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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. ii * "A" designates maximum height of airplane with all tires (5.00-5 nose and 6.00-6 main) and nose strut properly inflated. and nose gear depressed. *"B" designates maximum height of airplane with all tires (6.00-6 nose and 8.00-6 main) and nose strut properly inflated, and nose gear depressed. ** 36'-0" when optional strobe lights are Installed. iii TABLE OF CONTENTS ═════════════════════════════ Page ═ SECTION I - OPERATING CHECK LIST -------- 1-1, SECTION II - DESCRIPTION AND OPERATING DETAILS ------------- 2-1 SECTION Ill - EMERGENCY PROCEDURES --- 3-1 SECTION IV - OPERATING LIMITATIONS ------- 4,-1 SECTION V - CARE OF THE AIRPLANE -------- 5-1 OWNER FOLLOW-UP SYSTEM -------------------- 5-12 SECTION VI - OPERATIONAL DATA -------------- 6-1 SECTION VII - OPTIONAL SYSTEMS -------------- 7-1 1-1 One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplane's equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered in Section 11. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. An abbreviated check list covering the "Before Take-Off" and "Before Landing" phases of aircraft operation is provided on a plastic card and normally stowed in the map compartment. This abbreviated check list is a convenient reference of key items to be rechecked immediately prior to taxiing into position for take-off and before entering the final approach for landing. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or operations that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I, II and III are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section VI. 1-2 Note Visually check aircraft for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. If night flight is planned, check operation of all lights, and make sure a flashlight is available. 1) a. Remove control wheel lock. b. Check ignition switch off. c. Turn on master switch and check fuel quantity indicators; then turn off master switch. d. Check that fuel selector valve handle is on fuller tank. 2) a. Remove rudder gust lock, if installed. b. Disconnect tail tie-down. c. Check control surfaces for freedom of movement and security. Figure 1-3 d. Check cargo doors securely latched and locked (right side only). If cargo load will not permit access to the front cargo door inside handle, lock the door from the outside by means of the T handle stored in the map compartment. IMPORTANT The cargo doors must be fully closed and latched before operating the electric wing flaps. A switch in the upper door sill of the front cargo door interrupts the wing flap electrical circuit when the front door is opened or removed, thus preventing the flaps being lowered with possible damage to the cargo door or wing flaps when the cargo door is open. If operating with the cargo doors removed and the optional spoiler kit installed, check that the wing flap interrupt switch cover plate is installed so that the wing flaps can be lowered in flight. 3 a. Check aileron for freedom of movement and security. 4 a. Disconnect wing tie-down. b. Check fuel tank vent opening for stoppage. c. Check main wheel tire for proper inflation. d. Visually check fuel quantity; then check fuel filler cap secure. 5 a. Inspect flight instrument static source opening on side of fuselage for stoppage (both sides). b. Check propeller and spinner for nicks and security, and propeller for oil leaks. c. Check nose wheel strut and tire for proper inflation. d. Disconnect nose tie-down. e. Check oil level. Do not operate with less than nine quarts. Fill to twelve quarts for extended flight. f. Before first flight of day and after each refueling, pull out strainer drain knob for about four seconds, to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, there is a possibility that the wing tank sumps contain water. Thus, the wing tank sump drain plugs and fuel reservoir drain plugs should be removed to check for the presence of water. 6 a. Check main wheel tire for proper inflation. b. Visually check fuel quantity; then check fuel filler cap secure. 7 a. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. b. Disconnect wing tie-down. c. Check fuel tank vent opening for stoppage. 8 a. Check aileron for freedom of movement and security. 1.1 1-4 BEFORE STARTING THE ENGINE . (1) Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock. (2) Brakes -- Test and set. (3) Master Switch -- "ON. '' (4) Cowl Flaps -- "OPEN. " (Move lever out of locking hole to reposition. ) (5) Fuel Selector -- Fuller tank. (6) Radios and Electrical Equipment -- Off. STARTING ENGINE. (1) Mixture -- fill rich. (2) Propeller -- High RPM. (3) Throttle -- Closed. (4) Auxiliary Fuel Pump Switch -- On "LO. I' NOTE The auxiliary fuel pump will not operate until the ignition switch is turned to the "START" position. (5) Ignition Key -- "START." (6) Slowly advance throttle. (7) Release ignition key when engine starts. NOTE If engine fails to continue running, start again from step (3). (8) Reset throttle to desired idle speed. (9) Auxiliary Fuel Pump Switch -- Off. (10) Oil Pressure -- Check . BEFORE TAKE-OFF. (1) Parking Brake -- Set. (2) Cowl Flaps -- Check full "OPEN. (3) Flight Controls -- Check for free and correct movement. 1-5 (4) Elevator and Rudder Trim -- "TAKE-OFF" setting. (5) Throttle Setting -- 1700 RPM. (6) Magnetos -- Check (50 RPM maximum differential between magnetos) (7) Propeller -- Cycle from high to low RPM; return to high RPM (full in). (8) Engine Instruments -- Check. (9) Ammeter -- Check. (10) Suction Gage --Check in green arc (4.6 to 5.4 inches of mercury). (11) Flight Instruments and Radios -- Set. (12) Optional Autopilot or Wing Leveler -- Off. (13) Cabin Doors and Window -- Closed and locked. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0" to 20". (2) Power -- Full throttle and 2850 RPM. (3) Mixture -- Lean for field elevation per fuel flow indicator placard. (4) Elevator Control -- Lift nose wheel at 60 MPH. (5) Climb Speed -- 90 to 100 MPH until all obstacles are cleared, then set up climb speed as shown in "NORMAL CLIMB" check list. (6) Wing Flaps -- Retract (if extended) after obstacles are cleared. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 20'. (2) Brakes -- Apply. (3) Power -- Full throttle and 2850 RPM. (4) Mixture -- Lean for field elevation per fuel flow indicator placard. (5) Brakes -- Release. (6) Elevator Control -- Maintain slightly tail-low attitude. (7) Climb Speed -- 78 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB" check list. (8) Wing Flaps -- Retract (after obstacles are cleared and 90 MPH is reached). NOTE Do not reduce power until wing flaps have been retracted. 1-6 CLIMB. NORMAL CLIMB. (1) Airspeed -- 110 to 120 MPH. (2) Power -- 25 inches and 2550 RPM. (3) Mixture -- Lean to 18.0 gal/hr. fuel flow. (4) Cowl Flaps -- Open a s required. MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 100 MPH (sea level) to 93 MPH (10,000 feet). (2) Power -- Full throttle and 2700 RPM. (3) Mixture -- Lean for altitude per fuel flow indicator placard. (4) Cowl Flaps - - Full "OPEN. " CRUISING. (1) Power -- 15-25 inches of manifold pressure and 2200-2550 RPM. (2) Cowl Flaps -- Open as required. (3) Elevator and Rudder Trim -- Adjust. (4) Mixture -- Lean for cruise fuel flow as determined from your Cessna Power Computer or the OPERATIONAL DATA in Section VI. LET-DOWN. (1) Power -- As desired. (2) Mixture -- Lean for smoothness for power descents. Use full rich mixture for idle power. (3) Cowl Flaps -- "CLOSED. '' BEFORE LANDING. (1) Fuel Selector -- Fuller tank. (2) Mixture -- Rich. (3) Propeller -- High RPM. (4) Wing Flaps -- Down 0"-10" (below 160 MPH), 10"-40' (below 120 MPH). (5) Airspeed -- 85-95 MPH (flaps retracted), 75-85 MPH (flaps extended). (6) Elevator Trim -- Adjust for landing. 1-7 BALKED LANDING (GO-AROUND). (1) Power '- Full throttle and 2850 RPM. (2) Wing Flaps -- Retract to 20". (3) Cowl Flaps -- "OPEN. 'I (4) Upon reaching an airspeed of approximately 90 MPH, retract flaps slowly. NORMAL LANDING. (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Cowl Flaps -- "OPEN." (2) Wing Flaps -- Retract. SECURING AIRCRAFT. (1) Parking Brake -- Set. (2) Radios and Electrical Equipment -- Off. (3) Mixture -- Idle cut -off (pulled full out). (4) Ignition and Master Switch -- Off. (5) Control Lock -- Installed. 