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ESSNA
ESSNA
inonzL
BUY AND
MORE PEOPLE
FLY CESSNA
AIRPLANES
THAN ANY OTHER MAKE
SKYLANE
1975
CESSNA AIRCRAFT COMPANY
WICHITA,
KANSAS
WORLD'S LARGEST PROOF GENERAL
DUCER
AIRCRAFT
AVIATION
SINCE
1956
OW NE R'S
MANUAL
REQUIREMENTS
SERVICING
*
CONGRATULATIONS
.
.
.
.
.
.
Welcome to the ranks of Cessna owners!
Your Cessna has been designed and constructed
to give you the most in performance,
and comfort.
economy,
It is our desire that you will find flying it, either for business
or pleasure,
a pleasant
and
profitable
experience.
EN Gi NE Ol L:
40°F.
Aviation Grade SAE 50 Above
40°F·
Aviation Grade SAE 10W30 or SAE 30 Below
Multi-viscosity
for
oil with a range of SAE 10W30 is recommended
improved
Ashless
dispersant
oil, conformstarting in cold weather.
must be used.
ing to Continental Motors Specification
MHS-24A,
GRADE
.
as a guide to help you get the most pleasure
This owner's Manual has been prepared
about your Cessna's
It contains information
and utility from your Model 182/Skylane.
and suggestions
for its servicing
procedures,
and performance;
operating
equipment,
We urge you to read it from cover to cover, and to refer to it frequently.
and care.
--
Our interest
World-wide,
ment stands
Dealers:
NOTE
Your Cessna was delivered
from the factory
with a corrosion preventive
aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
oil conforming
to Specification
No•
straight
mineral
MIL-L-6082.
--
OIL AND OIL FILTER
CHANGE
After the first 25 hours of operation,
drain engine oil sump and clean
the oil pressure
screen.
If an optional oil filter is installed,
change
filter element
at this time. Refill sump with straight mineral oil and
use until a total of 50 hours has accumulated
or oil consumption
has
then change to dispersant
oil.
stabilized;
On aircraft not equipped
drain the engine oil sump and clean the oil
with an optional
oil filter,
pressure
screen
each 50 hours thereafter.
On aircraft which have
an optional oil filter,
the oil change interval may be extended to 100hour intervals,
providing
the oil filter element is changed at 50-hour
intervals.
Change engme oil at least every 6 months even though less
than the recommended
hours have accumulated.
Reduce intervals
for
prolonged
operation
in dusty areas,
cold climates, or when short
flights and long idle periods
result
in sludging
conditions.
FACTORY
service.
--
.
.
It is designed to provide you with the most
THE CESSNA WARRANTY
comprehensive
coverage possible:
No exclusions
a.
Coverage includes parts and labor
b.
Available at Cessna Dealers world wide
c.
Best in the industry
d.
plus other important
of the warranty
Specific benefits and provisions
Care Program
book
benefits for you are contained in your Customer
service is available to you at
Warranty
supplied with your aircraft.
Cessna Dealer throughout the world upon presentation
any authorized
Care Card which establishes
your eligibility
under
of your Customer
the warranty.
--
12 QuartS.
CAPACITY
OF ENGINE SUMP
Do not operate
on less than 9 quarts.
To minimize
loss of oil through
fill to 10 quart level for normal flights of less than 3 hours•
breather,
For extended
fill to 12 quarts.
These quantities
refer to oil
flight,
dipstick
level readings.
During oil and oil filter changes,
one additional quart is required when the filter element is changed.
.
of a Cessna.
has not ceased with your purchase
in your flying pleasure
backed by the Cessna Service Departthe Cessna Dealer Organization
are offered by most Cessna
ready to serve you. The following services
-
TRAINED
PERSONNEL
to provide
you with courteous
FACTORY APPROVED
SERVICE EQUIPMENT to provide
possible.
most efficient and accurate
workmanship
A STOCK OF GENUINE
need them.
