OWNER'S MANUAL CESSNA

(f ) Disconnect nose tie-down. (a) Remove gust lock, if installed. (b) (c) (a) (b) Check main wheel tire for proper inflation. Inspect airspeed static source hole on side of fuselage for stoppage (left side only). Disconnect wing tic-down. (a) (b) (c) Check ail level. Do not operate with less than 4 quarts. Fill for extended flights. Check propeller and spinner for nicks and security. Same as Remove pi tot tube cover, if installed, and check pi tot tube opening for stoppage. Check fuel tank vent opening for stoppage. Check stall warning vent opening for stoppage Same as Figure 1-1. iv s 6 4 1 3 N O T E 2 INSPECTION EXTERIOR 3 4 6 4 7 5 8 3 2 1 8 Downloaded from www.Manualslib.com manuals search engine Section / OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplane's equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered in Section EL Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for„a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no unconventional characteristics or operations that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeeds may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE S T A R T I N G T H E ENGINE. (1) Seats and Seat Belts — Adjust and lock. (2) Brakes — Test and set. (3) Master Switch — "ON. " (4) Fuel Valve Handle - - " O N . " S T A R T I N G T H E ENGINE. (1) Carburetor Heat - - Cold. 1 - 1 Downloaded from www.Manualslib.com manuals search engine (2) Mixture - - Rich. (3) P r i m e r — A s required. (4) Ignition Switch - - " B O T H . " (5) Throttle — Open 1/4". (6) P r o p e l l e r A r e a — C l e a r . (7) Starter Handle - - Pull. B E F O R E T A K E - O F F Throttle Setting - - 1700 R P M . Engine Instruments - - Within g r e e n a r c . Magnetos - - Check (75 R P M maximum differential between magnetos Carburetor Heat - - Check operation. Suction Gage - - Check (4. 6 to 5. 4 inches of m e r c u r y ) . Flight Controls - - Check. T r i m Tab - - " T A K E - O F F " setting. Cabin Doors - - Latched. Flight Instruments and Radios — Set. T A K E - O F F . N O R M A L T A K E - O F F . (1) Wing Flaps - - Up. (2) Carburetor Heat - - Cold. (3) Throttle - - Full " O P E N . " (4) Elevator Control - - L i f t nose wheel at 50 M P H . (5) Climb Speed - - 7 2 M P H until all obstacles a r e cleared, then set up c l i m b speed as shown in " N O R M A L C L I M B " paragraph. M A X I M U M P E R F O R M A N C E T A K E - O F F . (1) Wing Flaps - - U p . (2) Carburetor Heat — Cold. (3) Brakes — Hold. (4) Throttle — Full " O P E N . " (5) Brakes — R e l e a s e . (6) Elevator Control - - Slightly tail low. (7) Climb Speed - - 5 2 M P H (with obstacles ahead). C L I M B . N O R M A L C L I M B . (1) A i r Speed - - 75 to 80 M P H . 2-2 Downloaded from www.Manualslib.com manuals search engine (2) Power — Full throttle. (3) Mixture — Rich (unless engine is rough). M A X I M U M P E R F O R M A N C E CLIMB. (1) A i r Speed — 72 MPH. (2) Power - - Full throttle. (3) Mixture - - Rich (unless engine is rough). CRUISING. (1) Power - - 2000 to 2750 R P M . (2) Elevator T r i m - - Adjust. (3) Mixture - - Lean to maximum R P M . BEFORE L A N D I N G . (1) Mixture — Rich. (2) Carburetor Heat — Apply full heat before closing throttle. (3) Airspeed - - 65 to 75 MPH. (4) Wing Flaps - - A s desired below 100 MPH. (5) Airspeed - - 60 to 70 MPH (flaps extended). N O R M A L L A N D I N G . (1) Touch Down - - Main wheels f i r s t . (2) Landing Roll - - Lower nose wheel gently. (3) Braking - - Minimum required. A F T E R L A N D I N G . (1) Wing Flaps - - U p . (2) Carburetor Heat - - Cold. S E C U R E A I R C R A F T . (1) Mixture — Idle cut-off. (2) A l l Switches - - Off. (3) Parking Brake - - Set. (4) Control Lock - - Installed. Downloaded from www.Manualslib.com manuals search engine 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21 20 1. Altimeter 13. Oil P r e s s u r e Gage 25. Mixture Control Knob 2. A i r s p e e d Indicator 14. Oil T e m p e r a t u r e Gage 26. Throttle 3. T u r n - a n d - D a n k Indicator ( O p t . ) 15. A m m e t e r 27. Elevator T r i m Control Whee 4. Directional G y r o (Opt.) 16. Fuel Quantity Indicator (Right) 28. Electrical Switches 5. Vertical Speed Indicator ( O p t . ) 17. Optional Instrument Space 29. C a r b u r e t o r A i r Heat Control 6. Gyro Horizon ( O p t . ) 18. Suction Gage (Opt.) 30. Omni C o u r s e Indicator (Opt. 7. C o m p a s s Correction C a r d 19. Optional Instrument Space 31. Parking Brake Control 8. Optional Radio 20. Map Compartment 32. Clock 9. Magnetic C o m p a s s 21. Fuse/Circuit B r e a k e r Panel 33. Ignition Switch 0. Fuel Quantity Indicator ( L e f t ) 22. C i g a r Lighter 34. Starter Handle 1. A i r c r a f t Registration Number 23. Cabin A i r and Heat Controls 35. P r i m e r 2. Tachometer 24. Wing Flap Switch 36. Master Switch Figure 2-1. 1-4 I N S T R U M E N T P A N E L Downloaded from www.Manualslib.com manuals search engine Section II D E S C R I P T I O N A N D O P E R A T I N G D E T A I L S The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. F U E L S Y S T E M . Fuel is supplied to the engine f r o m two tanks, one in each wing. From these tanks, fuel flows by gravity through a fuel shutoff valve and fuel strainer to the carburetor. Refer to figure 2-2 for fuel quantity data. F o r fuel system service information, r e f e r to Lubrication and Servicing Procedures in Section IV. F U E L S T R A I N E R D R A I N K N O B . Refer to fuel strainer servicing procedure, Section IV. F U E L Q U A N T I T Y D A T A ( U . S . G A L L O N S ) TANKS USABLE FUEL A L L FLIGHT CONDITIONS UNUSABLE F U E L T O T A L FUEL VOLUME TWO, STANDARD WING (13 G A L . EACH) 22.5 3. 5 26. 0 TWO, LONG RANGE WING (19 GAL. EACH) 35. 0 3. 0 38. 0 Figure 5-4. 5-1 Downloaded from www.Manualslib.com manuals search engine 2 - 2 Figure 2-3. -•SCHEMATIC — FUEL SYSTEM CARBURETOR TO ENGINE CYLINDERS MIXTURE CONTROL KNOB ENGINE PRIMER TO INTAKE M A N I F O L D FUEL STRAINER ON OFF 22.5 GALS FUEL RIGHT FUEL TANK L E F T FUEL TANK Downloaded from www.Manualslib.com manuals search engine E L E C T R I C A L S Y S T E M . Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). A 12-volt storage battery is located on the right, forward side of the firewall just inside the cowl access door. The master switch controls all electrical circuits except the clock and the ignition system. A M M E T E R . The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is TTON, TT 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. F U S E S A N D C I R C U I T B R E A K E R S . Fuses on the instrument panel protect most of the electrical circuits in your airplane. (The clock fuse is located adjacent to the battery.) The circuits controlled by each fuse are indicated above each fuse retainer. Fuse capacity is indicated on each fuse retainer cap. Fuses are removed by pressing the fuse retainers inward and rotating them counterclockwise until they disengage. The faulty fuse may then be lifted out and replaced. Spare fuses are held in a clip on the inside of the map compartment door. A TTpush-to-resetM circuit breaker on the instrument panel protects the alternator circuit. The cigar lighter is protected by a manually r e - set type circuit breaker mounted directly on the back of the lighter behind the instrument panel. L A N D I N G L I G H T S (OPT). A three-position, push-pull type switch controls the optional landing lights mounted in the leading edge of the left wing. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the second stop. F L A S H I N G BEACON (OPT). The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in 2-3 Downloaded from www.Manualslib.com manuals search engine E L E C T R I C A L S Y S T E M SCHEMATIC CIGAR L I G H T E R (WITH CIRCUIT BREAKER) T O W I N G F L A P S Y S T E A T O L A N D I N G & T A X I L I G H T S (OPT) T O F L A S H I N G B E A C O N (OPT) BCN LT _ PITOT HT TO P'TOT H ^ A T S Y S T E M (OPT) T O R A D I O (OPT) T O R A D I O ( O P T ) T O R A D I O ( O P T ) T O N A V I G A T I O N L I G H T F U S E CODE ® C I R C U I T B R E A K E R F U S E - H " D I O D E f- C A P A C I T O R M E C H A N I C A L C O N N E C T I O N T O D O M E L I G H T & O P T C O U R T E S Y L I G H T S T O N A V I G A T I O N L I G H T S T O T U R N & B A N K I N D I C A T O R (OPT) T O I N S T R U M E N T LIGH T O F U E L Q U A N T I T Y I N D I C A T O R S M A G N E T ^ Figure 5-4. 5-4 FLAPS R E G U L A T O R GEN 60 LAND LTS A L T E R N A T O R A + A + G s F A M M E T E R C L O C K F B A T T E R Y + B A T T E R Y C O N T A C T O R S T A R T E R H A N D L E M A S T E R S W I T C H S T A R T E R NAV LTS I G N I T I O N S W I T C H INT LTS INST L- R RADIO RADIO RADIO Downloaded from www.Manualslib.com manuals search engine the atmosphere, particularly at night, can produce vertigo and loss of orientation. CABIN H E A T I N G A N D V E N T I L A T I N G S Y S T E M . The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull "CABIN HEAT" and "CABIN A I R " knobs. Heated fresh air and outside air are blended in a cabin manifold just aft of the firewall by adjustment of the heat and air controls; this air is then vented into the cabin from an outlet on the left side of the manifold. Windshield defrost air is also supplied by a duct leading from the manifold. A separate adjustable ventilator near each upper corner of the wind- shield supplies additional outside air to the pilot and passenger. P A R K I N G B R A K E S Y S T E M . To set parking brake, pull out on the parking brake knob, apply and release toe pressure to the pedals, and then release the parking brake knob. To release the parking brake, apply and release toe pressure on the pedals while checking to see that the parking brake knob is full in. S T A R T I N G ENGINE. Ordinarily the engine starts easily with one or two strokes of primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/4 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent explosions followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control in full lean position, throttle full open, and crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. 2-5 Downloaded from www.Manualslib.com manuals search engine T A X I I N G D I A G R A M USE UP A I L E R O N ON RIGHT WING A N D NEUTRAL ELEVATOR USE UP A I L E R O N ON L E F T WING A N D NEUTRAL ELEVATOR mm USE DOWN AILERON ON L E F T WING A N D DOWN E L E V A T O R ^ W I N D DIRECTION NOTE Strong quartering tailwinds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane Is in this attitude. Use the steer able nose wheel and rudder to maintain direction. 5-6 Figure 5-4. Downloaded from www.Manualslib.com manuals search engine If the engine is underprimed (most likely in cold weather with a cold engine) it will not f i r e at all, and additional priming will be necessary. As soon as the cylinders begin to f i r e , open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure with- in 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. T A X I I N G . When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-5) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The nose wheel is designed to automatically center straight ahead when the nose strut is fully extended. In the event the nose strut is o v e r - inflated and the airplane is loaded to a rearward center of gravity posi- tion, it may be necessary to partially compress the strut to permit steer- ing. This can be accomplished prior to taxiing by depressing the airplane nose (by hand) or during taxi by sharply applying brakes. B E F O R E T A K E - O F F . W A R M - U P . Most of the warm-up will have been conducted during taxi, and addi- tional warm-up before take-off should be restricted to the checks out- lined in Section I. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. M A G N E T O CHECK. The magneto check should be made at 1700 R P M as follows: Move the ignition switch first to " R " position and note RPM. Then move switch 2-7 Downloaded from www.Manualslib.com manuals search engine back to " B O T H " position to clear the other set of plugs. Then move switch to " L " position and note RPM. The difference between the two magnetos operated individually should not be more than 75 R P M . If there is a doubt concerning the operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of R P M drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. T A K E - O F F . P O W E R CHECKS. It is important to check full-throttle engine operation early in the take- off run. Any signs of rough engine operation or sluggish engine accelera- tion is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approx- imately 2375 to 2475 R P M with carburetor heat off. Full throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high R P M is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be immediate- ly corrected as described in Section IV. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum R P M in a full-throttle, static runup. FLAP S E T T I N G S . Normal and obstacle clearance take-offs are performed with flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. Therefore the use of 10° flap is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead. If 10° of flaps are used in ground runs, it is preferable to leave them 2-8 Downloaded from www.Manualslib.com manuals search engine extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10°. Flap deflections of 30° and 40° are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the take-off chart in Section V for take-off distances under various gross weight, altitude, and headwind conditions. C R O S S W I N D TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. CLIMB DATA. For detailed data, see Maximum Rate-of-Climb Data chart in Section V. CLIMB SPEEDS. Normal climbs are conducted at 75 to 80 MPH with flaps up and full throttle, for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate-of-climb speeds range from 72 MPH at sea level to 66 MPH at 10, 000 feet. If an obstruction dictates the use of a steep climb angle, the best angle-of- climb speed should be used with flaps up and full throttle. These speeds vary from 52 MPH at sea level to 60 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to allow improved engine cooling. 2-9 Downloaded from www.Manualslib.com manuals search engine G O - A R O U N D C L I M B . In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reach- ing a safe airspeed, the flaps should be slowly retracted to the full up position. C R U I S E . Normal cruising is done at 65% to 75% of METO power. The set- tings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section V. Cruising can be done most efficiently at high altitude because of the higher true airspeeds obtainable at the same power. This is illustrated in the following table for 70%power. O P T I M U M C R U I S E P E R F O R M A N C E A L T I T U D E R P M T R U E A I R S P E E D Sea Level * 2430 111 5000 feet * 2550 116 9000 feet * Full Throttle 120 S T A L L S . The stall characteristics are conventional for the flaps up and flaps down condition. Slight elevator buffeting may occur just before the stall with flaps down. The stalling speeds are shown in Section V for aft e . g . , full gross weight conditions. They are presented as calibrated airspeeds because indicated airspeeds are unreliable near the stall. Other loadings result in slower stalling speeds. The stall warning horn produces a steady signal 5 to 10 MPH before the actual stall is reached and remains on until the airplane flight attitude is changed. 2 - 1 0 Downloaded from www.Manualslib.com manuals search engine L A N D I N G . Normal landings are made power off with any flap setting. Approach glides are normally made at 65 to 75 MPH with flaps up, or 60 to 70 MPH with flaps down, depending upon the turbulence of the air. S H O R T FIELD L A N D I N G S . For a short field landing, make a power off approach at 58 MPH with flaps 40° and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. Raising the flaps after landing will provide more efficient braking. C R O S S W I N D L A N D I N G S . When landing in a strong crosswind, use the minimum flap setting required for the field length. Use a wing low, crab, or a combination method of drift correction and land in a nearly level attitude. Excessive nose strut inflation can hinder nose wheel alignment with the airplane ground track in a drifting crosswind landing at touchdown and during ground roll. This can be counteracted by firmly lowering the nose wheel to the ground after initial contact. This action partially com- presses the nose strut, permitting nose wheel swiveling and positive ground steering. COLD W E A T H E R O P E R A T I O N . Prior to starting on cold mornings, it is advisable to pull the pro- peller through several times by hand to "break loose'1 or "limber" the oil, thus conserving battery energy. In extremely cold (0°F and lower) weather the use of an external preheater is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Cold weather starting procedures are as follows: With Preheat: (1) Clear propeller. (2) Pull master switch "ON. " (3) With ignition switch " O F F " and throttle closed, prime the engine four to ten strokes as the propeller is being turned over by hand. 2-11 Downloaded from www.Manualslib.com manuals search engine NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (4) Turn ignition switch to "BOTH.f T (5) Open throttle 1/4" and engage starter. Without Preheat: (1) Prime the engine eight to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Clear propeller. (3) Pull master switch "ON. " (4) Turn ignition switch to "BOTH. " (5) Pump throttle rapidly to full open twice. Return to 1/4" open position. (6) Engage starter and continue to prime engine until it is run- ning smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7) Pull carburetor air heat knob full on after engine has started. Leave on until engine is running smoothly. (8) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. NOTE Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a f i r e hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a f i r e extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the 2-12 Downloaded from www.Manualslib.com manuals search engine oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac- celerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70° range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. 2-13 Downloaded from www.Manualslib.com manuals search engine Section III OPERATING LIMITATIONS OPERATIONS A U T H O R I Z E D . Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A19. With standard equipment, the airplane is approved for day and night operation under VFR. Additional optional equipment is available to in- crease its utility and to make it authorized for use under IFR day and night. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradicts the FAA-approved markings, plac- ards and check lists, it is to be disregarded. M A N E U V E R S - U T I L I T Y CATEGORY. This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when op- erated in the utility category. In connection with the foregoing, the fol- lowing gross weight and flight load factors apply, with recommended entry speeds for maneuvers as shown: Gross Weight 1600 lbs Flight Maneuvering Load Factor, *Flaps Up . . . +4.4 -1. 76 Flight Maneuvering Load Factor, * Flaps Down . . +3. 5 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 3-1 Downloaded from www.Manualslib.com manuals search engine No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED Chandelles Lazy Eights . Steep Turns . Spins . . . . Stalls . . . . 109 MPH (95 knots) 109 MPH (95 knots) 109 MPH (95 knots) Use Slow Deceleration Use Slow Deceleration During prolonged spins, the aircraft engine may stop; however, spin recovery is not adversely affected by engine stoppage. Intentional spins with wing flaps extended are prohibited. Aerobatics that may impose high inverted loads should not be attempt- ed. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. The following are the certificated calibrated airspeed limits for the Cessna 150: A I R S P E E D L I M I T A T I O N S . Maximum (Glide or dive, smooth air) Caution Range Normal Range Flap Operating Range Maneuvering Speed* . . . 162 MPH (red line) 120-162 MPH (yellow arc) 56-120 MPH (green arc) 49-100 MPH (white arc) 109 MPH *The maximum speed at which you can use abrupt control travel without exceeding the design load factor. E N G I N E O P E R A T I O N L I M I T A T I O N S . Power and Speed . 100 BHP at 2750 R P M 2-2 Downloaded from www.Manualslib.com manuals search engine ENGINE I N S T R U M E N T MARKINGS. OIL T E M P E R A T U R E GAGE. Normal Operating Range Green Arc Maximum Allowable 225°F Red Line OIL P R E S S U R E GAGE. Minimum Idling . . . Normal Operating Range Maximum . . 10 PSI (red line) 30-60 PSI (green arc) . . 100 PSI (red line) FUEL Q U A N T I T Y I N D I C A T O R S . Empty (1. 75 gallons unusable each standard tank) . . E (red line) (1. 50 gallons unusable each long range tank) T A C H O M E T E R . Normal Operating Range: At sea level . . . . At 5000 feet . . . . At 10,000 feet . . . Maximum Allowable . . 2000-2550 (inner green arc) 2000-2650 (middle green arc) 2000-2750 (outer green arc) 2750 (red line) WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Prob- lem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337, carried in your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 2-3 Downloaded from www.Manualslib.com manuals search engine 00 1 on C O D E PILOT AND PASSENGER AND FUEL (LONG RANGE TANKS) 35 GAL. MAX. @ 6#/GAL. FUEL (STANDARD TANKS) 22. 5 GAL. MAX. @ 6#/GAL. BAGGAGE IN AREA 0 (OR PASSENGER ON CHILD'S SEAT) 120# MAX. BAGGAGE IN AREA (f)40# MAX. 5 MAX, 22.5 MAX, L O A D I N G G R A P H 2 3 4 5 6 7 8 9 10 11 12 13 14 15 MOMENT/IOOO (POUND - INCHES) g S Eh w A w £ oJ 400 350 300 250 200 150 100 50 20; 20 10 10: 0 0 1 Downloaded from www.Manualslib.com manuals search engine S a m p l e A i r p l a n e | ! Y o u r A i r p l a n e S A M P L E L O A D I N G P R O B L E M W e i g h t (lbs) Mo ment (lb-ins. 1 /1000) W e i g h t Mo me n t 1. Licensed Empty W e i g h t (Sample A i r p l a n e ) 1 0 4 5 3 4 . 6 2. O i l - 6 Qts.* 11 -0.1 11 - 0 . 1 3 . P i l o t & P a s s e n g e r 3 4 0 13.3 4. Fuel - S t d . T a n k s ( 2 2 . 5 G a l at 6 # / G a l ) 135 5.7 5. B a g g a g e - A r e a 1 (or children on child's seat) .... 6 9 4 . 4 6. B a g g a g e - A r e a 2 0 0.0 7. T o t a l Aircraft W e i g h t (Loaded) 1600 " ' III| 8. L o c a t e t h i s p o i n t ( 1 6 0 0 a t 5 7 . 9 ) o n t h e c e n t e r o f g r a v i t y e n v e l o p e p o i n t f a l l s w i t h i n e n v e l o p e t h e l o a d i n g i s a c c e p t a b l e . • N o t e ? N o r m a l l y f u l l o i l m a y be a s s u m e d f o r a l l f l i g h t s . a n d s i n c e t h i s B A G G A G E L O A D I N G A N D T I E - D O W N b a g g a g e a r e a m a x i m u m a l l o w a b l e l o a d s tie d o w n n e t a t t a c h p o i n t s Hs A <argo tie-down net is provided to secure baggage in the baggage area. The net attaches to six tie-down rings. Two rings are located on the floor Just aft of the seat backs-and one ring is located two inches above the floor on each cabin wall at the aft end of area ( ? ) . Two additional rings are located at the top, aft end of area ( 2 ) . At least four rings should be used to restrain the maximum baggage load of 120 120 p o u n d s 4 0 p o u n d s = 120 p o u n d s a r e a © = a r e a © = a r e a s © + © If the airplane is equipped with an optional utility shelf, it should be r e - moved prior to loading and tying down large baggage items. (Slide the tab of the locking clips on each end of the shelf inboard to disengage the shelf from the aircraft structure.) After baggage is loaded and secured, either stow the shelf or, if space permits, install it for storing small articles. 3-4 U T I L I T Y S H E L F 1 2 Downloaded from www.Manualslib.com manuals search engine 9-e Downloaded from www.Manualslib.com manuals search engine Section /F CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance, stamina, and dependability, certain inspection and maintenance requirements must be followed. It is always wise to follow a planned schedule of lubrication and maintenance based on the climatic and flying conditions encountered in your locality. Keep in touch with your Cessna dealer, and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with a tow-bar attached to the nose wheel. NOTE When using the tow-bar, never exceed the turning angle of 30°, either side of center, or damage to the gear will result. MOORING YOUR AIRPLANE. Proper tie-down is the best precaution against damage to your parked airplane by gusty or strong winds. To tie down your airplane securely, proceed as follows: (1) Set parking brake and install control wheel lock. (2) Install a surface control lock between each aileron and flap. (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to wing and tail tie-down fittings, and secure each rope 4 - 1 Downloaded from www.Manualslib.com manuals search engine to ramp tie-down. (4) Install a surface control lock over the fin and rudder. (5) Install a pi tot tube cover. (6) Tie