready to serve you. The following services are offered by most Cessna Dealers: • THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained in your Customer Care Program book, sup- plied with your airplane. Warranty service is available to you at authorized Cessna Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. • FACTORY TRAINED PERSONNEL to provide you with courteous expert service. • FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship. • A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. • THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters, published by Cessna Aircraft Company. We urge all Cessna owners to use the Cessna Dealer Organization to the fullest. A current Cessna Dealer Directory accompanies your new airplane. The Directory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. i PERFORMANCE- SPECIFICATIONS CESSNA MODEL 182P PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level .............. . Cruise, 75% Power at 6500 Ft. . . . . . . . . . . . CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power. 75% Power at 6500 Ft. . 56 Gallons Usable Fuel 75% Power at 6500 Ft. . . 75 Gallons Usable Fuel Maximum Range at 10,000 Ft 56 Gallons Usable Fuel Maximum Range at 10,000 Ft 75 Gallons Usable Fuel RATE OF CLIMB AT SEA LEVEL SERVICE CEILING . . . . . TAKEOFF PERFORMANCE: Ground Roll . . . . . . Total Distance Over 50-Ft Obstacle LANDING PERFORMANCE: Ground Roll . . . . . . . . . . . Total Distance Over 50-Ft Obstacle STALL SPEED (CAS): Flaps Up, Power Off . . . Flaps Down, Power Off .. MAXIMUM WEIGHT . . . . . STANDARD EMPTY WEIGHT: Skylane ...... . Skylane 11 •....• MAXIMUM USEFUL LOAD: Skylane ...... . Skylane 11 . . . . . . BAGGAGE ALLOWANCE .. WING LOADING: Pounds/Sq Ft POWER LOA DING: Pounds/HP FUEL CAPACITY: Total Standard Tanks Long Range Tanks . OILCAPACITY .... ENGINE: Teledyne Continental 230 BHP at 2600 RPM PROPELLER: Constant Speed, Diameter. ii Range Time Range Time Range Time Range Time 148 KNarS 144 KNarS 475 NM 3.4 HRS 670 NM 4.7 HRS 565 NM 5.1 HRS 810 NM 7.3 HRS 890 FPM 17,700 FT 705 FT 1350 FT 590 FT 1350 FT 56 KNarS 50 KNarS 2950 LBS 1707 LBS 1771 LBS 1243 LBS 1179 LBS 200 LBS 16.9 12.8 61 GAL. 80 GAL. 12 QTS 0-470-S 82 IN. PERFORMANCE- SPECIFICATIONS CESSNA MODEL 182P PERFORMANCE - SPECIFICATIONS SPEED: Maximum at Sea Level . . . . . . . . . . . . . . . Cruise, 75% Power at 6500 Ft . . . . . . . . . ... CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power. 75% Power at 6500 Ft. . 56 Gallons Usable Fuel 75% Power at 6500 Ft ... 75 Gallons Usable Fuel Maximum Range at 10,000 Ft 56 Gallons Usable Fuel Maximum Range at 10,000 Ft 75 Gallons Usable Fuel RATE OF CLIMB AT SEA LEVEL SERVICE CEILING . . . . . TAKEOFF PERFORMANCE: Ground Roll . . . . . . Total Distance Over 50-Ft Obstacle LANDING PERFORJlM.NCE: Ground Roll . . . . . . . . . . . Total Distance Over 50-Ft Obstacle STALL SPEED (CAS): Flaps Up, Power Off . . . Flaps Down, Power Off .. JlM.XIMUM WEIGHT . . . . . STANDARD EMPTY WEIGHT: Skylane ...... . Skylane 11 .....• MAXIMUM USEFUL LOAD: Skylane ...... . Skylane 11 . . . . .. BAGGAGE ALLOWANCE . . WING LOADING: Pounds/Sq Ft POWER LOA DING: PoundS/HP FUEL CAPACITY: Total Standard Tanks Long Range Tanks . OILCAPACITY .... ENGINE: Teledyne Continental 230 BHP at 2600 RPM PROPELLER: Constant Speed, Diameter. ii Range Time Range Time Range Time Range Time 148 KNOTS 144 KNOTS 475 NM 3.4 HRS 670 NM 4.7 HRS 565 NM 5.1 HRS 810 NM 7.3 HRS 890 FPM 17,700 FT 705 FT 1350 FT 590 FT 1350 FT 56 KNOTS 50 KNOTS 2950 LBS 1707 LBS 1771 LBS 1243 LBS 1179 LBS 200 LBS 16.9 12.8 61 GAL. 80 GAL. 12 QTS 0-470-S 82 IN. CESSNA MODEL 182P TABLE OF CONTENTS TABLE OF CONTENTS GENERAL .. LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES . PERFORMANCE . . . . WEIGHT & BALANCE/ SECTION 1 2 3 4 5 EQUIPMENT LIST. . . . . . . . . . . . . . 6 AIRPLANE & SYSTEMS DESCRIPTIONS. . . . ....... 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE . ....... 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) . . . . . . . • . . 9 iii/(iv blank) CESSNA MODEL 182P TABLE OF CONTENTS TABLE OF CONTENTS GENERAL •. LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES . PERFORMANCE • . . . WEIGHT & BALANCE/ SECTION 1 2 3 4 5 EQUIPMENT LIST. . . . . • • . . . • . • . 6 AIR PLANE & SYSTEMS DESCRIPTIONS. . . . . • . . • • • 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE. • . . • . . . . 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) • . • • • • • . • . 9 m/(iv blank) CESSNA MODEL 182P SECTION 1 GENERAL TABLE OF CONTENTS Three View ... Introduction . . . Descriptive Data Engine . Propeller . Fuel .. . Oil ... . Maximum Certificated Weights. Standard Airplane Weights ... Cabin and Entry Dimensions. . Baggage Space and Entry Dimensions. Specific Loadings. . . . . . . . . . Symbols, A bbreviations and Terminology . General Airspeed Terminology Symbols. Meteorological Terminology. . . . . . Engine Power Terminology . . . . . . Airplane Performance and Flight Planning Terminology Weight and Balance Terminology .......... . SECTION 1 GENERAL Page 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-5 1-5 1-5 1-5 1-5 1-6 1-6 1-6 1-7 1-7 1-'7 1-1 CESSNA MODEL 182P SECTION 1 GENERAL TABLE OF CONTENTS Three View ... Introduction . . . Descriptive Data . Engine . Propeller .. Fuel ..•. Oil .•... Maximum Certificated Weights. Standard Airplane Weights. . . Cabin and Entry Dimensions. . Baggage Space and Entry Dimensions. Specific Loadings. . . . . . . . . . Symbols, Abbreviations and Terminology . General Airspeed Terminology Symbols. Meteorological Terminology. . . . . . Engine Power Terminology . . . . . . Airplane Performance and Flight Planning Terminology Weight and Balance Terminology. • • . . . . • . . . SECTION 1 GENERAL Page 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-5 1-5 1-5 1-5 1-5 1-6 1-6 1-6 1-7 1-7 1.:.7 1-1 SECTION 1 GENERAL CESSNA MODEL 182P ~~~r·" £-_---J NOTES: 1. Wing span shown with strobe lights installed. 2. Maximum height shown with nose gear depressed, all tires and nose strut properly inflated and flashing beacon installed. 3. Wheel base length is 66 1/2". 4. Propeller ground clearance is 10 7/B". 5. Wing area is 174 square feet. 6. Minimum turning radius (*pivot point to outboard wing tip) is 27'. * PIVOT POINT 11-<----36'-0"------1 Figure 1-1. Three View 1-2 SECTION 1 GENERAL CESSNA MODEL 182P 9'·04" MAX . ..£5 0 40' ~ L..------28"''''''::I.~------- 1-2 * NOTES; 1. Wing span shown with strobe liglus installed. 2. Maximum height shown with nose gear depressed, all tires and nose strut property inflated and flashing beacon instaned. 3. Wheel base length is 66 1/2", 4. Propeller ground clearance is 10 7/8". 