CESSNA SERVICE
expert
you with the
PARTS on hand when you
FOR SERVICING
THE LATEST AUTHORITATIVE
INFORMATION
have all of the Service
CESSNA AIRPLANES,
since Cessna Dealers
and
kept current by Service Letters
Manuals and Parts Catalogs,
Service News Letters,
published by Cessna Aircraft
Company.
We urge
all Cessna
A current
is revised
Make your
awaits you
owners
to use the Cessna
Dealer
Organization
to the fullest.
accompanies
your new airplane.
The Directory
Cessna Dealer Directory
and a current copy can be obtained from your Cessna Dealer.
frequently,
flight planning aids; a warm welcome
one of your cross-country
Directory
at every Cessna Dealer.
i
182P 75
182P 75
v-iwo
o
x
-
s
3-7
Spark Plug Fouling,
Speaker-Phone
7-5
Switches,
Spins, 3-6
2-17
Stalls,
6-2
speed chart,
Starting
1-4, 2-10
Engine,
7-3
Static Dischargers,
Static Pressure
Alternate Source
Valve,
4o
7-2
5-5
2s--2
Maximum
with nose
height of airplane
gear depressed,
all
1prlapseh nyg
iia"teadndannosep
beacon
**Wing
installed
span of airplane
with
optionalstrobelightsinstalled.
PRINCIPAL
DIMENSIONS
I l
I
Flyable,
Storage,
Suction Gage, 4-3
Surfaces
aluniinum, 5-2
painted, 5-3
System,
cabin heating,
ventilating
2-8
and defrosting,
2-3
electrical,
fuel, 2-1
5-8
°="
= f°How-up,
7-6
oxygen,
I
Table of Contents,
4-3
Tachometer,
36
-0"
35
-10"
iii
1-5, 2-13
before,
1-4, 2-12
6-3
data chart,
1-5
maximum
performance,
1-5
normal,
2-12
Taxiing,
Tire Pressure,
inside back cover
Transmitter
Selector
Switches,
Take-Off,
7-4
True
Airspeed
Indicator,
7-10
W
Weight
empty,
inside front cover
gross,
inside front cover
4-3
Weight and Balance,
baggage and cargo tie-down,4-4
center of gravity
moment
4-8
envelope,
loading arrangements
diagram,
4-5
4-7
loading graph,
4-6
sample loading problem,
5-2
Windshield
Windows,
Winterization
Kit, 7-1
-
MAX.6'-10"
ii
Index-5
Your
Mooring
Airplane,
5-1
Performance
Specifications,
inside front cover
Precautionary
Landing With Engine
-
N
-eCoAnbaetea
nen
rower, a-2
C2ololer,
Normal
Normal
Normal
Category Maneuvers,
Climb, 1-5
1-7
Landing,
1-5
NormalTake-Off,
Nose Gear Shock Strut,
inside
7-1
4-1
Principal
Dimensions
Diagram,
ii
ressive
Care, Cessna, 5-7
Page
cover
Quick-Drain
Valve,
R
Oil System,
Operations
Authorized,
Sensor
4-1
and Warning
5-8
System,
5-9
publications,
7-6
Oxygen System,
7-9
duration
calculation,
7-7
duration
chart,
7-6
operation,
7-9, inside back
servicing,
cover
Radio
SECTION
I
SECTION
II
OPERATING
-
Selector
Switches ' 7-4
7-4
diagram,
7-4
operation,
7-5
speaker-phone
switches,
transmitter selector switches,
7-4
Recovery
From Spiral Dive, 3-6
Rough Engine Operation or Loss of
3-7
Power,
carburetor
icing, 3-7
3-8
low oil pressure,
3-8
magneto
malfunction,
spark plug fouling, 3-7
CHECKLIST
DESCRIPTION
-
Oil, 7-12
O
Over-Voltage
2-5
Light,
OF CONTENTS
care ' 5-3
5-9
Publications,
back
inside back cover
capacity,
7-1
oil cooler,
non-congealing,
oil/filter
change,
inside back
cover
oil grade,
inside back cover
pressure
gage, 4-3
quick-drainvalve,
7-12
temperature gage, 4-2
2-17
Operation,
Cold Weather,
2-21
Operation, Hot Weather,
Engine,4-2
Operation Limitations,
TABLE
III
DETAILS
SECTION
IV
SECTION
V
SECTION
VI
SECTION
VII-
ALPHABETICAL
-
-
CARE
OF
_
_
_
_
2-1
_......