1-8 1. Marker Beacon Indicator Lights and Switches (Opt. ) 2. Elevator Trim Switch (Opt.) 3. Flight Instrument Grwp 4. Transponder (Opt. ) 5. Radios (Opt.) 6. Radio Selector Switches (Opt.) 7. Rear View Mirror (Opt.) 8. Manifold Pressure/Fuel Flow Indicator 9. Fuel Quantity Indicators and Ammeter 10. Over-Voltage Warning Light 11. Tachometer 12. Cylinder Head Temperature, Oil Temperature, and Oil Pressure Gages 13. Economy Mixture Indicator (OD~.) 14. Flight Hour Recorder (Opt.) 15. Optional Radio and Instrument Space 16. Map Compartment 17. Cabin Heat, Cabin Air, and Defrost Control Knobs 18. Auxiliary Cabin Air Control Knob 19. Stowable Rudder Pedal Control (Opt.) 20. Cigar Lighter 21. Wing Flap Switch and Indicator 22. Mixture Control Knob 23. Propeller control Knob 24. Cowl Flap Control Handle 25. Engine Primer (Opt.) 26. Microphone (Opt.) 27. Fuel Selector Valve Handle 28. Electric Elevator Trim Circuit Breaker Switch (Opt.) 29. Rudder Trim Control Wheel 30. Elevator Trim Control Wheel 31. Throttle 32. Autopilot Control Unit (Opt.) 33. Eledrical Switches 34. Alternate Static Source Valve (Opt. ) 35. Parking Brake Handle 36. Clrcuit Breakers 37. Radio and Instrument Panel Light Rheostat Control Knobs 38. Ignition/Stuter Switch 39. Auxiliary Fuel hvnp Switch 40. Phone and Auxiliary Mike Jack Locations 41. Master switch 2‐1 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is, supplied to the engine from two tanks, one in each wing. Usable fuel in each tank, for all flight conditions, is 31.5 gallons for standard tanks and 40 gallons for long range tanks. NOTE Unusable fuel is at a minimum due to the design of the fuel system. However, with 1/4 tank or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the airplane to remain in uncoordinated flight for periods in excess of one minute. Fuel from each tank flows through a fuel reservoir tank to the fuel selector valve. Depending upon the setting of the selector valve, fuel from the left or right tank flows through a by-pass in the electric auxiliary fuel pump (when it is not operating) and fuel strainer to the engine driven fuel pump. From here fuel is distributed to the engine cylinders via a fuel control unit and manifold. NOTE Fuel cannot be used from both fuel tanks simultaneously. Vapor and excess fuel from the engine-driven fuel pump and fuel control 2‐2 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Figure 2-2. 2‐3 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. unit are returned by way of the selector valve to the reservoir tank of the wing tank system being used. AUXILIARY FUEL PUMP SWITCH. The fuel pump switch is a split-rocker type; the right half positions are "HI, " "LO" and off and the left positions are "MAX HI" and off. The right half of the switch incorporates an intermediate "LO" position used for normal starting, and a '"HI" position (when the top of the switch is fully depressed) for vapor purging during hot engine starts. Maximum fuel flow is produced when the left half of the switch is held in the spring-loaded "MAX HI" position. In the "MAX HI" position, an interlock within the switch automatically trips the right half of the switch to its "HI" position. When the spring-loaded left half of the switch is released, the right half will remain in the "HI" position until manually returned to the off position. With the right half of the switch in the "LO" position, and the ignition starter switch turned to "START, " the auxiliary fuel pump will operate at a low flow rate (providing proper fuel mixture for starting) as the engine is being turned over with the starter. 2‐4 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. NOTE The auxiliary fuel pump will not operate in the "LO" position until the ignition switch is turned to "START." With the right half of the switch in the "HI" position, the pump operates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting, the pump is operating at a high capacity to supply sufficient fuel flow to maintain flight. When the throttle is moved toward the closed position (as during letdown, landing and taxiing), the fuel pump flow rate is automatically reduced, preventing an excessively rich mixture during these periods of reduced engine speed. When the engine-driven fuel pump is functioning and the auxiliary fuel pump is turned on "HI, " a fuel/air ratio considerably richer than best power is produced unless the mixture is leaned. If it is desired to completely exhaust a fuel tank quantity in flight, the auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper operation of the auxiliary fuel pump be verified prior to running a fuel tank dry by turning the auxiliary fuel pump on momentarily and checking for a slight rise in fuel flow indication. To ensure a prompt engine restart in flight after running a fuel tank dry, immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the right half of the auxiliary fuel pump switch in the "HI" position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the "HI" position at high altitude and full rich mixture can cause flooding of the engine as indicated by a short (1 to 2 seconds) period of power followed by a loss of power. This can later be detected by a fuel flow indication accompanied by a lack of power. If flooding does occur, turn off the auxiliary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds. If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, place the auxiliary fuel pump switch in the "HI" position and advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green arc for 1 to 2 seconds duration. Then retard the throttle, turn off the auxiliary fuel pump, and use the starter to turn the engine over until a start is obtained. 2‐5 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. If the auxiliary fuel pump switch is accidentally on "HI" (with master switch on) with the engine stopped, the intake manifolds will be flooded. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). An optional 28- volt direct current system is also available and is discussed in Section VII, Optional Systems. The 14-volt system utilizes a 12-volt battery which is located on the upper left-hand forward portion of the firewall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronics bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronics equipment. MASTER SWITCH. The master switch is a split-rocker type switch labeled "MASTER," and is "ON" in the up position and off in the down position. The right half of the switch, labeled "BAT," controls all electrical power to the airplane. The left half, labeled "ALT,” controls the alternator. Normally, both sides of the master switch should be used simultaneously; however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of the switch, when placed in the off position, removes the alternator from the electrical system. With this switch in the off position, the entire electrical load is placed on the battery, and all non-essential electrical equipment should be turned off for the remainder of the flight. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical 2‐6 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Figure 2-4 2‐7 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. system. When the engine is operating and the master switch is "ON, " the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The air craft is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled "HIGH VOLTAGE, " near the ammeter. In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is supplying all electrical power. The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical. The over-voltage warning light may be tested by momentarily turning off the "ALT" portion of the master switch and leaving the "BAT" portion turned on. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by "push-to- reset" circuit breakers mounted on the left side of the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit which has a fuse mounted near the ground service plug receptacle, and the clock and optional flight hour recorder circuits which have a fuse mounted near the battery. Also the cigar lighter is protected by a manually-reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The optional electric elevator trim system is protected by a switch type circuit breaker mounted on the control pedestal near the elevator trim wheel. When more than one radio is installed, the radio transmitter relay 2‐8 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled "NAV LIGHTS". If a malfunction in the navigation lights system causes the circuit breaker to open, de-activating the lights and transmitter relay, turn off the navigation light switch and reset the circuit breaker. This will re-activate the transmitter relay and permit its usage. Do not turn the switch on again until the malfunction is corrected. EXTERIOR LIGHTING. Standard exterior lighting consists of navigation lights on the wing tips and stinger, a flashing beacon on top of the vertical fin, and landing and taxi lights mounted in the nose cap. Optional lighting includes a strobe light on each wing tip and a courtesy light under each wing just outboard of the cabin. The courtesy lights are operated by a switch located on the aft side of the rear door post. To turn on the lights, push up on the switch labeled "UTILITY LIGHTS. " All exterior lights, except the courtesy lights, are controlled by rocker type switches on the left switch and control panel. The switches are "ON" in the up position and turned off in the down position. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. The two high intensity strobe lights will enhance anti-collision protection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during flight through clouds, fog or haze. INTERIOR LIGHTING. Instrument and control panel lighting is provided by electroluminescent Lighting, flood lighting, optional post lighting, and integral lighting. Two concentric rheostat control knobs, labeled "LWR PANEL, ENG-RADIO,” and a rheostat control knob labeled "INSTRUMENTS" control the intensity 2‐9 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. of instrument and control panel lighting. A rocker-type switch labeled "POST- FLOOD LIGHTS" is used to select either standard flood lighting or optional post lighting. These controls are located on the left switch and control panel. Switches and controls on the lower part of the instrument panel are lighted by electroluminescent panels which do not require light bulbs for illumination. This lighting is controlled by the inner intensity control knob labeled "LWR PANEL". Instrument panel flood lighting consists of four lights located in the glare shield above the instrument panel and two lights in the overhead console. To use flood lighting, place the "POST-FLOOD LIGHTS" selector switch in the "FLOOD LIGHTS" position and adjust light intensity with the "INSTRUMENTS" control knob. The instrument panel may be equipped with optional post lights which are mounted at the edge of each instrument or control and provide direct lighting. The lights are operated by placing the "POST-FLOOD LIGHTS" selector switch in the "POST" position and adjusting intensity with the "INSTRUMENTS" control knob. Switching to post lights will automatically turn off flood lighting. The magnetic compass, engine instrument cluster, radios and radio selector switches have integral lighting and operate independently of post or flood lighting. Compass light intensity is controlled by the "INSTRUMENTS" control knob. Integral lighting in the engine instrument cluster and radios is controlled by the "ENG-RADIO" control knob. For information concerning radio selector switch lighting, refer to Section VII. The control pedestal and optional overhead oxygen console are lighted separately by post lights. This lighting is controlled by the "ENG-RADIO" control knob. Map lighting may be provided by two different sources: standard overhead console map lights and an optional control wheel map light. The console map lights operate in conjunction with instrument panel flood lighting and consist of two additional openings just aft of the overhead console flood light openings. These openings have sliding covers controlled by small round knobs. To use the map lights, slide the covers open by moving the two knobs toward each other. Close the covers when the map lights are no longer required. The optional map light mounted on the bottom of the pilot's control wheel illuminates the lower portion of the cabin in front of the pilot slid is used when checking maps and other flight data during night 2‐10 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. operation. To operate the light, turn on the "NAV" light switch and adjust the map light intensity with the rheostat control knob on the back of the control wheel pad on the right side. The cabin interior is lighted by two dome lights, one above each center side window. The lights are operated by a two position switch, labeled "UTILITY LIGHTS, " on the aft side of the rear door post. This switch also operates the exterior courtesy lights simultaneously with dome Light operation. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN AIR" knobs. Additional outside air for summer ventilation is provided through the heat and vent system by operation of the push-pull "AUX CABIN AIR" knob. The rotary type "DEFROST' knob regulates the airflow for windshield defrosting. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post area at floor level. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and four in the rear cabin ceiling supply air to the rear seat passengers. SHOULDER HARNESSES. Shoulder harnesses are standard equipment for the pilot and front seat passenger, and optional equipment for the center and aft passengers. Each front seat harness is attached just aft of the forward side window and is stowed above the window. When stowed, the harness is held 2‐11 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. in place by two retaining clips, one above the door and one on the front of the forward window post. When stowing the harness, place it behind both retaining clips and secure the loose end behind the retaining clip above the door. The optional center and aft seat shoulder harnesses are attached above the windows. Each harness is stowed behind a retaining clip. To use the shoulder harnesses, fasten and adjust the seat belt first. Remove the harness from the stowed position, and lengthen as required by pulling on the end of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length by pulling down on the free end of the harness. A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect, but is tight enough to prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach all controls easily. Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness stud from the slot in the seat belt buckle. In an emergency, the shoulder harness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the release strap. STARTING ENGINE. Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in Section I should be followed closely as it is effective under nearly all operating conditions, including hot and cold weather conditions. Slight variations from this procedure may be necessary at times to compensate for extreme conditions. The right half of the fuel pump switch is normally placed in the "LO" position prior to starts with a cold engine in normal ambient air temperatures. Slowly advance the throttle while cranking the engine and release the ignition key after the engine starts. If the engine falters after running for a brief period of time (2 to 3 seconds), use the "HI" position of the right half of the switch momentarily to clear vapor from lines. When the engine is hot or outside air temperatures are high, the engine may die after running several seconds because the mixture became 2‐12 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. either too lean due to fuel vapor, or too rich due to excessive prime fuel. The following procedure will prevent over-priming and alleviate fuel vapor in the system: (1) Set the throttle 1/3 to 1/2 open. (2) When the ignition key is on "BOTH" and you are ready to engage the starter, place the right half of the fuel pump switch on "HI" until the indicated fuel flow comes up to 4 to 6 gal/hr; then turn off the switch. NOTE During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the auxiliary fuel pump to operate on "HI" for up to 1 minute or more before the vapor is cleared sufficiently to obtain4 to 6 gal/hr for starting. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the "MAX HI" position to obtain additional fuel pump capability. (3) Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions. Adjust throttle for 1200 to 1400 RPM. (4) If there is fuel vapor in the lines, it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease, hold the left half of the auxiliary fuel pump switch in the "MAX HI" position for approximately one second to clear out the vapor. Intermittent use of "MAX HI" boost is necessary since prolonged use of the "MAX HI" position after vapor is cleared will flood out the engine during a starting operation. (5) Let the engine run at 1200 to 1400 RPM until the vapor is eliminated and the engine idles normally. If prolonged cranking i s necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. TAXIING. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Refer to figure 2-5 for additional taxiing instructions. 2‐13 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Figure 2-5 2‐14 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. BEFORE TAKE-OFF. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. The magneto check should be made at 1700 RPM with the propeller in flat pitch as follows: Move the ignition switch first to "R” position and note RPM. Then move switch back to "BOTH position to clear the other set of plugs. Then move switch to "L" position, note RPM and return to "BOTH". The difference between the two magnetos operated singly should not be more than 50 RPM. If there is a doubt concerning the operation of the ignition system, RPM checks at a higher engine speed 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. Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM). The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly. TAKE- OFF. It is important to check full-throttle engine operation early in the takeoff run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. Full throttle runups over loose gravel are especially harmful to propeller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. For maximum engine power, the mixture should be adjusted during the initial take- off roll to the fuel flow corresponding to the field elevation. (Refer to Maximum Performance Take-Off and Climb Settings placard 2‐15 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. located adjacent to fuel flow indicator.) The power increase is significant above 3000 feet and this procedure always should be employed for field elevations greater than 5000 feet above sea level. Using 20' wing flaps reduces the ground run and total distance over the obstacle by approximately 10 per cent. Soft field take-offs are performed with 20' flaps by lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. If 20" wing flaps are used for take-off, they should be left down until all obstacles are cleared. To clear an obstacle with 20' flaps, a 78 MPH climb speed should be used. If no obstructions are ahead, a best flaps up rate-of-climb speed of 100 MPH would be most efficient. Flap deflections greater than 20° are not recommended at any time for take-off. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB. A cruising climb at 25 inches of manifold pressure, 2550 RPM and 110 to 120 MPH is recommended to save time and fuel for the overall trip. In addition, this type of climb provides better engine cooling, less engine wear, and more passenger comfort due to lower noise level. Cruising climbs should be conducted at approximately 18.0 GPH up to 5000 feet and at 1 GPH more than the normal lean fuel flow shown on the Cessna Power Computer at higher altitudes and lower power. 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 continuous power (full throttle and 2700 RPM). This speed is 100 MPH at sea level, decreasing approximately 1 MPH for each 1000 feet above sea level. The mixture should be leaned as shown by the Maximum Performance Take-Off and Climb Settings placard located adjacent to the fuel flow indicator. 2‐16 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. If an obstruction dictates the use of a steep climb angle, climb With flaps retracted and maximum continuous power at 85 MPH at sea level to MPH at 10,000 feet. CRUISE. Normal cruising is done between 65% and 75% of maximum continuous power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Computer or the OPERATIONAL DATA, Section VI. The Maximum Cruise Speed Performance table (figure 2-6) shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be maintained at much less power. For greater cruising range at a given throttle setting, select the lowest engine RPM in the green arc range that will give smooth engine operation. Cowl flaps should be adjusted to maintain the cylinder head temperature at approximately two thirds of the normal operating (green arc) range assure prolonged engine life. The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter become clogged or iced over, an alternate intake air valve opens automatically for the most efficient use of either normal or alternate air, depending on the amount of filter blockage. Due to the lower intake pressure MAXIMUM CRUISE SPEED PERFORMANCE % BHP GAL/HR ALTITUDE TRUE AIRSPEED RANGE (STD TANKS) 75 15.8 6500 163 650 70 14. 6 8000 160 690 65 13.6 10,000 158 730 Figure 2-6 2‐17 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. available through the alternate air valve or a partially blocked filter, full throttle manifold pressure can decrease approximately 1.5 in. Hg. STALLS. The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c. g. position are presented on page 6-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. SPINS. Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery technique should be used. (1) Retard throttle to idle position. (2) Apply full rudder opposite to the direction of rotation, being careful to keep ailerons in a neutral position. (3) After one-fourth turn, move the control wheel forward of neutral in a brisk motion. (4) As rotation stops, neutralize rudder, and make a smooth recovery from the resulting dive. LANDINGS. Landings should be made on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important in rough field landings. For short field landings, make a power approach at 75 MPH with full flaps. After all approach obstacles are cleared, progressively reduce power. Maintain 75 MPH approach speed by lowering the nose of the airplane. Touchdown should be made with the throttle closed, and on the main wheels first. Immediately after touchdown, lower the nose gear 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. 2‐18 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. At light operating weights, during ground roll with full flaps, hold the control wheel full back to ensure maximum weight on the main wheels for braking. Under these conditions, full nose down elevator (control wheel full forward) will raise the main wheels off the ground. BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, the wing flap setting should be reduced to 20' immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION. The use of an external pre-heater and an external power source is recommended whenever possible 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 VII, paragraph GROUND SERVICE PLUG RECEPTACLE, for operating details. In very cold weather, no oil temperature indication need be apparent before take- off. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), the engine is ready for take-off if it accelerates smoothly and the oil pressure is normal and steady. During let-down, observe engine temperatures closely and carry sufficient power to maintain them in the recommended operating range. FLIGHT WITH CARGO DOORS REMOVED. When operating with the cargo doors removed, an optional spoiler kit must be installed to minimize strong air flow buffeting within the cabin. In addition, all loose equipment, including head rests, rear window sun shade, removable arm rests, safety belts, etc., should be removed or secured. Fifth and sixth seat passengers will receive a strong air blast, and face protection in the form of goggles, hard hat, or helmet is recommended. 2‐19 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. The electric wing flap circuit is interrupted by a push-button switch (mounted on the upper sill of the cargo door opening) when the front cargo door is open or removed. Therefore, to have the use of wing flaps when the cargo doors are removed, it is necessary to install a switch depressor plate over the door switch button. Two screws secure the plate in position, depressing the switch button. Without this plate, the wing flaps could not be used unless a rear passenger was available to manually depress the door switch button during flap operation. With the cargo doors removed, flight characteristics are essentially unchanged, except that a slightly different directional trim setting may be needed. 