5. Wing area is 174 square feet. 6. Minimum turning radius (*pivot polnt to outboard wing tip) is 2]'. PIVOT POINT PIVOT POINT Figure 1-1. Three View CESSNA MODEL 182P SECTION 1 GENERAL INTRODUCTION This handbook contains 9 sections, and includes the material re- quired to be furnished to the pilot by CAR Part 3. It also contains supple- mental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-S. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor-equipped, six-cylinder engine with 470 cu. in. displacement. Horsepower Rating and Engine Speed: 230 rated BHP at 2600 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80. 5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 12. 50 and a high pitch setting of 25.0 0 (30 inch station). FUEL Fuel Grade (and Color): 80/87 Minimum Grade Aviation Fuel (red). A lternate fuels which are also approved are: 100/130 Low Lead AVGAS (blue). (Maximum lead content of 2 cc per gallon. ) 100/130 Aviation Grade Fuel (green). (Maximum lead content of 4. 6 cc per gallon. ) NOTE When substituting a higher octane fuel, low lead AVGA S 1-3 CESSNA MODEL 182P SECTION 1 GENERAL INTRODUCTION This handbook contains 9 sections, and includes the material re- quired to be furnished to the pilot by CAR Part 3. It also contains supple- mental data supplied by Cessna A ircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-S. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor-equipped, six-cylinder engine with 470 cu. in. displacement. Horsepower Rating and Engine Speed: 230 rated BHP at 2600 RPM. PROPElLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80. 5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 12.5° and a high pitch setting of 25.0° (30 inch station). FUEl Fuel Grade (and Color): 80/87 Minimum Grade Aviation Fuel (red). Alternate fuels which are also approved are: 100/130 Low Lead AVGAS (blue). (Maximum lead content of 2 cc per gallon. ) 100/130 Aviation Grade Fuel (green). (Maximum lead content of 4. 6 cc per gallon. ) NOTE When substituting a higher octane fuel, low lead AVGAS 1-3 SECTION 1 GENERAL CESSNA MODEL 182P 100 should be used whenever possible since it will result in less lead contamination of the engine. Fuel Capacity: OIL Standard Tanks: Total Capacity: 61 gallons. Total Capacity Each Tank: 30. 5 gallons. Total Usable: 56 gallons. Long Range Tanks: Total Capacity: 80 gallons. Total Capacity Each Tank: 40 gallons. Total Usable: 75 gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24A, Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: SAE 50 above 4°C (40°F). SAE 10W30 or SAE 30 below 4°C (40°F). NOTE Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts. Total: 13 Quarts (if oil filter installed). 1-4 SECTION 1 GENERAL CESSNA MODEL 182P 100 should be used whenever possible since it will result in less lead contamination of the engine. Fuel Capacity: OIL Standard Tanks: Total Capacity: 61 gallons. Total Capacity Each Tank: 30. 5 gallons. Total Usable: 56 gallons. Long Range Tanks: Total Capacity: 80 gallons. Total Capacity Each Tank: 40 gallons. Total Usable: 75 gallons, NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. Oil Grade (Specification): .MIL- L-6082 A viation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24A, Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: SAE 50 above 4°C (40°F). SAE 10W30 or SAE 30 below 4°C (40"F). NOTE Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts. Total: 13 Quarts (if oil filter installed), 1-4 CESSNA MODEL 182P MAXIMUM CERTIFICATED WEIGHTS Takeoff: 2950 lbs. Landing: 2950 lbs. Weight in Baggage Compartment: SECTION 1 GENERAL Baggage Area "A" (or passenger on child's seat)-Station 82 to 108: 120 lbs. See note below. Baggage Area "B" and Hatshelf-Station 108 to 136: 80 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs. ST AN D AR D AIR PLAN E WEIG HTS Standard Empty Weight, Skylane: 17071bs. Skylane II: 1771 lbs. Maximum Useful Load, Skylane: 12431bs. Sky lane II: 11791bs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illus- trated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 16.9 lbs. /sq. ft. Power Loading: 12. 8 lbs. /hp. 1-5 CESSNA MODEL 182P SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Takeoff: 2950 lbs. Landing: 2950 Ibs. Weight in Baggage Compartment: ""'<>;"'5''5'' Area !fA!f {or passenger on child's seat)-Station 82 to 108: 120 Ibs. See note below. Baggage Area !fB" and Hatshelf-Station 108 to 136: 80 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skylane: 1707 lbs. Skylane 11: 1771 lbs. Maximum Useful Load, Skylane: 1243 Ibs. Skylane 11: 1179Ibs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illus- trated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 16.9 Ibs./sq. ft. Power Loading: 12. 8 Ibs./hp. 1-5 SECTION 1 GENERAL CESSNA MODEL 182P SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS K1AS KTAS Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard at- mosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots rel- ative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permis- sible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be ex- ceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. M ETEORO LOGICAL TERM INO LO GY OAT Outside A ir Temperature is the free air static temperature. 1-6 It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. SECTION 1 GENERAL CESSNA MODEL 182P SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard at- mosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots rel- ative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permis- sible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be ex- ceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERM INO LO GY OA T Outside A ir Temperature is the free air static temperature. 1-6 It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. CESSNA MODEL 182P SECTION 1 GENERAL Standard Tempera- ture Pressure Altitude Standard Temperature is 15°C at sea level pressure altitude and decreases by 2 6 C for each 1000 feet of altitude. Pressure A ltitude is the altitude read from an altimeter when the barometric subscale has been set to 29. 92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Rg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the cross- wind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Fuel GPR NMPG g Unusable Fuel is the quantity of fuel that can not be safely used Inflight.- Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a speci- fic engine power setting and/or flight configuration. [is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms-of the distance from the reference datum. 1-7 CESSNA MODEL 182P SECTION 1 GENERAL Standard Tempera- ture Pressure Altitude Standard Temperature is 15°C at sea level pressure altitude and decreases by 2 6 C for each 1000 feet of altitude. Pressure A ltitude is the altitude read from an altimeter when the barometric subscale has been set to 29. 92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. MP Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the cross- wind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Fuel GPH NMPG g Unusable Fuel is the quantity of fuel that can not be safely used Inflight.- Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a speci- fic engine power setting and/or flight configuration. [ is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms-of the distance from the reference datum. 1-7 SECTION 1 GENERAL Arm Moment Center of Gravity (C. G.) C.G. Arm C.G. Limits Standard Empty Weight CESSNA MODEL 182P Arm is the horizontal distance from the reference datum to the center of gravity (C. G. ) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. ) Center of Gravity is the point at which an airplane, or equip- ment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load Gross (Loaded) Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-8 Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. SECTION 1 GENERAL Arm Moment Center of Gravity (C. G. ) C. G. Arm C.G. Limits Standard Empty Weight CESSNA MODEL 182P Arm is the horizontal distance from the reference datum to the center of gravity (C. G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by redUCing the number of digits. ) Center of Gravity is the point at which an airplane, or equip- ment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load Gross (Loaded) Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-8 Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. CESSNA MODEL 182P SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . A irspeed Limitations . . . . Airspeed Indicator Markings Power Plant Limitations . . Power Plant Instrument Markings Weight Limits . . . . . . Center of Gravity Limits . Maneuver Limits ..... Flight Load Factor Limits Kinds of Operation Limits Fuel Limitations Placards . . . . . . . . SECTION 2 LIMITATIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-9 2-1/{2-2 blank) CESSNA MODEL 182P SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction • . . . . . . . A irspeed Limitations . . . . A irspeed Indicator Markings Power Plant Limitations . . Power Plant Instrument Markings Weight Limits • . . . . . Center of Gravity Limits . Maneuver Limits. . . . . Flight Load Factor Limits Kinds of Operation Limits Fuel Limitations Placards ....... . SECTION 2 LIMITATIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-9 2-1/(2-2 blank) CESSNA MODEL 182P SECTION 2 liMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its en- gine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NafE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A 13 as Cessna Model No. 182P. " 2-3 CESSNA MODEL 182P SECTION 2 II MIT A TIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its en- gine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NarE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A 13 as Cessna Model No. 182P. 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 182P A irspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS V NE Never Exceed Speed 172 176 Do not exceed this speed in any operation. V NO Maximum Structural 139 141 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. V A Maneuvering Speed: 2950 Pounds 109 110 Do not make full or abrupt 2450 Pounds 99 100 control movements above 1950 Pounds 89 89 this speed. V FE Maximum Flap Extended Speed: To 100 Flaps 138 140 Do not exceed these speeds 100 - 400 Flaps 95 95 with the given flap settings. Maximum Window Open 172 176 Do not exceed this speed with Speed windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 182P A irspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS V NE Never Exceed Speed 172 176 Do not exceed this speed in any operation. V NO Maximum Structural 139 141 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2950 Pounds 109 110 Do not make full or abrupt 2450 Pounds 99 100 control movements above 1950 Pounds 89 89 this speed. V FE Maximum Flap Extended Speed: To 100 Flaps 138 140 Do not exceed these speeds 100 - 400 Flaps 95 95 with the given flap settings. Maximum Window Open 172 176 Do not exceed this speed with Speed windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 CESSNA MODEL 182P SECTION 2 LIMITATIONS MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 48 - 95 Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 53 - 141 Normal Operating Range. Lower limit is maximum weight Vs with flaps retracted. Upper limit is maxi- mum structural cruising speed. Yellow Arc 141 - 176 Operations must be conducted with caution and only in smooth air. Red Line 176 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-S. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 230 BHP. Maximum Engine Speed: 2600 RPM. Maximum Cylinder Head Temperature: 238°C (460°F). Maximum Oil Temperature: 116°C (240°F). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-8. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 12.5°. High: 25.0°. 2-5 CESSNA MODEL 182P SECTION 2 LIMIT ATIONS MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 48 - 95 Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 53 - 141 Normal Operating Range. Lower limit is maximum weight Vs with flaps retracted. Upper limit is maxi- mum structural cruising speed. Yellow Arc 141 - 176 Operations must be conducted with caution and only in smooth air. Red Line 176 Maximum speed for all operations. Figure 2-2. A irspeed Indicator Mar kings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-S. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 230 BHP. Maximum Engine Speed: 2600 RPM. Maximum Cylinder Head Temperature: 238°C (460°F). Maximum Oil Temperature: 116°C (240°F). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-8. Propeller Diameter, Maximum: 82 inches. Minimum: 80. 5 inches. Propeller Blade Angle at 30 Inch Station, Low: 12.5°. High: 25.0°. 2-5 SECTION 2 llMITA TIONS CESSNA MODEL 182P POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC INSTRUMENT MINIMUM NORMAL CAUTION LIMIT OPERATING RANGE Tachometer - - - 2200 - - - - 2450 RPM Manifold Pressure - - - 15-23 - - - in. Hg Oil Temperature - - - 100° - 240°F - - - Cylinder Head - - - 200° - 460°F - - - Temperature Oil Pressure 10 psi 30-60 psi - - - Carburetor Air - - - - - - _15° to 5°C Temperature Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight: 2950 lbs. Maximum Landing Weight: 2950 lbs. Maximum Weight in Baggage Compartment: Baggage Area "A" (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. Baggage Area "B" and Hatshelf - Station 108 to 136: 80 lbs. See note below. NOTE RED LINE MAXIMUM LIMIT 2600 RPM - - - 240°F 460°F 100 psi - - - The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs. 2-6 SECTION 2 LIMITA TIONS CESSNA MODEL 182P POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC INSTRUMENT MINIMUM NORMAL CAUTION LIMIT OPERATING RANGE Tachometer - - - 2200 - - 2450 RPM Manifold Pressure - - 15-23 - - - in. Hg Oil Temperature - - - 100° 240°F - - Cylinder Head - - 200° 460°F - - - Temperature Oil Pressure 10 psi 30-60 psi - - - Carburetor Air - - - - - -15° to 5°C Temperature Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight: 2950 Ibs. Maximum Landing Weight: 2950 lbs. Maximum Weight in Baggage Compartment: Baggage Area ''A'' (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. Baggage Area fiB" and Hatshelf - Station 108 to 136: 80 lbs. See note below. NOTE RED LINE MAXIMUM LIMIT 2600 RPM - - 240°F 460°F 100 psi - The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 Ibs. 2-6 CESSNA MODEL 182P SECTION 2 LIMIT A TIONS CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2250 Ibs. or less, with straight line variation to 39. 