3-1
4-1
AIRPLANE........
5-1
DATA.__________...
6-1
SYSTEMS______________
7-1
THE
OPERATIONAL
OPTIONAL
_
LIMITATIONS........
OPERATING
-
_
PROCEDURES.____
EMERGENCY
-
i.i
________
AND
OPERATING
SECTION
-
INDEX-..........---------------_.
Index-1
Owner Follow-Up
Painted
Surfaces,
5-3
S
4-6
Sample Loading Problem,
1-7
Securing
Aircraft,
5-8 '
Servicing
Requirements,
inside back cover
engine oil, inside back cover
fuel, inside back cover
landing gear,
inside back cover
2-17
Short Field Landing,
Shoulder
Harnesses,
2-9, 2-10
the operation and performance
of
This manual describes
Model 182, the Skylane, and the Skylane II. Equipment
described
as "Optional" denotes that the subject equipment
is
is optional on the Model 182. Much of this equipment
standard
on the Skylane and Skylane II.
the
Index-4
iii
REVISED
FUELQUANTITY
DATA
LMOD
182
SKYL
ANE
1973 AIRCRAFT (SERIAL 18262251 AND ON)
1974 AIRCRAFT (ALL SERIALS)
1975 AIRCRAFT (ALL SERIALS)
Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes
have been found to contain less than the capacity published in the Owner's Manuals. Data in these
manuals indicates total usable capacities of 60 gallons for standard tanks and 79 gallons for long range
tanks; the usable capacity per tank is shown to be 31 gallons and 39 gallons respectivelY·
and Circuit
Fuses
TOTAL
USABLE
BOTH TANKS
TOTAL
PER TANK
USABLE
PER TANK
CAPACITY
(STANDARD TANKS)
61 Gal.
56 Gal.
30.5 Gal.
29 Gal.
CAPACITY
(LONG RANGETANKS)
80 Gal.
75 Gal.
40 Gal.
37 Gal.
2-6
G
4-7
Graph, Loading,
Gross Weight, inside front cover
5-1
Ground Handling,
Ground Service Plug Receptacle,
7-1
All fuel capacity references in Owner'sManuals for these airplanes should be marked to reflect the
capacities in the chart below.
BOTHTANKS
Breakers,
H
Ground, 5-1
Handling,
2-9, 2-10
Shoulder,
Harnesses,
7-5
Headset-Microphone,
and Defrosting
Ventilating
Heating,
System,
Cabin, 2-8
Hot Weather Operation, 2-21
When figuring weight and balance data, consideration should be given to the reduction in weight
and change in moment/1000 which results from a reduced fuel capacity.
For quick re-computation of cruise performance data, use the information in the Cruise Performance
charts provided in the Owner'sManuals by multiplying the ENOR. HOURSand RANGE MILES figures
by 0.93 (for standard tank values) or 0.94 (for long range tank values); this will provide conservative
endurance and range based on the reduced fuel capacities.
Pages in the Owner'sManuals which are affected by the change in fuel capacity are listed in the
chart below.
