Pilot's Operating Handbook

6-3 thru 6-13 .......... 1 October 1978 6-14 Blank ............ 1 October 1978 6-15 thru 6-25 ......... 1 October 1978 6-26 Blank ............ 1 October 1978 7-1 thru 7-40 .......... 1 October 1978 8-1 ................... 1 October 1978 8-2 Blank ............. 1 October 1978 8-3 thru 8-14 .......... 1 October 1978 9-1 thru9-3 ........... 1 October 1978 9-4 Blank ............. 1 October 1978 NOTE Refer to Section 9 Table of Contents for supplements applicable to optional systems. iii TABLE OF CONTENTS CESSNA MODEL 182Q f . TABLE OF CONTENTS SECTION GENERAL ............................. 1 L1MITATIONS ......................... 2 EMERGENCY PROCEDURES ............ 3 NORMAL PROCEDURES ............... 4 PERFORMANCE ....................... 5 WEIGHT & BALANCE/ EQUIPMENT LIST ................. 6 AIRPLANE & SYSTEMS DESC RI PTI ONS ................... 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE ........ 8 SU PPLEMENTS (Optional Systems Description & Operating Procedures) .......... 9 iv 1 October 1978 CESSNA MODEL 182Q 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 And Symbols Meteorological Terminology ...... . Engine Power Terminology . . . . . . . . SECTION 1 GENERAL Page Airplane Performance And Flight Planning Terminology Weight And Balance Terminology . . . . . . . . . . . 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-4 1-5 1-5 1-5 1-5 1-5 1-5 1-6 1-7 1-7 1-7 1 October 1978 1-1 SECTION 1 GENERAL 1-------28 '-0,,-----------j NOTES: CESSNA MODEL 182Q 9'-3" MAX. 1. Oi mensions shown are based on standard empty weight and proper nose gear and tire inflation. Wing span shown with strobe lights installed. Maximum height shown with nose gear depressed, as far as possible and flashing beacon installed. 4. Wheel base length is 66 1/2". 5. Propeller ground clearance is 10 7/8". 6. Wing area is 174 square feet. 7. Minimum turning radius (*pivot point to outboard wing tip) is 27'-0". * * PIVOT POINT @ @ PIVOT POINT l-~ 36'-0" 'I ~~ ---- 1-----9'-0" ----0--1 Figure 1-1. Three View 1-2 1 October 1978 J CESSNA MODEL 182Q INTRODUCTION SECTION 1 GENERAL This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-U. 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 2400 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: C2A34C204/90DCB-8. Number of Blades: 2. Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.0 0 and a high pitch setting of 29.4 0 (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Total Capacity: 92 gallons. Total Capacity~a.c.1} ..Tank: 46 gallons. Total Usable: ;138 gallons ..~ '-----_._- " .. -... ~- 1 October 1978 1-3 SECTION 1 GENERAL CESSNA MODEL 182Q OIL NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. Oil 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-24 (and all revisions thereto), 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). MAXIMUM CERTIFICATED WEIGHTS Ramp: 2960 lbs. Takeoff: 2950 lbs. Landing: 2950 lbs. 1-4 1 October 1978 I CESSNA MODEL 182Q 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. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skylane: 1700 lbs. Skylane II: 17541bs. Maximum Useful Load, Skylane: 12601bs. Sky lane II: 1206 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 16.9 lbs./ sq. ft. Power Loading: 12.8 lbs./ hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. 1 October 1978 1-5 SECTION 1 GENERAL KTAS V NE ,&1,-,SO,- 'V CESSNA MODEL 182Q Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded 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 configu- ration 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 TERMINOLOGY OAT Standard Tempera- ture Pressure Altitude 1-6 Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fah- renheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). 1 October 1978 CESSNA MODEL 182Q SECTION 1 GENERAL 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 (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (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 specific engine power setting and/ or flight configura- tion. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment 1 October 1978 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. 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 1-7 SECTION 1 GENERAL Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight CESSNA MODEL 182Q by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-8 Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed 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 . - . Other Limitations Flap Limitations Placards ..... 1 October 1978 SECTION 2 LIMIT ATIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-1/ (2-2 blank) CESSNA MODEL 182Q SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A13 as Cessna Model No. 182Q. 1 October 1978 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 182Q Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS V NE Never Exceed Speed 172 179 Do not exceed th is speed in any operation. V NO Maximum Structural 139 143 Do not exceed this speed Cru isi ng Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2950 Pounds 109 111 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 137 140 Do not exceed these speeds 100 - 400 Flaps 95 95 with the given flap settings. MaXimum Window Open 172 179 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 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMIT ATIONS MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 45 - 95 Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. U~r limit is maximum speed permissible with flaps extended. Green Arc 48 - 143 Normal Operating Range. Lower limit ~. is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 143 - 179 Operations must be conducted with caution and only in smooth air. . Red Line 179 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: 0-470-U. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 230 BHP. Maximum Engine Speed: 2400 RPM. Maximum Cylinder Head Temperature: 460°F (238°C). Maximum Oil Temperature: 240°F (116°C). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: C2A34C204/90DCB-8 Propeller Diameter, Maximum: 82 inches. Minimum: 80.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 15.0°. High: 29.4°. 1 October 1978 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 182Q 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 RED LINE INSTRUMENT MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE LIMIT Tachometer - - - 2100 - - - - 2400 RPM 2400 RPM Manifold Pressure - - - 15-23 - - - - - - in. Hg Oil Temperature - - - 100° - 240°F - - - 240°F Cylinder Head - - - 200° - 460°F - - - 460°F Temperature Oil Pressure 10 psi 30-60 psi - - - 100 psi Carburetor Air - - - - - - -15° to 5°C - - - Temperature Suction - - - 4.5-5.4 - - - - - - in. Hg Fuel Quantity E - - - - - - - - - (2.0 Gal. Unusable Each Tank) Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Ramp Weight: 2960lbs. Maximum Takeoff Weight: 2950lbs. Maximum Landing Weight: 2950lbs. Maximum Weight in Baggage Compartment: Baggage Area" A" (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. 2-6 Baggage Area "B" and Hatshelf- Station 108 to 136: 80lbs. See note below. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMIT ATIONS 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. 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 required instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. 1 October 1978 2-7 SECTION 2 LIMITATIONS FUEL LIMITATIONS 2 Standard Tanks: 46 U.S. gallons each. Total Fuel: 92 U.S. gallons. Usable Fuel (all flight conditions): 88 U.S. gallons. Unusable Fuel: 4 U.S. gallons. NOTE CESSNA MODEL 182Q To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. Takeoff and land with the fuel selector valve handle in BOTH position. Operation on either left or right tank limited to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank in level flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS 2-8 Approved Takeoff Range: 0° to 20°. Approved Landing Range: 0° to 40°. 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITATIONS PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operat- ing limitations which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY -NIGHT- VFR-IFR 2. On control lock: CONTROL LOCK- REMOVE BEFORE STARTING ENGINE 3. On the fuel selector valve plate: 1 October 1978 OFF LEFT - 44 GAL. LEVEL FLIGHT ONLY BOTH - 88 GAL. ALL FLIGHT ATTITUDES BOTH ON FOR TAKEOFF AND LANDING RIGHT - 44 GAL. LEVEL FLIGHT ONLY 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 182Q 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 10° 10° to 20° to FULL (Partial flap range with blue 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: 2-10 FUEL 100LL/l00 MIN. GRADE AVIATION GASOLINE CAP. 46.0 U.S. GAL. CAP. 34.5 U.S. GAL. TO BOTTOM OF FILLER NECK 1 October 1978 CESSNA MODEL 182Q SECTION 2 LIMITA TIONS 7. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments. 8. On oil filler cap: OIL 12QTS 9. N ear airspeed indicator: 1 October 1978 MANEUVER SPEED 111 KIAS 2-11/ (2-12 blank) CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation OPERATION AL CHECKLIEITS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run ... Engine Failure Immediately After Takeoff Engine Failure During Flight . . . . . . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing Wit~ne 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 . . Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) ........ . Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) ..... Engine, Failure Forced Landings 1 October 1978 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 3-7 3-7 3-7 3-7 3-8 3-8 3-8 3-8 3-8 3-11 3-12 3-1 SECTION 3 CESSNA MODEL 182Q EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Page Landing Without Elevator Control ........... 3-12 Fires . . . . . . . . . . . .. ........... 3-12 Emergency Operation In Clouds (Vacuum System Failure) 3-13 Executing A 180 0 Turn In Clouds 3-13 Emergency Descent Through Clouds 3-13 Recovery From A Spiral Dive . . . 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked ...... 3-14 Spins . . . . . . . . . . . . . . . . 3-15 Rough Engine Operation Or Loss Of Power 3-15 Carburetor Icing . . 3-15 Spark Plug Fouling 3-16 Magneto Malfunction 3-16 Low Oil Pressure . . 3-16 Electrical Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge . . . . . . . 3-17 3-2 1 October 1978 CESSNA MODEL 182Q 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 maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with 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 .. _. 1~50 Lbs .... Maximum Glide . . Precautionary Landing With Engine Power Landing Without Engine Power: J 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. 6. Master Switch -- OFF. 1 October 1978 'ZQ_KIAS 65 KIAS 111 KIAS 100KIA'S 89 KIAS ~l.o KIAS £KE:JA~~ 70 KIAS 65 KIAS , ••~",-".- < - 3-3 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 (40 0 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 182Q 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 -- UNLATCH PRIOR TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed -- 65 KIAS. 2. Wing Flaps -- 20 0 • 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Wing Flaps -- 40 0 (on final approach). 6. Airspeed -- 65 KIAS. 7. Avionics Power and Master Switches -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 3-4 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Flaps -- 20° - 40°. 