5 inches aft of datum at 2950 Ibs. Aft: 48. 5 inches aft of datum at all weights. Reference Datum: Front face of fire wall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 600 • Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors * Flaps Up: +3. 8g, -1. 52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum re- quired instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard re- flects equipment installed at the time of Airworthiness Certificate issu- ance. Flight into known icing conditions is prohibited. 2-7 CESSNA MODEL 182P SECTION 2 LIMITATIONS CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 33. 0 inches aft of datum at 2250 lbs. or less, with straight line variation to 39. 5 inches aft of datum at 2950 lbs. Aft: 48. 5 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors *Flaps Up: +3.8g, -1. 52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum re- quired instrumentation and eqUipment for these operations. The refer- ence to types of flight operations on the operating limitations placard re- flects eqUipment installed at the time of Airworthiness Certificate issu- ance. Flight into known icing conditions is prohibited. 2-7 SECTION 2 LIMITA TIONS CESSNA MODEL 182P FUEL LIMITATIONS 2 Standard Tanks: 30.5 U. S. gallons each. Total Fuel: 61 U. S. gallons. Usable Fuel (all flight conditions): 56 U. S. gallons. Unusable Fuel: 5.0 U. S. gallons. 2 Long Range Tanks: 40 U. S. gallons each. Total Fuel: 80 U. S. gallons. Usable Fuel (all flight conditions): 75 U. S. gallons. Unusable Fuel: 5.0 U. S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH position. Fuel Grade (and Color): 80/87 Minimum Grade Aviation Fuel (red). 2-8 Alternate fuels which are also approved are: 100/130 Low Lead AVGAS (blue). (Maximum lead content of 2 cc per gallon. ) 100/130 Aviation Grade Fuel (green). (Maximum lead content of 4. 6 cc per gallon. ) NOTE When substituting a higher octane fuel, low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine. SECTION 2 LIMITA TIONS CESSNA MODEL 182P FUEL LIMITATIONS 2 Standard Tanks: 30.5 U. S. gallons each. Total Fuel: 61 U. S. gallons. Usable Fuel (all flight conditions): 56 U. S. gallons. Unusable Fuel: 5.0 U. S. gallons. 2 Long Range Tanks: 40 U. S. gallons each. Total Fuel: 80 U. S. gallons. Usable Fuel (all flight conditions): 75 U. S. gallons. Unusable Fuel: 5.0 U. S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH position. Fuel Grade (and Calor): 80/87 Minimum Grade Aviation Fuel (red). 2-8 Alternate fuels which are also approved are: 100/130 Low Lead AVGAS (blue). (Maximum lead content of 2 cc per gallon. ) 100/130 Aviation Grade Fuel (green). (Maximum lead content of 4. 6 cc per gallon. ) NOTE When substituting a higher octane fuel, low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine. CESSNA MODEL 182P SECTION 2 LIMIT A TIONS PLACARDS The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The ''DAY-NIGHT-VFR-IFR'' entry, shown on the example below, will vary as the airplane is equipped. ) This airplane must be operated as a normal category airplane in compliance with the operating limitations as stated in the form of placards, markings, and manuals. -------- MAXIMUMS ------- MANEUVERING SPEED (IAS) . . . . GROSS WEIGHT . . .. . .... FLIGHT LOAD FACTOR . . Flaps Up . Flaps Down. . 110 knots . 2950 Ibs. +3.8, -1. 52 +2.0 No acrobatic maneuvers, including spins, approved. Altitude loss in a stall recovery - 160 ft. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DA Y - NIGHT - VFR - IFR (2) On control lock: Control lock - remove before starting engine. (3) On the fuel selector valve plate (standard tanks): Off Left - 29 gal. Level flight only. Both - 56 gal. All flight attitudes. Both on for takeoff and landing. Right - 29 gal. Level flight only. 2-9 CESSNA MODEL 182P SECTION 2 LIMITATIONS PLACARDS The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The "DA Y-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated as a normal category air plane in compliance with the operating limitations as stated in the form of placards, markings, and manuals. -------- MAXIMUMS ------- MANEUVERING SPEED (IAS) • . . . GROSS WEIGHT . . .. . .... FLIGHT LOAD FACTOR .. Flaps Up . Flaps Down. . 110 knots . 2950 Ibs. +3.8, -1. 52 +2.0 No acrobatic maneuvers, including spins, approved. Altitude loss in a stall recovery - 160 ft. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DA Y - NIGHT - VFR - IFR (2) On control lock: Control lock - remove before starting engine. (3) On the fuel selector valve plate (standard tanks): Off Left - 29 gal. Level flight only, Both - 56 gal. All flight attitudes. Both on for takeoff and landing. Right - 29 gal. Level flight only. 2-9 SECTION 2 LIMITA TION S CESSNA MODEL 182P 2-10 On the fuel selector valve plate (long range tanks): Off Left - 37 gal. Level flight only. Both - 75 gal. All flight attitudes. Both on for takeoff and landing. Right - 37 gal. Level flight only. (4) On the baggage door: FORWARD OF BAGGAGE DOOR LATCH 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER AFT OF BAGGAGE DOOR LATCH 80 POUNDS MAXIMUM BAGGAGE INCLUDING 25 LBS MAXIMUM IN BAGGAGE WALL HATSHELF MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA (5) On flap control indicator: 0° to 20° - T.O. 10° to 20° - FULL (Takeoff range with blue col or code and 140 kt callout; also, mechanical detent at 10°. ) (Indices at these positions with white color code and 95 kt callout; also, mechanical detent at 10° and 20° . ) (6) Forward of fuel tank filler cap (standard tanks): Service this airplane with 80/87 minimum aviation grade gasoline. Capacity 30.5 gal. SECTION 2 LIMITATIONS CESSNA MODEL 182P 2-10 On the fuel selector valve plate (long range tanks): Off Left - 37 gal. Level flight only. Both - 75 gal. All flight attitudes. Both on for takeoff and landing. Right - 37 gal. Level flight only. (4) On the baggage door: FORWARD OF BAGGAGE DOOR LATCH 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER AFT OF BAGGAGE DOOR LATCH 80 POUNDS MAXIMUM BAGGAGE INCLUDING 25 LBS MAXIMUM IN BAGGAGE WALL HATSHELF MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL WADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA (5) On flap control indicator: 0° to 20° - T.O. 10° to 20° - FULL (Takeoff range with blue color code and 140 kt calloutj also, mechanical detent at 10°.) (Indices at these pOSitions with white color code and 95 kt calloutj also, mechanical detent at 10° and 20° • ) (6) Forward of fuel tank filler cap (standard tanks): Service this airplane with 80/87 minimum aviation grade gaSOline. Capacity 30. 