Indicator,
Indicator,
Inspection
Instrument
4-2
Fuel Quantity, 4-3
7-10
True Airspeed,
5-6
Requirements,
Engine,
Markings,
1-8
Panel Diagram,
Rate of Electrical
Charge, 3-9
HarSeat Belt/Shoulder
Integrated
2-10
nesses
With Inertia Reels,
Interior
Care, 5-4
2-7
Interior
Lighting,
Instrument
Insufficient
PAGES AFFECTED
MANUAL
1973
OWNER'S
MANUAL
OWNER'S
MANUAL
1975
OWNER'S
MANUAL
Inside 2-1
Cover
2-2
2-14 4-6
4-7
5-8
64
6-5
6-6
6-7
6-8
Inside 2-1
Cover
22
2-3
2-14
4-6
4-7
6-4
6-5
6-6
6-7
6-8 Inside
Inside 2-1
Cover
22
2-3
4-6
47
6-4
6-5
6-6
6-7
6-8 Inside
Cover
THIS ADHESIVE
7-1 Inside
Cover
Cover
BACKED STICKER IS TO BE ATTACHED TO ANY
BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75
7
-
_
L
-
-
2-17
after, 1-7
1-6, 2-17
balked,
1-6
before,
Landing,
2-17
crosswind,
distance
table ' 6-9
3-1
forced,
1-7, 2-17
normai,
3-2
precautionary
with power,
2-17
short field,
Landing Gear Servicing,
inside
back cover
main/nose
wheel tire pressure,
inside back cover
nose gear shock strut servicing,
inside back cover
1-6
Let-Down,
2-6
Lighting
Equipment,
exterior
lighting, 2-6
interior
lighting, 2-7
Limitations,
Airspeed, 4-2
Limitations,
Engine Operation,
4-2
Loading Arrangements
Diagram,
Loading Graph, 4-7
4-6
Sample,
Loading Problem,
2-3
Long Range Fuel Tanks,
3-8
Low Oil Pressure,
4-5
M
5-4
MAA Plate/Finish
Trim Plate,
3-8
Magneto Malfunction,
Maneuvers
Normal
Category, 4-1
Manifold Pressure
Gage, 4-3
4-2
Airspeed Indicator,
Markings,
4-2
Engine Instrument,
Markings,
Master
Switch, 2-3
6-10
Maximum
Glide Diagram,
Maximum
Performance
Climb, 1-6
Take-Off,
Performance
Maximum
-
1-5
Maximum
Rate-Of-Climb
6-3
Microphone-Headset,
Moment Envelope,
Data
Chart,
Gravity,
7-5
Center
of
4-8
Index-3
exterior
inspection,
2-2
fuel system,
instrument
panel,
1-2
Engine,
1-4
4-2
instrument
markings,
oil, inside back cover
4-2
operation
limitations,
2-10
1-4,
starting,
Engine Failure,
after take-off, 3-1
3-1
during flight,
Enroute
Climb, 1-5, 2-14
1-6
maximum
performance,
1-5
normal,
7-1
Equipment,
Cold Weather,
Excessive
Rate of Electrical
Charge, 3-9
180°
Turn in Clouds, 3-5
Executing
1-2
Exterior
Inspection
Diagram,
2-6
Exterior
Lighting,
before starting,
1-8
4-5
loading arrangements,
6-10
maximum
glide,
principal
ii
dimensions,
7-4
radio selector
switches,
taxiing, 2-11
Principal,
ii
Dimensions,
in Clouds, 3-5
Disorientation
let-downs
emergency
through
3-5
clouds,
180°
turn in
executing
3-5
clouds,
from spiral
recovery
dive, 3-6
3-3
Ditching,
E
Mixture
Economy
Indicator,
2-16,
7-11
Power Supply System
Electrical
3-8
Malfunctions,
3-9
excessive
rate of charge,
3-9
insufficient
rate of charge,
System, 2-3
Electrical
ammeter,
2-5
2-6
circuit
and fuses,
breakers
ground service
plug receptacle,
7-1
2-3
master
switch,
over-voltage
sensor
and
light, 2-5
warning
2-4
schematic,
Emergency
Landing Without Engine
3-2
Power,
Let-Downs
Through
Emergency
Clouds, 3-3
Locator
Transmitter
Emergency
3-9
(ELT),
3-11
ELT operation,
inside front cover
Empty Weight,
F
5-5
3-3
3-4
electrical
fire in flight,
engine fire during start on
3-3
ground,
3-4
engine fire in flight,
3-6
Flight in Icing Conditions,
5-5
Flyable
Storage,
3-2
Forced
Landings,
3-3
ditching,
emergency landing without
3-6
engine power,
precautionary
landing with
3-2
engine power,
2-1
Fuel System,
inside back cover
capacity,
fuel grade,
inside back cover
4-3
fuel quantity indicators,
long range fuel tanks, 2-3
2-2
schematic,
tank sump quick-drain
valves,
File,
Fires,
Aircraft,
1
Ms
OPERATING
CHECKLIST
service,
One of the first steps in obtaining the utmost performance,
with
yourself
from your Cessna is to familiarize
and flying enjoyment
This can best be done
systems,
and controls.
