1975-cessna-185f-poh-1.pdf - Seaplane Scenics

any authorized Cessna Dealer throughout the world upon presentation bian use. Oil level readings for the floatplane/amphibian will regis- of your Customer Care Card which establishes your eligibility under ter below the calibrations for the landplane due to the difference in the warranty. attitude of the aircraft. When checking the oil level, take precautions to assure that you are using the correct calibrations for your airplane. FACTORY TRAINED PERSONNEL to provide you with courteous expert service. The landplane side of the dipstick is marked with four lines represent¯ FACTORY APPROVED SERVICE EQÚlPMENT to provide you with the ing six, eight, ten and twelve quarts. The bottom line is the six most efficient and accurate workmanship possible. quart level and the top line is the twelve quart (full) level. The float- plane/amphibian side of the dipstick has two x marks. The lower A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you mark indicates nine quarts and the upper mark indicates twelve quarts. need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING OIL AND OIL FILTER CHANGE -- CESSNA AIRPLANES, since Cessna Dealers have all of the Service After first 25 hours of operation, drain engine oil sump and clean oil Manuals and Parts Catalogs, kept current by Service Letters and pressure screen. If optional oil filter is installed, change filter ele- Service News Letters, published by Cessna Aircraft Company. ment at this time. Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized; We urge all Cessna owners to use the Cessna Dealer Organization to the fullest. then change to dispersant oil. On aircraft not equipped with an op- A current cessna Dealer Directory accompanies your new airplane. The Directory tional oil filter, drain engine oil sump and clean oil pressure screen is revised frequently, and a current copy can be obtained from your Cessna Dealer. each 50 hours thereafter. On aircraft which have an optional oil filter, Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. i R surfaces, aluminum, 5-2 Radio Selector Switches, 7-5 painted, 5-3 speaker-phone switches, 7-6 \ transmitter selector switch, 7 -9"MAX. Recovery From Spiral Dive, 3-5 Removable Cabin Door, 2-13 Rough Engine Operation Or Loss of Table of Contents, iii Power, 3-7 Tachometer, 4-3 o i2o engine-driven fuel pump fail- Tail Wheel Lock, Manual, 2-13, ‡ 25 '" ure, 3-8 2-15 low oil pressure, 3-8 Take-Off, 1-5, 2-16 10 10 magneto malfunction, 3-7 before, 1-5, 2-14 Ad "1 ional Spark plug fouling, 3-7 data chart, 6-3 installed. Rudder Pedals, Stowable, 7-14 maximum performance, 1-5 Rudder Pedal Extensions, 7-14 normal, 1-5 power check, 2-16 PRINCIPAL wing flap settings, 2-16 Taxiing, 2-14 DIMENSIONS Tire Pressure, inside back cover S Transmitter Selector Switch, 7-5 True Airspeed Indicator, 7-15 Sample Loading Problem, 4-6 Il |||||| Il lillllllllllllll Securing Aircraft, 1-7 Servicing Requirements, 5-8, inside back cover engine oil, inside back cover W fuel, inside back cover landing gear, inside back cover Warm-Up, 2-15 oxygen, inside back cover Weight, Shoulder Harnesses, 2-12, 2-13 empty, inside front cover Spark Plug Fouling, 3-7 gross, inside front cover Speaker-Phone Switches, 7-6 Weight and Balance, 4-4 Spins, 3-6 baggage and cargo tie-down, Stalls, 2-20 4-11 speed chart, 6-2 center of gravity moment Starting Engine, 1-4, 2-14 envelope, 4-8 Static Dischargers, 7-7 loading arrangements diagram, s2" Static Pressure Alternate Source 4-9 Valve, 7-4 sample loading problem, 4-6 r.s Storage, Flyable, 5-6 Windows, Observation, 7-15 Stowable Rudder Pedals, 7-14 Windshield - Windows, 5-2 Suction Gage, 4-3 Winterization Kit, 7-1 Index-5 ii M oil dilution, 7-2 oil dilution table, 7-3 MAA Plate/Finish Trim Plate, 5-5 oil/filter change, inside back Magneto Check, 2-15 cover malfunction, 3-7 oil grade, inside back cover Maneuvers - Normal Category, 4-1 pressure gage, 4-3 Manual Tail Wheel Lock, 2-13, quick-drain valve, 7-16 Ma2nif1o51d Pressure/Fuel Flow OperaemperaColrde elie4r 2-20 T AB LEOF CO NTENTS Indicator, 4-3 Operation Limitations, Engine, Markings, Airspeed Indicator, 4-2 4-2 Page = Markings, Engine Instrument, 4-2 Operations Authorized, 4-1 Master Switch, 2-8 Over-Voltage Sensor and Warning SECTION I - OPERATING CHECKLIST.......... 1-1 Maximum Glide Diagram, 6-10 Light, 2-7 Maximum Performance Climb, 1-6 Owner Follow-Up System, 5-9 SECTION ll - DESCRIPTION AND Maximum Performance Take-Off, publications, 5-9 1-5 Oxygen System, 7-8 OPERATING DETAILS ...........-- 2-1 Maximum Rate-Of-Climb Data duration calculations, 7-11 Chart, 6-3 duration chart, 7-9 SECTION lli - EMERGENCY PROCEDURES..... 3-1 Microphone-Headset, 7-6 operation, 7-8 Moment Envelope, Center of servicing, 7-11, inside back SECTION IV - OPERATING LIMITATIONS..-..... 4-1 Gravity, 4-8 cover Mooring Your Airplane, 5-1 SECTION V - CARE OF THE AIRPLANE---..... 5-1 SECTION VI - OPERATIONAL DATA.............. 6-1 N rack, cargo, 4-12, 7-is SECTION VII- OPTIONAL SYSTEMS........------ 7-1 Noise Abatement, 2-21 Painted Surfaces, 5-3 Non-CongealingOil Cooler, 7-1 Performance -Specifications, ALPHABETICAL INDEX----------....____...._____ index-1 Normal Category Maneuvers, 4-1 inside front cover Normal Climb, 1-6 Precautionary Landing with Engine Normal Landing, 1-9 Power, 3-2 Normal Take-Off, 1-5 Primer System, Engine, 7-3 Principal Dimensions Diagram, ii Progressive Care, Cessna 5-7 Propeller, care, 5-3 Publications, 5-9 Observation Windows, 7-15 Oil System, capacity, inside back cover oil cooler, non-congealing, 7-1 Quick-Drain Valve, Oil, 7-16 Index-4 iii REVISED FUELQUANTITY DATA I 1973 AIRCRAFT(SERIAL18502263 AND ON) SKYWAGON 185 1974AIRCRAFT(ALLSERIALS) 1975 AIRCRAFT(ALL SERIALS) precautionary landing with Indicator, Fuel Quantity, 4-2 Due to changesin fuel tank manufacturingtechnique, the fuel systems in the above noted airplanes engine power, 3-2 Indicator, True Airspeed, 7-15 have been found to contain less than the capacity published in the Owner'sManualsfor landplanes and Fuel Systems, 2-1 Inspection Requirements, 5-6 Owner'sManualSupplementsfor the AGcarryallor floatplanes, amphibians and skiplanes. Data in these auxiliary fuel pump switch, 2-6 Instrument Markings, Engine manuals indicatestotal usable capacitiesof 59 gallons (standard tanks and "selector valve" fuel system), capacity, inside back cover 4-2 78 gallons (long range tanks and "selector valve" fuel system), anci 62 gallons (standard tanksand "on-off fuel flow indicator, 4-3 Instrument Panel Diagram, 1-8 fuel system). The usable capacity per tank in these systems is 29.5 gallons (standard tanks and "selector fuel grade, inside back cover Integrated Seat Belt/Shoulder Har- valve" system) and 39 gallons (Iong range tanks and "selector valve" system); in airplanes havingstandard fuel quantity indicators, 4-2 nesses with Inertia Reels tanks and an "on-off" system, single-tank operation is not selectable. long range fuel tanks, 2-6 Interior Care, 5-4 AII fuel capacity references in Owner'sManualsand Supplementsfor these airplanes should be marked "on-off", 2-1, 2-2 Interior Lighting, 2-10 to reflect the capacities in the chart below. schematic, 2-2, 2-3 Internal Cabin Dimensions TOTAL USABLE TOTAL .USABLE selector Valve, 2-3, 2-4 Diagram, 4-10 BOTHTANKS. BOTHTANKS PER TANK PER TANK tank sump and fuel quick-drain CAPACITY(STANOARD valves, 2-5 TANKS,SEL. VALVESYS.) 61 Gal. 55 Gal. 30.5 Gal. 27.5 Gal. Fuses and Circuít Breakers, 2-9 CAPACITY(LONGRANGE 80 Gal. 74 Gal. 40 Gal. 37 Gal. TANKS,SEL. VALVESYS.) T KAQ0N-OFFASNY98 ) 61 Gal. 58 Gal. 30.5 Gal• SeleNc ble Landing, 2-20 G after, 1-7 Whenfiguringweight and balancedata, consideration should be given to the reduction in weight and balked, 1-7, 2-21 change in moment/1000 which results from a reduced fuel capacity, before, 1-6 For quick re-computation of cruise performance data, use the information in the CruisePerformance Glide, Maximum, 6-10 distance table, 6-9 charts provided in Owner'sManualsand Supplementsby multiplying the ENDR. HOURS and RANGE Graph, Loading, 4-7 forced, 3-2 MILESfigures by 0.93 (for standard tank and "selector valve" or "on-off" system values) or 0.94 (for Gross Weight, inside front cover normal, 1-7 long range tank and "selector valve" system values); this will provide conservative endurance and range Ground Handling, 5-1 Landing Gear Servicing, inside based on the reduced fuel capacities. Ground Service Plug Receptacle, back cover Pagesin the Owner'sManuals or Supplementswhich are affected by the change in fuel capacity are 7.2 listed in the chart below. main/tail wheel tire pressure, inside back cover MANUAL PAGESÁFFECTED Leaning With A Cessna Economy 197 ONUNAELR'SI 2-1 2-14 4-6 4-7 5-8 6-4 6-5 6-6 &7 6-8 7-1 7-2 - - - - - Mixture Indicator (E GT), 2-19 H Let-Down, 1-6 197S3UAGLCEAMRERNTALL I 3-4 35 5-3 5-4 - - - - -- - ' - - - - - - - - Lighting Equipment, 2-9 19,7g|F,LUO HIS I 1-9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 224 3-7 3-8 39 3-10 Handling, Ground, 5-1 1en eerriorr11ighhtinng,22-190 1974 OWNER'S Imide 2-1 23 2-4 2-5 2-17 4-6 4-7 6-4 6-5 6-6 6-7 6-8 Imide Harnesses, Shoulder, 2-12, 2-13 Limitations, Airspeed, 4-2 MANUAL Cover Cover Headset-Microphone, 7-6 . . . Limitations, Engine Operation, 1974 AGCARRYALL imide 34 3-5 53 5-4 - - - - - - - - - - - - - _ Heating, Ventilating and Defrosting 4-2 SUPPLEMENT cm System, Cabin, 2-11 sKi'sLUO 14 1-9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 2-24 3-7 &8 39 310 Loa4di9ng Arrangements Diagram, 197MADNWUNAELR'S I 21 2-3 24 2-6 4-6 4-7 64 6-5 6-6 6-7 6-8 Cm _ _ _ _ _ Loading, Cargo, 4-11 Loading Graph, 4-7 s"uÊPLCEAMRERNTALL 10nne 34 3-5 53 5-4 - - - - - - - - - - - - - Loading Problem, Sample, 4-6 1975FLOATbAMPHIB, imide 1 9 1-10 1-15 1-16 1-17 1-18 1 19 2-13 2-14 2-20 2 21 2 22 2-23 2 24 3-7 3-8 3-9 3 10 Long Range Fuel Tanks, 2- 6 SKI SUPP ENT Cm Indicator, Fuel Flow, 4-3 Low Oil Pressure, 3-8 REFERENCE SERVICE LETTER SE 75 - 7 Index-3 D EmCelræg cy3L5et-Downs Through Diagram, Emergency Locator Transmitter cargo loading, 4-11 (ELT), 3-10 -- ..