5 gal. CESSNA MODEL 182P SECTION 2 LJMITATIONS Forward of fuel tank filler cap (long range tanks): Service this airplane with 80/87 minimum aviation grade gasoline. Capacity 40.0 gal. (7) On aft panel of baggage compartment (all models with oxygen): OXYGEN REFILL (8) Adjacent to over-voltage light: HIGH VOLTAGE 2-11/(2-12 blank} CESSNA MODEL 182P SECTION 2 LIMITA TIONS Forward of fuel tank filler cap (long range tanks): Service this airplane with 80/87 minimum aviation grade gasoline. Capacity 40.0 gal. (7) On aft panel of baggage compartment (all models with oxygen); OXYGEN REFILL (8) Adjacent to over-voltage light: HIGH VOLTAGE 2-11/(2-12 blank) CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run. . . . Engine Failure Immediately After Takeoff Engine Failure During Flight . . . . . . Forced Landings . . . . . . . . . . . . . . Emergency Landings Without Engine Power Precautionary Landing With Engine Power Ditching ...... . Fires ......... . During Start On Ground Engine Fire In Flight . Electrical Fire In Flight Cabin Fire Wing Fire ...... . Icing .......... . Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected). . . . . . . . . . . . . Landing With a Flat Main Tire. . . . . . . Electrical Power Supply System Malfunctions Over- Voltage Light Illuminates. . . . . Ammeter Shows Discharge ...... . Engine Failure Forced Landings AMPLIFIED PROCEDURES Page 3-3 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-6 3-7 3-7 3-7 3-8 3-8 3-8 3-8 3-8 3-1 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . . . . . . . Airspeeds For Emergency Operation . . . • . . . OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run. . . . Engine Failure Immediately After Takeoff Engine Failure During Flight . . . . • . Forced Landings . . . . . . . . . . . . . . Emergency Landings Without Engine Power Precautionary Landing With Engine Power Ditching ...... . Fires .......... . During start On Ground . Engine Fire In Flight • . Electrical Fire In Flight Cabin Fire ..... . Wing Fire ...... . Icing . . . . . . . . . . . Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected). . . . . . . . . . . . . Landing With a Flat Main Tire. . . . . . . Electrical Power Supply System Malfunctions Over- Voltage Light Illuminates. . . . . Ammeter Shows Discharge ...... . Engine Failure Forced Landings AMPLIFIED PROCEDURES Page 3-3 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-6 3-7 3-7 3-7 3-8 3-8 3-8 3-8 3-8 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Landing Without Elevator Control . . . . . . . . . . . Fires ....................... . Emergency Operation In Clouds (Vacuum System Failure) . Executing A 180 0 Turn In Clouds. . Emergency Descent Through Clouds Recovery From a Spiral Dive Flight In Icing Conditions . . . . . . . Static Source Blocked. . . . . . . Spins ............... . Rough Engine Operation Or Loss Of Power Carburetor Icing . . Spark Plug Fouling . . . . . . . . . Magneto Malfunction . . . . . . . . Low Oil Pressure . . . . . . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge. Insufficient Rate Of Charge . . . . . . 3-2 CESSNA MODEL 182P Page 3-10 3-10 3-10 3-11 3-11 3-12 3-12 3-12 3-13 3-13 3-13 3-14 3-14 3-14 3-15 3-15 3-15 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Landing Without Elevator Control . . . . . . . . . . . Fires ....................... . Emergency Operation In Clouds (Vacuum System Failure). Executing A 180 0 Turn In Clouds .. Emergency Descent Through Clouds Recovery From a Spiral Dive Flight In Icing Conditions . . . . . . . Static Source Blocked. . . . . . . Spins ............... . Rough Engine Operation Or Loss Of Power Carburetor Icing .. Spark Plug Fouling . . . . . . . . . Magneto Malfunction . . . . . . . . Low Oil Pressure . . . . . . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge . Insufficient Rate Of Charge . . . . . . 3-2 CESSNA MODEL 182P Page 3-10 3-10 3-10 3-11 3-11 3-12 3-12 3-12 3-13 3-13 3-13 3-14 3-14 3-14 3-15 3-15 3-15 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by air plane or engine malfunctions are extremely rare if proper preflight inspections and main- tenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpect- ed weather is encountered. However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up. . Wing Flaps Down. Maneuvering Speed: 2950 Lbs 2450 Lbs . 1950 Lbs . Maximum Glide: 2950 Lbs . Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up. . Wing Flaps Down. . . . . OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN (1) Throttle -- IDLE. (2) Brakes -- APPLY. (3) Wing Flaps -- RETRACT. (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. 70 KIAS 65 KlAS 1l0KIAS 100 KlAS 89 KIAS 70 KIAS 65 KlAS 70 KIAS 65 KlAS 3-3 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES INTRODUCTION section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and main- tenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpect- ed weather is encountered. However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up. . Wing Flaps Down. Maneuvering Speed: 2950 Lbs . 2450 Lbs . 1950 Lbs . Maximum Glide: 2950 Lbs . Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up. . Wing Flaps Down. . . . . OPERATIONAL CHECKLI STS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN (1) Throttle -- IDLE. (2) Brakes -- APPLY. (3) Wing Flaps -- RETRACT. (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. 70 KIAS 65 KIAS 1l0KIAS 100 KIAS 89 KIAS 70 KIAS 65 KIAS 70 KIAS 65 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATElY AFTER TAKEOFF (1) Airspeed -- 70 KIAS (flaps UP). 