equipment,
your aircraft's
Those items
this equipment while sitting in the aircraft.
by reviewing
are not obvious are covered in Section II.
whose function and operation
to
Checklist form, the steps necessary
in Pilot's
Section I lists,
in its
It is not a checklist
and safely.
operate
your aircraft
efficiently
longer, but it does cover briefly all of the
true form as it is considerably
plastic
A more convenient
points that you should know for a typical flight.
is available for
stowed in the map compartment,
enclosed checklist,
have been performed.
that all important procedures
quickly checking
in crowded terminal
for other traffic is so important
Since vigilance
be avoided in
with checklists
that preoccupation
areas, it is important
from
and performed
memorized
should be carefully
flight.
Procedures
should be quickly scanned to ensure that
Then the checklist
memory.
nothing has been missed.
are normal
characteristics
of your aircraft
or operacharacteristics
There are no "unconventional"
normal
way
respond
in
the
controls
mastered.
AII
tions that need to be
mentioned
in Sections
All airspeeds
within the entire range of operation.
airspeed
Corresponding
calibrated
I, II and III are indicated
airspeeds.
Table in Section VI.
may be obtained from the Airspeed Correction
The flight
and operational
in a11 respects.
2-3
Index-2
1-1
ALPHABETICAL
5
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
A
After
Landing,
Care,
5-4
interior,
5-3
propeller,
4-4
Cargo and Baggage Tie-Down,
Center of Gravity Moment
4-8
Envelope,
Cessna Customer Care Program,
1-7
Aircraft,
4
6
file, 5-5
mooring,
securing,
INSPECTION
EXTERIOR
source vaive, static
Pressure,
Aluminum
Ammeter,
Authorized
2
Baggage
Balked
Before
Before
Before
Note
a.
b.
c.
d.
e.
Remove
check
is
operation
of all lights,
Operations,
5-2
4-1
4-4
and Cargo Tie-Down,
1-6, 2-17
Landing,
Landmg,
Starting
and
control
wheel lock•
switch OFF•
switch and check fuel quantity indicators;
Turn on master
turn off master switch·
Check fuel selector
valve handle on BOTHLock with key if children
Check baggage door for security.
to occupy child's seat•
Check ignition
then
are
Cabin Heating,
Ventilating
2-8
Defrosting
System,
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor
Air Temperature
4-3, 7-11
5-7
Cessna
Circuit
Climb
Progressive
Care, 5-7
2-6
Breakers
and Fuses,
enroute,
1-s, 2-14
rate-of-climb
maximum
6-3
data chart,
1-6
performance,
maximum
1-5
normal,
7-1
Cold Weather Equipment,
ground service plug
7-1
receptacle,
7-1
non-congealing
oil cooler,
alternate
static pressure
7-2
source valve,
winterization
kit, 7-1
Cold Weather Operation, 2-17
2-20
operation,
2-17
starting,
6-1
Correction Table, Airspeed,
available.
Figure
1-2
7-2
Surfaces,
2-5
1-6
1-4
Engine,
Take-Off, 1-4, 2-12
2-12
alternator
check,
2-12
magneto
check,
2-12
warm-up,
Visually check aircraft for general condition during walkremove
even small
In cold weather,
around inspection.
of frost,
ice or snow from wing, tail and
accumulations
surfaces.
control
Also, make sure that control surfaces
of ice or debris.