a rope to an exposed portion of the engine mount and secure the opposite end to a ramp tie-down. W I N D S HI E L D - W I N D O W S . The plastic windshield and windows should be cleaned with an aircraf windshield cleaner. Apply the cleaner sparingly with soft cloths, and rut with moderate pressure until all dirt, oil scum and bug stains are r e - moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, f i r e extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma- terials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean soft flc nel cloths, will fill in minor scratches and help prevent further scratchin Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. P A I N T E D S U R F A C E S . The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is r e - quired within the curing period, it is recommended that the work be done 2-2 Downloaded from www.Manualslib.com manuals search engine by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause cor- rosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. A L U M I N U M S U R F A C E S . The clad aluminum surfaces of your Cessna require only minimum care to keep them bright and clean. The airplane may be washed with water to remove dirt; oil and grease may be removed with gasoline, naphtha, car- bon tetrachloride or other non-alkaline solvents. Dulled aluminum sur- faces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. P R O P E L L E R CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the blades, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery, headliner, and 2-3 Downloaded from www.Manualslib.com manuals search engine carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly, with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for sev- eral seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar- ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and bacl ing materials. Soiled upholstery and carpet may be cleaned with foam-type detergen used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and con trol knobs can be removed with a cloth moistened with kerosene. Volatil< solvents, such as mentioned in paragraphs on care of the windshield, mu* never be used since they soften and craze the plastic. INSPECTION SERVICE A N D INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Federal Aviation Regulations require that all airplanes have a periodic (annual) inspection as prescribed by the administrator, and performed by a person designated by the administrator. In addition, 100-hour periodic 2-4 Downloaded from www.Manualslib.com manuals search engine inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recom- mends the 100-hour periodic inspection for your airplane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organization. The complete famil- iarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. A I R C R A F T FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met. A. To be displayed in the aircraft at all times: (1) Aircraft Airworthiness Certificate (Form FAA-1362B). (2) Aircraft Registration Certificate (Form FAA-500A). (3) Aircraft Radio Station License (Form FCC-404, if transmitter installed). B. To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form FAA-337, if applicable). (2) Aircraft Equipment List. C. To be made available upon request: (1) Aircraft Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual and the "Cessna Flight Guide" (Flight Computer), be carried in the aircraft at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. 2-5 Downloaded from www.Manualslib.com manuals search engine LUBRICATION A N D SERVICING PROCEDURES Specific servicing information is provided here f o r items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. D A I L Y FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fuel. The capac- ity of each wing tank is 13 gallons for standard fuel tanks, 19 gallons for optional long range tanks. FUEL STRAINER: On the first flight of the day and after each refueling, pull out fuel strainer drain knob (located just inside cowl access door) for about four seconds, to clear fuel strainer of possible water and sediment. Release drain knob, then check that strainer drain is closed after draining. OIL F I L L E R : When preflight check shows low oil level, service with aviation grade engine oil; SAE 40 above 40 °F and SAE 10W30 or SAE 20 below 40 °F. (Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.) Detergent or dispersant oil, con- forming to Continental Motors Specification MHS-24, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE To promote faster ring seating and improved oil control, your Cessna was delivered from the factory with straight mineral oil (non-detergent). This tTbreak-in" oil should be used only for the first 20 to 30 hours of operation, at which time it must be replaced with detergent oil. OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 4 quarts. To minimize loss of oil through breather, f i l l to 5 quart level for normal flights of less than 3 hours. For extended flight, f i l l to 6 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. 2-6 Downloaded from www.Manualslib.com manuals search engine SERVICING INTERVALS CHECK LIST EACH 5 0 H O U R S BATTERY—Check and service. Check oftener (at least every 30 days) if operating in hot weather. ENGINE OIL AND OIL FILTER--Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean screen every 25 hours. Change engine oil at least every four months even though less than 50 hours have been accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. CARBURETOR AIR FILTER--Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS--Lubricate. EACH 100 H O U R S BRAKE MASTER CYLINDERS--Check and fill. SHIMMY DAMPENER--Check and fill. FUEL STRAINER--Disassemble and clean. FUEL TANK SUMP DRAINS--Drain water and sediment. FUEL LINE DRAIN PLUG--Drain water and sediment. VACUUM SYSTEM OIL SEPARATOR (OPT)--Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT)—Clean. EACH 5 0 0 H O U R S VACUUM SYSTEM AIR FILTER (OPT)--Replace filter element. Re- place sooner if suction gage reading drops to 4. 6 in. Hg. WHEEL BEARINGS--Lubricate at first 100 hours and at 500 hours there- after. Reduce lubrication interval to 100 hours when operating in dusty or seacoast areas, during periods of extensive taxiing, or when numerous take-offs and landings are made. AS R E Q U I R E D NOSE GEAR SHOCK STRUT--Keep filled with fluid and inflated to 20 psi. Do not over-inflate. 