65 KIA S (flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUIRED (40° recommended). (6) Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT (1) Airspeed -- 70 KIAS. (2) Carburetor Heat -- ON. (3) Fuel Selector Valve -- BOTH. (4) Mixture -- RICH. CESSNA MODEL 182P (5) Ignition Switch -- BOTH (or START if propeller is stopped). (6) Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER (1) Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUIRED (40° recommended). (6) Master Switch -- OFF. (7) Doors -- UNLA TCH PRIOR TO TOUCHDOWN. (8) Touchdown -- SLIGHTLY TAIL LON. (9) Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 3-4 (1) Wing Flaps -- 20°. (2) Airspeed -- 65 KIAS. (3) Selected Field -- FLY OVER, noting terrain and obstructions, tJMln retract flaps upon reaching a safe altitude and airspeed. (,. Radio and Electrical Switches -- OFF. (5) Wing Flaps -- 40° (on final approach). (6) Airspeed -- 65 KIAS. (7) Master Switch -- OFF. SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATElY AFTER TAKEOFF (1) Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUIRED (400 recommended). (6) Master Switch -- OFF. ENGINE FAILURE DURING fliGHT (1) Airspeed -- 70 KIAS. (2) Carburetor Heat -- ON. (3) Fuel Selector Valve -- BOTH. (4) Mixture -- RICH. CESSNA MODEL 182P (5) Ignition Switch -- BOTH (or START if propeller is stopped). (6) Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER (1) Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUIRED (40 0 recommended). (6) Master Switch -- OFF. (7) Doors -- UNLA TCH PRIOR TO TOUCHDOWN. (8) Touchdown -- SLIGHTLY TAIL LON. (9) Brakes -- APPLY HEA VILY. PRECAUTIONARY LANDING WITH ENGINE POWER 3-4 (1) Wing Flaps -- 20°. (2) Airspeed -- 65 KIAS. (3) Selected Field -- FLY OVER, noting terrain and obstructions, tllen retract flaps upon reaching a safe altitude and airspeed. ~ Radio and Electrical Switches -- OFF. (5} Wing Flaps -- 40 0 (on final approach). (6) Airspeed -- 65 KIAS. ('7) Master Switch -- OFF. CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown -- SLIGHTLY TAIL LOW. (10) Ignition Switch -- OFF. (11) Brakes -- APPLY HEAVILY. DITCHING (1) RadiO -- TRANSMIT MA YDA Y on 121. 5 MHz, giving location and intentions. (2) Heavy Objects (in baggage area) -- SECURE OR JETTISON. (3) Flaps -- 20° - 40°. (4) Power -- ESTABUSH 300 FT/MlN DESCENT at 60 KIAS. (5) Approach -- High Winds, Heavy Seas -- INTO THE WINDS. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NarE If no power is available, approach at 70 KIAS with flaps up or at 65 KlAS with 10° flaps. (6) Cabin Doors -- UNLATCH. (7) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. (8) Face -- CUSHION at touchdown with folded coat or seat cushion. (9) Airplane -- EVACUATE through cabin doors. If necessary, open vent window to flood cabin to equalize pressure so doors can be opened. (10) Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND (1) Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: (2) Power -- 1700 RPM for a few minutes. (3) Engine -- SHUTDOWN and inspect for damage. If engine fails to start: (4) Throttle -- FULL OPEN. (5) Mixture -- IDLE CUT-OFF. 3-5 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown -- SLIGHTLY TAIL LOW. (10) Ignition Switch -- OFF. (11) Brakes -- APPLY HEA VILY. DITCHING (1) Radio -- TRANSMIT MA YDA Y on 121. 5 MHz, giving location and intentions. (2) Heavy Objects (in baggage area) -- SECURE OR JETTISON. (3) Flaps -- 20° - 40°. (4) Power -- ESTABUSH 300 FT/MIN DESCENT at 60 KIAS. (5) Approach -- High Winds, Heavy Seas -- INTO THE WINDS. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOfE If no power is available, approach at 70 KlAS with flaps up or at 65 KIAS with 10° flaps. (6) Cabin Doors - - UNLA TCH. (7) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. (8) Face -- CUSHION at touchdown with folded coat or seat cushion. (9) Airplane -- EVACUATE through cabin doors. If necessary, open vent window to flood cabin to equalize pressure so doors can be opened. (10) Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND (1) Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. IT engine starts: (2) Power -- 1700 RPM for a few minutes. (3) Engine -- SHUTDOWN and inspect for damage. If engine fails to start: (4) Throttle -- FULL OPEN. (5) Mixture -- IDLE CUT-OFF. 3-5 SECTION 3 CESSNA MODEL 182P EMERGENCY PROCEDURES (6) Cranking -- CONTINUE for two or three minutes. (7) Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). (8) Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. (9) Fire -- EXTINGUISH using fire extinguisher, seat cushion, wool blanket, or dirt. If practical try to remove carburetor air filter if it is ablaze. (10) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before condUcting another flight. ENGINE FIRE IN FLIGHT (1) Mixture -- IDLE CUT-OFF. (2) Fuel Selector Valve -- OFF. (3) Master Switch -- OFF. (4) Cabin Heat and Air -- OFF (except overhead vents). (5) Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). (6) Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ElECTRICAL FIRE IN FLIGHT (1) Master Switch -- OFF. (2) All Other Switches (except ignition switch) -- OFF. (3) Vents/Cabin Air/Heat -- CLOSED. (4) Fire Extinguisher -- ACTIVATE (if available). If fire appears out and electrical power is necessary for continuance of flight: (5) Master Switch -- ON. (6) Circuit Breakers -- CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 3-6 (1) Master Switch -- OFF. (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher -- ACTIVATE (if available). SECTION 3 CESSNA MODEL 182P EMERGENCY PROCEDURES (6) Cranking -- CONTINUE for two or three minutes. (7) Fire Extinguisher -- OBTAIN (have ground attendants obtain if not inst alled). (8) Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. (9) Fire -- EXTINGUISH using fire extinguisher, seat cushion, wool blanket, or dirt. If practical try to remove carburetor air filter if it is ablaze. (10) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT (1) Mixture -- IDLE CUT-OFF. (2) Fuel Selector Valve -- OFF. (3) Master Switch -- OFF. (4) Cabin Heat and Air -- OFF (except overhead vents). (5) Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). (6) Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT (1) Master Switch -- OFF. (2) All Other Switches (except ignition switch) -- OFF. (3) Vents/Cabin Air/Heat -- CLOSED. (4) Fire Extinguisher -- ACTIVATE (if available). If fire appears out and electrical power is necessary for continuance of flight: (5) Master Switch -- ON. (6) Circuit Breakers -- CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 3-6 (1) Master Switch -- OFF. (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher -- ACTIVATE (if available). CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES IWARNING' After discharging an extinguisher within a closed cabin, ventilate the cabin. (4) Land the airplane as soon as possible to inspect for damage. WING FIRE (1) Navigation Light Switch -- OFF. (2) Strobe Light Switch (if installed).-- OFF. (3) Pitot Heat Switch (if installed) -- OFF. ICING NOTE Perform a Sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. INADVERTENT ICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull cabin heat control full out and rotate defroster control clock- wise to obtain maximum defroster airflow. (4) Increase engine speed to minimize ice build-up on propeller blades. (5) Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-Up, select a suitable "off airport" landing site. (7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Perform a landing approach using a forward slip, if necessary, for improved visibility. (10) Approach at 80 to 90 KIAS, depending upon the amount of ice accumulation. 3-7 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES IWARNINGa After discharging an extinguisher within a closed cabin, ventilate the cabin. (4) Land the airplane as soon as possible to inspect for damage. WING FIRE (1) Navigation Light Switch -- OFF. (2) Strobe Light Switch (if installed).