If a
contain no internal accumulations
night flight is planned,
make sure a flashlight
5-1
1-7
Correction Table, 6-1
7-10
True,
Indicator,
4-2
Indicator
Markings,
4-2
Limitations,
Airspeed
Airspeed
Airspeed
Airspeed
Aiternate
INDEX
and
2-17
Crosswind
Landing,
Cruise
-14EGT,
2-16
mgw
2-15,
Cruise Performance
Chart,
6-4, 6-5, 6-6, 6-7, 6-8
Gage,
Cylinder
Head Temperature
4-3
D
Gage,
Diagram,
electrical
system,
2-4
Index-1
OIL QUICK-DRAIN VALVE
valve is optionally
An oil quick-drain
offered to replace
the drain
plug in the oil sump drain port.
The valve provides
a quicker and cleaner method of draining engine oil.
To drain the oil with this valve installed, slip a hose over the end of the valve and route the hose to a suitable
container,
then push upward on the end of the valve until it snaps into the
open position.
Spring clips will hold the valve open.
use
After draining,
a screwdriver
or suitable
tool to snap the valve into the extended (closed)
position
and remove
the drain hose.
.
2
4
vis"°',°,'e"edda
ock,
if installed.
t
c.
Check
control
d
surfaces
a.
Check
aileron
for freedom
a.
b.
c.
Disconnect
wing tie-down.
Check main wheel tire for proper inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water,
sediment,
and proper fuel grade.
check fuel quantity;
Visually
then check fuel filler cap secure
and vent unobstructed.
.
d.
a.
b.
c.
d.
e.
f.
g.
a.
b.
c.
for freedom
of movement
of movement
and security.
static source
Inspect flight instrument
opening on side of fuse(both sides).
lage for stoppage
and spinner for nicks and security,
and proCheck propeller
peller for oil leaks.
air filter for restrictions
by dust or other
Check carburetor
matter.
foreign
Check nose wheel strut and tire for proper
inflation.
Disconnect
tie
rope.
with less than nine quarts.
Do not operate
Check oil level.
flight.
Fill to twelve quarts for extended
pull out
Before first flight of the day and after each refueling,
strainer
drain knob for about four seconds
to clear fuel strainer
water and sediment.
of possible
Check strainer
drain closed.
If water is observed,
the fuel system may contain additional
fuel
and further draining of the system at the strainer,
water,
tank sumps, and fuel selector valve drain plug will be necessary,
-down
Check main wheel tire for proper
inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickand proper fuel grade.
drain valve to check for water,
sediment,
check fuel quantity;
then check fuel filler cap secure
Visually
and vent unobstructed.
b.
c.
Remove pitot tube cover,
and check
if installed,
opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect
wing tie
a.
Check
a.
and security.
pitot
tube
-down.
aileron
for freedom
of movement
and
security.
1-1.
7-12
1-3
ENGINE.
BEFORE STARTING
COMPLETE.
Preflight
(1) Exterior
ADJUST and LOCK.
(2) Seats, Belts, Shoulder Harnesses
TEST and SET.
(3) Brakes
(4) Cowl Flaps
OPEN (move lever out of locking hole to reposition).
BOTH.
(5) Fuel Selector Valve
Equipment
OFF.
(6) Radios,
Autopilot, Electrical
CESSNA ECONOMY MIXTURE INDICATOR
--
--
--
--
--
--
INE.
STA RTINGENG
(1) Mixture
RICH.
COLD.
(2) Carburetor
Heat
(3) Propeller
HIGH RPM.
OPEN 1/2 INCH.
(4) Throttle
ASREQUIRED.
(5) Prime
(6) Master
Switch
ON.
CLEAR.
(7) Propeller Area
START (release
(8) Ignition Switch
Indicator
is an exhaust gas temperature
The Cessna Economy Mixture
aids the pilot in adjusting the cruise
(EGT) sensing device which visually
gas temperature varies
with fuel-to-air
power
Exhaust
mixture.
ratio,
between the peak EGT and the EGT at
and RPM.
the difference
However,
constant
the cruise mixture setting is essentially
and this provides
a useful
Operating instructions
are included in Section II.
leaning aid.
--
--
--
--
CARBURETOR AIR TEMPERATUREGAGE
--
--
--
--
when engine
starts).
air temperature gage may be installed
in the aircraft
A carburetor
help detect carburetor
icing conditions.