4. Power -- ESTABLISH 300 FT/MIN DESCENT at 60 KIAS. 5. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10° flaps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airpl_ane -- EVACUATE through cabin doors. If necessary, open window and 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. 6. Cranking -- CONTINUE. 1 October 1978 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182Q 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, wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTIVATE (if available). I WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. . 11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. 3-6 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). I WARNING 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. 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. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defroster control clock- wise to obtain maximum defroster airflow. 4. Increase engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat 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 1 October 1978 3-7 SECTION 3 CESSNA MODEL 182Q EMERGENCY PROCEDURES by wing flap extension could result in a loss of elevator effective- ness. 9. Open left window and if practical scrape ice from a portion of the ... windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip. if necessary. for improved visibility. 11. Approach at 80 to 90 KIAS depending upon the amount of ice accum ulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Alternate Static Source Valve (if inst~.lJ~~J_=-:PULL.0N-=- 2. AIrspeed n Consult appropri~te t~bl~U.JL$..~ct!{)Il5.--- .-.- 3. Altitude n Cruise 50 feet hii'her ~~<i.!Lppro_ach30 feElt ?ighe:r:_!l.1~n normal. .. LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Wing Flaps -- FULL DOWN. 3. Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Nonessential Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) 3-8 NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions. the 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Low-Voltage Light -- CHECK OFF. 5. Avionics Power Switch -- ON. If low-voltage light illuminates again: 6. Alternator -- OFF. 7. Nonessential Radio and Electrical Equipment -- OFF. 8. Flight -- TERMINATE as soon as practical. 1 October 1978 3-9/(3-10 blank) CESSNA MODEL 182Q 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 after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 I- 10,000 u. z « 8000 a: a: w I- w > 6000 0 ID « 4000 l- -' * SPEED 70 KIAS I a * PROPELLER WINDMILLlNG- o ~.:{:..:.;..{_f_t:"""')_}_":":::_···""'&-_--'-_--L..._*_F...LL_A_P_S--JUL..-P_*.......Z_ER_O.....&-W_I_NiL.D_--, w 2000 I o 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 1 October 1978 3-11 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL 182Q If all attempts to restart the engine fail and a forced landing is·. imminent. select a suitable field and prepare for the landing as discussed ., in the checklist for Emergency Landing Without Engine Power. Before attempting an "off airport" landing with engine power availa- ble. one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions. proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusive- ly. 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 completion of this procedure. execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. 3-12 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a.,....yacuum system failure during Wgbt, the directional indicator and attitude indicator will be disabled. and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative. and that the pilot is not completely proficient in ,instrument flying. - --- EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering the clouds. an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 1 October 1978 3-13 SECTION 3 EMERGENCY PROCEDURES 2. Apply full carburetor heat. CESSNA MODEL lS2Q 3. Reduce power to set up a 500 to SOO ft/min rate of descent. 4. Adjust the elevator and rudder trim control wheels for a stabilized descent at SO KIAS. 5. Keep hands off control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Adjust rudder trim to relieve unbalanced rudder force, if present. S. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 9. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle .• 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to SO KIAS. 4. Adjust the elevator trim control to maintain an SO 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 disturb the trimmed glide. S. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. Cabin pressures will vary with open ventila- tors or windows and with airspeed. To avoid the possibility of large errors, the windows should not be open when using the alternate static source. 3-14 1 October 1975 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. A calibration table is provided in Section 5 to illustrate the effect of the alternate static source on indicated airspeeds. With the windows and vents closed the airspeed indicator may typically read as much as 3 knots faster and the altimeter 45 feet higher in cruise. With the vents open, this variation reduces to zero. If the alternate static source must be used for landing, the normal indicated approach speed may be used since the indicated airspeed variations in this configuration are 2 knots or less. SPINS Intentional spins are prohibited in this airplane. Should an inadvert- ent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine ,1 October 1978 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182Q roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either Lor 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 precau- tionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. 