-- OFF. (3) Pitot Heat Switch (if installed) -- OFF. ICING NGrE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. INADVERTENT ICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to iCing. (3) Pull cabin heat control full out and rotate defroster control clock- wise to obtain maximum defroster airflow. (4) Increase engine speed to minimize ice build-up on propeller blades. (5) Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-Up, select a suitable "off airport" landing site. (7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Perform a landing approach using a forward slip, if necessary, for improved visibility. (10) Approach at 80 to 90 KIAS, depending upon the amount of ice ac cumulati on. 3-7 SECTION 3 EMERGENCY PROCEDURES (11) Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) (1) Alternate Static Source Valve -- PULL ON. CESSNA MODEL 182P (2) Airspeed -- Consult appropriate table in Section 5 or climb and approach 3 knots faster than normal. (3) Altitude -- Cruise 50 feet higher and approach 30 feet higher than normal. LANDING WITH A FLAT TIRE (1) Approach -- NORMA L. (2) Wing Flaps -- FULL DOWN. (3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES (1) Master Switch -- OFF (both sides). (2) Master Switch - - ON. (3) Over-Voltage Light -- OFF. If over-voltage light illuminates again: (4) Flight -- TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE 3-8 (1) Alternator -- OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight -- TERMINATE as soon as practical. SECTION 3 EMERGENCY PROCEDURES (11) Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) (1) Alternate Static Source Valve -- PULL ON. CESSNA MODEL 182P (2) Airspeed -- Consult appropriate table in Section 5 or climb and approach 3 knots faster than normal. (3) Altitude -- Cruise 50 feet higher and approach 30 feet higher than normal. LANDING WITH A FLAT TIRE (1) Approach -- NORMA L. (2) Wing Flaps -- FULL DOWN. (3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES (1) Master Switch -- OFF (both sides). (2) Master Switch - - ON. (3) Over-Voltage Light -- OFF. If over-voltage light illuminates again: (4) Flight -- TERMINATE as soon as practical AMMETER SHOWS DISCHARGE 3-8 (1) Alternator -- OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight -- TERMINA TE as soon as practical. CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are sel- dom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in Fig- ure 3-1 should be established as quickly as possible. While gliding to- ward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempt- ed as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. I- u.. z «a: a: UJ I- UJ > 0 CD « I- I (!) UJ I 12,000 10,000 8000 6000 4000 * SPEED 70 KIAS 2000 * PROPelLER WINDMllllNG * flAPS UP * ZERO WIND o~~~i_j_t~f~l_t_~_··~__~____~___L-'__~____~L-__~__~~~__~ o 2 4 6 8 10 12 14 16 18 GROUND DISTANCE - NAUTICAL MILES Figure 3 -1. Maximum Glide 20 3-9 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are sel- dom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in Fig- ure 3-1 should be established as quickly as possible. While gliding to- ward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempt- ed as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 I- 10,000 u.. z « 8000 Cl: Cl: UJ I- UJ > 6000 0 <0 « 4000 I- :I: ~ UJ 2000 :I: 2 * SPEED 70 KIAS * PROPELLER WINDMILLlNG * FLAPS UP * ZERO WIND 4 6 8 10 12 14 16 18 GROUND DISTANCE NAUTICAL MILES Figure 3 -1. Maximum Glide 20 3-9 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL 182P If all attempts to restart the engine fail and a forced landing is immi- nent, select a suitable field and prepare for the landing as discussed in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power available, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz giving location and intentions. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KlAS by using throttle and elevator trim control. Then do not change the eleva- tor trim control setting; control the glide angle by adjusting power exclu- sively. At flareout the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent- ly, at flareout, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After com- pletion of this procedure, execute a forced landing. The initial indication of an electrical fire is usually the odor of burn- ing insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight in marginal 3-10 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL 182P If all attempts to restart the engine fail and a forced landing is immi- nent, select a suitable field and prepare for the landing as discussed in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power available, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz giving location and intentions. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the eleva- tor trim control setting; control the glide angle by adjusting power exclu- sively. - At flareout the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent- ly, at flareout, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After com- pletion of this procedure, execute a forced landing. The initial indication of an electrical fire is usually the odor of burn- ing insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERA1'ION IN CLOUDS (Vacuum System Failure) In the event of a vacuum svstem failure during flight in marginal 3-10 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely pro- ficient in instrument flying. EXECUTING A 180 0 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the 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 over controlling by keeping the hands off the control wheel and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 1800 turn, a descent through a cloud deck to VFR conditions may be appropriate. If poSSible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the com- pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: (1) Apply full rich mixture. (2) Apply full carburetor heat. (3) Reduce power to set up a 500 to 800 ft. Imin. rate of descent. (4) Adjust the elevator and rudder trim control wheels for a stabi- lized descent at 80 KIAS. (5) Keep hands off control wheeL 3-11 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely pro- ficient in instrument flying. EXECUTING A 180 0 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the 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 DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180" turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the com- pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: (1) Apply full rich mixture. (2) Apply full carburetor heat. (3) Reduce power to set up a 500 to 800 ft./min. rate of descent. (4) Adjust the elevator and rudder trim control wheels for a stabi- lized descent at 80 KIA S. (5) Keep hands off control wheel. 