2-7 Downloaded from www.Manualslib.com manuals search engine OWNER FOLLOW-UP SYSTEM Your Cessna Dealer has an owner f o l l o w - u p system to notify you when he receives information that applies to your Cessna. In addi- tion, if you wish, you may choose to receive s i m i l a r notification directly f r o m the Cessna Service Department. A subscription card is supplied in your a i r c r a f t file f o r your use, should you choose to request this s e r v i c e . Your C e s s n a Dealer will be glad to supply you with details concerning these f o l l o w - u p p r o g r a m s , and stands ready through his Service Department to supply you with fast, efficient, low cost s e r v i c e . PUBLICATIONS Included in your a i r c r a f t file a r e various manuals which describe the operation of the equipment in your a i r c r a f t . These manuals, plus many other supplies that a r e applicable to your a i r c r a f t , a r e available f r o m your Cessna Dealer, and, f o r your convenience, a r e listed below. • O W N E R ' S M A N U A L S FOR Y O U R A I R C R A F T E L E C T R O N I C S - 300 SERIES • S E R V I C E M A N U A L S A N D P A R T S C A T A L O G S FOR Y O U R A I R C R A F T E N G I N E A N D A C C E S S O R I E S E L E C T R O N I C S - 300 SERIES • C O M P U T E R S • S A L E S A N D S E R V I C E D E A L E R D I R E C T O R Y • DO'S A N D D O N ' T S E N G I N E B O O K L E T Your Cessna Dealer has a current catalog of all Customer Services Supplies that a r e available, many of which he keeps on hand. Supplies which a r e not in stock, he will be happy to order for you. 2-8 Downloaded from www.Manualslib.com manuals search engine Section OPERATIONAL DATA The operational data shown on the following pages are compiled from actual tests with airplane and engine in good condition, and using average piloting technique and best power mixture. You will find this data a valu- able aid when planning your flights. To realize the maximum usefulness from your Cessna, you should take advantage of its high cruising speeds. However, if range is of pri- mary importance, it may pay you to fly at a low cruising RPM, thereby increasing your range and allowing you to make the trip non-stop with ample fuel reserve. The range table on page 5-4 should be used to solve flight planning problems of this nature. In the table (figure 5-4), range and endurance are given for lean mix- ture from 2500 feet to 12, 500 feet. All figures are based on zero wind, 22. 5 and 35. 0 gallons of fuel for cruise, McCauley 1A100/MCM6950 propeller, 1600 pounds gross weight, and standard atmospheric conditions. Mixture is leaned to maximum RPM. Allowances for fuel reserve, head- winds, take-offs and climb, and variations in mixture leaning technique should be made as no allowances are shown on the chart. Other indetermi- nate variables such as carburetor metering characteristics, engine and propeller conditions, and turbulence of the atmosphere may account for variations of 10% or more in maximum range. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endurance in- formation, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. 2-1 Downloaded from www.Manualslib.com manuals search engine Figure 5-1. AIRSPEED CORRECTION TABLE (Flaps Up) IAS 40 50 60 70 80 90 100 110 120 130 140 CAS 51 57 65 73 82 91 100 109 118 127 136 (Flaps Down) IAS CAS 49 40 50 60 70 80 90 100 55 63 72 81 89 98 = P o w e r O f f = STALLING SPEEDS — ANGLE OF BANK G r o s s W e i g h t 1 6 0 0 lbs. 0 ° 20° 40° 6 0 ° CONDITION F l a p s U P 55 5 7 63 7 8 F l a p s 2 0 ° 49 57 5 6 7 0 48 49 54 6 7 F l a p s 40° Figure 5-2. 5-2 Downloaded from www.Manualslib.com manuals search engine T A K E — O F F D I S T A N C E FLAPS RETRACTED HARD SURFACE RUNWAY GROSS WT. LBS. IAS 50 FT. MPH HEAD WIND KNOTS A T SEA LEVEL & 59° F. A T 2500 FT. & 50° F. AT 5000 FT. & 41° F. AT 7500 F T . & 32° F. GROSS WT. LBS. IAS 50 FT. MPH HEAD WIND KNOTS GROUND RUN T O T A L TO CLEAR 50 FT. OBS GROUND RUN TOTAL TO CLEAR 50 FT. OBS GROUND RUN T O T A L TO C L E A R 50 FT. OBS GROUND RUN T O T A L TO CLEAR 50 FT. OBS 1600 64 0 10 20 735 500 305 1385 1035 730 910 630 395 1660 1250 890 1115 780 505 1985 1510 1090 1360 970 640 2440 1875 1375 NOTES: 1. Increase the distances 10% for each 35°F. increase in temperature above standard for the particular altitude. 2. For operation on a dry, grass runway, increase distances (both "ground run" and "total to clear 50 ft. obstacle") by 7% of the "total to clear 50 ft. obstacle" figure. — M A X I M U M R A T E - O F - C L I M B D A T A GROSS A T SEA LEVEL & 59° F. AT 5000 FT. & 41° F. AT 10000 FT. & 23° F. WEIGHT LBS. IAS. MPH RATE OF CLIMB FT. /MIN. FUEL USED, GAL. IAS, MPH RATE OF CLIMB FT. /MIN. FUEL USED FROM S.L.,GAL. IAS, MPH RATE OF CLIMB FT. /MIN. F U E L USED FROM S.L..GAL. 1600 72 580 0.6 69 370 1.8 66 160 3.5 NOTES: 1. Flaps retracted, full throttle, mixture leaned to smooth operation above 5000 ft. 2. Fuel used includes warm-up and take-off allowances. 3. For hot weather, decrease rate of climb 15 ft./min. for each 10°F above standard day temperature for particular altitude. • n i C ^ A M r BT F L A P S LOWERED TO 4 0 ° - P O W E R OFF fc • • • HARD SURFACE RUNWAY - ZERO WIND GROSS WEIGHT LBS. APPROACH SPEED, IAS, MPH AT SEA L E V E L & 59° F. AT 2500 FT. & 50° F. AT 5000 FT. & 41® F. AT 7500 FT. & 32° F. GROSS WEIGHT LBS. APPROACH SPEED, IAS, MPH GROUND R O L L TOTAL TO CLEAR 50 FT. OBS GROUND R O L L TOTAL TO CLEAR 50 FT. OBS GROUND R O L L TOTAL TO C L E A R 50 FT. OBS GROUND ROLL TOTAL TO CLEAR 50 FT. OBS 1600 58 445 1075 470 1135 495 1195 520 1255 NOTES: 1. Decrease the distances shown by 10%for each 4 knots of headwind. 2. Increase the distance by 10%for each 60°F. temperature increase above standard. 3. For operation on a dry, grassy runway, increase distances (both "ground r o l l " and "total to clear 50 ft. obstacle") by 20% of the "total to clear 50 ft. obstacle" figure. Figure 5-3. Downloaded from www.Manualslib.com manuals search engine CRUISE PERFORMANCEM O D E L 150 C O M M U T E R W I T H L E A N M I X T U R E E N D . HOURS R A N G E , , M I L E S A L T I T U D K R P M % B H P T A S M P H G A L / I I R . S T A N D A R D LONG RANGE S T A N D A R D LONG RANGE A L T I T U D K R P M % B H P T A S M P H G A L / I I R . 