3‐1 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Section III EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extremely rare if proper pre-flight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. 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; 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 voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories; excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each 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 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 dawn the alternator and the over-voltage warning light will illuminate 3‐2 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing. INSUFFICIENT RATE OF CHARGE. If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All non-essential equipment should be turned off and the flight terminated as soon as practical. ELECTRIC TRIM MALFUNCTIONS. In the event of an electric trim "runaway" malfunction, immediate corrective measures are required as follows: (1) Minimize the pitch attitude change of the aircraft by applying opposing pressure on the control wheel as required. (2) Assuming that the trim switch is sticking, snap the trim switch sharply in the opposite direction. (3) If necessary, grasp the manual elevator trim control wheel to stop its rotation. (4) Pull the electric elevator trim circuit breaker switch out. (5) Manually retrim the aircraft as desired with the elevator trim control wheel. (6) Leave the trim circuit breaker de-activated for the remainder of the flight. ROUGH ENGINE OPERATION OR LOSS OF POWER. SPARK PLUG FOULING. A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by 3‐3 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. turning the ignition switch momentarily from "BOTH" to either "LEFT" or "RIGHT" position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the normal lean setting for cruising flight. If the problem does not clear up in 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 "LEFT" or "RIGHT" ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on "BOTH" magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. ENGINE-DRIVEN FUEL PUMP FAILURE. Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while operating from a tank containing adequate fuel. In the event of an engine-driven fuel pump failure during take-off, immediately hold the left half of the auxiliary fuel pump switch in the "MAX HI" position until the aircraft is well clear of obstacles. Upon reaching a safe altitude, release the "MAX HI" switch. The "HI" position will then provide sufficient fuel flow to maintain engine operation while maneuvering for a landing . If an engine-driven fuel pump failure occurs during cruising flight, apply full rich mixture and hold the left half of the auxiliary fuel pump switch in the "MAX HI" position. Dependent upon weight and altitude, the normal "HI" position of the right half of the fuel pump switch may provide sufficient fuel flow and power to sustain level flight. If necessary, additional fuel flow is obtainable by holding the left half of the pump switch in the "MAX HI" position. LOW OIL PRESSURE. If low oil pressure is accompanied by normal oil temperature, there 3‐4 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Leave the engine running at low power during the approach, using only the minimum power required to reach the desired touchdown spot. FORCED LANDING. PRECAUTIONARY LANDING WITH ENGINE POWER. Before attempting an "off airport" landing, one should drag the landing area at low altitude to inspect the terrain for obstructions and surface conditions, proceeding as follows: (1) Drag over selected field with flaps 20" and 90 MPH airspeed, noting the preferred area for touchdown for the next landing approach. Then retract flaps upon reaching a safe altitude and airspeed. (2) On downwind leg, turn off all switches except the ignition and master switches. (3) Approach with flaps 40' at 80 MPH. (4) Unlatch cabin doors prior to final approach. (5) Before touchdown, turn ignition and master switches "OFF. " (6) Land in a slightly tail-low attitude. EMERGENCY LANDING WITHOUT ENGINE POWER. If an engine stoppage occurs, establish a flaps up glide at 85 MPH. If time permits, attempt to restart the engine by checking for fuel quantity, proper fuel selector valve position, and mixture control setting. Also check that engine primer is full in and locked and ignition switch is properly positioned. If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as follows: (1) Pull mixture control to idle cut-off position. (2) Turn fuel selector valve "OFF". 3‐5 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. (3) Turn off all switches except master switch. (4) Approach at 90 MPH. (5) Extend wing flaps as necessary within gliding distance of field. (6) Turn off master switch. (7) Unlatch cabin doors prior to final approach. (8) Land in a slightly tail-low attitude. (9) Apply heavy braking. DITCHING. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area, and collect folded coats or cushions for protection of occupant's face at touchdown. Transmit Mayday message on 121.5 MHz. giving location and intentions. (1) Plan approach into wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel to swells. (2) Approach with flaps 40' and sufficient power for a 300 ft. /min. rate of descent at 75 MPH. (3) Unlatch the cabin door. (4) Maintain a continuous descent until touchdown in level attitude. Avoid a landing flare because of difficulty in judging airplane height over a water surface. (5) Place folded coat or cushion in front of face at time of touchdown. (6) Evacuate airplane through cabin doors. If necessary, open window to flood cabin compartment for equalizing pressure so that door can be opened. (7) Inflate life vests and raft (if available) after evacuation of cabin. The aircraft cannot be depended on for flotation for more than a few minutes. DISORIENTATION IN CLOUDS. When flying in marginal weather, the pilot should make sure at the Wing Leveler (if installed) control knob is "ON". However, if the airplane is not equipped with this device or gyro horizon and directional gyro instruments, the pilot will have to rely on the turn coordinator (or turn and bank indicator) if he inadvertently flies into clouds. The following instructions assume that only one of the latter two instruments is available. 3‐6 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. EXECUTING A 180' TURN IN CLOUDS. Upon entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic 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 compass will read more accurately. (5) Maintain altitude and airspeed by cautious application of elevator control. Avoid over controlling by keeping the hands off the control wheel and steering only with rudder. EMERGENCY LET-DOWNS THROUGH CLOUDS. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized letdown condition as follows: (1) Reduce power to set up a 500 to 800 ft. /min. rate of descent. (2) Adjust mixture for smooth operation. (3) Adjust the elevator trim tab for a stabilized descent at 110 MPH. (4) Keep hands off the control wheel. (5) Monitor turn coordinator and make corrections by rudder alone. (6) Check trend of compass card movement and make cautious corrections with rudder to stop the turn. (7) 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. 