3-11 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182P (6) Monitor turn coordinator and make corrections by rudder alone. (7) Adjust rudder trim to relieve unbalanced rudder force, if present. (8) Check trend of compass card movement and make cautious cor- rections with rudder to stop turn. (9) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 80 KIAS. (4) Adjust the elevator trim control to maintain an 80 KIAS glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to dis- turb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to es- cape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, al- timeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these in- struments from the cabin. Cabin pressures will vary with open ventilators or windows and with airspeed. 3-12 NOTE In an emergency on airplanes not equipped with an alter- nate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182P (6) Monitor turn coordinator and make corrections by rudder alone. (7) Adjust rudder trim to relieve unbalanced rudder force, if present. (8) Check trend of compass card movement and make cautious cor- rections with rudder to stop turn. (9) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. (3) Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 80 KIAS. (4) Adjust the elevator trim control to maintain an 80 KIAS glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to dis- turb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to es- cape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, al- timeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these in- struments from the cabin. Cabin pressures will vary with open ventilators or windows and with airspeed. 3-12 NaI'E In an emergency on airplanes not equipped with an alter- nate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES With windows closed, maximum airspeed and altimeter variation from normal occurs with the vents closed and reaches 4 knots and 50 feet re- spectivelyat maximum cruise (instruments read high). During approach, typical variations are 3 knots and 25 feet respectively (reads high). Open- ing the vents tend to reduce these variations to zero. With windows open, variations up to 10 knots and 50 feet occur near stall (reads low) and up to 10 knots and 100 feet at maximum cruise (reads high). During approach, typical variations are 3 knots and 20 feet (reads low). With the alternate static source on, fly the airplane at airspeeds and altitudes which compensate for the noted variations from normal indica- tions. For more exact airspeed correction, refer to the alternate static source airspeed calibration table in Section 5, appropriate to the vent/ window(s} configuration. SPINS Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery procedure should be used: (1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NEUTRA L POSITION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. (5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inp.:tts may extend the recovery. (6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine rough- 3-13 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES With windows closed, maximum airspeed and altimeter variation from normal occurs with the vents closed and reaches 4 knots and 50 feet re- spectively at maximum cruise (instruments read high). During approach, typical variations are 3 knots and 25 feet respectively (reads high). Open- ing the vents tend to reduce these variations to zero. With windows open, variations up to 10 knots and 50 feet occur near stall (reads low) and up to 10 knots and 100 feet at maximum cruise (reads high). During approach, typical variations are 3 knots and 20 feet (reads low). With the alternate static source on, fly the airplane at airspeeds and altitudes which compensate for the noted variations from normal indica- tions. For more exact airspeed correction, refer to the alternate static source airspeed calibration table in Section 5, appropriate to the vent/ window(s) configuration. SPINS Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery procedure should be used: (1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NE UT RA L POSITION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. (5) HOLD THESE CONTROL INPUTS UNTIL ROTA TION STOPS. Premature relaxation of the control inIXlts may extend the recovery. (6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine rough- 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182P ness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the en- gine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carruretor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixture setting will produce smoother opera- tion. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BaTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. 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 pre- cautionary 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 temper- ature, there is good reason to suspect an engine failure is imminent. Re- duce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. 3-14 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182P ness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the en- gine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carruretor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixture setting will produce smoother opera- tion. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roug hness dictates the use of single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BarH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. 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 pre- cautionary 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 temper- ature, there is good reason to suspect an engine failure is imminent. Re- duce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. 3-14 CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and 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 following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to 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 overheat and evaporate the electrolyte at an excessive rate. Electronic components 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 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 illumi- nates 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 operation of the wing flaps and possible use of the landing lights during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, th.e 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 nonessential equipment should be turned off and the flight terminated as soon as practical. 3-15/(3-16 blank) CESSNA MODEL 182P SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and 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 following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to ac- cept above normal charging du