--. cargo pack, 4-12 ELT control panel, 3-10 electrical system, 2-8 ELT operation, 3-11 OPERATlNG CHECK LIST exterior inspection, 1-2 Empty Weight, inside front cover fuel system, 2-2, 2-3 Engine, instrument panel, 1-8 before starting, 1-4 internal cabin dimensions, 4-10 instrument markings, 4-2 One of the first steps in obtaining the utmost performance, service, loading arrangements, 4-9 oil, inside back cover and flying enjoyment from your Cessna is to familiarize yourself with maximum glide, 6-10 operation limitations, 4-2 your aircraft's equipment, systems, and controls. This can best be done principal dimensions, ii primer system, 7-3 by reviewing this equipment while sitting in the aircraft. Those items radio selector switches, 7-5 starting, 1-4, 2-14 whose function and operation are not obvious are covered in Section II. Dimensions, Internal Cabin, 4-10 Engine Failure, 3-1 Dimensions, Principal, ii after take-off, 3-1 Section I lists, in Pilot's Checklist form, the steps necessary to Disorientation In Clouds, 3-4 during flight, 3-1 operate your aircraft efficiently and safely. It is not a checklist in its emergency let-downs through Enroute Climb, 1-6, 2-17 true form as it is considerably longer, but it does cover briefly all of the clouds, 3-5 maximum performance, 1-6 points that you should know for a typical flight. A more convenient plastic executing 180° turn in normal, 1-6 enclosed checklist, stowed in the map compartment , is available for clouds, 3-4 Engine-Driven Fuel Pump Failure, quickly checking that all important procedures have been performed. recovery from spiral dive, 3-5 3-8 Since vigilance for other traffic is so important in crowded terminal areas, Ditching, 3-3 Equipment, Cold Weather, 7-1 it is important that preoccupation with checklists be avoided in flight. Excessive Rate of Electrical Procedures should be carefully memorized and performed from memory. Charge, 3-9 Then the checklist should be quickly scanned to ensure that nothing has E Executing 180° Turn in Clouds, been missed. 3-4 Economy Mixture Indicator, 2-19 Exterior Care, 5-2 The flight and operational characteristics of your aircraft are normal Electric Fire in Flight, 3-3 Exterior Inspection Diagram, 1-2 in all respects. There are no "unconventional" characteristics or opera- Electrical Power Supply System Exterior Lighting, 2-9 tions that need to be mastered. All controls respond in the normal way Malfunctions, 3-8 within the entire range of operation. All airspeeds mentioned in Sections excessive rate of charge, 3-9 I, II and III are indicated airspeeds. Corresponding calibrated airspeed insufficient rate of charge, 3-9 F may be obtained from the Airspeed Correction Table in Section VI. Electrical System, 2-7 ammeter, 2-7 File, Aircraft, 5-5 circuit breakers and fuses, 2-9 Fires, 3-3 ground service plug receptacle, electrical fire in flight, 3-3 7-2 engine fire in flight, 3-3 master switch, 2-7 Flight in Icing Conditions, 3-6 over-voltage sensor and Flyable Storage, 5-6 warning light, 2-7 Forced Landings, 3-2 schematic, 2-8 ditching, 3-3 Emergency Landing Without Engine emergency landing without Power, 3-2 engine power, 3-2 Index-2 1-1 ALPHABETICAL INDEX 5 Refer to inside back coveraf this manual for quantities, materials, and spapifications of frequentlý used service items. A fuel, inside back cover oil, inside back cover ¯ 6 4 ¯¯ Aft Baggage Compartment 2-13 Care, Afteg Landing, 1-7 exterior, 5-2 Airáraft, interior, 5-4 yile, 5-5 propeller, 5-3 8 3 securing, 1-7 Cargo Loading, 4-11 Airspeed Correction Table, 6-1 Cargo Pack, 4-12, 7-13 Airspeed Indicator, True, 7-15 flight operation, 7-13 EXTERIOR INSPECTION Airspeed Indicator Markings, 4-2 speed differential table, 7-13 Airspeed Limitations, 4-2 Center of Gravity Moment Alternate Source Valve, Static Envelope, 4-8 Pressure, 7-4 Cessna Customer Care Program, Alternator Check, 2-15 5-7 Aluminum Surfaces, 5-2 Cessna Progressive Care, 5-7 Ammeter, 2-7 Circuit Breakers and Fuses, 2-9 Authorized Operations, 4-1 Climb, 2 Auxiliary Fuel Pump Switch, 2-7 enroute, 1-6, 2-17 maximum rate-of-climb data chart, 6-3 Note maximum performance, 1-6 normal 1-6 Visually check aircraft for general condition during walk- ' around inspection. In cold weather, remove even small Baggage Compartment, Aft, 2-13 Cold Weather Equipment, 7-1 accumulations of frost, iceor snow from wing, tail and Balked Landing, 1-7, 2-21 engme primer system, 7-3 control surfaces. Also, make sure that control surfaces ground service plug contain no internal accumulations of ice or debris. If a Before Landing, 1-6 receptacle, 7-2 night flight is planned, check operation of all lights, and Before Starting Engine, 1-4 non-congealing oil cooler, 7-1 make sure a flashlight is available. Before Take-Off, 1-5, 2-14 oil dilution system, 7-2 alterñator check, 2-15 a. Remove control wheel lock. magneto check, 2-15 static pressure alternate b. Check îgnition switch OFF. SOurce Valve, 7-4 c. Turn on master switch and check fuel quantity indicators; then wárm-up, 2-15 winterization kit, 7-1 d. Cbhrenc umla ro ac1h.e knob ON (full in). If optional fuel tank Cold Weather Operation, 2-21 selector valve is installed, check that handle is in BOTH ON Correction Table, Airspeed, 6-1 position. Cruise Performance Chart, 2-18, e. Check baggage door securely locked· 6-4, 6-5, 6-6, 6-7, 6-8 Cabin Door, Removable, 2-13 Cruise, 1-6, 2-17 a. Remove rudder gust lock, if installed. b. Disconnect tail tie-down. Cabin Heating, Ventilating and leaning with EGT, 2-19 Defrosting System, 2-11 Cylinder Head Temperature Gage, Figure Capacity, 4-3 1-2 Index-1 CESSNA ECONOMY MIXTUREINDICATOR c. Check tail wheel tire for proper inflation. d. Check control surfaces for freedom of movement and security. a. Check aileron for free and correct movement and security. The Cessna Economy Mixture Indicator is an exhaust gas temperature (EGT) sensing device which visually aids the pilot in adjusting the cruise a. Disconnect wing tie-down. mixture. Exhaust gas temperature varies with fuel-to-air ratio, power b. Check fuel tank vent opening for stoppage, c. Check main wheel tire for proper mflation. and RPM. However, the difference between the peak EGT and the EGT at d. Before first flight of day and after each refueling, use sampler the cruise mixture setting is essentially constant and this provides a use- cup and drain small quantity of fuel from fuel tank sump quick- ful leaning aid. Operating instructions are included in Section II. drain valve to check for water, sediment, and proper fuel grade. e. Use sampler cup and drain small quantity of fuel from fuel line quick-drain valve located on the bottom of the fuselage below the cabin door. f. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. a. Inspect flight instrument static source opening on side of fuselage OIL QU ICK-DRAIN VA LVE for stoppage (both sides). b. Check propeller and spmner for nicks and security, and propeller for oil leaks. c. Check induction air filter for restrictions by dust or other foreign An optional oil quick-drain system is offered to facilitate draining matter. the engine oil sump by eliminating the need for removal of the lower cowl- d. Ch kl s fDo enot o rate th less than nine quarts. Fill ing. The system consists of a hose from the engine sump to an on-off e. Before first flight of the day and after each refueling, pull valve (spring-loaded in the off position) located on the lower left side of out strainer drain knob for about four seconds to clear fuel the engine mount. The valve handle is accessible through the opening at strainer of possible water and sediment. Check strainer the bottom of the lower cowling. Rotating the handle clockwise will open drain closed. If water is observed, the fuel system may the valve. contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel line drain valves will be necessary. a. Visually check fuel quantity; then check fuel filler cap secure and vent unobstructed. b. Check main wheel tire for proper inflation. c. 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. d. Use sampler cup and drain small quantity of fuel from fuel line quick-drain valve located on the bottom of the fuselage below the cabin door. e. Remove pitot tube cover, if installed, and check pitot tube open- ing for stoppage. a. Check stall warning vent opening for stoppage. b. Check fuel tank vent opening for stoppage. c. Disconnect wing tie-down. a. Check aileron for free and correct movement and security. 1-1. 7-16 1-3 BEFORE STARTING ENGINE. OBSERVATION WINDOWS(1) Exterior Preflight -- COMPLETE. (2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (3) Fuel Shutoff Valve -- ON- Special windows are available to increase the area of visibility for (4) Fuel Selector Valve (if installed) -- BOTH ON· the pilot and copilot. Two windows in the cabin roof provide visibility (5) Brakes -- TEST and SET· above the aircraft. Two additional windows in the lower portion of the (6) Radios, Autopilot, Electrical Equipment -- OFF. cabin doors increase visibility below and to each side of the aircraft. A (7) Wing Flaps -- CHECK ALL POSITIONS. pair of domed windows, which replace the standard flat windows in the (8) Cowl Flaps -- OPEN (move lever out of locking detent to re- cabin doord, permit a line of vision beyond the side of the fuselage to pro- position). vide almost vertical observation of the area beneath the aircraft. Each (9) Tail Wheel Lock -- UNLOCK. openable domed window is held in the closed position by two over-center latches equipped with push-button locks which must be depressed before the latch can be released. The windows may be opened below 120 MPH, ST A RTINGENG IN E. as indicatád by a placard just below the lower forward corner of the left window. (1) Master Switch -- ON. (2) Mixture -- RICH. (3) ProIieller -- HIGH RPM. (4) Throttle -- CLOSED. (5) Auxiliary Fuel Pump -- ON. (6) Throttle -- ADVANCE for 8-10 GPH; then RETARD to IDLE. (7) Auxiliary Fuel Pump -- OFF. (8) Propeller Area -- CLEAR. (9) IgnitionSwitch--START. TRUE AIRSPEED INDICATOR (10) Throttle -- ADVANCE slowly. (11) Ignition Switch -- RELEASE when engine starts. NOTE A true airspeed indicator is available to replace the standard air- speed indicator in your airplane. The true airspeed indicator has a cali- The engine should start in two to three revolutions· brated rotatable ring which works in conjunction with the airspeed indi- If it does not continue running, start again at step cator dial in a manner similar to the operation of a flight computer. (4) above. If the engine does not start, leave auxi- liary fuel pump switch off, set mixture to idle cut- TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude off, open throttle, and crank until engine fires or is aligned with outside air temperature in degrees Fahrenheit. Then for approximately 15 seconds. If still unsuccessful, read true airspeed on rotatable ring opposite airspeed needle. start agaili using the normal starting procedure after allowing the starter motor to cool• NOTE (12) Throttle -- IDLE. (13) Oil Pressure -- CHECK. Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, set barometric NOTE scale on altimeter to 29. 92 and read pressure altitude If oil pressure is not indicated within 30 seconds in normal on altimeter. Be sure to return altimeter barometric temperatures and 60 seconds in cold temperatures, shut scale to original barometric setting after pressure alti- off engine and investigate the cause. tude has been obtained. 1-4 7-15 STOWABLE RUDDER PEDALS BEFORE TAKE-OFF. (1) Parking Brake -- SET. (2) Fuel Selector Valve (if installed) -- BOTH ON. Stowable right-hand rudder pedals are available as part of the option- (3) Flight Controls -- FREE and CORRECT. al right-hand flight controls installation. The pedals fold forward and (4) Stabilizer and Rudder Trim -- SET. stow against the firewall, thereby permitting the right front passenger to (5) Cowl Flaps -- OPEN. extend his feet forward for greater comfort, and also to rest his feet on (6) Throttle -- 1700 RPM. the rudder pedals during flight without, in any way, interfering with the a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM flight operation of the pilot's rudder pedals. on either magneto or 50 RPM differential between magnetos). b. Propeller -- CYCLE from high to low RPM; return to high A push-pull control on the instrument panel actuates the pedal unlock- RPM (full in). ing mechanism. The pedals are stowed simply by squeezing the double c. Engine Instruments -- CHECK. buttons of the control knob and pulling the knob out to release the pedals; d. Suction -- CHECK (4. 