PILOT'S OPERATING HANDBOOK Cessna STATIONAIR 6 1978 MODEL U206G

20.7 12.0 61 GAL. 80 GAL. 12 QTS IO-520-F 80 IN. .~. CESSNA MODEL U206G T ABLE OF CONTENTS \~ TABLE OF CONTENTS SECTION GENERAL 1 L1MITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT & BALANCE/ EQUIPMENT LIST 6 '~/ AIRPLANE & SYSTEMS DESCRI PTIONS 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE 8 SU PPLEMENTS (Optional Systems Description & Operating Procedures) 9 \ . ~ iii/ (iv blank) ~\I CESSNA MODELU206G SECTION 1 GENERAL TABLE OF CONTENTS SECTION 1 GENERAL Page \~J Three View Introduction Descriptive Data Engine Propeller Fuel ... Oil Maximum Certificated Weights Standard Airplane Weights .. Cabin And Entry Dimensions . Baggage Space And Cargo Door Entry Dimensions Specific Loadings . Symbols, Abbreviations And Terminology . . . General Airspeed Terminology And Symbols Meteorological Terminology . Engine Power Terminology . . . . . . . . Airplane Performance And Flight Planning Terminology Weight And Balance Terminology . 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-4 1-5 1-5 1-5 t-5 1-5 1-5 1-6 1-6 1-7 1-7 1-1 SECTION 1 GENERAL CESSNA MODEL U206G ./\. NOTES: 1. Dimensions shown reflect standard nose and main gear tire installation. 2. Wing span shown with strobe lights installed. 3. Maximum height shown with nose gear depressed and all tires and nose strut properly inflated. 4. Wheel base length is 69 1/4". 6. Propeller ground clearance is 11 3/4". 6. Wing area is 174 square feet. 7. Minimum turning radius (*pivot point to outboard wing tip) is 25'. * @ PIVOT POINT 28·-3 .. --_-:- ~1 C"~ I I * PIVOT POINT @ Figure 1-1. Three View 1-2 CESSNA MODELU206G INTRODUCTION SECTION 1 GENERAL \ I '-.....-/ This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. . Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: IO-520-F. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- ,. opposed, fuel-injected, six-cylinder engine with 520 cu. in. displace- ment. Horsepower Rating and Engine Speed: Maximum Power (5 minutes - takeoff): 300 rated BHP at 2850 RPM. Maximum Continuous Power: 285 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: D3A34C404/80VA-0. Number of Blades: 3. Propeller Diameter, Maximum: 80 inches. Minimum: 78.5 inches. Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 11.0 0 and a high pitch setting of 27.0 0 (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Fuel Capacity: Standard Tanks: Total Capacity: 61 gallons. Total Capacity Each Tank: 30.5 gallons. Total Usable: 59 gallons. 1-3 SECTION 1 GENERAL Long Range Tanks: Total Capacity: 80 gallons. Total Capacity Each Tank: 40 gallons. Total Usable: 76 gallons. OIL CESSNA MODEL U206G ..~ Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish .~ supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24A, Ashless Dispersant Oil: This oil must be used after first 50 hours Qr oil consumption has ."\ stabilized. Recommended Viscosity for Temperature Range: SAE 50 above 4°C (40°F). SAE 10W30 or SAE 30 below 4°C (40°F). NOTE Multi-viscosity oil with a range of SAE lOW30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts. Total: 13 Quarts (if oil filter installed). MAXIMUM CERTIFICATED WEIGHTS Takeoff: 3600 lbs. Landing: 3600 lbs. Weight in Baggage Compartment - Station 109 to 145: 180 lbs maximum. NOTE Refer to Section 6 of this handbook for loading arrange- ments with one or more seats removed for cargo accommo- dation. . 1-4 CESSNA MODELU206G STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Stationair 6 (6 Seats): 1908 lbs. Stationair 6 II (6 Seats): 1977 lbs. Utility Option (1 Seat): 1806 lbs. II Utility Option (1 Seat): 1875 lbs. Maximum Useful Load, Stationair 6 (6 Seats): 17041bs. Stationair 6 II (6 Seats): 1635 lbs. Utility Option (1 Seat): 1806 lbs. II Utility Option (1 Seat): 1737 lbs. CABIN AND ENTRY DIMENSIONS SECTION 1 GENERAL Detailed dimensions of the cabin interior and entry door opening are illustrated in Section 6. BAGGAGE SPACE AND CARGO DOOR ENTRY DIMENSIONS Dimensions of the baggage/ cargo area and cargo door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 20.7 lbs./sq. ft. Power Loading: 12.0Ibs./hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. KnQts Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. 1-5 SECTION 1 GENERAL V NE CESSNA MODEL U206G Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the mInImum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. /~ , " METEOROLOGICAL TERMINOLOGY OAT Standard Tempera- ture Pressure Altitude Outside Air Temperature is the free air static temperature. ~ It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM MP 1-6 Brake l;Iorsepower is the power developed by the engine. Percent power values in this handbook are based on the maximum continuous power rating. Revolutions Per Minute is engine speed. Manifold Pressure is a pressure measured in the engine's CESSNA MODEL U206G SECTION 1 GENERAL induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the. fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configura- tion. g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C.G.) Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment 1-7 SECTION 1 GENERAL C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Gross (Loaded) Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-8 CESSNA MODEL U206G by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. .~ Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. CESSNA MODELU206G SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . Center Of Gravity Limits . Maneuver Limits Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Placards . SECTION 2 LIMITATIONS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-7 2-7 2-7 2-7 2-8 2-8 2-1/(2-2 blank) /~. /~ . , CESSNA MODEL U206G INTRODUCTION SECTION 2 LIMIT ATIONS Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. A4CE as Cessna Model No. U206G. 2-3 SECTION 2 LIMIT ATIONS AIRSPEED LIMITATIONS CESSNA MODEL U206G Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS V NE Never Exceed Speed 182 183 Do not exceed this speed in any operation. VNO Maximum Structural 148 149 Do not exceed th is speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 3600 Pounds 120 120 Do not make fu II or abrupt 2900 Pounds 107 106 control movements above 2200 Pounds 95 93 this speed. V FE Maximum Flap Extended Speed: To 10 0 Flaps 139 140 Do not exceed these speeds 10 0 - 40 0 Flaps 101 100 with the given flap settings. Maximum Window Open 182 183 Do not exceed this speed with Speed windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 /~. CESSNA MODELU206G SECTION 2 LIMITATIONS MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 46 - 100 Full Flap Operating Range. Lower limit is maximum weight VS o in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 55 - 149 Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 149 - 183 Operations must be conducted with caution and only in smooth air. Red Line 183 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: IO-520-F. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power, 5 Minutes - Takeoff: 300 BHP. Continuous: 285 BHP Maximum Engine Speed, 5 Minutes - Takeoff: 2850 RPM. Continuous: 2700 RPM. Maximum Cylinder Head Temperature: 238°C (460°F). Maximum Oil Temperature: 116°C (240°F). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Fuel Pressure, Minimum: 3.5 psi. Maximum: 19.5 psi (25.2 gal/hr). Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: D3A34C404/80VA-0. Propeller Diameter, Maximum: 80 inches. Minimum: 78.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 11.0° ... High: 27.0°. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL U2013G POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significaIlice are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM NORMAL CAUTION MAXIMUIVI LIMIT OPERATING RANGE LIMIT Tachometer - - - 2200 - 2700 - 2850 RPM 2550 RPM 2850 RPM Manifold Pressure - - - 15-25 - - - - - - in.Hg Oil Temperature - - - 1000 - 240°F - -- 240°F Cylinder Head - - - 2000 - 460°F - - - 460°F Temperature Fuel Flow (Pressure) (3.5 psi) 7.0 - 17.0 - - - 25.2 gal/hr gal/hr (19.5 psi) Oil Pressure 10 psi 30-60 psi - - - 100 psi Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS Maximum Takeoff Weight: 3600 lbs. Maximum Landing Weight: 36001bs. Maximum Weight in Baggage Compartment - Station 109 to 145: 1801bs. NOTE Refer to Section 6 of this handbook for loading arrange- ments with one or more seats removed for cargo accommo- dation. 2-6 .~. .. ~. CESSNA MODEL U206G CENTER OF GRAVITY LIMITS SECTION 2 LIMITATIONS Center of Gravity Range: Forward: 33.0 inches aft of datum at 2500 lbs. or less, with straight line variation to 42.5 inches aft of datum at 3600 lbs. Aft: 49.7 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. 2-7 SECTION 2 LIMITATIONS FUEL LIMITATIONS 2 Standard Tanks: 30.5 U.S. gallons each. Total Fuel: 61 U.S. gallons. Usable Fuel (all flight conditions): 59 U.S. gallons. Unusable Fuel: 2.0 U.S. gallons. 2 Long Range Tanks: 40 U.S. gallons each. Total Fuel: 80 U.S. gallons. Usable Fuel (all flight conditions): 76 U.S. gallons. Unusable Fuel: 4.0 U.S. gallons. NOTE Use fuller tank for takeoff and landing. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation fuel (Green). PLACARDS CESSNA MODEL U206G U206 Floatplane The following information is displayed in the form of composite or ~\ individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated as a normal category airplane in compliance with the operating limitations stated in the form of placards, markings, and manuals. ---------MAXIMUMS--------- U206/TU206 Landplane MANEUVERING SPEED (lAS) 120 knots 120 knots GROSS WEIGHT 3600 Ibs. 3500 Ips. FLIGHT LOAD FACTOR Flaps Up +3.8, -1.52 Flaps Down +2.0 No acrobatic maneuvers, including spins, approved. Altitude loss in a stall recovery - 240 ft. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate. DAY - NIGHT - VFR - IFR 2-8 CESSNA MODEL U206G 2. On control lock: SECTION 2 LIMITATIONS Control lock - remove before starting engine. 3. On fuel selector plate, at appropriate locations (standard tanks): Off. Left On -- 29.5 gal. Right On -- 29.5 gal. Takeoff and land on fuller tank. On fuel selector plate, at appropriate locations (long range tanks): Off. Left On -- 38.0 gal. Right On -- 38.0 gal. Takeoff and land on fuller tank. 4. Above fuel selector plate: When switching from dry tank turn aux fuel pump "ON" momentarily. 5. Forward of fuel tank filler cap (standard tanks): SERVICE THIS AIRPLANE WITH 100LLj 100 MIN. AVIATION GRADE GASOLINE - CAPACITY 30.5 GAL. Forward of fuel tank filler cap (long range tanks): SERVICE THIS AIRPLANE WITH 100LLj 100 MIN. AVIATION GRADE GASOLINE - CAPACITY 40.0 GAL. 2-9 SECTION 2 LIMITATIONS CESSNA MODELU206G 6. Near manifold pressure/fuel flow indicator: /~, MAX. POWER SETTINGS - AND FUEL FLOW- TAKEOFF (5 MIN. ONLY): 2850 RPM MAX. CONTINUOUS PWR: 2700 RPM FUEL FLOW AT ---- ----FULL THROTTLE 2700 RPM 2850 RPM 23 GPH 24 GPH '21 GPH 22 GPH 19 GPH 20 GPH 17 GPH 18 GPH S.L. 4000 FT 8000 FT 12000 FT 7. On the flap control indicator: UP to 10° 10° to FULL (Partial flap range with blue color code and 140 knot callout; also, mechanical detent at 10°.) (Indices at these positions with white color code and 100 knot callout; also, mechanical detent at 20°.) 8. On aft cargo door: BAGGAGE NET 180 LBS MAX CAPACITY REFER TO WEIGHT AND BALANCE DATA FOR BAGGAGE AND CARGO LOADING. 9. On forward cargo door: EMERGENCY EXIT OPERATION 1. OPEN FWD CARGO DOOR AS FAR AS POSSIBLE. 2. ROTATE RED LEVER IN REAR CARGO DOOR FWD. 3. FORCE REAR CARGO DOOR FULL OPEN. 2-10 CESSNA MODEL U206G SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures . Engine Failure During Takeoff Run . Engine Failure Immediately After Takeoff Engine Failure During Flight . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching . Fires . . . . . . . . . . . During Start On Ground Engine Fire In Flight . Electrical Fire In Flight Cabin Fire Wing Fire . Icing . Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . . . . . . Landing With A Flat Main Tire . Electrical Power Supply System Malfunctions Over-Voltage Light Illuminates ..... Ammeter Shows Discharge . . . . . . . AMPLIFIED PROCEDURES Engine Failure . Forced Landings . Landing Without Elevator Control Fires . . . . . . . . . . . . . 3-3 . 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-7 3-8 3-9 3-9 3-9 3-9 3-11 3-12 3-12 3-12 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) CESSNA MODEL U206G Emergency Operation In Clouds (Vacuum System Failure) Executing A 1800 Turn In Clouds Emergency Descent Through Clouds Recovery From A Spiral Dive Flight In Icing Conditions Static Source Blocked Spins . Rough Engine Operation Or Loss Of Power Spark Plug Fouling . Magneto Malfunction . . . . . . . . . Engine-Driven Fuel Pump Failure . . . Low Oil Pressure . . . . . . . . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge' Insufficient Rate Of Charge Cargo Door Emergency Exit 3-2 CESSNA MODEL U206G INTRODUCTION SECTION 3 EMERGENCY PROCEDURES Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down Maneuvering Speed: 3600 Lbs .. 2900 Lbs .. 2200 Lbs .. Maximum Glide: 3600 Lbs .. 3200 Lbs .. 2800 Lbs .. Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . . Wing Flaps Down OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 80 KIAS 70 KIAS 120 KIAS 106 KIAS 93 KIAS 75 KIAS 70 KIAS 65 KIAS 70 KIAS 80 KIAS 70 KIAS 3-3 SECTION 3 8:MERGENCY PROCEDURES CESSNA MODEL U206G ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 80 KIAS. 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (40 0 recommended). 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 75 KIAS. 2. Fuel Selector Valve and Quantity -- CHECK. 3. Mixture -- RICH. 4. Auxiliary Fuel Pump -- ON for 3-5 seconds with throttle 1/2 open; then OFF. 5. Ignition Switch -- BOTH (or START if propeller is stopped). ./~. 6. Throttle -- ADVANCE slowly. FORCED LANDINGS /~ EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 80 KIAS (flaps UP). 70 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (40 0 recommended). 6. Master Switch -- OFF. 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. ;)RECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed -- 80 KIAS. 2. Wing Flaps -- 20 0 • 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Wing Flaps -- 40 0 (on final approach). 6. Airspeed -- 70 KIAS. 7. Avionics Power and Mas.ter Switches -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 3-4 .~\ CESSNA MODEL U206G SECTION :3 EMERGENCY PROCEDURES 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Wing Flaps -- 40°. 4. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 5. Power -- ESTABLISH 300 FT/MIN DESCENT AT 65 KIAS·. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT 300 FT/MIN DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Ignition Switch -- START (continue cranking to obtain start). 2. Auxiliary Fuel Pump -- OFF. If engine starts: 3. Power -- 1700 RPM for a few minutes. 4. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 3. Ignition Switch -- START (continue cranking). 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 7. Engine -- SECURE. a. Ignition Switch -- OFF. b. Master Switch -- OFF. c. Fuel Selector Valve -- OFF. 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL U206G 8. Fire -- EXTINGUISH using fire extinguisher, wool blanket or dirt. NOTE If sufficient ground personnel are available (and fire is on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal tail. 9. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 105 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing /~ Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTIVATE (if available). I WARNING ~ If an oxygen system is available, occupants should .use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical poweris necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit; do not reset. 8. Radio Switches -- OFF. 3-6 CESSNA MODEL U206G SECTION 3 EMERGENCY PROCEDURES 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished; CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE (if available). I WARNING I If an oxygen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Navigation Light Switch -- OFF. 2. Pitot Heat Switch (if installed) -- OFF. 3. Strobe Light Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and rotate defrost knob clockwise to obtain maximum windshield defroster effectiveness. 4. Increase engine speed to minimize ice build-up on propeller blades. If excessive vibration is noted, momentarily reduce engine speed to 2200 RPM with the propeller control, and then rapidly move the control full forward. 3-7 SECTION 3 EMERGENCY PROCEDURES NOTE CESSNA MODEL U206G Cycling the RPM flexes the propeller blades and high RPM increases centrifugal force, causing ice to shed more readily. 5. Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting. NOTE If ice accumulates on the intake filter (causing the alter- nate air door to open), a decrease of 1 to 2 inches of full throttle manifold pressure will be experienced. 6. If icing conditions are unavoidable, plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for a significantly higher power requirement, approach speed, stall speed, and landing roll. 8. Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 9. Use a 10° - 20° landing flap setting for ice accumulations of 1 inch or less. With heavier ice accumulations, approach with flaps retracted to ensure adequate elevator effectiveness in the ap- proach and landing. 10. Approach at 90-100 KIAS with 20° flaps and 105-115 KIAS with 0°- 10° flaps, depending upon the amount of ice accumulation. If ice accumulation is unusually large, decelerate to the planned ap- proach speed while in the approach configuration at a high enough altitude which would permit recovery in the event that a stall buffet is encountered. 11. Land on the main wheels first, avoiding the slow and high type of flare-out. 12. Missed approaches should be avoided whenever possible because of severely reduced climb capability. However, if a go-around is mandatory, make the decision much earlier in the approach than normal. Apply maximum power and maintain 95 KIAS while retracting the flaps slowly in 10° increments. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Vents and Windows -- CLOSED. 2. Alternate Static Source Valve -- PULL ON. 3. Airspeed -- Consult calibration table in Section 5. 3-8 /~\ CESSNA MODEL U206G SECTION 3 EMERGENCY PROCEDURES LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps - - AS DESIRED (0° - 10° below 140 KIAS, 10° - 40° below 100 KIAS). 2. Make a normal approach. 3. Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Over-Voltage Light -- OFF. 5. Avionics Power Switch -- ON. If over-voltage light illuminates again: 6. Flight -- TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE 1. Alternator -- OFF. 2. Nonessential Radio/Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. 3-9/(3-10 blank) CESSNA MODEL U206G SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in .the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 20 18 75 70 65 KIAS BEST GLIDE SPEED 3600 3200 2800 WEIGHT (LBS) 4 6 8 10 12 14 16 GROUND DISTANCE - NAUTICAL MILES 2 z <i: 8000 cr: cr: LlJ I- LlJ 6000 >0 co « 4000 l- I t? LlJ 2000 I 12,000 r-*-P...,Rr-"O-P-E-L"TL-E-R-W-lrN-D-M-I...,LL-I-N-G"""T--.-----.--..:-:::~-}-/TJ-:}~}":"'''''''''---' t 10,000 * FLAPS UP * ZERO WIND 1---+-----:11:&.""--+---+-----4 Figure 3-1. Maximum Glide 3-11 SECTION 3 BlMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL U206G If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power availa- ole, one should fly over the landing area at a safe but low altitude to inspect ,he terrain for obstructions and surface conditions, proceeding as dis- Jussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 90 KIAS tnd flaps set to 20°) by using throttle and trim tab controls. Then do not .~. :hange the trim tab setting and control the glide angle by adjusting power lxclusively. At flareout, the nose-down moment resulting from power reduction is m adverse factor and the airplane may hit on the nose wheel. Consequent- ,~, y, at flareout, the trim tab should be set at full nose-up position and the lower adjusted so that the airplane will rotate to the horizontal attitude for ouchdown. Close the throttle at touchdown. =IRES Improper starting procedures such as excessive use of the auxiliary 'uel pump during a cold weather start can cause a backfire which could .gnite fuel that has accumulated in the intake duct. In this event, follow the Jrescribed checklist. Although engine fires are extremely rare in flight, the steps of the tppropriate checklist should be followed if one is encountered. After lompletion of this procedure, execute a forced landing. Do not attempt to 'estart the engine. The initial indication of an electrical fire is usually the odor of burning nsulation. The checklist for this problem should result in elimination of he fire. ',-12 CESSNA MODEL U206G SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvert- ently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering th,e clouds, an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minutlil hand and observe the position of the sweep second hand on the Olock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motions rather than rolling, motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 3-13 mCTION 3 eMERGENCY PROCEDURES CESSNA MODEL U206G 1. Reduce power to set up a 500 to 800 ft.{min. rate of descent. 2. Apply full rich mixture. 3. Adjust the elevator and rudder trim control wheels for a stabilized descent at 95 KIAS. 4. Keep hands off control wheel. 5. Monitor turn coordinator and make corrections by rudder alone. 6. Adjust rudder trim to relieve unbalanced rudder force, if present. 7. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 8. Upon breaking out of clouds, resume normal cruising flight. ~ECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply control wheel back pressure to slowly reduce the indicated airspeed to 95 KIAS. 4. Adjust the elevator trim control to maintain a 95 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 7. Upon breaking out of clouds, resume normal cruising flight. :UGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter vith these conditions can best be handled using the checklist procedl;lres. rhe best procedure, of course, is to turn back or change altitude to escape cing conditions. ;TATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, Lltimeter and rate-of-climb) are suspected, the alternate static source ralve should be pulled on, thereby supplying static pressure to t,hese /""', nstruments from the cabin. NOTE In an emergency on airplanes not equipped with an ~-14 CESSNA MODELU206G SECTION 3 EMERGENCY PROCEDURES alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5. SPINS Intentional spins are prohibited in this airplane. Should an inadvert- ent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane...in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is 3-15 SECTION 3 ~MERGENCYPROCEDURES CESSNA MODEL U206G ~vidence of spark plug or magneto trouble. Assuming that spark plugs are ;he more likely cause, lean the mixture to the recommended lean setting for ~ruising flight. If the problem does not clear up in several minutes, letermine if a richer mixture setting will produce smoother operation. If lOt, proceed to the nearest airport for repairs using the BOTH position of ;he ignition switch unless extreme roughness dictates the use of a single .gnition position. V1AGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of nagneto problems. Switching from BOTH to either L or R ignition switch Josition will identify which magneto is malfunctioning. Select different Jower settings and enrichen the mixture to determine if continued opera- ;ion on BOTH magnetos is practicable. If not, switch to the good magneto tnd proceed to the nearest airport for repairs. :NGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while Jperating from a fuel tank containing adequate fuel. In the event of an engine-driven fuel pump failure during takeoff, Lmmediately hold the left half of the auxiliary fuel pump switch in the HI ?osition until the airplane is well clear of obstacles. Upon reaching a safe tltitude, and reducing the power to a cruise setting, release the HI side of ;he switch. The ON position will then provide sufficient fuel flow to naintain engine operation while maneuvering for a landing. If an engine-driven fuel pump failure occurs during cruising flight, tpply full rich mixture and hold the left half of the auxiliary fuel pump 3witch in the HI position to re-establish fuel flow. Then the normal ON ?osition (the right half of the fuel pump switch) may be used to sustain level flight. If necessary, additional fuel flow is obtainable by holding the left half of the pump switch in the HI position . .ow OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is L possibility the oil pressure gage or relief valve is malfunctioning. A leak n the line to the gage is not necessarily cause for an immediate precau- ionary landing because an orifice in this line will prevent a sudden loss of >il from the engine sump. However, a landing at the nearest airport would >e advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- 1-16 .~. /~. CESSNA MODELU206G SECTION 3 EMERGENCY PROCEDURES ture, there is good reason to suspect that an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touch- down spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is the most likely cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause mal- functions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illumi- nate ifthe charge voltage reaches approximately 31.5 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, then turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. The avionics power switch should then be turned on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing. 3-17 SECTION 3 EMERGENCY PROCEDURES INSUFFICIENT RATE OF CHARGE CESSNA MODEL U206G If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the al ternator field circuit may be placing an unnecessary load on the, system. All nonessential equipment should be turned off and the flight terminated as soon as practical. CARGO DOOR EMERGENCY EXIT If it is necessary to use the cargo doors as an emergency exit and the wing flaps are not extended, open the forward door and exit. If the wing flaps' are extended, open the doors in accordance with the instructions shown on the placard which is mounted on the forward cargo door. 1-18 CESSNA MODEL U206G SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection . . . . . Cabin . Empennage . Right Wing, Trailing Edge Right Wing . Nose . Left Wing . Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff . . . . Takeoff . Normal Takeoff Short Field Takeoff Enroute Climb . . . . Normal Climb . . Maximum Performance Climb Cruise Descent .... Before Landing Landing .... Normal Landing Short Field Landing Balked Landing After Landing . . Securing Airplane . 4-3 . 4-3 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-7 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-9 4-9 4-10 4-10 4-10 4-10 4-10 4-10 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) AMPLIFIED PROCEDURES CESSNA MODEL U206G Page Starting Engine Taxiing .... Before Takeoff . Warm-Up Magneto Check Alternator Check Takeoff . Power Check . . Wing Flap Settings Crosswind Takeoff Enroute Climb . . . . Cruise . Leaning With A Cessna Economy Mixture Indicator (EGT) Stalls . Landings . Short Field Landing Crosswind Landing . Balked Landing Cold Weather Operation Hot Weather Operation . Flight With Cargo Doors Removed Noise Abatement . 4-2 4-13 4-14 4-14 4-14 4-14 4-16 4-16 4-16 4-16 4-17 4-17 4-17 4-19 4-20 4-20 4-20 4-20 4-20 4-21 4-21 4-21 4-22 CESSNA MODEL U206G INTRODUCTION SECTION 4 NORMAL PROCEDURES Section 4 provides checklist and amplified procedures forthe conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 3600 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance and climb performance, the speed appropriate to the particular weight must be used. Takeoff: Normal Climb Out . Short Field Takeoff, Flaps 20°, Speed at 50 Feet Enroute Climb, Flaps Up: Normal . Best Rate of Climb, Sea Level . Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 40° Short Field Approach, Flaps 40° Balked Landing: II' Maximum Power, Flaps 20° . . Maximum Recommended Turbulent Air Penetration Speed: 3600 Lbs 2900 Lbs . 2200 Lbs . Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . 70-80 KIAS 65 KIAS 95-105 KIAS 84 KIAS 78 KIAS 66 KIAS 70 KIAS 75-85 KIAS 65-75 KIAS 64 KIAS 80 KIAS 120 KIAS 106 KIAS 93 KIAS 20 KNOTS 4-3 SECTION 4 NORMAL PROCEDURES CESSNA MODELU206G NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switcheEt on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. I"reflight Inspection 4-4 /~\ ----.--------." _._... _--------_. CESSNA MODEL U206G SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (DCABIN 1. Control Wheel Lock -- REMOVE. 2. Ignition Switch -- OFF. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Fuel Quantity Indicators -- CHECK QUANTITY. 6. Master Switch -- OFF. 7. Fuel Selector Valve -- FULLER TANK. ®EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. 