3-16 1 October 1978 CESSNA MODEL 182Q SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis- charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, a discharge 1 October 1978 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 182Q rate will be shown on the ammeter followed by illumination of the low- voltage warning light. Since this may be a "nuisance" trip-out, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the low-voltage light will go off. The avionics power switch may then be turned back on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing lights and flaps during landing. 3-18 1 October 1978 CESSNA MODEL 182Q SECTION 4 ; NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . Speeds For Normal Operation Preflight Inspection Cabin ..... Empennage CHECKLIST PROCEDURES Right Wing, Trailing Edge Right Wing Nose ........ . Left Wing ...... . Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff . . . Takeoff ..... . Normal Takeoff Short Field Takeoff Enroute Climb . . . . Normal Climb Maximum Performance Climb Cruise ... . Descent ... . Before Landing Landing .... Normal Landing Short Field Landing Balked Landing After Landing . . Securing Airplane Starting Engine 1 October 1978 AMPLIFIED PROCEDURES Page 4-3 . 4-3 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-7 4-7 4-8 4-8 4-8 4-8 4-8 4-9 . 4-9 4-9 4-9 4-9 4-9 4-10 4-10 4-10 4-10 4-11 4-1 SECTION 4 CESSNA MODEL 182Q NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Page Taxiing . . . . . 4-11 Before Takeoff . . 4-13 Warm-Up 4-13 Magneto Check 4-13 Alternator Check 4-13 Takeoff . . . . . . 4-13 Power Check . . 4-13 Wing Flap Settings 4-14 Crosswind Takeoff 4-14 Enroute Climb . . . . 4-14 Cruise ....... 4-15 Leaning With A Cessna Economy Mixture Indicator (EGT) 4-16 Stalls . . . . . . . 4-17 Landing . . . . . . . . 4-17 Normal Landing . . 4-17 Short Field Landing 4-18 Crosswind Landing . 4-18 Balked Landing 4-18 Cold Weather Operation 4-18 Starting . . . . . 4-18 Operation . . . . 4-20 Hot Weather Operation 4-21 Noise Abatement 4-21 4-2 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2950 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff: Normal Climb Out ............ . Short Field Takeoff, Flaps2Po, Speed at 50 Feet Enroute Climb, Flaps Up: Normal .......... . Best Rate of Climb, Sea Level . Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 40° Short Field Approach, Flaps 40° Balked Landing: Maximum Power, Flaps 20° . . ....i /- .7. y'r • • {,o~. Maximum Recommended Turbulent Air Penetration Speed: 2950 Lbs ............... . 2450 Lbs ............... . 70-80 KIAS ~KIAS ......, ..85-95 KIAS «'1 ~1' 'Z.§...KIAS f 72-KIAS . 54 KIAS . 62KIAS 7Jb8n KIAS 60-70 KIAS ~..§li.KIAS ~KIAS 111 KIAS 1l!Q KIAS 89 KIAS ~ ~ax~:~~b~e~~n~tr.at~d. C~o~s~ind Veio~it~: . . Takeoff ............... . Landing ............... . ~KNOTS " 15 KNOTS - I ,i 1 October 1978 4-3 SECTION 4 CESSNA MODEL 182Q NORMAL PROCEDURES 4-4 NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (DCABIN 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 2. Control Wheel Lock -- REMOVE. 3. Ignition Switch -- OFF. 4. Avionics Power Switch -- OFF. 5. Master Switch -- ON. I WARNING When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. 6. Fuel Quantity Indicators -- CHECK QUANTITY. 7. Master Switch -- OFF. 8. Static Pressure Alternate Source Valve (if installed) -- OFF. 9. Fuel Selector Valve -- BOTH. 10. Baggage Door -- CHECK for security, lock with key if child's seat is to be occupied. ®EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. @) RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @) RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Main Wheel Tire -- CHECK for proper inflation. 1 October 1978 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182Q 4. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. 5. Fuel Quantity -- CHECK VISUALLY for desired level. 6. Fuel Filler Cap -- SECURE and vent unobstructed. ®NOSE 1. Static Source Openings (both sides of fuselage) --CHECK for stoppage. 2. Propeller and Spinner -- CHECK for nicks, security and oil leaks. 3. Landing Lights -- CHECK for condition and cleanliness. 4. Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. 5. Nose Wheel Strut and Tire -- CHECK for proper inflation. 6. Nose Tie-Down -- DISCONNECT. 7. Engine Oil Level -- CHECK. Do not operate with less than nine quarts. Fill to twelve quarts for extended flight. 8. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug will be necessary. @)LEFTWING 1. Main Wheel Tire -- CHECK for proper inflation. 2. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE and vent unobstructed. o LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned ON (horn should sound when vane is pushed upward). 4. Wing Tie-Down -- DISCONNECT. @LEFT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 4-6 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Seats, Belts, Shoulder Harnesses - - ADJUST and LOCK. 3. Fuel Selector Valve -- BOTH. 4. Avionics Power Switch, Autopilot, (if installed) Electrical Equip- ment -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 5. Brakes -- TEST and SET. 6. Cowl Flaps -- OPEN (move lever out of locking hole to reposition). 7. Circuit Breakers -- CHECK IN. STARTING ENGINE 1. Mixture -- RICH. 2. Propeller -- HIGH RPM. 3. Carburetor Heat -- COLD. 4. Throttle -- OPEN 1/2 INCH. 5. Prime -- AS REQUIRED. 6. Master Switch -- ON. 7. Propeller Area -- CLEAR. 8. Ignition Switch -- START (release when engine starts). NOTE If engine has been overprimed, start with throttle 1/4 to 1/2 open. Reduce throttle to idle when engine fires. 