6 to 5. 4 In. Hg.). the pedals can then be pushed forward against the firewall where they are e. Ammeter ·-- CHECK. retained by spring clips within a bracket. The pedals are restored to (7) Flight Instruments and Radios -- CHECK and SET. their operating positions by pushing the control knob full in, and inserting (8) Cabin Doors -- CLOSED and LOCKED. the toe of the shoe underneath each pedal and pulling each pedal aft until (9) Tail Wheel Lock -- AS DESIRED. it snaps into position. The pedals are again ready for flight use by the (10) Parking Brake -- RELEASE. right front passenger. (11) Throttle Friction Lock -- ADJUST. (12) Wing Flaps -- 0°-20°. TAKE-OFF. I RUDDER PEDAL EXTENSIONS NORMAL TAKE-OFF. (1) Wing Flaps -- 0°-20°. (2) Power -- FULL THROTTLE and 2850 RPM. Rudder pedal extensions are available as optional equipment for use (3) Elevator Control -- MODERATELY TAIL LOW. on either the pilot's or copilot's rudder pedals. The extensions allow the (4) Climb Speed -- 100 MPH. user to position his seat approximately one and one half inches aft of his (5) Wing Flaps -- UP after obstacles are cleared. normal seat position, primarily for improved visibility through the option- al domed observation window in the cabin door. MAXIMUM PERFORMANCE TAKE-OFF. A standard rudder pedal face, two spacer blocks, and two clips com- prise the rudder pedal extension assembly. The extensions are easily in- (1) Wing Flaps -- 20°. stalled by hooking the clip on the bottom of the extension under the bottom (2) Brakes -- APPLY. of the rudder pedal, and then pressing the top clip over the top of the rud- (3) Power -- FULL THROTTLE and 2850 RPM. der pedal. Itemoval is accomplished by grasping the top clip and lifting (4) Mixture -- LEAN FOR FIELD ELEVATION. it up and over the rudder pedal, allowing the extension to fall free. (5) Brakes -- RELEASE. 7-14 1-5 (6) Elevator Control -- MAINTAIN TAIL LOw· CARGO PACK(7) Climb Speed -- 64 MPH (until all obstacles are cleared). (8) Wing Flaps -- UP after obstacles are cleared. FLIGHT OPERATION WITH A CARGO PACK. ENROUTE CLIM B. All flight characteristics for a cargo pack equipped aircraft are identical to an aircraft without a cargo pack. There is, however, a NORMAL CLIMB· slight climb and cruisà performance differential between the two aircraft. (1) Airspeed -- 110-120 MPH. The climb performance of the aircraft equipped with a cargo pack is (2) Power -- 25 INCHES Hg. and 2550 RPM• approximately 40 ft/min less than that shown in the MAXIMUM RATE-OF- (3) Mixture -- LEAN FOR ALTITUDE AS NECESSARY' CLIMB DATA table for the standard airplane. (4) Cowl Flaps -- AS REQUIRED. MAXIMUM PERFORMANCE CLIMB To obtain the speed performance for the aircraft equipped with a cargo pack, the speed differentials shown in the table below should be subtracted from the TAS MPH figures shown in the CRUISE PERFORM- (1) Airspeed -- 101 MPH (sea level) to 94 MPH (10, 000 feet). ANCE tables for the standard airplane. Cruising range is computed by (2) Power -- FULL THROTTLE and 2700 RPM. multiplying the cargo pack TAS by the endurance. (3) Mixture -- LEAN FOR ALTITUDE. (4) Cowl Flaps -- OPEN. For cargo loading, refer to Section IV. CR UISE. (1) Power -- 15-25 INCHES Hg., 2200-2550 RPM (no more than 75/o). (2) Cowl Flaps -- AS REQUIRED. (3) Stabilizer and Rudder Trim -- ADJUST. (4) Mixture -- LEAN for cruise as determined from your Cessna SPEED DIFFERENTIAL TABLE Power Computer, or in accordance with the Cruise procedures in Section H. SPEED DIFFERENTIAL BHP MPH LET-DOWN. (1) Mixture -- ENRICHEN (as required). 7 5 -7 (2) Power -- AS DESIRED. (3) Cowl Flaps -- CLOSED. 65 -8 55 -9 BEFORE LANDING. 45 -9 (1) Mixture -- RICH. (2) Fuel Selector Valve (if installed) -- BOTH ON. (3) Cowl Flaps -- CLOSED. Figure 7-4. 9-13 1-6 AMBIENT FILLING AMBIENT FILLING (4) Propeller -- HIGH RPM. TEMPERATURE PRESSURE TEMPERATURE PRESSURE (5) Airspeed -- 85-95 MPH (flaps UP). °F PSIG °F PSIG (6) Wing Flaps -- 0 - 40° (below.110 MPH). (7) Airspeed -- 75-85 MPH (flaps DOWN). (8) Stabilizer and Rudder Trim -- ADJUST FOR LANDING. 0 1600 50 1825 NOTE 10 1650 60 1875 20 1700 70 1925 The ability of the aircraft to land three-point is dependent 30 1725 80 1975 upon the stabilizer being adjusted for hands-off trim 40 1775 90 2000 in the glide. (9) Tail Wheel Lock -- AS DESIRED. pression of the oxygen. Because of this, merely filling to 1800 psi will not result in a properly filled cylinder. Fill to the pressures indicated BA LKED LA ND ING. in the table above for the ambient temperature. (1) Power -- FULL THROTTLE and 2850 RPM. IMPORTANT (2) Wing Flaps -- RETRACT TO 20°. (3) Airspeed -- 80 MPH. Oil, grease, or other lubricants in contact with oxygen (4) Wing Flaps -- RETRACT slowly. create a serious fire hazard, and such contact must be (5) Cowl Flaps -- OPEN. avoided when handling oxygen equipment. NORMAL LANDING. (1) Landing Technique -- Conventional for all flap settings. AFTER LANDING. (1) Wing Flaps -- UP. (2) Tail Wheel Lock -- UNLOCK. (3) Cowl Flaps -- OPEN. (4) Stabilizer and Rudder Trim -- SET FOR TAKE-OFF. SECURING AIRCRAFT. (1) Parking Brake -- SET. (2) Radios, Electrical Equipment -- OFF. (3) Mixture -- IDLE CUT-OFF. (4) Ignition Switch -- OFF. (5) Master Switch -- OFF. (6) Control Lock -- INSTALLED. 7-12 1-7 (6) Unplug the delivery hose from the outlet coupling when discontin- INSTRUMENT PANEL uing use of the oxygen system. This automatically stops the flow of oxygen. (7) Position oxygen supply control knob OFF. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 OXYGEN DURATION CALCULATION. The Oxygen Duration Chart (figure 7-3) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the chart. (1) Note the available oxygen pressure shown on the pressure gage. (2) Locate this pressure on the scale on the left side of the chart, then go across the chart horizontally to the right until you intersect the line representing the number of persons making the flight. After intersecting the line, drop down vertically to the bottom of the chart and read the duration in hours given on the scale. (3) As an example of the above procedure, 1400 psi of pressure will safely sustain the pilot only for nearly 6 hours and 15 minutes. The same pressure.will sustain the pilot and three passengers for approx- imately 2 hours and 30 minutes. NOTE The Oxygen Duration Chart is based on a standard con- figuration oxygen system having one orange color-coded hose assembly for the pilot and green color-coded hoses 35 34 31 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 for the passengers. If orange color-coded hoses are provided for pilot and passengers, it will be necessary 1. FlightInstrumentGroup 22. MixtureContro1Knob tO COmpute new oxygen duration figures due to the greater 2. Aircraft Registration Number 23. Autopilot Control Unit (Opt.) 3. Localizer Reversed Indicator 24. Propeller Control Knob COBSumption of oxygen with these hoses. This is accom- Lights (Opt.) 25. Throttle (With Friction Lock) liShed by computing the total duration available to the 4. Marker Beacon Indicator 13. Over-Voltage Warning Light 26. Microphone (Opt.) Lights and Switch (Opt.) 14. Cylinder Head Temperature, 27. Circuit Breakers pilot only (from PILOT ONLY line on chart), then di- 5. Transponder (Opt.) Oil Temperature and Oil 28. Static Pressure Alternate viding this duration by the number of persons (pilot and 6. Magnetic Compass Pressure Gages Source Va1ye (Opt.) 7. Radio Selector Switches (Opt.) 15. Optiona1Radio Space 29. Electrical Switches passengers) using oxygen. 8. Radios (Opt.) 16. Map Compartment 30. Parking Brake HandÏe 9. Manifold Pressure/Fuel Flow 17. Stowable Rudder Pedal 31. Ignition Switch Indicator Control Space (Opt.) 32. Auxiliary Fuel Pump Switch 10. Tachometer 18. Cowl Flap Handle 33. Master Switch 11. Economy Mixture Indicator (Opt.) 19. Cabin Heat Control 34. Headphone and Auxiliary OX YGENSY STEMSERV ICIN G.12. Fuel Quantity Indicators and 20. Cigar Lighter . Microphone Jacks Ammeter 21. Cabin Air ControI 35. Primer The oxygen cylinder, when fully charged, contains approximately 48 cubic feet of oxygen, under a pressure of 1800 psi at 70°F. Filling pressures will vary, however, due to the ambient temperature in the Figure 2-1· filling area, and because of the temperature rise resulting from com- 1-8 7-11 or alcohol will usually necessitate the use of oxygen at less than 10, 000 feet. NOTE For safety reasons, no smoking should be allowed in the airbraft while oxygen is being used. DESCRIPTION AND OPERATING DETAILS When ready to use the oxygen system, proceed as follows: The following paragraphs describe the systems and equipment whose (1) Select mask and hose. . function and operation is not obvíous when sitting in the aircraft . This NOTE section also covers in somewhat greater detail some of the items listed in Checklist form in Section I that require further explanation. The hose provided for the pilot is of a higher flow rate than those for the passengers; it is color-coded with an orange band adjacent to the plug-in fitting. The passen- ger hoses are color-coded with a green band. If the air- FUEL SYSTEMS. craft ownýr prefers, he may provide higher flow hoses for all passengers. In any case, it is recommended that The aircraft contains, as standard equipment, an "ON-OFF" fuel the pilot ase the larger capacity hose. The pilot's mask shutoff valve system. An optional selector valve system which provides is equipped with a microphone to facilitate use of the fuel tank selection capability is also available. Details of both systems radio white using oxygen. An adapter cord is furnished are discussed in the following paragraphs. Optional long range fuel tanks with the niicrophone-equipped mask to mate the mask are also available. microphone lead to the AUX MIKE JACK located on the left side of the instrument panel. To connect the "ON-OFF" FUEL SYSTEM. oxygen mask microphone, connect the mask lead to the adapter cord and plug the cord into the AUX MIKE Fuel is supplied to the engine from two tanks, one in each wing. The JACK. (If an optional microphone-headset combination total usable fuel, for all flight conditions, is 62 gallons. has been in use, the microphone lead from this equip- ment is already plugged into the AUX MIKE JACK. It Fuel from each wing tank flows by gravity through a fuel accumulator will be necessary to disconnect this lead from the AUX tank, shutoff valve, fuel strainer, by-pass in the electric auxiliary fuel MIKE JACK so that the adapter cord from the oxygen pump (when it is not operating) and engine-driven fuel pump to the cylind- mask microphone can be