22. 5 G A L . 35 G A L . 22. 5 G A L . 35 G A L . 2500 2750 94 126 7 . 2 3. 1 4.9 395 610 2700 89 124 6.8 3.3 5.2 410 640 2600 79 119 6.0 3.8 5.9 450 700 2500 71 114 5.3 4.3 6.6 485 755 2400 63 108 4 . 7 4.8 7.4 515 805 2300 56 102 4.2 5.3 8.3 540 845 2200 50 95 3 . 8 5.9 9. 1 555 865 2100 45 87 3.5 6.4 10. 0 560 870 5000 2750 87 126 6 . 6 3.4 5.3 430 670 2700 82 124 6.2 3.6 5.6 450 700 2600 74 119 5. 5 4. 1 6.3 485 755 2500 66 113 4 . 9 4.6 7. 1 515 800 2400 58 107 4.4 5.1 7.9 545 845 2300 53 100 4 . 0 5. 6 8.7 555 865 2200 47 92 3.7 6.1 9 . 5 560 875 2100 44 86 3.4 6.6 10.2 565 875 7500 2700 76 123 5.7 3.9 6. 1 485 755 2600 68 117 5.1 4 . 4 6. 8 515 805 2500 61 111 4 . 6 4.9 7. 6 540 845 2400 55 104 4 . 2 5.4 8. 3 555 865 2300 50 97 3.8 5.9 9. 1 565 880 2200 46 90 3.6 6.3 9 . 7 560 875 2100 44 85 3.4 6.6 10.2 560 870 10, 000 2700 71 122 5.3 4.2 6. 6 515 805 2600 64 116 4.8 4.7 7. 3 540 840 2500 58 109 4 . 4 5.1 8. 0 560 870 2400 52 101 4 . 0 5.6 8.7 565 880 2300 48 94 3.7 6 . 0 9 . 4 565 885 2200 45 89 3 . 6 6.3 9 . 8 562 875 12, 500 2650 63 117 4 . 7 4.8 7.4 555 860 2600 60 113 4.5 5. 0 7.7 560 875 2500 55 105 4 . 2 5.4 8.4 570 885 2400 51 99 3.9 5.8 9. 0 570 890 2300 48 89 3.7 6. 1 9.5 545 845 N O T E S : 1. Maximum c r u i s e is normally limited to 75% power. 2. In the above calculations of endurance in hours and range in m i l e s , no allowances w e r e made f o r take - off or r e s e r v e . 3. C r u i s e and range p e r f o r m a n c e f i g u r e s shown a r e applicable to the C O M M U T E R . For the S T A N D A R D and T R A I N E R v e r s i o n s , subtract 2 M P H f r o m the higher cruise speeds and 1 M P H f r o m the l o w e r cruise speeds shown. 5-4 Figure 5-4. Downloaded from www.Manualslib.com manuals search engine MAXIMUM GLIDE • s p e e d 6 5 m p h ( i a s ) p r o p e l l e r w i n d m i l l i n g • f l a p s up • z e r o w i n d Figure 5-5. 2-5 G R O U N D D I S T A N C E ( S T A T U T E MILES) 0 5 10 15 2 0 12,000 10,000 8 0 0 0 6 0 0 0 4 0 0 0 2000 0 Downloaded from www.Manualslib.com manuals search engine Section F1 OPTIONAL SYSTEMS This section contains a description, operating p r o c e d u r e s , and p e r - formance data (when applicable) f o r some of the optional equipment which may be installed in your C e s s n a . O w n e r ' s Manual Supplements a r e p r o - vided to cover operation of other optional equipment systems when i n - stalled in your airplane. Contact your Cessna D e a l e r f o r a complete list of available optional equipment. LONG RANGE FUEL TANKS Special wings with long range fuel tanks a r e available to replace the standard wings and fuel tanks f o r g r e a t e r endurance and r a n g e . Each tank has a total capacity of 19 gallons. U s a b l e fuel in each long range tank, f o r a l l flight conditions, is 17. 5 gallons. COLD WEATHER EQUIPMENT W I N T E R I Z A T I O N KIT. F o r continuous operation in temperatures consistently below 20° F , the Cessna winterization kit, available f r o m your Cessna D e a l e r , should be installed to improve engine operation. 6 - 1 Downloaded from www.Manualslib.com manuals search engine RADIO TRANSMITTER SELECTOR SWITCH Operation of the radio equipment is normal as covered in the respec- tive radio manuals. When more than one radio with transmitter function is installed, a transmitter switch is necessary. The transmitter selector switch is mounted in the upper left corner of the control pedestal and has two positions. When two transmitters are installed, it is necessary to switch the microphone to the radio unit the pilot desires to use f o r trans- mission. This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used. T R U E AIRSPEED INDICATOR A true airspeed indicator is available to replace the standard airspeed indicator in your airplane. The true airspeed indicator has a calibrated rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Then read true airspeed on rotatable ring opposite airspeed needle. NOTE Pressure altitude should not be confused with indicated altitude. T o obtain pressure altitude, set barometric scale on altimeter to fT29. 92" and read pressure altitude on altimeter. Be sure to return altimeter barometric scale to original barometric setting after pressure alti- tude has been obtained. 2-2 Downloaded from www.Manualslib.com manuals search engine ALPHABETICAL INDEX A After Landing, 1-3 Air and Heat Controls, Cabin, 1-4 Air Filter, Carburetor, 4-7 Air Filter, Vacuum System, 4-7 Aircraft Registration Number, 1-4 Airplane, before entering, 1-1 file, 4-5 ground handling, 4-1 mooring, 4-1 secure, 1-3 Airspeed Correction Table, 5-2 Airspeed Indicator, 1-4 Airspeed Limitations, 3-2 Alternator, 2-4 Altimeter, 1-4 Aluminum Surfaces, 4-3 Ammeter, 1-4, 2-3, 2-4 Authorized Operations, 3-1 B Baggage, Capacity, inside cover Baggage Loading/Tie-Down, 3-4 Battery, 2-4, 4-7 Battery Contactor, 2-4 Beacon, Flashing, 2-3 Before Entering the Airplane, 1-1 Before Landing, 1-3 Before Starting the Engine, 1-1 Before Take-Off, 1-2, 2-7 magneto check, 2-7 warm-up, 2-7 Brake Master Cylinders, 4-7 Brake System, Parking, 2-5 C Cabin Air and Heat Controls, 1-4 Cabin Heating and Ventilating System, 2-5 Capacity, baggage, inside cover fuel, inside covers oil, inside covers Carburetor, 2-2 air filter, 4-7 air heat control, 1-4 Care, exterior, 4-2, 4-3 interior, 4-3 propeller, 4-3 Center of Gravity Moment Envelope, 3-6 Check List, Servicing Intervals, 4-7 Cigax Lighter, 1-4, 2-4 Climb, 1-2, 2-9 climb data, 2-9 climb speeds, 2-9 go-around climb, 2-10 maximum performance, 1-3 maximum rate-of-climb data, 5-3 normal, 1-2 Clock, 1-4, 2-4 Cold Weather Equipment, 6-1 winter ization kit, 6-1 Cold Weather Operation, 2-11 Compass Correction Card, 1-4 Compass, Magnetic, 1-4 Correction Table, Airspeed, 5-2 Crosswind Landing, 2-11 Crosswind Take-Off, 2-9 Cruise Performance, Optimum, 2-10 Index-1 Downloaded from www.Manualslib.com manuals search engine Cruise Performance Table, 5-4 Cruising, 1-3, 2-10 D Diagram, baggage loading/tie -down, 3-4 electrical, 2-4 exterior inspection, iv fuel, 2-2 maximum glide, 5-5 principal dimensions, ii taxiing, 2-6 Dimensions, Principal, ii Dipstick, Oil, 4-6 Directional Gyro, 1-4 