9. Oil Pressure -- CHECK. BEFORE TAKEOFF 1. Cabin Doors and Windows -- CLOSED and LOCKED. 2. Parking Brake -- SET. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Mixture -- RICH. 7. Elevator and Rudder Trim -- TAKEOFF. 8. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on 1 October 1978 4-7 SECTION 4 CESSNA MODEL 182Q NORMAL PROCEDURES either magneto or 50 RPM differential between magnetos). b. Propeller -- CYCLE from high to low RPM; return to high RPM (full in). c. Carburetor Heat -- CHECK (for RPM drop). d. Engine Instruments and Ammeter -- CHECK. e.Suction Gage -- CHECK. 9. Avionics Power Switch -- ON. 10. Radios -- SET. 11. Autopilot (if installed) -- OFF. 12. Flashing Beacon, Navigation Lights and! or Strobe Lights -- ON as required. 13. Throttle Friction Lock -- ADJUST. 14. Parking Brake -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0° - 20°. 2. Carburetor Heat -- COLD. 3. Power -- FULL THROTTLE and 2400 RPM. 4. Elevator Control -- LIFT NOSE WHEEL at 50 KIAS. 5. Climb Speed -- 70 KIAS (flaps 20°). 80 KIAS (flaps UP). SHORT FIELD TAKEOFF 1. Wing Flaps -- 20°. 2. Carburetor Heat -- COLD. 3. Brakes -- APPLY. 4. Power -- FULL THROTTLE and 2400 RPM. 5. Brakes -- RELEASE. 6. Elevator Control -- MAINTAIN SLIGHTLY TAIL LOW ATTI- TUDE. 7. Climb Speed -- 57 KIAS (until all obstacles are cleared). 8. Wing Flaps -- RETRACT slowly after reaching 70 KIAS. ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 85-95 KIAS. 2. Power -- 23 INCHES Hg and 2400 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH (mixture may be leaned above 5000 feet). 5. Cowl Flaps -- OPEN as required. 4-8 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 78 KIAS at sea level to 72 KIAS at 10,000 feet. 2. Power -- FULL THROTTLE and 2400 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH (mixture may be leaned above 5000 feet). 5. Cowl Flaps -- FULL OPEN. CRUISE 1. Power -- 15-23 INCHES Hg, 2100-2400 RPM (no more than 75% power). 2. Elevator and Rudder Trim -- ADJUST. 3. Mixture -- LEAN. 4. Cowl Flaps -- CLOSED. DESCENT-- 1. Power -- AS DESIRED. 2. Carburetor Heat -- AS REQUIRED to prevent carburetor icing. 3. Mixture -- ENRICHEN as required. 4. Cowl Flaps -- CLOSED. 5. Wing Flaps -- AS DESIRED (0° -10° below 140 KIAS, 10° - 40° below 95 KIAS). BEFORE LANDING .-J. Seats, Belts, Harnesses -- ADJUST and LOCK. _2. Fuel Selector Valve -- BOTH. -..3. Mixture -- RICH. _4. Carburetor Heat -- ON (apply full heat before closing throttle) . .-5. Propeller -- HIGH RPM . ...6. Autopilot (if installed) -- OFF. LANDING NORMAL LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS, 10° - 40° below 95 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Trim -- ADJUST. 1 October 1978 4-9 SECTION 4 NORMAL PROCEDURES 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll -- LOWER NOSE WHEEL GENTLY. 7. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 70-80 KIAS (flaps UP). 2. Wing Flaps -- 40° (below 95 KIAS). 3. Airspeed -- MAINTAIN 60 KIAS. 4. Trim -- ADJUST. 5. Power -- REDUCE to idle as obstacle is cleared. 6. Touchdown -- MAIN WHEELS FIRST. 7. Brakes -- APPLY HEAVILY. CESSNA MODEL 182Q 8. Wing Flaps -- RETRACT for maximum brake effectiveness. BALKED LANDING 1. Power -- FULL THROTTLE and 2400 RPM. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT to 20°. 4. Climb Speed -- 55 KIAS. 5. Wing Flaps -- RETRACT slowly after reaching 70 KIAS. 6. Cowl Flaps -- OPEN. AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. 3. Cowl Flaps -- OPEN. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Avionics Power Switch, Electrical Equipment -- OFF. 3. Throttle -- IDLE. 4. Mixture -- IDLE CUT-OFF (pulled full out). 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 7. Control Lock -- INSTALL. 8. Fuel Selector Valve -- RIGHT. 4-10 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather with the throttle open approximately 1/2 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all. Additional priming will be necessary for the next starting attempt. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA- TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4- 2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. 1 October 1978 4-11 SECTION 4 NORMAL PROCEDURES CODE WIND DIRECTION t NOTE CESSNA MODEL 182Q Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 4-12 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP Since the engine is closely cow led for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differen- tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks.at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and alternator control unit operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM). The ammeter will remain within a needle width of the initial reading if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK It is important to check takeoff power early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. Full power runups over loose gravel are especially harmful to pro- 1 October 1978 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182Q peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small ' dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care. After full power is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0° to 20°. Using 20° wing flaps reduces the ground run and total distance over an obstacle by approximately 20 per cent. Flap deflections greater than 20° are not approved for takeoff. If 20° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 70 KIAS is reached. To clear an obstacle with wing flaps 20°, an obstacle clearance speed of 57 KIAS should be used. Soft field takeoffs are performed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed. With wing flaps retracted and no obstructions ahead, a climb-out speed of 80 KIAS would be most efficient. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed at 85-95 KIAS with flaps up, 23 In. Hg. or full throttle (whichever is less) and 2400 RPM for the best combination of 4-14 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES engine cooling, rate of climb and forward visibility. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed iA 78 ~A~at sea W'f1.I, decreasing to 72 KIAS at 10,000 feet. -(A e{£ L. / f-Il,'\. lJ JfJ ~ rc...... oI:i.l:n ~bstruction ahead requires a steep climb angle, a_ best angle-of- @mb speed should be used with flaps ulLand m.aximum power. TIiis speed is 54 KIAS at sea level, increasing to 62 KIAS at 10,000 feet. The mixture should be full rich during climb at altitudes up to 5000 feet. Above 5000 feet, the mixture may be leaned for smooth engine operation and increased power. CRUISE Normal crulsmg is performed between 55% and 75% power. The corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 75% power as much as practical until a total of 50 hours has accumulated or oil consump- tion has stabilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable alti- tudes and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). 1 October 1978 4-15 SECTION 4 NORMAL PROCEDURES 75% POWER ALTITUDE KTAS NMPG 4000 Feet 139 10.8 6000 Feet 141 11.0 8000 Feet 144 11.2 10,000 Feet - - - - - - Standard Conditions 65% POWER KTAS NMPG 131 11.8 133 12.0 135 12.2 138 12.4 CESSNA MODEL 182Q 55% POWER KTAS NMPG 121 12.8 123 13.0 125 13.2 127 13.4 Zero Wind Figure 4-3. Cruise Performance Table Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting which may be established as follows: 1. Lean the mixture until the engine becomes rough. 2. Enrichen the mixture to obtain smooth engine operation; then further enrichen an equal amount. For best fuel economy at 65% power or less, the engine may be operated at the leanest mixture that results in smooth engine operation. This will result in approximately 5% greater range than shown in this handbook accompanied by approximately a 3 knot decrease in speed. Any change in altitude, power or carburetor heat will require a change in the recommended lean mixture setting and a recheck of the EGT setting (if installed). Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon regaining the original manifold pressure indication (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna 4-16 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES MIXTURE EXHAUST GAS DESCRIPTION TEMPERATURE RECOMMENDED LEAN (Pilot1s Operating Handbook 5QoF Rich of Peak EGT and Power Computer) BEST ECONOMY Peak EGT (65% Power or Less) Figure 4-4. EGT Table Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust ~he mixture, using this indicator, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on data in figure 4-4. Continuous operation at peak EGT is authorized only at 65% power or less. This best economy mixture setting results in approximately 5% greater range than shown in this handbook accompanied by approxi- mately a 3 knot decrease in speed. NOTE Operation on the lean side of peak EGT is not approved. When leaning the mixture under some conditions, engine roughness may occur before peak EGT is reached. In this case, use the EGT corres- ponding to the onset of roughness as the reference point instead of peak EGT. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall 3peeds at maximum weight for both forward and aft C.G. are presented in Section 5. _- LANDING NORMAL LANDING Landings should be made on the main wheels first to reduce the 1 October 1978 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 182Q landing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially impor- tant in rough field landings. SHORT FIELD LANDING For a short field landing, make a power-off approach at 60 KIAS with 40° flaps and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. CROSSWIND LANDING ) When landing in a strong crosswind, use the minimum flap setting , required for the field length. Although, the crab. or combination method of / drift correction may be used, the wing-low method gives the best control. '~ After touchdown, hold a straigh! course with the steerable nose wheel an~ occasional braking if necessary. . --. i-7 l BALKED LANDING '- In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are recommended whenever 4-18 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES possible to obtain positive starting and to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 9, Supplements, for Ground Service Plug Receptacle operating details. Cold weather starting procedures are as follows: With Preheat: 1. With ignition switch turned OFF, mixture full rich and throttle open 1/2 inch, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of the primer for best atomization of fuel. After priming, push primer all the way in and turn to the locked position to avoid the possibility of the engine drawing fuel through the primer. 2. Propeller -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Ignition Switch -- START (release to BOTH when engine starts). 6. Pull carburetor heat on after engine has started, and leave on until the engine is running smoothly. Without Preheat: 1. 2. 3. 4. 5. 6. 7. 8. 9. Prime the engine six to eight strokes while the propeller is being turned by hand with mixture full rich and throttle open 1/2 inch. Leave the primer charged and ready for stroke. Propeller -- CLEAR. Avionics Power Switch -- OFF. Master Switch -- ON. Ignition Switch -- START. Pump throttle rapidly to full open twice. Return to 1/2 inch open position. Release ignition switch to BOTH when engine starts. Continue to prime engine until it is running smoothly, or alter- nately, pump the throttle rapidly over first 1/4 of total travel. Oil Pressure -- CHECK. 10. Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 11. Primer -- LOCK. 1 October 1978 4-19 SECTION 4 CESSNA MODEL 182Q NORMAL PROCEDURES NOTE If the engine does not start during the first few attempts. or if engine firing diminishes in strength. it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. CAUTION Pumping the throttle may cause raw fuel to accumulate in the intake air duct. creating a fire hazard in the event of a backfire. If this occurs. maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. OPERATION During cold weather operations. no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM). accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady. the airplane is ready for takeoff. Rough engine operation in cold weather can be caused by a combina- tion of an inherently leaner mixture due to the dense air and poor vaporization and distribution of the fuel-air mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto in ground checks where only one spark plug fires in each cylinder. For optimum operation of the engine in cold weather. the appropriate use of carburetor heat is recommended. The following procedures are indicated as a guideline: 4-20 1. Use carburetor heat during engine warm-up and ground check. Full carburetor heat may be required for temperatures below -12°C whereas partial heat could be used in temperatures between -12°C and 4°C. 2. Use the minimum carburetor heat required for smooth operation in take-off. climb. and cruise. NOTE Care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temperature to 0° to 21°C range where icing is critical under certain atmospheric conditions. 1 October 1978 CESSNA MODEL 182Q SECTION 4 NORMAL PROCEDURES 3. If the airplane is equipped with a carburetor air temperature gage. it can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by application of carburetor heat. HOT WEATHER OPERATION The general warm temperature starting information in this section is appropriate. Avoid prolonged engine operation on the ground NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We. as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model 182Q at 2950 pounds maxi- mum weight is 69.1 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. 1 October 1978 4-211 (4-22 blank) • CESSNA MODEL 182Q SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem . Takeoff Cruise .... Fuel Required Landing ... Demonstrated Operating Temperature Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Sta.tic Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds ............ . Figure 5-4, Takeoff Distance - 2950 Lbs ..... . Takeoff Distance - 2700 Lbs and 2400 Lbs Figure 5-5, Rate Of Climb - Maximum . . . . . Figure 5-6, Time, Fuel, And Distance To Climb - Maximum Rate of Climb . . . Time, Fuel, and Distance to Climb - Normal Climb . . . . . . Figure 5-7, Cruise Performance - 2000 Feet Cruise Performance - 4000 Feet Cruise Performance - 6000 Feet Cruise Performance - 8000 Feet Cruise Performance - 10,000 Feet Cruise Performance - 12,000 Feet Figure 5-8, Range Profile . . Figure 5-9, Endurance Profile Figure 5-10, Landing Distance Page 5-3 5-3 5-3 5-4 5-5 5-5 5-7 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 1 October 1978 5-1/(5-2 blank) CESSNA MODEL 182Q 'INTRODUCTION SECTION 5 PERFORMANCE Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% ormore in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. SuffiCiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 1 October 1978 2850 Pounds 88 Gallons 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length TAKEOFF CESSNA MODEL 182Q 830 Nautical Miles 7500 Feet 16°C (16°C above standard) 10 Knot Headwind 2000 Feet 25°C· 3000 Feet The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2950 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 930 Feet 1800 Feet These distances are well within the available takeoff field length. Howev- er, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots 9 Knots x 10% = 13% Decrease This results in the following distances, corrected for wind: 5-4 Ground roll, zero wind Decrease in ground roll (930 feet x 13%) Corrected ground roll Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (1800 feet x 13%) Corrected total distance to clear 50-foot obstacle 930 121 809 Feet 1800 1566 Feet 1 October 1978 CESSNA MODEL 182Q CRUISE SECTION 5 PERFORMANCE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind en route have been given for this sample problem. However, the power setting selection for cruise must be deter- mined based on several considerations. These include the cruise perfor- mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 65% power at 7500 feet yields a predicted range of 952 nautical miles with no wind. The endurance profile chart shows a corresponding 7.1 hours. Using this information, the estimated distance can be determined for the expected 10 knot headwind at 7500 feet as follows: Range, zero wind Decrease in range due to wind (7.1 hours x 10 knot headwind) Corrected range 952 71 88i Nautical Miles This indicates that the trip can be made without a fuel stop using approximately 65% power. The cruise performance chart for 8,000 feet pressure altitude is entered using 20°C above standard temperature. These values most nearly corres- pond to the planned altitude and expected temperature conditions. The power setting chosen is 2200 RPM and 21 inches of manifold pressure, which results in the following: Power True airspeed Cruise fuel flow 65% 137 Knots 11.0 GPH The power computer may be used to determine power and fuel consump- tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a