plugged into the jack.) A switch ers via a fuel control unit and manifold. Vapor and excess fuel from the is incorporated on the left hand control wheel to operate engine-driven fuel pump and fuel control unit are returned to the main the microphone. fuel tanks by way of the fuel accumulator tank. (2) Attach mask to face and adjust metallic nose strap for snug mask To provide fuel flow to the engine, squeeze together the double buttons fit. of the fuel shutoff valve control knob (located on the floor console), re- (3) Select oxygen outlet located nearest to the seat you are occupy- leasing the lock, and push the knob full in. Fuel will flow from both wing ing, and plug delivery hose into it. When the oxygen supply is turned fuel tanks simultaneously. on, oxygen will flow continuously at the proper rate of flow for any NOTE altitude without any manual adjustments. (4) Position oxygen supply control lmob ON. With full fuel, the tanks may not drain evenly because (5) Check the flow indicator in the face mask hose. Oxygen is flow- fuel may be sloshed into the interconnect vent line, ing if the indicator is being forced toward the mask. preventing absolutely equal vent pressures in each 7-10 2-1 FUEL SYSTEM SCHEMATIC OXYGEN DURATION CHART "Oll-OFF" FUEL$YSTEM (48 cuBic FEET CAPACITY) VENTED FILLER CAPS il emninilininninnuiliniu sii 1000 VENT VENT LFFT FLEl TANK RIGHT ¥UEl TANK FUEL ACCUMULATOR TANK TO ENSURE MAXIMUM FUEL CAPACITY DURING REFUEl ING, THE TANKS SHOUlD BE RE-TOPPED IMMEDIATELY AFTER INITIAL FILLING TO COMPENSATE FOR - - CROSS-FEEDING. IÏuEL-OFF wa¯ VALVE FUEL SHUT-OFF KNOB FUEL ----- ENGINE STRAINER ENGINE FRIMER CHECK VALVE AUXILIARY (FUEL RETURN) FUEL PUMP AUXILIARY FUEL PUMP SWITCH 400 ENGINE 01|| lil FUEL PUMP THROTTLE c2TROL ---- O UNIT MIXTURE O I 2 3 4 5 6 7 8 9 ELF OXYGEN DURATION - (HOURS) I ¯¯¯ -CODE----- FUEL SUPPLY INU TION 0001Il000EXCESSFUELAND NOTE: This chart is based on a pilot with an arange color.coded oxygen NOZZLE VAPORRETURN line fitting and passengers with green color-coded line fittings. FUEL FLOW VENT INDICATV)R Figure 2-2. Figure 7-3. 2-2 7-9 OXYGEN SYSTEM FUEL SYSTEM SCHEMATIC "SELECTOR VALVE" FUELSYSTEM VENTED FILLER CAPS A six-place oxygen system is available for this aircraft. In this sys- tem, an oxygen cylinder, located behind the rear cabin wall, supplies the lillill lillinlilllllllll=I oxygen. Cylinder pressure is reduced to an operating pressure of 70 psi by a pressure regulator attached to the cylinder. A shutoff valve is in- VENT I VENT cluded as part of the regulator assembly. An oxygen cylinder filler valve ' is located on the left side of the fuselage aft of the cabin side windows un- - Ma T':" der a round cover plate. Cylinder pressure is indicated by a pressure s'fLEELCTOR gage located on the rear cabin wall. VALVE TO ENSURE MAXIMUM FUEL CAPACITY WHEN REFUELING, PLACE THE FUEL illIll |||1|||||||||1\ M lHHi Six oxygen outlets are provided; two outlets for the aft seat passen- SEL C R A VE IONNETOTHERREENFT FUEL gers are located on the rear wall adjacent to the pressure gage, two are CROSS-FEEDING. ACCKUMULATOR in the cabin ceiling for the center seat passengers, and one each is locat- FUEL ed on each side of the cabin in the wing root area for use by the pilot and g--- "LVEOFF front seat passenger. One permanent, microphone equipped mask is pro- FUELSHUT-OFFKNOB vided for the pilot, and five disposable type masks are provided for the passengers. All masks are the partial rebreathing type, equipped with FUEL ENGINE STRAINTTt ENGINE PRIMER vinyl plastic hoses and flow indicators. CHECK VALVE A remote shutoff valve control, located adjacent to the pilot's AUXfLIARY L (FUEL IMTURN) oxygen outlet, is used to shut off the supply of oxygen to the system AUXILIARY FUEL FUEL PUMP when not in use. The control is mechanically connected to the shutoff PUMPS1¥IKH valve at the cylinder. With the exception of the shutoff function, the system is completely automatic and requires no manual regulation for change of altitude• ENGINE FUEL PUMP OXYGEN SYSTEM OPERATION. FUEL CONTROL Prior to flight, check to be sure that there is an adequate oxygen MIKTURE supply for the trip, by noting the oxygen pressure gage reading. Refer ELF to paragraph OXYGEN DURATION CALCULATION and to the Oxygen - -- Duration Chart (figure 7-3). Also, check that the face masks and hoseS I -CODE--- are accessible and in good condition. FUEL FUELSUPPLY INJECTION [[[BH][]EXCESS FUEL AND NOZZLE VAPOR RETURN Supplemental oxygen should be used by all occupants when cruising FUEL FLOW VENT above 10, 000 feet. As described in the Cessna booklet "Man At Altitude, " INDICAlUR it is often advisable to use oxygen at altitudes lower than 10, 000 feet under conditions of night flying, fatigue, or periods of physiological or emotional disturbances. Also, the habitual and excessive use of tobacco Figure 2-3. 7-8 2-3 tank. However, as fuel is consumed, clearing the interconnect vent line and equalizing tank vent pres- STATIC DISCHARGERS sures, the fuel quantities should equalize in each tank, provided the wings are maintained exactly level. If frequent IFR flights are planned, installation of optional static When the control knob is pulled full out, the shutoff valve is closed, dischargers is recommended to improve radio communications during isolating the wing tanks and fuel accumulator tank from the engine. flight through dust or various forms of precipitation (rain, freezing rain, snow or ice crystals). Under these conditions, the build-up and dis- "SELECTOR VALVE" FUEL SYSTEM (OPT). charge of static electricity from the wing tips, trailing edges of the wings, rudder, elevators, propeller tips and radio antennas, can result in loss A "selector valve" fuel system is available to provide fuel tank selec- of usable radio signals on all communications and navigation radio equip- tion capability. The system is standard with long range fuel tanks and ment. (Usually the ADF is first to be affected and VHF communication optional with standard range tanks. When this system is installed, the equipment is the last to be affected). total usable fuel, for all flight conditions, is 59 gallons for standard tanks and 78 gallons for optional long range tanks. Installation of the static dischargers reduces interference from pre- cipitation static, but it is possible to encounter severe precipitation In this system, fuel flows from both wing tanks to a selector valve; static conditions which might cause the loss of radio signals, even with here, fuel from either or both tanks may be selected, depending upon the the static dischargers installed. Whenever possible, avoid known severe cruise requirements. Fuel from the selector valve then flows through a precipitation areas to prevent loss of dependable radio signals. If fuel accumulator tank, shutoff valve and associated components as in the avoidance is impractical, minimize airspeed and anticipate temporary "ON-OFF" fuel system. Vapor and excess fuel from the engine-driven fuel loss of radio signals while in these areas. pump and fuel control unit are returned through the accumulator tank to the main tanks. The LEFT TANK position of the three-position selector valve pro- vides fuel flow from the left wing tank to the engine. Similarly, the RIGHT TANK position provides flow from the right wing tank. The BOTH ON position allows fuel flow from both tanks simultaneously. NOTE Take-off and land with the selector valve handle in the BOTH ON position to prevent inadvertent operation on an empty tank. However, when the selector is left in the BOTH ON position for extended flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing. The recommended cruise fuel management procedure for extended flight is to use the left and right tank alternately. NOTE It is not practical to measure the time required to con- 2-4 The installation of Cessna radio equipment provides certain audio sume all of the fuel in one tank, and, after switching to back-up capabilities and transmitter selector switch functions that the the opposite tank, expect an equal duration from the re- pilot should be familiar with. When the transmitter selector switch is maining fuel. The airspace in both fuel tanks is inter- placed in the No. 1 or 2 position, the audio amplifier of the corresponding connected by a vent line and, therefore, some sloshing transceiver is utilized to provide the speaker audio for all radios. If the of fuel between tanks can be expected when the tanks are audio amplifier in the selected transceiver fails, as evidenced by loss of nearly full and the wings are not level. speaker audio for all radios, place the transmitter selector switch in the other transceiver position. Since an audio amplifier is not utilized for If it is desired to completely exhaust a fuel tank quantity in flight, the headphones, a malfunctioning amplifier will not affect headphone operation. auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper oper- ation of the auxiliary fuel pump be verified prior to running a fuel tank SPEAKER-PHONE SWITCHES. dry by turning the auxiliary fuel pump on momentarily and checking for a slight rise in fuel flow indication. The speaker-phone switches determine whether the output of the re- ceiver in use is fed to the headphones or through the audio amplifier to To ensure a prompt enginé restart in flight after running'a fuel tank the speaker. Place the switch for the desired receiving system either dry, immediately swit¢h to a tank containing fuel at the first indication of in the up position for speaker operation or in the down position for head- fuel pressure fluctuation and/or power loss. Then place the right half of phones. On some aircraft, the marker beacon switch contains a third the auxiliary fuel pump switch in the ON position momentarily (3 to 5 position used to turn off the marker beacon receiver (see figure 7-2). seconds) with the throttle at least 1/2 open. Excessive use of the auxili- ary fuel pump 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 auxili- ary 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 ON 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. MICROPHONE-HEADSET FUEL TANK SUMP AND FUEL LINE QUICK-DRAIN VALVES. Each fuel tank sump is equipped with a fuel quick-drain valve to facili- tate draining and/or examination of fuel for contamination and grade. The A microphone-headset combination is offered as optional equipment. valve extends through the lower surface of the wing just outboard of the Using the microphone-headset and a microphone keying switch on the left cabin door. Two similar valves are provided in the fuel supply lines and side of the pilot's control wheel, the pilot can conduct radio communica- are located on the bottom of the fuselage below the cabin door area. A tions without interrupting other control-operations to handle a hand-held sampler cup stored in the aircraft is used to examine the fuel. Insert the microphone. Also, passengers need not listen to all communications. probe in the sampler cup into the center of the quick-drain valve and push. The microphone and headset jacks are located near the lower left corner Fuel will drain into the sampler cup until pressure on the valve is re- of the instrument panel. leased. 