4. Check cargo doors securely latched and locked (right side only). If cargo load will not permit access to the front cargo door inside handle, lock the door from the outside by means of the T-handle stored in the map compartment. NOTE The cargo doors must be fully closed and latched before operating the electric wing flaps. A switch in the upper door sill of the front cargo door interrupts the wing flap electrical circuit when the front door is opened or removed, thus preventing the flaps being lowered with possible damage to the cargo door or wing flaps when the cargo door is open. If operating with the cargo doors removed and the optional spoiler kit installed, check that the wing flap interrupt switch cover plate is installed so that the wing flaps can be lowered in flight. @RIGHTWING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @RIGHTWING 1. Wing Tie-Down -- DISCONNECT. 2. Fuel Tank Vent -- CHECK for stoppage. 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODELU206G 3. Main Wheel Tire -- CHECK for proper inflation. 4. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment, and proper fuel grade. 5. Fuel Quantity -- CHECK VISUALLY for desired level. 6. Fuel Filler Cap -- SECURE and vent unobstructed. @NOSE 1. Static Source Opening (both sides of fuselage) -- CHECK for stoppage. 2. Propeller and Spinner -- CHECK for nicks, security and oil leaks. 3. Landing and Taxi Lights -- CHECK for condition and cleanliness. 4. Nose Wheel Strut and Tire -- CHECK for proper inflation. 5. Nose Tie-Down -- DISCONNECT. 6. Engine Oil Level -- CHECK, do not operate with less than nine quarts. Fill to twelve quarts for extended flight./--"\ 7. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps and /~ reservoirs will be necessary. @LEFTWING 1. Main Wheel Tire -- CHECK for proper inflation. ,~ 2. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE and vent unobstructed. CD LEFT WING Leading Edge /~ 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned on (horn should sound when vane is pushed upward). 3. Wing Tie-Down -- DISCONNECT. 4. Fuel Tank Vent -- CHECK for stoppage./~ ® LEFT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 4-6 CESSNA MODELU206G BEFORE STARTING ENGINE SECTION 4 NORMAL PROCEDURES 1. Preflight Inspection -- COMPLETE. 2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK 3. Brakes -- TEST and SET. 4. Cowl Flaps -- OPEN (move lever out of locking hole to reposition). 5. Avionics Power Switch, Autopilot (if installed), Electrical Equip- ment -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 6. 7. 8. Master Switch -- ON. Fuel Selector Valve -- FULLER TANK. Circuit Breakers -- CHECK IN. STARTING ENGINE 1. Mixture -- RICH. 2. Propeller -- HIGH RPM. 3. Throttle -- CLOSED. 4. Auxiliary Fuel Pump -- ON. 5. Throttle -- ADVANCE to obtain 8-10 gall hr fuel flow, then return to CLOSED position. 6. Auxiliary Fuel Pump -- OFF. 7. Propeller Area -- CLEAR. 8. Ignition Switch -- START. 9. Throttle -- ADVANCE slowly. 10. Ignition Switch -- RELEASE when engine starts. NOTE The engine should start in two or three revolutions. If it does not continue running, start again at step 3 above. If the engine does not start,leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle, and crank until engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting proce- dure after allowing the starter motor to cool. 11. Throttle -- IDLE. 12. Oil Pressure -- CHECK. 4-7 SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF CESSNA MODELU206G 1. Parking Brake -- SET. 2. Cabin Doors and Window -- CLOSED and LOCKED. 3. Cowl Flaps -- OPEN. 4. Flight Controls -- FREE and CORRECT. 5. Flight Instruments -- CHECK. 6. Fuel Selector Valve -- FULLER TANK. 7. Mixture -- RICH (below 3000 ft.). 8. Elevator and Rudder Trim -- TAKEOFF setting. 9. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller -- CYCLE from high to low RPM; return to high RPM (full forward). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK (4.6 to 5.4 In. Hg.). 10. Avionics Power Switch -- ON. 11. Radios -- SET. 12. Autopilot (if installed) -- OFF. 13. Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON as required. 14. Throttle Friction Lock -- ADJUST. 15. Parking Brake -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -" 0° - 20°. 2. Power -- FULL THROTTLE and 2850 RPM. 3. Mixture -- LEAN for field elevation per fuel flow placard. 4. Elevator Control -- LIFT NOSE WHEEL at 50 KIAS. 5. Climb Speed -- 70-80 KIAS. 6. Wing Flaps -- RETRACT after obstacles are cleared. SHORT FIELD TAKEOFF 1. Wing Flaps -- 20°. /~~ 2. Brakes -- APPLY. 3. Power -- FULL THROTTLE and 2850 RPM. 4. Mixture -- LEAN for field elevation per fuel flow placard. 5. Brakes -- RELEASE. 6. Elevator Control-- SLIGHTLY TAIL LOW ATTITUDE. 4-8 CESSNA MODELU206G SECTION 4 NORMAL PROCEDURES 7. Climb Speed -- 65 KIAS until all obstacles are cleared. 8. Wing Flaps -- RETRACT after obstacles are cleared and 80 KIAS is reached. NOTE Do not reduce power until wing flaps have been retracted. ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 95-105 KIAS. 2. Power -- 25 INCHES Hg and 2550 RPM. 3. Mixture -- LEAN to 18.0 gal./hr fuel flow. 4. Cowl Flaps -- OPEN as required. MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 84 KIAS at sea level to 78 KIAS at 10,000 feet. 2. Power -- FULL THROTTLE and 2700 RPM. 3. Mixture -- LEAN for altitude per fuel flow placard. 4. Cowl Flaps -- OPEN. CRUISE 1. Power -- 15-25 INCHES Hg, 2200-2550 RPM (no more than 75%). 2. Mixture -- LEAN for cruise fuel flow as determined from your Cessna Power Computer, or in accordance with the Cruise data in Section 5. 3. Elevator and Rudder Trim -- ADJUST. 4. Cowl Flaps -- AS REQUIRED. DESCENT 1. Power -- AS DESIRED. 2. Mixture -- LEAN for smoothness in power descents. Use full rich· mixture for idle power. 3. Cowl Flaps -- CLOSED. BEFORE LANDING 1. Fuel Selector Valve -- FULLER TANK. 4-9 SECTION 4 NORMAL PROCEDURES 2. Mixture -- RICH (below 3000 ft.). 3. Propeller -- HIGH RPM. 4. Autopilot (if installed) -- OFF. LANDING NORMAL LANDING CESSNA MODELU206G 1. Airspeed -- 75-85 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS, 10° - 40° below 100 KIAS). 3. Airspeed -- 65-75 KIAS (flaps DOWN). 4. Elevator Trim -- ADJUST. 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll-- LOWER NOSE WHEEL GENTLY. 7. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 75-85 KIAS (flaps UP). 2. Wing Flaps -- 40° (below 100 KIAS). 3. Airspeed -- MAINTAIN 64 KIAS. 4. Elevator Trim -- ADJUST. 5. Power -- REDUCE TO IDLE as obstacle is cleared. 6. Touchdown -- MAIN WHEELS FIRST. 7. Brakes -- APPLY HEAVILY. 8. Wing Flaps -- RETRACT for maximum brake effectiveness. BALKED LANDING 1. Power -- FULL THROTTLE and 2850 RPM. 2. Wing Flaps -- RETRACT to 20°. 3. Airspeed -- 80 KIAS; 4. Wing Flaps -- RETRACT slowly. 5. Cowl Flaps -- OPEN. AFTER LANDING 1. Wing Flaps -- RETRACT. 2. Cowl Flaps -- OPEN. SECURING AIRPLANE 1. Parking Brake -- SET. 4-10 ---------------------------- CESSNA MODEL U206G SECTION 4 NORMAL PROCEDURES 2. Avionics Power Switch and Electrical Equipment -- OFF. 3. Mixture -- IDLE CUT-OFF (pull full outy. 4. Ignition Switch -- OFF. 5. Master Switch -- OFF. 6. Control Lock -- INSTALL. 