3‐7 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. (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 110 MPH. (4) Adjust the elevator trim control to maintain a 11-0 MPH glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. (6) Check engine operation occasionally, but avoid using enough power to disturb the trimmed glide. (7) Upon breaking out of clouds, apply normal cruising power and resume flight. FIRES. ENGINE FIRE IN FLIGHT. Although engine fires are extremely rare in flight, the following steps should be taken if one is encountered: (1) Turn fuel selector valve "OFF". (2) Pull mixture control to idle cut-off. (3) Turn off master switch. (4) Establish a 120 MPH glide. (5) Close cabin heat and cabin air controls. (6) Select a field suitable for a forced landing. (7) If fire is not extinguished, increase glide speed in an attempt to find an airspeed that will provide an incombustible mixture. (8) Execute a forced landing as described in paragraph Emergency Landing Without Engine Power. Do not attempt to restart the engine. ELECTRICAL FlRE IN FLIGHT. The initial indication of an electrical fire is the odor of burning insulation. The immediate response should be to turn the master switch off. Then close off ventilating air as much as practicable to reduce the chances of a sustained fire. If an oxygen system is available in the aircraft and dense smoke makes breathing difficult, occupants should use oxygen masks until the smoke clears. If electrical power is indispensable for the flight, an attempt may be made to identify and cut off the defective circuit as follows: 3‐8 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. (1) Master Switch -- Off. (2) All other switches (except ignition switch) -- Off. (3) Check condition of circuit breakers to identify faulty circuit if possible. Leave faulty circuit deactivated. (4) Master Switch -- "ON. " (5) Select switches "ON" successively, permitting a short time delay to elapse after each switch is turned on until the short circuit is localized. (6) Make sure fire is completely extinguished before opening vents. FLIGHT IN ICING CONDITIONS. Although flying in known icing conditions is prohibited, an unexpected icing encounter should be handled as follows: (1) Check 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 to obtain windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. (4) Increase engine speed to minimize ice build-up on the propeller blades. (5) Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting. NOTE If ice accumulates on the intake filters (causing the alternate air valve to open) a decrease of 1 to 2 inches of full throttle manifold pressure will be experienced. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. (7) With an ice accumulation of one-quarter inch or more on the wing leading edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Open left window and scrape ice from a portion of the windshield for visibility in the landing approach. The metal control lock shield may be used as a scraper. 3‐9 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. (10) Approach at 90 to 100 MPH, depending upon the amount of ice accumulation. (11) Perform a landing in level attitude. CARGO DOOR EMERGENCY EXIT. If it is necessary to use the cargo doors as an emergency exit and the wing flaps are not extended, open the forward door and exit. If the wing flaps are extended, open the doors in accordance with the instructions shown on the placard which is mounted on the forward cargo door. 4‐1 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Section IV OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements of airworthiness as set forth by the United States Government, and is certificated under FAA Type Certificate No. A4CE as Cessna Model No. U206F. With standard equipment, the airplane is approved for day and night operation under VFR. Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain approval for its operation on single-engine scheduled airline service. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs, MANEUVERS - NORMAL CATEGORY. The airplane is certificated in the normal category. The normal category is applicable to airplanes intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60'. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight. . . . . . . . . . . . . . . . . . . . . 3600 lbs Flight load factor * Flaps Up. . . . . . . . . . . . +3.8 -5.2 Flight load factor * Flaps Down . . . . . . . . . . +2.0 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any information in this section which contradicts the FAA-approved markings, placards and check lists, it is to be disregarded. 4‐2 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the airplane: Never Exceed Speed (glide or dive, smooth air) . . . . . 210 MPH Maximum Structural Cruising Speed . . . . . . . . . 170 MPH Maximum Speed, Flaps Extended Flaps 10° . . . . . . . . . . . . . . . . . . . . . 160 MPH Flaps 10° -40°. . . . . . . . . . . . . . . . . . . 120 MPH *Maneuvering Speed . . . . . . . . . . . . . . . . . . 139 MPH *The maximum speed at which you may use abrupt control travel. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed markings (CAS) for the airplane: Never Exceed (glide or dive, smooth air . . . . . . 210 MPH (red line) Caution Range . . . . . . . . . . . . . . . 170-210 MPH (yellow arc) Normal Operating Range . . . . . . . . . . 77 -170 MPH (green arc) Flap Operating Range . . . . . . . . . . . . 66- 120 MPH (white arc) ENGINE OPERATION LIMITATIONS. Power and Speed . . . . . . . . . . . . . . . 300 BHP at 2850 RPM (5-Minute Take -Off) 285 BHP at 2700 RPM (Maximum Continuous) ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range . . . . . . . . . . . . . . . . Green Arc Do Not Exceed . . . . . . . . . . . . . . . . . . . . 240' F (red line) 4‐3 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. OIL PRESSURE GAGE. Idling Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 psi (red line) Normal Operating Range . . . . . . . . . . . . . . . . . . . . 30-60 psi (green arc) Maximum Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 psi (red line) FUEl QUANTITY INDICATORS . Empty (1. 0 gallon unusable each standard tank) . . . . . . . . E (red line) (2.0 gallons unusable each long range tank) CYliNDER HEAD TEMPERATURE GAGE. Normal Operating Range. . . . . . . . . . . . . . . . . . . 200-460°F (green arc) Do Not Exceed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460 °F (red line) MANIFOLD PRESSURE GAGE. Normal Operating Range15-25 in . . . . . . . . . . . . . . . . . Hg (green arc) TACHOMETER . Normal Operating Range . . . . . . . . . . . . . . 2200-2550 RPM (green arc) Caution Range . . . . . . . . . . . . . . . . . . . . . 2700-2850 RPM (yellow arc) Maximum (Engine rated speed) . . . . . . . . . . . . . . . 2850 RPM (red line) FUEl FlOW INDICATOR . Normal Operating Range. . . . . . . . . . . . . . . 7.0-17.0 gal/hI' (green arc) Minimum and Maximum . . . . . 3.5 and 19.5 psi (25.2 gal/hr)(red lines) NOTE A placard, located adjacent to the fuel flow indicator, provides maximum performance take-off/climb fuel flow settings at altitude. These settings, as called out on the placard, are as follows: FUEL FLOW AT FULL THROTTLE 2700 RPM 2850 RPM Sea Level 23 gal/hr 24 gal/hr 4000 Feet 21 gal/hr 22 gal/hr 8000 Feet 19 gal/hr 20 gal/hr SUCTION GAGE (GYRO SYSTEM). Normal Operating Range . . . . . . . . . . . . . 4.6 to 5.4 in. Hg. (green arc) 4‐4 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the "Licensed Empty Weight" and "Moment" from the Weight and Balance and Installed Equipment Data sheet (or changes noted on FAA Form 337) carried in your airplane, and write them down in the column titled "YOUR AIRPLANE" on the Sample Loading Problem. NOTE The Weight and Balance and Installed Equipment Data sheet is included in the aircraft file. In addition to the licensed empty weight and moment noted on this sheet, the c. g. arm (fuselage station) is shown. The c. g. arm figure need not be used on the Sample Loading Problem. The moment shown on the sheet must be divided by 1000 and this value used as the moment/ 1000 on the loading problem. Use the Loading Graph to determine the moment/1000 for each additional item to be carried, then list these on the loading problem. NOTE Loading Graph information is based on seats positioned for average occupants and baggage or cargo loaded in the center of the baggage areas. For other than average loading situations, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c. g. range limitation (seat travel or baggage/ cargo area limitation). Additional moment calculations, based on the actual weight and c. g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. The arm for any location in the aircraft can be determined from the diagram on page 4-10 (the c. g. arm is the same as the station). Multiply the weight of the object by the arm and divide by 1000 to get the moment/l000. When an optional cargo pack is installed, it is necessary to determine the c. g. arm and calculate the moment/l000 of items carried in the pack. 4‐5 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. The arm for any location in the pack can be determined from the diagram on page 4-12. Multiply the weight of the item by the c. g. arm, then divide by 1000 to get the moment/l000. The maximum loading capacity of the pack is 300 pounds. NOTE Each loading should be figured in