7-6 2-5 LONG RANGE FUEL TANKS (OPT) RADIO SELECTORSWITCHESSpecial wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range. When these tanks are installed, the aircraft is equipped with a "selector valve" RADIO SELECTOR SWITCH OPERATIONfuel system. The total usable fuel, for all flight conditions, is 78 gallons. AUXILIARY FUEL PUMP SWiiCH. Operation of the radio equipment is normal.as covered in the re- spective radio manuals. When more than one radio is installed, an audio The auxiliary fuel pump switch is located on the left side of the lower switching system is necessary. The operation of this switching system switch.and control panel and is a.yellow and red split-rocker type switch• is described below, Figure 7-2 illustrates the radio selector switch panel. The yellow right half of the switch is labeled START, and its upper ON position is used for norinal starting, minor vapor purging and con- TRANSMITTER SELECTOR SWITCH. finued engine operation in the event of an engine-driven fuel pump failure. With the right half of the switch in the ON position, the pump operates - The transmitter selector switch has two positions. When two trans- at one of two flow rates that are dependent upon the setting of the throttle' mitters are installed, it is necessary to switch the microphone to the With.the throttle open to a cruise setting, the pump operates at a high radio unit the pilot desires to use for transmission. This is accomplished enough capacity to supply sufficient fuel flow to maintain flight with an by placing the transmitter selector switch in the position corresponding to inoperative engine-driven fuel pump. When the throttle is nioved toward the radio unit which is to be used. The up position selects the upper the closed posîtion (as during letdown, landing, and taxiing), the fuel transmitter and the down position selects the lower transmitter, pump flow rate is automatically reduced preventing an excessively rich mixtu e during these periods of.reduced engine speed. N0?E If the engine-driven fuel pump ís functioning and the - RADIO SELECTOR SWITCH ES auxiliary fuel pump switch is placed in the ON position, a.fuel/air ratio considerably richer than best power is produced unless the mixture is leaned. Therefore, this switch should be turned off during take-off. 1 , SPEAKER NOTE 2 COM l NAV l M 2 NAV 2 MKR BCN ADF DME If the auxiliary fuel pump switch is accidentally placed TRANS ' PHONES in the ON position with the master switch on and the engine stopped, the intake manifolds will be flooded. The red left half of the switch is labeled EMERG, and its upper SPEAKER-PHONE SWITCH (TYPICAL) HI position is used in the event of an engine-driven fuel pump failure TRANSMITTER SWITCHES CONTROL SPEAKËR-PHONE during take-off or high power operation. The HI position may also be used SELECTOR SWITCH FUNCTION OF COMMUNICATION AND for extreme vapor purging. Maximum fuel flow is produced when the left NAVIGATION EQUIPMENT IN RADIO half of the switch is held in the spring-loaded HI position. In this position, STACK ON INSTRUMENT PANEL. an interlock within the switch automatically trips the right half of the switch to the ON position. When the spring-loaded left half of the switch is released, the right half will remain in the ON position until manually returned to the off position· Figure 7-2. 2-6 7-5 For quick smooth engine starts in zero degree temperatures, use EiE CTR ICA L SY STEM. six strokes of the primer before cranking, with an additional one or two . Electrical energy is supplied by a 14-volt, direct-current system strokes as the engine starts. In colder temperatures, use additional powered by an engine-driven alternator (see figure 2-4). The 12-volt priming befpre cranking, and turn the auxiliary fuel pump switch to ON battery is located aft of the rear cabin wall below the baggage floor. while cranking' Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having gen- eral electrical system circuits. Both sides of the bus are on at all times STATICPRES SU RE A LTERN ATESOUR CE VA LVE. except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to A static pressure alternate source valve provides continued opera- open the circuit to the electronics bus. Isolating the electronic circuits tion of the airspeed indicator, altimeter, and vertical speed indicator in in this manner prevents harmful transient voltages from damaging the the event that the static ports or lines become obstructed. The valve is transistors in the electronics equipment. a push off-pull on type valve located under the left switch and control MASTER SWITCH. panel. . The master switch is a split-rocker type switch labeled MASTER If erroneous instrument readings are suspected due to water or ice and is ON in the up position and off in the down position. The right ' in the static pressure lines, the alternate static source valve should be half of the switch, labeled BAT, controls all electrical power to the opened to close off the standard static system and vent the instruments aircraft. The left half, labeled ALT, controls the alternator. to cabin static pressure. Cabin pressures will vary, however, with open vents or windows. Since open cabin windows will cause large errors in Normally, both sides of the master switch should be used simulta- altimeter and airspeed readings at cruise speeds, it is recommended that neously; however, the BAT side of the switch could be turned ON sepa- they be closed whenever the alternate static system is in use. rately to check equipment while on the ground. The ALT side of the switch, when placed in the off position, removes the alternator from the If the windows are closed, the airspeed indicator and altimeter may . electrical system. With this switch in the off position, the entire elec- read as much as 6 MPH slower and 50 feet lower, respectively, depending trical load is placed on the battery. Continued operation with the alter- on airspeed and the position of the cabin ventilators. If the alternate static nator switch off will reduce battery power low enough to open the battery source must be used for landing, use an indicated airspeed 4 MPH slower contactor, remove power from the alternator field, and prevent alternator than normal. restart. A M MET ER. The ammeter indicates the flow of current, in amperes, from the al- ternator to the battery or from the battery to the aircraft electrical sys- tem. When the engine is operating and the master switch is ON, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. The aircraft is equipped with an automatic over-voltage protection 7-4 2-7 ELECTRICAL SYSTEM SCHEMATIC OIL DILUTION TABLE TO OPTIONAL TURN TEMPERATURE 5 COORDINATOR OR OPTIONAL REGULATOR tunNcoono TURN-AND BANK INDICATOR OVER- ALTER ATOR li TO AUXiLIARY FUEL PUMP 0 ° F -10 ° F -20 ° F VOLTAGE 1 FUEL PUMP WARNING ^ LIGHT |r 15 TO HEATED PITÖTSYSTEM (OPT) DILUTION TI ME 2 min. 5 min. 8 min.- PITOT HEAT ALÌ CIGAR LIGHTER (WITH CIRCUIT BREAKER) FU EL A DDED 1 qt. 2. 5 qt. 4 qt. -- OVER- TO NAVIGATION LIGHTS MASTER VOLTAGE & 10 & OPTIONAL CONTROL SWITCH SENSOR WHEEL MAP LIGHT ALT NAV FIELD L1GHTS TO TRANSMITTER RELAY (OPT) AMMETER ' TO OIL DILUTION SYSTEM |OPT] Maximum Sump Capacity - 16 quarts - Maximum for Take-off - 13 quarts STARTER 15 TO FLASHING BEACON & CONTACTOR REVERSE POLARITY OPTlONAL STROBE LIGHTS CONTACIOR GROUND SERVICE BCN/sTROBE PLUG RECEPTACLE PT - 20 TO LANDING & TAXI LIGHTS LAND TAXI TO FUEL QUANTITY [ND. FLIGHT HOUR & CYL. HEAD TEMP. GAGE energizing the oil dilution switch with the engine operating at 1000 RPM, RECORDER TO DOE LLIGGHTS&OPTIONAL and with the auxiliary fuel pump switch in the ON position. (Refer to OIL IS TO IGNITION SWITCH Îigure Ÿ-1 ÎOr dilution time for the anticipated temperature. ) While di- STARTER , PRESSURE IN5T TO DOOR POST MAP LIGHT (OPT) luting the oil, the oil pressure should be watched for any unusual fluctua- BATTERY SWITCH - - SPLIT BUS LíGHT TO COMPASS LIGHT, tiOns that might indicate a screen being clogged with.sludge washed down CONTACTOR (NORMALLY INSTRUMENT FLOOD LIGHTS by the fuel. CLosED) AND OPTIONAL POST LIGHTS o° NOTE BATTERY TO RADIO (OPT) naulo, On the first operation of the oil dilution system each vo unio ioPT) Season, use the full dilution period, drain the oil, clean to naulo 2 the screen, refill with new oil and redilute as required. NSTRUMENT LIGHTS TO RADIO (OPT) ER ¯ RADio 3 If the full dilution time was used, beginning with a full oil sump (12 TO RADIO (OPT) QURrtS), subsequent starts and engine warm-up should be prolonged to CODE RADIO 4 OVapOrate enough of the fuel to lower the oil sump level to 13 quarts prior Q ClRCUIT BREAKER TO RADIO (OPT) tO take-off. Otherwise, the sump may overflow when the aircraft is in a (PUSH-RESET) RADio s HOse high attitude. g FUSE ON TO AUDIO AMPLIFIER (OPT) 44DLÒDE AUD AMP CAPACITOR TO AUTOMATIC PILOT (OPT) TO avoid progressive dilution of the oil, flights of at least two hours' NREISE FILTER) UTO PlLOT duration should be made between oil dilution operations. MAGNETOS ENGINE PRIMER SYSTEM. A manually-operated, plunger-type engine primer may be instilled Figure 2-4. to improve cold weather starting. 2-8 '7-3 GROUNDSERV ICE PLUGRECE PTA CLE. system consisting of an over-voltage sensor behind the instrument panel A ground service plug receptacle may be installed to permit the use of, and a red warning light, labeled HIGH VOLTAGE, near the ammeter. an external power source for cold weather starting and during lengthy In the event an over-voltage condition occurs, the over-voltage sen- maintenance work on the aircraft electrical system (with the exception of sor automatically removes alternator field current and shuts down the electronic equipment). alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the aircraft battery is supply- NOTE ing all electrical power. Electrical power for the aircraft electrical circuits is The over-voltage sensor may be reset by turning the master switch provided through a split bus bar having all electronic off and back on again. If the warning light does not illuminate, normal circuits on one side of the bus and other electrical cir- alternator charging has resumed; however, if the light does illuminate cuits on the other side of the bus. When an external again, a malfunction has occurred, and the flight should be terminated as power source is connected, a contactor automatically soon as practical. opens the circuit to the electronic portion of the split bus bar as a protection against damage to the transis_ The over-voltage warning light may be tested by momentarily turning tors in the electronic equipment by transient voltages off the ALT portion of the master switch and leaving the BAT portion from the power source. Therefore, the external turned on. power source can not be used as a source of power when checking electronic components. CIRCUIT BREAKERS AND FUSES. Just before connecting an external power source (generatortype or Most