The gage is marked
with a
yellow are between
and +5°C. The yellow are indicates
the carburector
temperature range where carburetor
icing can occur; a placard
on
the gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE ICING CONDITIONS.
to
NOTE
If engine
has been
overprimed,
Reduce
1/4 to 1/2 full open.
-15°
start with throttle open
throttle to
idle when engine
fires.
(9)
Oil Pressure
CHECK.
--
NOTE
or high humidity
ice formation,
can cause carburetor
Visible moisture
Under cruising
the
conditions,
in idle or low power conditions.
especially
formation
of ice is usually
slow, providing time to detect the loss of
icing during take-off is
caused by the ice-. Carburetor
manifold
pressure
full-open
to ice obrare since
throttle condition is less susceptible
.the
indication
After starting, check for oil pressure
temperatures and 60
within 30 seconds in normal
If no indication
seconds in cold temperatures.
appears, shut off engine and investigate·
BEFORE TA KE OF F.
-
(1) Parking
(2)
(3)
(4)
(5)
1-4
Brake
SET.
Flight Controls
FREE and CORRECT.
TAKE-OFF.
Elevator
and Rudder Trim
Fuel Selector
Valve
BOTH.
Cowl Flaps
OPEN.
--
struction.
air temperature gage needle moves into the yellow
If the carburetor
or there is an unexplained
carburetor
are during potential
icing conditions,
the
Upon regaining
pressure,
heat.
apply full carburetor
drop in manifold
by trial and error
(with heat off), determine
original manifold pressure
operation.
for ice-free
heat required
the minimum amount of carburetor
NOTE
--
--
--
--
Carburetor
heat should not be applied during take-off
unless absolutely necessary
to obtain smooth engine
acceleration
temperatures).
(usually in sub-zero
7-11
(6) Throttle
1700 RPM.
should not exceed 150 RPM
a.
Magnetos
CHECK (RPM.drop
between magnetos.)
on either magneto
or 50 RPM differential
CYCLE from high to low RPM; return to high
b.
Propeller
RPM (full in).
Heat
CHECK for RPM drop.
c.
Carburetor
--
IMPORTANT
--
Oil, grease,
or other lubricants
in contact with oxygen
fire hazard,
a serious
and such contact must be
avoided when handling oxygen equipment.
--
create
--
CHECK.
d.
Engine Instruments
CHECK (4.6
5.4 Inches Hg.).
e.
Suction
CHECK.
f.
Ammeter
and Radios
CHECK and SET.
(7) Flight Instruments
CLOSED and LOCKED.
(8) Cabin Doors and Window
Lock
Friction
ADJUST.
(9) Throttle
0° 20°.
(10) Wing Flaps
--
AMBIENT
TEMPERATURE
°F
FILLING
PRESSURE
PSIG
AMBIENT
TEMPERATURE
°F
FILLING
PRESSURE
PSIG
-
--
--
--
--
--
0
10
20
30
40
1600
50
60
70
80
90
1650
1700
1725
1775
1825
1875
1925
1975
2000
-
--
TAK E-OFF.
NORMAL TAKE-OFF.
(1)
0°-20°.
Wing Flaps
--
(2) Carburetor
(3)
(4)
(5)
TRUE AIRSPEED INDICATOR
Heat
COLD.
FULL THROTTLE
and 2600 RPM.
Control
LIFT NOSE WHEEL (at 60 MPH).
Climb Speed
90 MPH.
Power
Elevator
MAXIMUM
indicator
is available
to replace the standard airspeed indicator
The true airspeed
indicator
in your airplane.
has a cali
brated rotatable
ring which works in conjunction
with the airspeed indisimilar
cator dial in a manner
to the operation of a flight computer.
A true airspeed
rotate ring until pressure
TRUE AIRSPEED,
with outside air temperature in degrees
Fahrenheit.
ring opposite
airspeed on rotatable
airspeed needle.
TO OBTAIN
is aligned
read true
altitude
Then
--
--
--
--
TAKE-OFF.
PERFORMANCE
20°.