normal climb from 2000 feet to 8000 feet requires 2.8 1 October 1978 5-5 SECTION 5 PERFORMANCE CESSNA MODEL 182Q gallons of fuel. The corresponding distance during the climb is 15 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each lOoC above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: 16°C lOoC x 10% = 16% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature Increase due to non-standard temperature (2.8 x 16%) Corrected fuel to climb 2.8 0.4 3.2 Gallons Using a similar procedure for the distance during climb results in 17 nautical miles. The resultant cruise distance is: 830 ~ Total distance Climb distance Cruise distance 813 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 137 :!Q. 127 Knots Therefore, the time required for the cruise portion of the trip is: !!!2 Nautical Miles - 64 H 127 Knots -. ours The fuel required for cruise is: 6.4 hours x 11.0 gallons/hour = 70.4 Gallons 5-6 1 October 1978 CESSNA MODEL 182Q The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required This will leave a fuel reserve of: 88.0 -~ 12.7 Gallons 1.7 3.2 70.4 SECTION 5 PERFORMANCE 75.3 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances corres- ponding to 2000 feet pressure altitude and a temperature of 30°C are as follows: Ground roll Total distance to clear a 50-foot obstacle 670 Feet 1480 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine COOling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. 1 October 1978 5-7 SECTION 5 PERFORMANCE FLAPS UP KIAS KCAS FLAPS 20° KIAS KCAS FLAPS 40° KIAS KCAS AIRSPEED CALIBRATION NORMAL STATIC SOURCE I "0- 50 60 70 80 90 100' .. 110),0120 60 64 71 80 89 99 1-;108 G117 40 50 60 70 80 90 52 57 64 72 81 90 40 50 60 70 80 90 51 56 63 72 81 91 95 - - - 95 95 - - - 95 - - - 130 127 140 136 CESSNA MODEL 182Q 150 145 160 155 Figure 5-1. Airspeed Calibration (Sheet 1 of 2) 5-8 1 October 1978 CESSNA MODEL 182Q FLAPS UP NORMAL KIAS ALTERNATE KIAS FLAPS 20° NORMAL KIAS ALTERNATE KIAS FLAPS 40° NORMAL KIAS ALTERNATE KIAS FLAPS UP NORMAL KIAS ALTERNATE KIAS FLAPS 20° NORMAL KIAS ALTERNATE KIAS FLAPS 40° NORMAL KIAS ALTERNATE KIAS AIRSPEED CALIBRATION ALTERN8TE.§lAJIC SOURCE. HEATERLVENTS ANQ WINDOWS CLOSED 60 70 80 90 100 110 120 130 59 70 80 91 102 112 122 133 50 60 70 80 90 95 - - - - - - 51 62 72 82 91 97 - - - - - - 40 50 60 70 80 90 95 - - - 43 51 60 71 81 90 95 - - - SECTION 5 PERFORMANCE 140 150 160 143 153 163 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - HEATER/VENTS OPEN AND WINDOWS CLOSED 60 70 80 90 100 110 120 130 140 150 160 60 70 80 90 100 110 120 130 140 150 160 50 60 70 80 90 95 - - - - - - - - - - - - - - - 50 60 70 79 89 93 - - - - - - - - - - - - - - - 40 50 60 70 80 90 95 - - - - - - - - - - - - 41 49 59 68 78 87 92 - - - - - - - - - - - - Figure 5-1. Airspeed Calibration (Sheet 2 of 2) 1 October 1978 5-9 SECTION 5 PERFORMANCE CESSNA MODEL 182Q TEMPERATURE CONVERSION CHART 60 t:: w :r: z w a: :r: « 40 u.. en w w a: (,!) w Cl 20 -40~~~~~~~~~~~~~UU~LU~LL~~ -40 -20 o 20 40 60 DEGREES - CELSIUS Figure 5-2. Temperature Conversion Chart 5-10 1 October 1978 CESSNA MODEL 182Q SECTION 5 PERFORMANCE STALL SPEEDS ~, ........... ' CONDITIONS: Power Off NOTES: 1. Maximum altitude loss during a stall recovery may be as much as 160 feet. 2. KIAS values are approximate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP 0° 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 41 56 44 60 49 67 58 79 2950 20° 38 51 , 41 55 45 61 54 72 ~.---- • --"\ 40° (.~~:.: .~ 50 41 54 45 59 54 71 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP 0° 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 48t 59 52 63 57 70 68 83 2950 20° 47 55 51 59 56 65 66 78 40° -4 5 54 48 58 54 64 64 76 Figure 5-3. Stall Speeds 1 October 1978 5-11 • C11 I ..... ~ ..... oQ 8'0' !D ~ ..... co ....:z 00 TAKEOFF DISTANCE CONDITIONS: MAXIMUM WEIGHT 2950 LBS Flaps 20° 24~0 .RPM, Full Throttle and Mixture Set Prior to ISHORT FIELDI Brake Release Cowl Flaps Open Paved, Level, Dry Runway Zero Wind NOTES: 1. Short field technique as specified in Section 4. 2. Prior to takeoff from fields above 5000 feet elevation, the mixture should be leaned to give maximum power in a full throttle, static runup. 3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots. ' 4. Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed. 5. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure. TAKEOFF OOC SPEED PRESS 10°C 20°C 30°C 4QoC WEIGHT KIAS ALT TOTAL TOTAL TOTAL TOTAL TOTAL LBS LIFT AT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR OFF 50 FT ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS 2950 49 57 S.L. 635 1220 680 1305 730 ~5 780 1490 835 1590 --~--- 1000 690 1335 745 1430 795 1530 850 1635 910 1745 2000 755 1465 810 1565 870 1680 930 1800 995 1925 3000 825 1605 890 1725 950 1850 "i02o 1985 1090 2130 4000 905 1770 970 1905 1045 2050 1120 2205 1195 2370 =;000 995 1965 1065 2115 1145 2280 1230-- 2460 1315 2655 - 6000 1090 2185 1175' 2360 1260 2555 1350 2765 1450 3005 7000 1200 2450 1290 2655 1390 2885 1490 3145 - - - - -- 8000 1325 2765 1425 3015 1530 3300 - - - - - - - - - - - - '--------- Figure 5-4. Takeoff Distance (Sheet 1 of 2) I '1:J00 tr:ltr:l ~O >:tjt-3 0 ..... ~O ~Z ~C11 Z o tr:l ~ o tjO tr:ltr:l l"oo .....00 ~Z D~ ..... oQ c+ o a' (\) I-j ..... co -..J 00 Ol I ..... c.:I WEIGHT LBS ""2JQQ. 2400 -- TAKEOFF SPEED KIAS LIFT AT OFF 50 FT 47 55 44 52 TAKEOFF DISTANCE 2700 LBS AND 2400 LBS ISHORT FIELDI REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES. OOC 10°C 20°C 30°C PRESS ALT TOTAL TOTAL TOTAL TOTAL FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS S.L. 520 1000 555 1065 595 1135 635 1210 1000 565 1085 605 1160 650 1235 6