of the electrical circuits in the airplane are protected by "push- battery cart), the master switch should be turned ON. to-reset" circuit breakers mounted on the instrument panel. Exceptions to this are the battery contactor closing (external power) circuit and optional clock and flight hour recorder circuits which have fuses mounted near the The ground service plug receptacle circuit incorporates a polarity battery. Also, the cigar lighter is protected by a manually-reset type cir- reversal protection. Power from the external power source will flow only cuit breaker mounted directly on the back of the lighter behind the instru- if the ground service plug is correctly connected to the airplane. If the ment panel plug is accidentally connected backwards, no power will flow to the air- plane's electrical system, thereby preventing any damage to electrical When more than one radio is installed, the radio transmitter relay equipment' (which is a part of the radio installation) is protected by the navigation lights circuit breaker labeled NAV LIGHTS. It is important to remember The battery and external power circuits have been designed to com- pletely eliminate the need to "jumper" across the battery contactor to close that any malfunction in the navigation lights system which causes the it for charging a completely "dead" battery. A special fused circuit in the circuit breaker to open will de-activate both the navigation lights and the t 1 transmitter relay. In this event, the navigation light switch should be ex erna power system supplies the needed "jumper" across the contacts . so that with a "dead" battery and an external power source applied, turn- turned off to isolate the circuit; then reset the circuit breaker to.reactivate ing the master switch ON will close the battery contactor. the transmitter relay and permit its usage. Do not turn on the navigation lights switch until the malfunction has been corrected. LIGHTING EQUIPMENT. OIL DILUTION SYSTEM. EXTERIOR LIGHTING. If your aircraft is equipped with an oil dilution system, and very low temperatures are anticipated, dilute the oil prior to engine shut down by Standard exterior lighting consists of navigation lights on the wing tips 7-2 2-9 and tailcone stinger, landing and taxi lights mounted in the cowl nose cap, p gg gg and a flashing beacon on top of the vertical fin. Optional lighting includes U I ff El a strobe light on each wing tip, and a courtesy light under each wing just outboard of the cabin. The courtesy lights are controlled by the dome light switch, labeled DOME/COURTESY, located on the overhead con- sole. All exterior lights, except the courtesy lights, are controlled by OPTIONAL SYSTEMS rocker-type switches on the left switch and control panel. The switches are ON in the up position and off in the down position. The flashing beacon should not be used when flying through clouds or This section contains a description, operating procedures, and per- overcast; the flashing light reflected from water droplets or particles in formance data (when applicable) for some of the optional equipment which the atmosphere, particularly at night, can produce vertigo and loss of may be installed in your Cessna. Owner's Manual Supplements are pro- orientation. vided to cover operation of other optional equipment systems when in- stalled in your aircraft. Contact your Cessna Dealer for a complete The two high intensity strobe lights will enhance anti-collision pro- list of available optional equipment. tection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during night flight through clouds,fog or haze. INTERIOR LIGHTING. Instrument and control panel lighting is provided by standard flood lighting, optional post lighting, and integral lighting. Two rheostat con- COLD WEATHER EQUIPMENT trol knobs, labeled RADIO and INSTRUMENT, control the intensity of all instrument and control panel lighting. The rheostat control knobs are located on the left and right sides of the overhead console. A switch on the overhead console, labeled POST-FLOOD is used to select either WINTERIZATION KIT AN D standard flood lighting or optional post lighting. NON - CONGE A LING O IL COOLE R. Standard instrument panel lighting consists of a flood light equipped For continuous operation in temperatures consistently below 20°F, with a red lens in the overhead console, a white post light adjacent to the the Cessna winterization kit and non-congealing oil cooler should be in- radio selector switches, two red post lights (one above the switch panel stalled to improve engine operation. The winterization kit consists of and one above the control panel), and a red post light mounted under the two shields to partially cover the cowl nose cap openings, a cover plate edge of the instrument panel near the center to illuminate the floor con- with a hole in it to cover the induction air filter, and insulation for the sole controls. The magnetic compass and engine instrument cluster have crankcase breather line. integral red lighting, and the radios have integral white lighting. To use flood lighting, place the switch labeled POST-FLOOD in the FLOOD NOTE position and adjust the light intensity. Intensity of the overhead flood light, compass light, instrument cluster lights, and the switch and control panel The cover plate should be installed on the front of the and floor console post lights is controlled by the INSTRUMENT rheostat air filter rather than between the filter and the airbox. control knob. The intensity of the integral radio lights and the radio selec- tor switch panel post light is controlled by the RADIO rheostat control knob. Once installed, the crankcase breather insulation is approved for perman- ent use in both cold and hot weather. The non-congealing oil cooler re- The instrument panel may be equipped with optional white post lights places the standard oil cooler and provides improved oil flow through the mounted at the edge of each instrument and the edge of the marker beacon cooler in extremely cold weather. 2-10 7-1 panel to provide direct lighting. When post lights are installed, the red e SPEED 80 MPH (IAS) --- lights of the engine instrument cluster are replaced with white lights and MAXIMUM GLIDE O PROPELLER WINDMILLING the cluster lighting is connected to the post light switch. Therefore, when flood lighting is used, the engine instrument cluster will not have integral O FLAPS UP O ZERO WIND lighting. To utilize post lighting, place the switch labeled POST-FLOOD in the POST position. In this position, the overhead flood light will turn off automatically. Post light intensity is adjusted with the INSTRUMENT rheostat control knob. p . A cabin dome light is located in the overhead console, and is operated w 16,000 ------ -------- by a switch adjacent to the light. To turn the light on, move the switch to i 14,000 the left. This will also operate the optional courtesy lights. 2 < 12, An optional map light may be mounted on the bottom of the pilot's con- !!! trol wheel. The light illuminates the lower portion of the cabin, just for- 10,000 l' ward of the pilot, and is helpful when checking maps and other flight data !!! during night operations. To operate the light, first turn on the NAV 0000 LIGHTS switch, then adjust the map light's intensity with the rheostat control knob on the back of the control wheel pad on the right side. 1000 A doorpost map light is also offered as optional equipment, and is lo- . !*" cated on the left forward doorpost. The light contains both red and white 2 0 0 0 ;9!!!'' bulbs, and may be positioned to illuminate any area desired by the pilot. ill' A switch on the left forward doorpost is labeled RED, OFF, and WHITE. n ai!! Placing the switch in the top position will provide a red light. In the bot- 0 5 10 15 20 25 30 35 tom position, standard white lighting is provided. The center position is OFF. GROUND DISTANCE (STATUTE MILES) I CABIN HEATING,VENTILATING AND DEFROSTING SYSTEM. Figure 6-6· The temperature and volume of airflow into the cabin can be regu- lated to any degree desired by manipulation of the push-pull CABIN HEAT and CABIN AIR knobs. NOTE For improved partial heating on mild days, pull out the CABIN AIR knob slightly when the CABIN HEAT knob is out. This action increases the airflow through the system, increasing efficiency, and blends cool outside air with the exhaust manifold heated air, thus elimin- ating the possibility of overheating the system ducting. 6-10 2-11 Front cabin heat and ventilating air is supplied by outlef 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 extend- ing down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the --- cabin manifold. Separate adjustable ventilators supply additional air;one near each upper corner of the windshield supplies air for the pilot and copilot, and - - ---- two in the rear cabin ceiling supply air to the rear seat passengers. SHOULDER HARNESSES. Shoulder harnesses are standard equipment for the pilot and optional 4 © © equipment for the passengers. I ¯¯¯ z o < o Each front seat harness is attached to a rear door post just above O o window line and is stowed behind a stowage sheath mounted above the cabin door. To stow each front seat harness, fold the free end and place - it behind the sheath. The center seat shoulder harnesses are attached near the aft windows. Each harness is stowed by fastening the loose end to the adhesive type fastener near the harness attach point. The aft seat shoulder harnesses are attached to the rear cabin bulkhead. They are --- - - stowed behind clips below the aft cabin window. To use the shoulder harnesses, fasten and adjust the seat belt first. o 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 ex- cessive forward movement and contact with objects during sudden deceler- ation. Also, there should be enough slack in the pilot's shoulder harness 2 o to permit use of the wing flap handle. Releasing and removing the shoulder harness is accomplished by - --------- ----- ¿ pulling upward on the narrow release strap, and removing the harness em e stud from the slot in the seat belt buckle. In an emergency, the shoulder 6 $Ñ S g harness may be removed by releasing the seat belt first, and then pulling e o the harness over the head by pulling up on the release strap. 