Distance Table, landing, 5-3 take-off, 5-3 E Electrical System, 2-3 alternator, 2-4 ammeter, 1-4, 2-3, 2-4 battery, 2-4, 4-7 battery contactor, 2-4 cigar lighter, 1-4, 2-4 clock, 1-4, 2-4 flashing beacon, 2-3 fuses and circuit breakers, 2-3, 2-4 ignition switch, 1-4, 2-4 landing lights, 2-3 magnetos, 2-4 master switch, 1-4, 2-4 regulator, 2-4 schematic, 2-4 starter, 2-4 starter handle, 1-4, 2-4 switches, 1-4 Elevator Trim Control Wheel, 1-4 Empty Weight, inside cover Engine, inside cover before starting, 1-1 instrument markings, 3-3 oil dipstick, 4-6 oil fiUer, 4-6 operation limitations, 3-2 primer, 2-2 starting, 1-1, 2-5 Equipment, Cold Weather, 6-1 Exterior Care, 4-2, 4-3 Exterior Inspection Diagram, iv F File, Aircraft, 4-5 Filler, Oil, 4-6 Filter, Carburetor Air, 4-7 Filter, Oil, 4-7 Flashing Beacon, 2-3 Fuel System, 2-1 capacity, inside covers carburetor, 2-2 fuel line drain plug, 4-7 fuel tanks, 2-2 fuel tank fillers, 4-6 fuel tank sump drains, 4-7 long range fuel tanks, 6-1 mixture control knob, 1-4, 2-2 primer, 1-4, 2-2 quantity data, 2-1 quantity indicators, 1-4, 3-3 schematic, 2-2 shut-off valve, 2-2 strainer, 2-1, 2-2, 4-6, 4-7 Fuse/Circuit Breaker Panel, 1-4 Fuses and Circuit Breakers, 2-3, 2-4 G Go-Around Climb, 2-10 Index-2 Downloaded from www.Manualslib.com manuals search engine G r o s s W e i g h t , inside c o v e r , 3 - 1 Ground Handling, 4 - 1 Gyro, D i r e c t i o n a l , 1 - 4 G y r o Horizon, 1 - 4 H Handling Airplane on Ground, 4-1 Heating and Ventilating System, Cabin, 2 - 5 H y d r a u l i c F l u i d , i n s i d e b a c k c o v e r I Indicator, airspeed, 1-4, 6-2 turn-and-bank, 3>—4 vertical speed, 1-4 Indicators, Fuel Quantity, 1-4, 3-3 Ignition Switch, 1-4, 2-4 Inspection Diagram, Exterior, iv Inspection Service and Inspection Periods, 4-4 Instrument Markings, Engine, 3-3 Interior Care, 4-3 L Landing, inside cover, 2-11 after, 1-3 before, 1-3 crosswind, 2-11 distance table, 5-3 lights, 2-3 normal, 1-3 short field, 2-11 Light, Landing, 2-3 Limitations, airspeed, 3-2 engine operation, 3-2 Loading, Power, inside cover Loading Graph, 3-5 Loading Problem, Sample, 3-4 Long Range Fuel Tanks, 6-1 Lubrication and Servicing Procedures, 4-6 M Magnetic Compass, 1-4 Magnetos, 2-4 Maneuvers - Utility Category, 3-1 Map Compartment, 1-4 Markings, Instrument, 3-3 Master Cylinders, Brake, 4-7 Master Switch, 1-4, 2-4 Maximum Glide, 5-5 Maximum Performance Climb, 1-3 Maximum Performance Take-Off, 1 - 2 Maximum Rate-of-Climb Data, 5-3 Mixture Control Knob, 1-4, 2-2 Moment Envelope, Center of Gravity, 3-6 Mooring Your Airplane, 4-1 N Normal Climb, 1 -2 Normal Landing, 1-3 Normal Take-G£f, 1-2 Nose Gear Shock Strut, 4-7 Nose Gear Torque Links, 4-7 O Oil System, capacity, inside covers dipstick, 4-6 engine oil, 4-7, inside back cover filler, 4-6 Index-3 Downloaded from www.Manualslib.com manuals search engine filter, 4-7 temperature gage, 1-4, 3-3 pressure gage, 1-4, 3-3 Operation, Cold Weather, 2-11 Operation Limitations, Engine, 3-2 Operations Authorized, 3-1 Optimum Cruise Performance, 2-10 Optional Instrument Space, 1 -4 Owner Follow-Up System, 4-8 P Painted Surfaces, 4-2 Parking Brake Control, 1-4 Parking Brake System, 2-5 Performance - Specifications, inside cover Power, inside cover Power Loading, inside cover Primer, Engine, 1-4, 2-2 Principal Dimensions, ii Propeller, inside cover care, 4-3 Publications, 4-8 Q Quantity Data, Fuel, 2-1 Quantity Indicators, Fuel, 1-4, 3-3 R Radio, 1-4 Radio Transmitter Selector Switch, 6-2 Range, inside cover Rate of Climb, inside cover Rate-of-Climb Data Table, 5-3 Registration Number, Aircraft, 1-4 Regulator, Voltage, 2-4 S Sample Loading Problem, 3-4 Secure Aircraft, 1-3 Service Ceiling, inside cover Servicing and Lubrication, 4-6 Servicing Intervals Check List, 4-7 Servicing Requirements Table, inside back cover Shimmy Dampener, 4-7 Short Field Landing, 2-11 Shut-Off Valve, Fuel, 2-2 Specifications - Performance, inside cover Speed, inside cover Speeds, Climb, 2-9 Stalls, 2-10 speed chart, 5-2 Starter, 2-4 Starter Handle, 1-4, 2-4 Starting Engine, 1-1, 2-5 before, 1-1 Strainer, Fuel, 2-1, 2-2, 4-6, 4-7 Suction Relief Valve Inlet Screen, 4-7 Surfaces, aluminum, 4-3 painted, 4-2 System, cabin heating and ventilating, 2-5 electrical, 2-3 fuel, 2-1 owner follow-up, 4-8 parking brake, 2-5 T Table of Contents, iii Tachometer, 1-4, 3-3 Take-Off, inside cover, 1-2, 2-8 before take-off, 1-2, 2-7 crosswind, 2-9 Index-4 Downloaded from www.Manualslib.com manuals search engine distance table, 5-3 flap settings, 2-8 maximum performance, 1-2 normal, 1-2 performance charts, 2-9 power checks, 2-8 Taxiing, 2-7 diagram, 2-6 Throttle, 1-4, 2-2 Tire Pressure, inside back cover Trim Tab Control Wheel, Elevator, 1-4 True Airspeed Indicator, 6-2 Turn-and-Bank Indicator, 1-4 u Utility Category, Maneuvers, 3-1 V Vacuum System Air Filter, 4-7 Vacuum System Oil Separator, 4-7 Vertical Speed Indicator, 1-4 w Weight, empty, inside cover gross, inside cover, 3-1 Weight and Balance, 3-3 center of gravity envelope, 3-6 loading graph, 3-5 sample loading problem, 3-4 Wheel Bearings, 4-7 Windshield - Windows, 4-2 Wing Flap Switch, 1-4 Wing Loading, inside cover Winterization Kit, 6-1 Index-5 Downloaded from www.Manualslib.com manuals search engine SERVICING REQUIREMENTS FUEL: AVIATION GRADE — 80/87 MINIMUM GRADE CAPACITY EACH STANDARD TANK - - 1 3 GALLONS CAPACITY EACH LONG RANGE TANK - - 1 9 GALLONS ENGINE OIL: AVIATION GRADE - - SAE 40 ABOVE 40° F. SAE 10W30 OR SAE 20 BELOW 40° F. (MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS RECOMMENDED FOR IMPROVED STARTING IN COLD WEATHER. DETERGENT OR DISPERSANT OIL, CON- FORMING TO CONTINENTAL MOTORS SPECIFICATION MHS-24, MUST BE USED. CAPACITY OF ENGINE SUMP - - 6 QUARTS (DO NOT OPERATE ON LESS THAN 4 QUARTS. TO MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL TO 5 QUART LEVEL FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO 6 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED, ONE ADDITIONAL QUART IS REQUIRED WHEN THE FILTER ELEMENT IS CHANGED. HYDRAULIC FLUID: MIL-H- 5606 HYDRAULIC FLUID TIRE PRESSURE: NOSE WHEEL — 30 PSI ON 5:00 X 5 TIRE MAIN WHEELS - - 2 1 PSI ON 6:00 X 6 TIRES NOSE GEAR SHOCK S T R U T : KEEP FILLED WITH FLUID AND INFLATED TO 20 PSI. DO NOT OVER-INFLATE. Downloaded from www.Manualslib.com manuals search engine