accordance with the above paragraphs. When the loading is light (such as pilot and copilot, and no rear seats or cargo), be sure to check the forward balance limits. When loading is heavy (near gross weight), be sure to check the aft balance limits. To avoid time consuming delays in cargo and/or passenger shifting, plan your load so that the heaviest cargo and/or passengers are in the forward part of the aircraft or cargo pack, and the lightest in the rear. Always plan to have any vacant space at the rear of the aircraft or pack. For example, do not have passengers occupy the aft seat unless the front and center seats are to be occupied. Total the weights and moments/l000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 4‐6 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 4‐7 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 4‐8 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 4‐9 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 4‐10 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 4‐11 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. CARGO LOADING Since your Cessna is capable of carrying large amounts of cargo, it will be necessary to properly secure this load before flight. An optional tie -down kit is available from any Cessna dealer. Provided in this kit are 16 tie -down blocks that fasten to the seat rails and three "D" rings on the floor at fuselage station 124. If more tie-down points are needed, the seat belt attaching points, as well as shoulder harness attaching points, may be used. Rope, strap, or cable used for tie-down should be rated at a minimum of ten times the load weight capacity of the tie -down fittings used. The following table shows the maximum allowable cargo weight for each type of attachment: *Rated load per attachment (Cargo Item Wt. -+ No. Tie-Downs). A sufficient number of attachments to restrain the cargo from shifting should be used in addition to load requirements. 4‐12 FOR REFERANCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 5-1 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Section V CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance and dependability, certain inspection and maintenance requirements must be followed. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality. Keep in touch with your Cessna Dealer, and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle of 35° either side of center or damage to the gear will result. If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. A flat nose tire or deflated strut will also increase tail height. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your airplane securely, proceed as follows: (1) Set the parking brake and install the control wheel lock. (2) Install a surface control lock over the fin and rudder. (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings, and secure each rope or chain to a ramp tie -down. (4) Tie a sufficiently strong rope to the nose gear torque link, and secure it to a ramp tie -down. (5) Install a pitot tube cover. 5-2 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. WINDSHIELD-WINDOWS . The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naphtha, carbon tetrachloride or other non-alkaline solvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good automotive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as ,a protection against corrosion. PAINTED SURFACES. The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or 5-3 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. buffing. Approximately 15 days are required for the paint to cure completely; in most cases, the curing period will have been completed prior to de livery of the airplane. In the event that polishing or buffing is required within the curing period, it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help' reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulation without damaging the paint. A solution with more than 50% alcohol is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long, trouble-free service. Small nicks on the propeller, particularly near the tips and on the leading edges, should be dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent 5-4 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. INTERIOR CARE. To remove dust and loose dirt from the upholstery fabric and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly, with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Soiled upholstery may be cleaned with foam-type detergent, used according to the manufacturer's instructions. Keep the foam as dry as possible and remove it with a vacuum cleaner. Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. If your airplane is equipped with leather seating, cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds. The soap suds, used sparingly will remove traces of dirt and grease. The soap should be removed with a clean damp cloth. The headliner, instrument panel, plastic trim and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. On aircraft equipped with a cargo interior, materials used on the cabin floor and sidewalls are not easily soiled or stained. Dust and loose dirt should be picked up with a vacuum cleaner. Stubborn dirt can be wiped off with a cloth moistened in clean water. Mild soap suds, used sparingly, will remove grease. The soap should be removed with a clean damp cloth. Radio and autopilot faceplates are finished with a suede coating which produces a soft, rich appearance and warm feel comparable to suede. Unlike suede leather, dust and dirt marks can be removed easily with a damp sponge. Remove non-greasy stains with a liquid cleaner such as "Mr. Clean", "Handy Andy", "Lestoil", "Liquid Ajax", or "Cinch". Greasy stains can be removed with a naphtha-dampened sponge, scrub brush or lint-free cloth. 5-5 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. FLYABLE STORAGE. Aircraft placed in non-operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, the propeller should be rotated by hand through five revolutions. This action "limbers" the oil and prevents any accumulation of corrosion on engine cylinder walls. IMPORTANT For maximum safety, check that the ignition switch is "OFF, " the throttle is closed and the mixture control is in the idle cut-off position before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller. After 30 days, the aircraft should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range. Excessive ground runup should be avoided. Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold weather. If the aircraft is to be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Coupons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. 5-6 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and performed by a person designated by the administrator. In addition, 100-hour periodic inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRCRAFT FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met. A. To be displayed in the aircraft at all times: (1) Aircraft Airworthiness Certificate (FAA Form 8100-2). (2) Aircraft Registration Certificate (FAA Form 8050-3). (3) Aircraft Radio Station License, if transmitter installed (FCC Form 556). B. To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). (2) Aircraft Equipment List. . C. To be made available upon request: (1) Aircraft Log Book. (2) ·Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual, "Cessna Flight Guide" (Flight Computer), Pilot's Check List, and Service Policies be carried in the aircraft at all times. Most of the items listed are required by the United· States Federal Aviation Regulations. Since the regulations of other nations may require 5-7 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. MAA PLATE/FINISH AND TRIM PLATE. Information concerning the Type Certificate Number (TC), Production Certificate Number (PC), Model Number and Serial Number of your particular aircraft can be found on the MAA (Manufacturers Aircraft Association) plate located on the left forward doorpost. A Finish and Trim Plate contains a code describing the interior color scheme and exterior paint combination of the aircraft. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. This plate is located at the bottom of the left forward doorpost. 