2-12 6-9 INÏEGRATED SEAT BELT/SHOULDER HARNESSES CRUISE PERFORMANCE WITH INERTIA REELS. Optional integrated seat belt/shoulder harnesses with inertia reels are EXTENDED RANGE MIXTURE available for the pilot and front seat passenger. The seat belt/shoulder Standard conditions Zero Wind Gross Weight-3350 Pounds harnesses extend from inertia reels in the cabin ceiling to attach points in- board of the two front seats. A separate seat belt half and buckle is lo- 15,000 FEET cated outboard of the seats. The inertia reels are located in the aft over- head console, and are labeled PILOT and COPILOT. Inertia reels allow "oN-OFF" FUEL SYS. "SELECTOR VILVE"FUEL SYS- complete freedom of body movement. However, in the event of a sudden ¾ TAS GAL/ 62 GALLONS 59 GALLONS 78 GILLONs deceleration, they will lock up automatically to protect the occupants. RPM MP BHP MPH HOUR (NO RESERVE) (NO R:SERVE) (NO R.SERVE) ENDR. RANGE ENDR. RANGE ENDR. RANGE TO USe the seat belt/shoulder harness, adjust the metal buckle half HOURS MILES HOURS MILES HOURS MILES On the harness up far enough to allow it to be drawn across the lap of the occupant and be fastened into the outboard seat belt buckle. Adjust 2550 17 57 157 12.1 5.1 805 4.9 765 6.4 1010 seat belt tension by pulling up on the shoulder harness. To remove the 116 g9 1110 56 79 05 seat belt/shoulder harness, release the seat belt buckle and allow the 14 43 124 9.5 6.6 810 6.2 775 8.3 1020 inertia reel to draw the harness to the inboard side of the seat. 2500 17 55 154 11.7 5.3 810 5.0 775 6.6 1020 16 51 146 10.9 5.7 825 5.4 785 7.2 1040 REMOVABLECABIN DOOR. 15 46 135 10.1 6.2 830 5.9 790 7.8 1045 14 42 117 9.2 6.7 795 6.4 755 8.5 1000 The right cabin door has removable hinge pins and a detachable door stop permitting door removal when large or bulky cargo must be loaded. 2400 17 52 148 11.1 5.6 825 5.3 785 7.0 1035 16 48 138 10.3 6.0 830 5.7 790 7.6 1045 15 43 125 9.5 6.5 815 6.2 775 8.2 1025 AFT BAGGAGE COMPARTMENT. 14 39 105 8.6 7.2 750 6.8 715 9.0 945 -----..--- A baggage compartment (baggage area 2) is provided just back of the 2300 17 48 140 10.4 5.9 835 5.7 795 7.5 1050 rear cabin wall and is accessible by taking off the quick-removable wall 16 44 129 9.7 6.4 830 6.1 790 8.1 1040 panel. The compartment is useful for storing utility type seating when 15 40 111 8.9 6.9 775 6.6 735 8.7 975 large cargo is to be carried in the cabin area. Also, it provides an extra 14 36 93 8.2 7.6 710 7.2 675 9.6 890 storage space for light, but bulky articles. A total of 50 pounds of bag- gage may be carried in this area. Four tie-down rings and a baggage net are used to tie down the baggage. Weight and balance data and illustra- 2200 17 45 131 9.8 6.3 830 6.0 790 8.0 1045 tions of the compartment may be found in Section IV. 16 41 115 9.1 6..8 785 6.5 750 8.6 990 15 37 99 8.4 7.4 730 7.0 695 9.3 915 14 33 81 7.7 8.1 660 7.7 630 10.2 830 MANUAL TAIL WHEEL LOCK. The steerable tail wheel incorporates a manual anti-swivel locking NOTE: For cargo pack performance, refer to section Vil system. The locking lever, located on the cabin floor console, controls a spring-loaded locking lug on the tail wheel assembly. To lock the tail Figure 6-4 (Sheet 5 of 5). wheel, move the lever aft to the LOCK position. To unlock the tail 6-8 2-13 wheel, move the lever forward to UNLOCK. CRUISE PERFORMANCE STARTING ENGINE. EXTENDEDRANGEM1XTURE Proper fuel management and throttle adjustments are the determining Standard Conditions Zero Wind Gross Weight-3350 Pounds factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in Section I should be followed closely as 10,000 FEET it is effective under nearly all operating conditions, including hot and cold weather conditions. Slight variations from this procedure may be neces- "oN-OFF" FUEL SYS. "SELECTORVILVE"FUELSYS. sary at times to compensate for extreme conditions• % TAS GAL/ 62 GALLONS 59 GALLON5 78 GALLON5 RPM MP BHP MPH HOUR (NO RE5ERVE) (NO RESERVE) (NO RESERVE) Conventional full rich mixture and high RPM propeller settings are ENDR. RANGE ENDR. RANGE ENDR. RANGE used for starting; the throttle, however, should be fully closed initially• HOURS MILES HOURS MILES HOURS MILES When ready to start, place the auxiliary fuel pump switch in the ON position and advance the throttle to obtain 8-10 gal/hr fuel flow. Then, 2550 21 70 166 14.6 4.3 705 4.0 670 5.4 890 promptly turn off the auxiliary fuel pump and return the throttle to idle. 20 65 161 13.7 4.5 730 4.3 695 5.7 915 19 61 156 12.9 4.8 755 4.6 720 6.1 950 Place the ignition switch in the START position. While cranking, slowly 18 57 151 12.0 s.2 775 4.9 740 6.5 980 advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel/air ratio ¯¯¯¯¯ ¯¯¯¯¯¯¯¯¯ is obtained. When the engine has started, reset the throttle to the desired 2500 21 67 163 14.1 4.4 715 4.2 680 5.5 900 . 20 63 159 13.3 4.7 740 4.4 705 5.9 930 1dle speed• 19 59 154 12.5 5.0 765 4.7 730 6.3 960 18 55 148 11.7 5.3 785 5.1 750 6.7 990 Engine starting in hot weather or with a hot engine is sometimes ham- .---- ------- -- -- ------ --- pered by vapor formation in the fuel lines. To purge the vapor, move the 2400 21 63 158 13.2 4.7 745 4.5 705 5.9 935 mixture control to full rich, open the throttle 1 1/2 inches, and prime 20 59 154 12.5 5.0 765 4.7 72$ 6.2 960 with the auxiliary fuel pump switch in the ON position (or HI position, 19 55 149 11.7 5.3 785 5.0 745 6.6 985 as required) until the fuel flow indicator reads 8-10 gal/hr. Then shut 18 51 142 11.0 5.6 800 5.4 765 7.1 1010 off the fuel pump switch and engage the starter. As the flooded mixture -------------- ------- ------ -------- becomes progressively leaner, reaching a combustible mixture, the en- 2300 21 59 154 12.4 5.0 765 4.7 730 6.3 965 gine will start. If the engine tends to die, turn the auxiliary fuel pump 20 55 149 11.8 5.3 785 5.0 745 6.6 985 . . 19 52 143 11.1 5.6 800 5.3 760 7.1 1005 switch momentarily to ON at appropriate mtervals until the vapor iS 18 48 136 10.4 6.0 815 5.7 775 7.5 1025 fully cleared and the engine runs smoothly. If prolonged cranking is necessary, allow the starter motor to cool at 2200 21 55 148 11.6 5.3 790 5.1 750 6.7 990 frequent intervals, since excessive heat may damage the armature. 20 51 142 11.0 5.6 800 5.4 765 7.1 1010 19 48 136 10.4 6.0 815 5.7 775 7.5 1025 18 44 129 9.7 6.4 825 6.1 785 8.0 1035 TAXIING. 17 41 119 9.0 6.9 820 6.5 780 8.6 1030 I The tail wheel lock should be unlocked for steering while taxiing. NOTE: For cargo pack performance, refer to Section VII. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Figure 6-4 (Sheet 4 of 5). 2 -14 6-'l BEFORE TAKE-OFF. CRUISE PERFORMANCE WARM-UP. EXTENDED RANGE MIXTURE Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full Standard conditions Zero Wind Gross Weight-3350 Pounds throttle checks on the ground are not recommended unless the pilot has 7500 FEET good reason to suspect that the engine is not turning up properly. "ON-OFF" FUEL SYS. "SELECTOR VILVE"FUEL SYS. MAGNETO CHECK. % TAS GAL/ 62 GALLONS 59 GALLONS 78 GALLONS RPM MP BHP MPH HOUR (NO RESERVE) (NO RESERVE) (NO RESERVE) The magneto check should be made at 1700 RPM with the propeller in ENDR. RANGE ENDR. RANGE ENDR. RANGE flat pitch as follows: Move the ignition switch first to R position and HOURS MILES HOURS MILES HOURS MILES HOte RPM. Next move switch back to BOTH position to clear the other - - - - - set of plugs. Then move switch to L position, note RPM and return the 2550 23 75 168 15.8 3.9 660 3.7 625 4.9 830 switch to the BOTH position. RPM drop should not exceed 150 RPM on 61 9 44 2 680 20 55 either magneto or show greater than 50 RPM differential between magnetos. 20 63 155 13.2 4.7 725 4.5 690 5.9 915 If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. 2500 2232 53 3 9 55 1 88470 An absence of RPM drop may be an indication of faulty grounding 21 65 157 13.7 4.5 715 4.3 680 5.7 900 of one side of the ignition system or should be cause for suspicion that 20 61 153 12.8 4.8 740 4.6 705 6.1 930 the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK. 2400 23 68 161 14.3 4.3 700 4.1 665 5.5 880 22 64 157 13.5 4.6 720 4.4 685 5.8 905 21 61 153 12.8 4.9 740 4.6 705 6.1 930 Prior to flights where verification of proper alternator and voltage re- 20 57 148 12.1 5.1 760 4.9 725 6.5 960 gulator operation is essential (such as night or instrument flights), a pos- ----------- ------------ itive verification can be made by loading the electrical system momentarily 2300 23 64 156 13.4 4.6 720 4.4 685 5.8 905 (3 to 5 seconds) with the landing and taxi lights during the engine runup 22 60 152 12.7 4.9 740 4.6 705 6.1 935 (1700 RPM). The ammeter will remain within a needle width of zero if the 21 57 148 12.0 5.2 760 4.9 725 6.5 960 alternator and voltage regulator are operating properly. 20 53 143 11.4 5.5 780 5.2 745 6.9 980 --- ---- ---- ---- --- ----------- ----- - - ---- TA IL WHEELLOCK . 2200 23 59 151 12.5 5.0 750 4.7 715 6.3 945 Take-offs may be conducted with the tail wheel lock engaged or dis- 21 5 2 s .2 745 98 engaged. Tail wheel steering of 24°, left and right, is available with the 20 49 137 10.6 5.8 800 5.6 760 7.3 1005 tail wheel lock disengaged. Engaging the lock limits the steering to 2.5° 19 46 131 10.0 6.2 810 5.9 775 7.8 1020 left and right. 18 42 123 9.3 6.6 820 6.3 780 8.4 1030 Take-offs will normally be conducted with the lock disengaged to get NOTE: For cargo pack performance, refer to Section Vn. maximum steering in the early part of the take-off run. Speeds are usually low enough in this regime to preclude tail wheel shimmy under even the most unfavorable combination of rough field conditions and high Figure 6-4 (Sheet 3 of 5). gross weight. 6-6 2-15 TAKE-OFF. CRUISE PERFORMANCEIt is important to check full-throttle engine operation early în the take-off run. Any signs of rough engine operation or sÏuggish engine acceleration is good cause for discontinuing the take-off. EXTENDED RANGE MIXTURE Standard conditions Zero Wind Gross Weight- 3350 Pounds Full throttle runups over loose gravel are especially harmful to the pr opeller tips and stabilizer leading edge. When take-offs must be made 5 OOOFEET over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start,rolling before high RPMis de- "ON-OFF" FUEL SYS. "SELECTOR VILVE"FUELSYS. veloped, and the gravel will be blown back of the propeller rather than % TAS GAL/ 62 GALLONS 59 GALLONS 78 GILLONS pulled intö it. RPM MP BHP MPH HOUR (NO RISERVE) (NO R SERVE) (NO R SERVE) ENDR itANGE ENDR. RANGE ENDR. RANGE HOURS MILES HOURS MILES HOURS MILES After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle froni creeping back from a maximum power 2550 25 81 168 17.0 3.7 615 3.5 585 4.6 775 positión. Siinilar friction lock adjustments should be made as required 24 77 165 16.1 3.8 635 3.7 605 4.8 800 in other flight conditione to inaintain a fixed throttle setting. 58 66855 4 55 For maximum engine power, the mixture should be adjusted during 2500 25 79 166 16.5 3.8 625 3.6 595 4.7 790 the initial take-off roll to the fuel flow corresponding to the field eleva- 24 75 163 15.6 4.0 645 3.8 615 5.0 815 tion. The power increase is significant above 3000 feet and this proced- 23 71 159 14.8 4.2 670 4.0 635 5.3 840 ure always should be employed for.field elevations greater than 5000 feet 22 67 156 14.0 4.4 690 4.2 655 5.6 870 above sea level. 2400 25 73 162 15.3 4.0 655 3.9 625 5.1 825 24 70 158 14. 6 4. 3 675 4. O 640 5. 