4-11/(4-12 blank) CESSNA MODELU206G SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in this section should be followed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the ON position and advance the throttle to 0 btain 8-10 gall hr fuel flow. Then close the throttle and turn off the auxiliary fuel pump. Place the ignition switch in the START position. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuell air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed. When the engine is hot or outside air temperatures are high, the engine may die after running several seconds because the mixture became either too lean due to fuel vapor, or too rich due to excessive prime fuel. The follOWing procedure will prevent over-priming and alleviate fuel vapor in the system: 1. Set the throttle 1/3 to 1/2 open. 2. When the ignition switch is on BOTH and you are ready to engage the starter, place the right half of the auxiliary fuel pump switch ON until the indicated fuel flow comes up to 4 to 6 gall hr; then turn the switch off. NOTE "--./ During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the auxiliary fuel pump to operate in the ON position for upto 1 minute or more before the vapor is cleared sufficiently to obtain 4 to 6 gal! hr for starting. Ifthe above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the HI position to obtain additional fuel pump capability. 3. Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions. Adjust throttle for 1200 to 1400 RPM. 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL U206G 4. If there is fuel vapor in the lines, 'it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease, hold the left half of the auxiliary fuel pump switch in the HI position for approximate- ly one second to clear out the vapor. Intermittent use of HI boost is necessary since prolonged use of the HI position after vapor is cleared will flood out the engine during a starting operation. 5. Let the engine run at 1200to 1400 RPM until thevaporis eliminated and the engine idles normally. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage. TAXIING Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Refer to figure 4-2 for additional taxiing instructions. BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has /~ good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switchfirst to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differen- tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. 4-14 CESSNA MODEL U206G SECTION 4 NORMAL PROCEDURES CODE WIND DIRECTION • NOTE strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODELU206G An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the ~ magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system mo- ~. mentarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM). The ammeter will remain within a needle width of its original position if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is important to check takeoff power early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. ~ Full power runups over loose gravel are especially harmful to pro- peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown .~ back of the propeller rather than pulled into it. After full powel' is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. For maximum engine power, the mixture should be adjusted during the initial takeoff roll to the fuel flow corresponding to the field elevation. (Refer to the fuel flow placard located adjacent to the fuel flow indicator.) The power increase is significant above 3000 feet and this procedure should always be employed for field elevations greater than 5000 feet above sea level. WING FLAP SETTINGS Using 20° wing flap s reduces the ground run and total distance over the obstacle by approximately 10 percent. Soft field takeoffs are performed with 20° flaps by lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. However, the 4-16 I~,~--- CESSNA MODEL U206G SECTION 4 NORMAL PROCEDURES airplane should be leveled off immediately to accelerate to a safe climb speed. If 20° wing flap s are used for takeoff, they should be left down until all obstacles are cleared. To clear an obstacle with 20° flaps, a 65 KIAS climb speed should be used. If no obstructions are ahead, a best rate-of-climb speed of 84 KIAS would be most efficient. Flap deflections greater than 20° are not approved for takeoff. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeofLWith the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ' ENROUTE CLIMB A cruising climb at 25 inches of manifold pressure, 2550 RPM (approxi- mately 75% power) and 95-105 KIAS is normally recommended. This type of climb provides better engine cooling, less engine wear, and more passenger comfort due to lower noise level, in addition to improved visibility ahead. Cruising climbs should be conducted at 18 gal/hr up to 4000 feet and then at the fuel flow shown on the normal climb chart in Section 5 for higher altitudes. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum continuous power (full throttle and 2700 RPM). This speed is 84 KIAS at sea level, decreasing to 78 KIAS at 10,000 feet. The mixture should be leaned as shown by the fuel flow placard located adjacent to the fuel flow indicator. If an obstruction dictates the use of a steep climb angle, climb with flaps retracted and maximum continuous power at 66 KIAS at sea level to 70 KIAS at 10,000 feet. CRUISE Normal cruising is performed between 55% and 75% power. The 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODELU206G corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in .~ Section 5. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabil- ized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service follow- ing cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance· Table, figure 4-3, illustrates the advantage of higher altitude on both true airspeed and nautical miles per gallon. In addition, the beneficial effect of lower cruise power on nautical miles per gallon at a given altitude can be observed. This table should be used as a guide, along with the 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 favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). For best fuel economy at 65% power or less, the engine may be operated at one gallon per hour leaner than shown in this handbook and on the power computer. This will result in approximately 6% greater range than 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 3000 Feet 142 9.0 134 9.9 124 10.6 6500 Feet 147 9.4 138 10.1 127 10.9 10,000 Feet - - - - - - 142 10.4 131 11.2 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-18 CESSNA MODELU206G SECTION 4 NORMAL PROCEDURES shown in this handbook accompanied by approximately a 4 knot decrease in speed. The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automati- cally for the most efficient use of either normal or alternate air, depending on the amount of filter blockage. Due to the lower intake pressure available through the alternate air valve or a partially blocked filter, full throttle manifold pressure can decrease approximately 1.5 in. Hg. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture, using this indicator, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on the table below. Continuous operation at peak EGT is authorized only at 65% power or less. This best economy mixture setting results in approximately 6% greater range than shown in this handbook accompanied by approxi- mately a 4 knot decrease in speed. NOTE Operation on the lean side of peak EGT is not approved. 