5-8 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. LUBRICATION AND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL TANK FILLERS: Service after each flight with 100/130 minimum grade fuel. (100/ 130 low lead aviation fuel with a lead content limited to 2 c. c. per gallon is also approved.) The capacity of each tank is 32.5 gallons. When optional long range fuel tanks are installed, the capacity of each tank is 42.0 gallons. FUEL STRAINER: Before the first flight of the day and after each refueling, pull out fuel strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Release drain knob, then check that strainer drain is closed after draining. If water is observed, there is a possibility that the fuel tank sumps contain water. Thus, the fuel tank sump drain plugs and fuel reservoir drain plugs should be removed, (or optional drain valves drained) to check for the presence of water. OXYGEN CYLINDER AND FILLER VALVE (OPT): Check oxygen pressure gage for anticipated requirements before each flight. Use filler valve on left side of fuselage tail cone (under cover plate) to refill cylinder with aviator's breathing oxygen (Spec. No. MIL-O- 27210). Maximum pressure (cylinder temperature stabilized after filling), 1800 psi at 70°F. Refer to page 7-12 for filling pressures. 5-9 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. LUBRICATION AND SERVICING PROCEDURES DAILY (Continued) OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 9 quarts. To minimize loss of oil through breather, fill to 10 quart level for normal flights of less than 3 hours. For extended flight, fill to 12 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 40°F. (Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.) Detergent or dispersant oil, conforming to Continental Motors Specification MHS-24A, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE Your Cessna was delivered from the factory with a corrosion preventive aircraft engine oil. If oil must be added during the first 25 hours, use only aviation grade straight mineral oil (non- detergent) conforming to Specification No. MIL-L-6082. 5-10 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. SERVICING INTERVALS CHECK LIST FIRST 25 HOURS ENGINE OIL SUMP AND OIL FILTER -- After first 25 hours of operation, drain engine oil sump and clean both the oil suction strainer and oil pressure screen. If an optional oil filter is installed, change filter element at this time. Refill sump with straight mineral oil (non-detergent) and use until a total of 50 hours have accumulated or oil consumption has stabilized, then change to detergent oil. EACH 50 HOURS BATTERY -- Check and service. Check more often (at least every 30 days) if operating in hot weather. ENGINE OIL SUMP AND OIL FILTER -- Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean both the oil suction strainer and oil pressure screen every 25 hours. Change engine oil at least every four months even though less than the recommended hours have accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. INDUCTION AIR FILTER -- Clean or replace. Under extremely dusty conditions , daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS -- Lubricate. When operating under dusty conditions, more frequent lubrication is recommended. SHIMMY DAMPENER -- Refer to Service Manual for detailed instructions on checking and filling. EACH 100 HOURS SPARK PLUGS - - Clean, test and regap. ' FUEL STRAINER - - Disassemble and clean. FUEL TANK SUMP DRAIN PLUGS -- Drain. FUEL RESERVOIR DRAIN VALVES (OPT) -- Drain. 5-11 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. SERVICING INTERVALS CHECK LIST EACH 100 HOURS (Continued) FUEL/ AIR CONTROL UNIT SCREEN -- Clean. BRAKE MASTER CYLINDERS -- Check and fill. VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean. EACH 500 HOURS WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours thereafter. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numerous take-offs and landings are made. VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Replace sooner if suction gage reading drops to 4.6 in. Hg. AS REQUIRED NOSE GEAR SHOCK STRUT -- Keep filled with hydraulic fluid and inflated with air to 80 psi. Servicing Intervals of items in the preceding check list are recommended by The Cessna Aircraft Company. Government regulations may require that additional items be inspected, serviced or tested at specific intervals for various types of flight operations. For these regulations, owners should check with aviation officials in the country where the aircraft is being operated. ADDITIONAL SERVICE AND TEST REGULATIONS 5-12 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. OWNER FOLLOW-UP SYSTEM ═══════════════════════════════ Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification directly from the Cessna Customer Services Department. A subscription form is supplied in your Owner's Service Policy booklet for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. PUBLICATIONS Various publications and flight operation aids are furnished in the aircraft when delivered from the factory. These items are listed below. • OWNER'S MANUALS FOR YOUR o AIRCRAFT o ELECTRONICS AND AUTOPILOT • CESSNA FLIGHT GUIDE (FLIGHT COMPUTER) • SALES AND SERVICE DEALER DIRECTORY • DO'S AND DON'TS ENGINE BOOKLET The following additional publications, plus many other supplies that are applicable to your aircraft, are available from your Cessna Dealer. • SERVICE MANUALS AND PARTS CATALOGS FOR YOUR o AIRCRAFT o ENGINE AND ACCESSORIES o ELECTRONICS AND AUTOPILOT Your Cessna Dealer has a current catalog of all available Customer Services Supplies, many of which he keeps on hand. If supplies are not in stock, your Cessna Dealer will be happy to order for you. ═══════════════════════════════════════ 6‐1 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. Section VI OPERATIONAL DATA The operational data charts on the following pages are presented for two purposes: first, so that you may know what to expect from your airplane under various conditions; and second, to enable you to plan your flights in detail and with reasonable accuracy. The data in the charts has been compiled from actual flight tests with the airplane and engine in good condition and using average piloting techniques. Note also that the range charts make no allowances for wind, navigational errors, warm-up, take-off, climb, etc. You must estimate these variables for yourself and make allowances accordingly. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endurance information, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. Speed performance data is shown for a standard deluxe version airplane equipped with speed fairings, which increase the speed by one MPH. 6‐2 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. FLAPS 0° IAS - MPH 60 80 100 120 140 160 180 200 CAS - MPH 67 82 100 119 137 156 176 195 *FLAPS 20° lAS - MPH 50 60 70 80 90 100 110 120 CAS - MPH 63 69 75 82 90 99 109 119 *FLAPS 40° lAS - MPH 50 60 70 80 90 100 110 120 CAS - MPH 63 69 76 84 92 101 110 119 AIRSPEED CORRECTION TABLE I *MAXIMUM FLAP SPEED 120 MPH - CAS FIGURE 6-1 GROSS WEIGHT 3600 LBS. CONFIGURATION 0° 20° 40° 60° FLAPS UP 70 72 80 99 FLAPS 20° 64 66 73 90 FLAPS 40° 61 63 70 86 STALL SPEED - MPH CAS POWER OFF - AFT CG ANGLE OF BANK FIGURE 6-2 6‐3 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. 6‐4 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. ENDR. HOURS RANGE MILES ENDR. HOURS RANGE MILES 2550 25 78 160 16.4 3.8 610 4.9 780 24 74 156 15.5 4.1 635 5.2 805 23 70 153 14.6 4.3 655 5.5 835 22 66 149 13.8 4.6 680 5.8 865 2500 25 76 158 15.9 4.0 625 5.0 795 24 72 155 15 4.2 645 5.3 820 23 68 151 14.2 4.4 670 5.6 850 22 64 148 13.4 4.7 695 6.0 880 2400 25 71 154 14.8 4.2 650 5.4 830 24 67 150 14.1 4.5 675 5.7 855 23 63 147 13.3 4.7 695 6.0 885 22 60 143 12 6.5 715 6.4 910 2300 25 67 150 14 4.5 675 5.7 860 24 63 147 13.2 4.8 695 6.0 885 23 59 143 12.5 5.0 715 6.4 910 22 56 138 11.8 5.3 735 6.8 935 2200 25 61 145 12.9 4.9 705 6.2 895 24 58 141 12.3 5.1 725 6.5 920 23 55 137 11.7 5.4 740 6.9 940 22 52 133 11.1 5.7 760 7.2 965 21 48 128 10.4 6.0 775 7.7 985 20 45 122 9.8 6.4 785 8.2 1000 19 42 115 9.2 6.9 790 8.7 1005 18 38 107 8.5 7.4 785 9.4 1000 CRUISE PERFORMANCE NORMAL LEAN MIXTURE Standard Conditions → Zero Wind → Gross Weight - 3600 Pounds 2,500 FEET RPM MP % BHP TAS MPH GAL/ HOUR 63 GAL (NO RESERVE) 80 GAL (NO RESERVE) NOTE: For cargo pack performance, refer to page 7-13. Figure 6-4 (Sheet 1 of 5). 6‐5 FOR REFERENCE ONLY. SEE MANUAL IN PLANE FOR COMPLETE DATA. ENDR. HOURS RANGE MILES ENDR. HOURS RANGE MILES