3 845 Using.20° wing flaps reduces the ground run and total distance over 23 66 155 13.8 4.5 695 4.3 660 5.6 875 an obstacle by approximately 20 per cent. Soft field take-offs are per- 22 62 151 13.1 4.7 715 4.5 680 .0 900 formed with 20° flaps by lifting the aircraft off the ground as soon as practical in a tail-low attítude. However, the aircraft should be leveled 2300 25 69 158 14.4 4.3 675 4.1 645 5.4 850 off immediately to accelerate to a safe climb speed- 24 65 155 13.7 4.5 695 4.3 665 5.7 875 23 62 151 13.0 4.8 720 4.5 685 6.0 905 If 20° wing flaps are used for take-off, they should be left down until 22 58 147 12.3 5.0 740 4.8 705 6.3 930 all obstacles are cleared. To clear an obstacle with wing flaps 20°, a ~¯¯¯¯¯¯¯¯¯ 64 MPH climb speed should be used. If no obstructions -are ahead, a best 22oo 25 1 13 4 44 6 710 44 4 5 8 8 "flaps up" rate-of-climb speed (101 MPH) would be most efficient. Flap 23 57 146 12.1 5.1 745 4.0 710 6.4 940 deflections of 30° and 40° are not recommended for take-off. 22 54 141 11.5 5.4 765 5.1 725 6.8 960 21 51 137 10.9 5.7 780 5.4 740 7.2 980 20 47 131 10.2 6.1 795 5.8 755 7.6 1000 Take-offs into strong crosswinds normally are performed with the 19 44 125 9.6 6.5 810 6.1 770 8.1 1015 minimum flap setting necessary for the field length, to minimize the 18 40 11Ý 9.0 6.9 815 6.6 775 8.7 1025 drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent NOTE: For cargo pack performance, refer to Section VII. possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift- Figure 6-4 (Sheet 2 of 5). 2-16 6-5 ENROUTE CLIMB. CRUISE PERFORMANCE A cruising climb at 25 inches and 2550 RPM and 110 to 120 MPH is recommended to save time and fuel for the overall trip. In addition, this EXTENDED RANGE MIXTURE type of climb provides better engine cooling, less engine wear, and more standard Conditions Zero Wind Gross Weight-3350 Pounds passenger comfort due to lower noise level. 2500 FEET Cruising climbs should be conducted at approximately 18 GPH up to 5000 feet and at 1 GPH more than the fuel flow shown on the Cessna "oN-OFF" FUEL SYS. "SELECTOR VALVE"FUELSYS. Power Computer at higher altitudes and lower power. % TAS GAL/ 62 GALLONS 59 GALLONS 78 GALLONS RPM MP BHP MPH HOUR (NO RESERVE) (NO R SERVE) (NO RESERVE) IÎ it iS necessary to climb rapidly to clear mountains or reach favor- ENDR. RANGE ENDR. RANGE ENDR. RANGE able winds at high altitudes, the best rate-of-climb speed should be used HOURS MILES HOURS MILES HOURS MILES With maximum continuous power. This speed is 101 MPH at sea level, decreasing 1/2 MPH for each 1000 feet above sea level. The mixture 2550 25 79 163 16.5 3.8 610 3.6 580 4.7 770 should be leaned as shown by the 2700 RPM column on the fuel flow pla- 24 75 159 15.6 4.0 635 3.8 600 5.0 795 card located on the instrument panel. 23 70 156 14.7 4.2 655 4.0 625 5.3 825 22 66 152 13.9 4.5 675 4.2 645 5.6 850 If an obstruction ahead requires a steep climb angle, a best angle of climb speed should be used with flaps up and maximum power. This 2500 2245 0 3 9 625 33 7 5 4 2 M85 speed is 86 MPH at sea level, increasing to 88 MPH at 10, 000 feet above 23 68 154 14.3 4.3 665 4.1 635 5.4 840 S • 22 64 150 13.5 4.6 690 4.4 655 5.8 865 2400 25 71 157 14.9 4.2 650 4.0 620 5.2 820 CRUISE 24 68 153 14.2 4.4 670 4.2 635 5.5 840 * 23 64 150 13.4 4.6 690 4.4 655 5.8 870 22 60 146 12.7 4.9 715 4.7 680 6.2 895 Normal cruising is performed between 55/o and 15% power. The cor- -- ------ ---- responding power settings and fuel consumption for various altitudes can 2300 25 67 153 14.1 4.4 675 4.2 640 5.6 845 be determined by using your Cessna Power Computer or the Operational 24 63 149 13.3 4.7 695 4.4 660 5.9 875 Data in Section VI. 23 60 145 12.6 4.9 715 4.7 680 6.2 900 22 56 141 11.9 5.2 735 5,0 700 6.5 925 NOTE 2200 25 62 148 13.0 4.8 705 4.5 670 6.0 885 24 59 144 12.4 5.0 720 4.8 685 6.3 910 Cruising should be done at 65% to 75% power until a 23 55 140 11.7 5.3 740 5.0 705 6.6 935 total of 50 hours has accumulated or oil consumption 22 52 136 11.1 5.6 760 5.3 725 7.0 955 has stabilized. This is to ensure.proper seating of 21 49 131 10.5 5.9 775 5.6 740 7.4 975 20 45 126 9.9 6.3 795 6.0 755 7.9 995 the rings and is applicable to new engines, and engines 19 42 120 9.2 6.7 805 6.4 765 8.5 1015 in service following cylinder replacement or top over- 18 38 112 8.6 7.2 805 6.9 770 9.1 1015 haul of one or more cylinders. NOTE: For cargo pack performance, refer ta Section VII. The Cruise Performance table on the following page illustrates the true airspeed and miles per gallon during cruise for various altitudes and Èigure 6-4 (Sheet 1 of 5). percent powers. This table should be used as a guide, along with the 6-4 2-17 CRUISE PERFORMANCE -> -68 - o- 75% POWER 65% POWER 55¾ POWER ALTITUDE TAS MPG TAS MPG TAS MPG Sea Level 156 9.9 14'l 10.8 137 11.7 4000 Feet 162 10. 3 152 11. 2 142 12. 1 7500 Feet 168 10.7 157 11.5 146 12.5 o I Standard Conditions Zero Wind .. available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favokable 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 are range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened if necessary, to main- tain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). Cruise performance data in this manual and on the power computer is based on an extended range mixture setting which is approximately one gallon per hour less than the best power mixture setting. This extended range mixture setting results in a one MPH speed loss and an average in- crease of 6% in range when compared to a best power mixture setting. For best fuel economy at 55% power or less, the engine may be oper- ated at one gallon per hour leaner than shown in this manual and on the power computer. This will result in approximately 6% greater range than shown in the cruise tables of this manual accompanied by approximately 4 MPH decrease in speed. The fuel injection system used on this engine is considered to be non- e icing. In the event that unusual conditions cause the intake air filter to 2-18 6-3 become clogged or iced over, an alternate intake air valve opens auto- STALL SPEEDS - MPH CAS matically for the most efficient use of either normal or alternate air, depending on the amount of filter blockage. Due to the lower intake pres- G ROSS WE IG HT ANGLEOFB AI K sure available through the alternate air valve or a partially blocked filter, full throttle manifold pressure can decrease approximately 1. 5 in. Hg. 3350 LBS. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT). CONFIGURATION 0° 30° 60° Exhaust gas temperature (EGT) as shown on the optional Cessna Econ- FL A PSUP 6 5 7 O 9 2 omy Mixture Indicator may be used as an aid for mixture leaning in cruis- ing flight at 75% power or less. To adjust the mixture, using this indica- tor, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on the table below. FLAPS 2O° 58 62 82 Continuous operation at peak EGT is authorized only at 55% power or less. This best economy mixture setting results in approximately 6% FL A PS 40° 5 6 6 O 7 9 "breatepr r gaetethan4 shoudin the cruise teaebdles of this manual accompanied NOTE POWER OFF - AFT CG Operation on the lean side of peak EGT is not approved. Figure 6-2. When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the mixture to the desired cruise setting. Any change in altitude or power will require a recheck of the EGT indication. MIXTURE EXHAUST GAS RANGE INCREASE DESCRIPTION TEMPERATURE FROM BEST POWER BEST POWER Peak EGT Minus 0% 100°F (Enrichen) EXTENDED RANGE Peak EGT Minus (Owner's Manual and 6% 50°F (Enrichen) Computer Performance) BEST ECONOMY (55% Power or Less) Peak EGT 12% 6-2 2-19 STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. OPERATIONAL DATA Power-off stall speeds at maximum gross weight and aft c.g. position are presented in figure 6-2 as calibrated airspeeds, since indicated air- speeds are unreliable near the stalL The operational data charts on the following pages are presented for two purposes: first, so that you may know what to expect from your air- plane under various conditions; and second, to enable you to plan your flights in detail and with reasonable accuracy. LANDING. The data in the charts has been compiled from actual flight tests with Since the ability of the elevator to produce a full stall is dependent the airplane and engine in good condition and using average piloting tech- upon the adjustable stabilizer being set NOSE UP, it is important that the niques. Note also that the range charts make no allowances for wind, aircraft be completely trimmed in the approach glide. If the aircraft fails navigational errors, warm-up, take-off, climb, etc. You must estimate to land three point.with the control wheel fully back, it is probable that the these variables for yourself and make allowances accordingly. adjustable stabilizer is not adjusted for the landing condition. Remember that the charts contained herein are based on standard day Landings may be made with the tail wheel lock engaged or disengaged. conditions. For more precise power, fuel consumption, and endurance Although use of the lock is left to the individual pilot's preference, it is information, consult the Cessna Power Computer supplied with your air- probable that its operation will be limited to use during strong crosswind craft. With the Power Computer, you can easily take into account temper- landings on rough fields with a heavily-loaded airplane. This condition ature variations from standard at any flight altitide. would lead to a touchdown with a deflected tail wheel (if the lock were dis- engaged) and subsequent external forces on the tail wheel that are conducive to shimmy. Engaging the tail wheel lock restrains the steering, making the tail wheel insensitive to rudder pedal action and rocks and ruts on the land- AIRSPEED CORRECTION TABLEing surface. FLAPS O° The landing normally should be three-point. Heavy braking may be used initially in the ground roll if the control wheel is held full back. IAS - MPH 60 80 100 120 140 160 180 CAS - MPH 64 82 100 119 139 158 177 For short field landings, make a power-off approach at 78 MPH with 40° flaps, and land three point. Immediately after touchdown, apply FLAPS DOWN heavy braking as required. For maximum brake effectiveness, retract IAS - MPH 50 60 70 80 90 100 110 the flaps, hold full nose up elevator and apply maximum possible brake CAS - MPH 58 65 74 83 93 102 112 pressure without sliding the tires. When performing an ILS approach, select an engine speed of less than *MAX IMUM FLAP SPEED llO MPH, CAS 2700 RPM to obtain steady and reliable glideslope needle indications. At precisely 2700 RPM a two-bladed propeller may interfere with the glide- slope signal, producing erratic glideslope indications. Figure 6-1. 2-20 6-1 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 ob- stacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted and the cowl flaps opened. COLD WEATHER OPERATION. The use of external preheater (for both the engine and battery) and an external power source is recommended whenever possible to re- duce wear and abuse to the engine and the electrical system. Preheat 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 oper- ating details. During cold weather operations, no indication need be apparent on the oil temperature gage prior to take-off. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), the engine is ready for take-off if it accel- erates 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. NOISE ABATEMENT. Increased emphasis on improving the quality of our environment re- quires rene