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 DESCRIPTION TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook 250 F Rich of Peak EGT and Power Computer) BEST ECONOMY Peak EGT (65% Power or Less) Figure 4-4. EGT Table 4-19 SECTION 4 NORMAL PROCEDURES STALLS CESSNA MODELU206G The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall speeds at maximum weight for both forward and aft C.G. are presented in Section 5. LANDINGS Landings should be made on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important ~ in rough field landings. / . SHORT FIELD LANDING For short field landings, make a power approach at 64 KIAS with full ./~ flaps. After all approach obstacles are cleared, progressively reduce power. Maintain 64 KIAS approach speed by lowering the nose of the airplane. Touchdown should be made with the throttle closed, and on the main wheels first. Immediately after touchdown, lower the nose gear and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up ~. elevator and apply maximum possible brake pressure without sliding the tires. At light operating weights, during ground roll with full flaps, hold the control wheel full back to ensure maximum weight on the main wheels for braking. Under these conditions, full nose down elevator (control wheel full forward) will raise the main wheels off the ground. !~ CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be 4-20 CESSNA MODELU206G SECTION 4 NORMAL PROCEDURES reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION The use of an external pre-heater and an external power source is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7, paragraph Ground Service Plug Receptacle, for operating details. In very cold weather, no oil temperature indication need be apparent before takeoff. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), the engine is ready for takeoff if it accelerates smoothly and the oil pressure is normal and steady. During let-down, observe engine temperatures closely and carry sufficient power to maintain them in the recommended operating range. HOT WEATHER OPERATION The general warm temperature starting information in this section is appropriate. Avoid prolonged engine operation on the ground. FLIGHT WITH CARGO DOORS REMOVED When operating with the cargo doors removed, an optional spoiler kit must be installed to minimize strong air flow buffeting within the cabin. In addition, all loose equipment, including head rests, rear window sun shade, removable arm rests, safety belts, etc., should be removed or secured. Fifth and sixth seat passengers will receive a strong air blast, and face protection in the form of goggles or helmet is recommended. The electric wing flap circuit is interrupted by a push-button switch (mounted on the upper sill of the cargo door opening) when the front cargo door is open or removed. Therefore, to have the use of wing flaps when the 4-21 SECTION 4 NORMAL PROCEDURES CESSNA MODEL U206G cargo doors are removed, it is necessary to install a switch depressor plate over the door switch button. Two screws secure the plate in position, depressing the switch button. Without this plate, the wing flaps could not be used unless a rear passenger was available to manually depress the door switch button during flap operation. With the cargo doors removed, flight characteristics are essentially unchanged, except that a slightly different directional trim setting may be needed. With cargo doors removed, do not exceed 130 KIAS. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at alower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model U206G at 3600 pounds maximum weight is 79.4 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of any airport. 4-22 /---- , \ CESSNA MODELU206G SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Page Introduction . . . . . . . Use Of Performance Charts Sample Problem . Takeoff Cruise .... Fuel Required Landing ... Figure 5-1, Airspeed Calibration Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds . Figure 5-4, Takeoff Distance - 3600 Lbs Takeoff Distance - 3300 Lbs And 3000 Lbs Figure 5-5, Rate Of Climb - Maximum . . . . . Figure 5-6, Time, Fuel, And Distance To Climb - Maximum Rate Of Climb . . . . Time, Fuel, And Distance To Climb - Normal Climb . . . . . . Figure 5-7, Cruise Performance - 2000 Feet Cruise Performance - 4000 Feet Cruise Performance - 6000 Feet Cruise Performance - 8000 Feet Cruise Performance - 10,000 Feet Cruise Performance - 12,000 Feet Figure 5-8, Range Profile - 59 Gallons Fuel Range Profile - 76 Gallons Fuel Figure 5-9, Endurance Profile - 59 Gallons Fuel Endurance Profile - 76 Gallons Fuel Figure 5-10, Landing Distance . 5-3 5-3 5-4 5-4 5-5 5-6 5-7 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-1/ (5-2 blank) I j j j j j j j j j j j j j j j j j j j j j j j j j j /-, j '. j j j j j j j j j j j j j j j j j j j j j j j j j j j j j j j CESSNA MODELU206G INTRODUCTION SECTION 5 PERFORMANCE Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 3500 Pounds 76 Gallons 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length TAKEOFF CESSNA MODEL U206G 610 Nautical Miles 7500 Feet 16°C (16°C above standard) 10 Knot Headwind 2000 Feet 25°C 3000 Feet The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservati ve distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 3600 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1200 Feet 2430 Feet These distances are well within the available takeoff field length. Howev- er, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots 10 Knots x 10% = 12% Decrease 'This results in the following distances, corrected for wind: 5-4 Ground roll, zero wind Decrease in ground roll (1200 feet x 12%) Corrected ground roll Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (2430 feet x 12%) Corrected total distance to clear a 50-foot obstacle 1200 144 1056 Feet 2430 2138 Feet ..~ CESSNA MODELU206G CRUISE SECTION 5 PERFORMANCE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter- mined based on several considerations. These include the cruise perfor- mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 65% power at 7500 feet yields a predicted range of 661 nautical miles with no wind. The endurance profile chart shows a corresponding 4.8 hours. Using this information, the estimated distance can be determined for the expected 10 knot headwind at 7500 feet as follows: Range, zero wind Decrease in range due to wind (4.8 hours x 10 knot headwind) Corrected range 661 48 613 Nautical Miles This indicates that the trip can be made without a fuel stop using approximately 65% power. The cruise performance chart for 8000 feet pressure altitude is entered using 20°C above standard temperature. These values most nearly corres- pond to the planned altitude and expected temperature conditions. The power setting chosen is 2550 RPM and 21 inches of manifold pressure which results in the following: Power True airspeed Cruise fuel flow 65% 142 Knots 13.6 GPH The power computer may be used to determine power and fuel consump- tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figur.es 5-6 and 5-7. For this sample problem, figure 5-6 shows that a normal climb from 2000 feet to 8000 feet at a weight 5-5 SECTION 5 PERFORMANCE CESSNA MODELU206G of 3600 pounds requires 3.4 gallons of fuel. The corresponding distance during the climb is 21 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning pur- poses. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: 16°C 100 C x 10% = 16% Increase With this factor included, the fuel estimate would be calculated as follows: .~. Fuel to climb, standard temperature Increase due to non-standard temperature (3.4 x 16%) Corrected fuel to climb 3.4 0.5 3.9 Gallons ~", . '. Using a similar procedure for the distance during climb results in 24 nautical miles. The resultant cruise distance is: Total distance Climb distance Cruise distance 610 -24 586 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 142 -10 132 Knots Therefore, the time required for the cruise portion of the trip is: 586 Nautical Miles - 44 H 132 Knots -. ours The fuel required for cruise is: 4.4 hours x 13.6 gallons/hour = 59.8 Gallons 5-6 CESSNA MODEL U206G The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required This will leave a fuel reserve of: 76.0 -65.7 10.3 Gallons SECTION 5 PERFORMANCE 2.0 3.9 59.8 65.7 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances corres- ponding to 2000 feet pressure altitude and a temperature of 30°C are as follows: Ground roll Total distance to clear a 50-foot obstacle 830 Feet 1530 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. 5-7/(5-8 blank) CESSNA MODEL U206G SECTION 5 PERFORMANCE AIRSPEED CALIBRATION NORMAL STATIC SOURCE FLAPS UP KIAS 60 70 80 90 100 110 120 130 140 150 160 170 180 KCAS 68 75 82 92 101 110 120 129 139 149 158 168 178 FLAPS 20° KIAS 50 60 70 80 90 100 --- --- --- - -- --- --- - -- KCAS 60 65 73 82 91 101 - - - --- --- - - - - - - --- --- FLAPS 40° KIAS 50 60 70 80 90 100 - - - --- - - - -- - - -- --- --- KCAS 59 65 73 82 91 101 --- - - - --- --- - -- - -- - - - ALTERNATE STATIC SOURCE VENTS AND WINDOWS CLOSED FLAPS UP NORMAL KIAS 60 70 80 90 100 110 120 130 140 150 160 170 180 ALTERNATE KIAS 63 73 82 94 104 114 125 135 145 156 165 176 186 FLAPS 20° NORMAL KIAS 50 60 70 80 90 100 --- --- --- --- --- - - - --- ALTERNATE KIAS 55 64 74 85 95 105 --- --- --- --- --- --- - -- FLAPS 40° NORMAL KIAS 50 60 70 80 90 100 - - - --- --- --- --- --- - - - ALTERNATE KIAS 52 61 71 81 91 102 --- --- --- --- --- --- - -- I Figure 5-1. Airspeed Calibration 5-9 SECTION 5 PERFORMANCE CESSNA MODEL U206G TEMPERATURE CONVERSION CHART 60 40 20 o -20 o 80 -40 -40 100 -20 120 60 t: LlJ :r: z LlJ cr: f', :r: <{ 40 LL (J) LlJ LlJ cr: t9 LlJ ~\ a 20 DEGREES - CELSIUS Figure 5-2. Temperature Conversion Chart 5-10 CESSNA MODEL U206G CONDITIONS: Power Off STALL SPEEDS SECTION 5 PERFORMANCE NOTES: 1. Maximum altitude loss during a stall recovery may be as much as 240 feet. ,2. KIAS values are approximate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP 0° 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 41 62 44 67 49 74 58, 88 3600 20° 44 57 47 61 52 68 62 81 40° 34 54 37 58 40 64 48 76 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP 0° 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 55 67 59 72 65 80 78 95 3600 20° 50 60 54 65 59 71 71 85 40° 46 57 49 61 55 68 65 81 Figure 5-3. Stall Speeds 5-11 '"d02 t'=.Jt'=.J :;UO ":<j~ 0 ..... :;uO ~z >C1l Z o t'=.J MIXTURE SETIING PRESS ALT GPH S.L. 24 2000 23 4000 22 6000 21 8000 20 MAXIMUM WEIGHT 3600 LBS I SHORT FIELD I TAKEOFF DISTANCE CONDITIONS: Flaps 20° 2850 RPM, Full Throttle and Mixture Set at Placard Fuel Flow Prior to Brake Release Cowl Flaps Open Paved, Level, Dry Runway Zero Wind NOTES: 1. Short field technique as specified in Section 4. 2. Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed. 3. Decrease distances 10% for each 10 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2.5 knots. 4. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure. Cf....~ TAKEOFF OOC 10°C 20°C 30°C 40°C WEIGHT SPEED PRESS LBS KIAS ALT TOTAL TOTAL' TOTAL TOTAL TOTAL LIFT AT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR OFF 50 FT ROLL 50 FTOBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS 3600 53 65 S.L. 810 1600 870 1715 935 1845 1000 1985 1075 2135 1000 885 1755 950 1890 1020 2035 1095 2190 1175 2365 2000 965 1935 1040 2085 1115 2250 1200 2430 1290 2630 3000 1060 2140 1140 2310 1225 2500 1320 2710 1415 2945 4000 1165 2380 1250 2575 1345 2795 1450 3040 1560 3320 5000 1280 2660 1375 2890 1485 3145 1595 3445 1720 3790 6000 1410 2995 1520 3270 1635 3580 1765 3950 1900 4390 7000 1555 3405 1680 3740 1810 4135 1950 4615 - - - - - - 8000 1720 3925 1860 4360 2005 4890 - - - - - - - - - - - - Figure 5-4. Takeoff Distance (Sheet 1 of 2) ~ ° t::J t'=.J o t"'t'=.J C:::02 ~02 gz 0> ) ) ) ) ) 9' f-" CoJ TAKEOFF DISTANCE 3300 LBS AND 3000 LBS I SHORT FIELD I REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES. TAKEOFF OOC 10°C 20°C 30°C 40°C SPEED PRESS WEIGHT KIAS ALT LBS TOTAL TOTAL TOTAL TOTAL TOTAL LIFT AT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR OFF 50 FT ROLL 50 FTOBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS 3300 51 62 S.L. 660 1305 710 1395 760 1495 815 1605 875 1720 1000 720 1425 775 1530 830 1640 890 1760 955 1890 2000 785 1565 845 1675 910 1805 975 1940 1045 2090 3000 860 1720 925 1845 995 1990 1070 2145 1150 2315 4000 945 1900 1015 2045 1090 2205 1175 2380 1260 2580 5000 1035 2105 1115 2270 1200 2455 1290 2660 1390 2890 6000 1140 2340 1230 2535 1320 2750 1420 2990 1530 3270 7000 1255 2625 1355 2850 1460 3105 1570 3395 1690 3735 8000 1385 2960 1495 3235 1610 3545 1735 3910 1870 4345 3000 48 59 S.L. 530 1050 570 1120 610 1195 655 1280 700 1370 1000 580 1140 620 1220 665 1305 715 1400 765 1500 2000 630 1245 680 1335 730 1430 780 1535 835 1645 3000 690 1365 740 1465 795 1570 855 1685 915 1810 4000 755 1500 810 1610 870 1725 935 1855 1005 2000 5000 830 1650 890 1775 955 1910 1030 2055 1105 2220 6000 910 1825 980 1965 1050 2115 1130 2285 1215 2475 7000 1000 2025 1075 2185 1160 2360 1245 2555 1340 2775 8000 1100 2260 1185 2445 1275 2650 1375 2880 1480 3140 Figure 5-4. Takeoff Distance (Sheet 2 of 2) ~o Ot:'=j t:l Cll t:'=jCll r-<Z q> ~(j) Q '"0 t:'=j ~Ocll :;ot:'=j ~o >~ ZO oZ t:'=jert SECTION 5 PERFORMANCE RATE OF CLIMB MAXIMUM CONDITIONS: Flaps Up 2700 RPM Full Throttle Mixture Set at Placard Fuel Flow Cowl Flaps Open CESSNA MODEL U206G MIXTURE SETTING PRESS ALT GPH S.L. 23 4000 21 8000 19 12,000 17 WEIGHT PRESS CLIMB RATE OF CLIMB - FPM LBS ALT SPEED FT KIAS -20°C OOC 20°C 40°C 3600 S.L. 84 1080 990 895 805 2000 83 940 855 770 680 4000 82 810 725 640 555 6000 81 680 595 515 430 8000 79 550 470 390 310 10,000 78 420 340 265 - - - 12,000 77 295 220 145 - - - 3300 S.L. 82 1235 1145 1050 955 2000 81 1090 1005 915 825 4000 79 950 865 780 695 6000 78 810 730 645 560 8000 77 675 595 515 435 10,000 76 540 460 385 - - - 12,000 74 410 335 260 - - - 3000 S.L. 79 1420 1325 1225 1130 2000 78 1260 1170 1080 985 4000 77 1110 1025 940 855 6000 76 965 880 800 715 8000 74 815 740 655 575 10,000 73 675 595 520 - - - 12,000 71 535 460 385 - - - Figure 5-5. Rate of Climb 5-14 CESSNA MODEL U206G SECTION 5 PERFORMANCE TIME, FUEL, AND DISTANCE TO CLIMB I MAXIMUM RATE OF CLIMB 1 CONDITIONS: Flaps Up 2700 RPM Full Throttle Mixture Set at Placard Fuel Flow Cowl Flaps Open Standard Temperature MIXTURE SETTING PRESS ALT GPH S.L. 23 4000 21 8000 19 12,000 17 NOTES: 1. Add 2.0 gallons of fuel for engine start, taxi and takeoff allowance. 2. Increase time, fuel and distance by 10% for ea