(1) Wing Flaps
(2) Carburetor
--
COLD.
Heat
eers----FAULLLT
--
ROTTLE
4)
(5) Brakes
and 2600 RPM.
RELEASE.
--
MAINTAIN SLIGHTLY TAIL LOW
Control
(6) Elevator
ATTITUDE.
are cleared).
60 MPH (until all obstacles
(7) Climb Speed
80 MPH).
UP (after reaching
(8) Wing Flaps
--
--
--
NOTE
Pressure
altitude
altitude.
To obtain
should not be confused with indicated
pressure
altitude, set barometric
scale on altimeter
aItitude
to 29. 92 and read pressure
on altimeter.
Be sure to return
altimeter barometric
scale to original
barometric
setting after pressure
altitude has been obtained.
ENROUTEC LI M B.
NORMAL
CLIMB.
Airspeed
(2) Power
(1)
--
--
100-110
23 INCHES
MPH.
Hg. and 2450 RPM.
1-5
7-10
BOTH.
(3) Fuel Selector Valve
for power,
LEAN (as required
(4) Mixture
smoothness).
OPEN (as required).
(5) Cowl Flaps
OXYGEN
--
--
temperature and
PERFORMANCE
the chart.
CLIMB.
(1) Note the available oxygen pressure
shown on the pressure
gage.
on the scale on the left side of the chart,
(2) Locate this pressure
then go across the chart horizontally
to the right until you intersect
89 MPH at sea level to 85 MPH at 10,000 feet.
(1) Airspeed
and 2600 RPM.
FULL THRŒTLE
(2) Power
BŒH
(3) Fuel Selector Valve
FULL RICH (unless engine is rough).
(4) Mixture
FULL OPEN.
(5) Cowl Flaps
--
--
--
the line representing
the number of persons making the flight. After
the line, drop down vertically
intersecting
to the bottom of the chart
and read the duration
in hours given on the scale.
(3) As an example of the above procedure,
1400 psi of pressure
will
safely sustain the pilot only for nearly 6 hours and 15 minutes.
The
will sustain the pilot and three passengers
same pressure
for approximately
2 hours and 30 minutes.
--
--
CRU I SE
•
(1) Power
15-23 INCHES Hg.,
--
(2) Mixture
(3) Cowl Flaps
2200-2450 RPM
(no more
than
LEAN.
CLOSED.
--
--
LET- DOW N.
AS DESIRED•
(1) Power
(to prevent
AS REQUIRED
Heat
(2) Carburetor
ENRICHEN
(as required)•
(3) Mixture
CLOSED·
(4) Cowl Flaps
--
--
carburetor
icing)
--
--
(5)
Wing Flaps
below 110 MPH).
BEFORE
--
AS DESIRED
(0°-10°below
160 MPH,
BOTH.
(1) Fuel Selector Valve
RICH.
(2) Mixture
HIGH RPM.
(3) Propeller
CLOSED.
(4) Cowl Flaps
ON (before closing
Heat
(5) Carburetor
80-90 MPH (flaps UP).
(6) Airspeed
--
--
--
--
--
1-6
10°-40°
NOTE
conChart is based on a standard
The Oxygen Duration
figuration
oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded
hoses
If orange color-coded hoses are
for the passengers.
provided
for pilot and passengers,
it will be necessary
to compute new oxygen duration figures due to the greater
of oxygen with these hoses.
This is accomconsumption
the total duration available to the
plished by computing
pilot only (from PILOT ONLY line on chart), then diby the number of persons
(pilot and
viding this duration
passengers)
using oxygen.
OXYGEN
LANDING.
--
CALCULATION.
The Oxygen Duration
Chart (figure 7-2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane.
The following procedure
outlines
the method of finding the duration from
--
MAXIMUM
DURATION
throttle).
SYSTEM SERVICING.
when fully charged,
The oxygen cylinder,
contains
approximately
70°F.
48 cubic feet of oxygen,
under a pressure
of 1800 psi at
Filling
pressures
will vary,
due to the ambient temperature in the
however,
and because of the temperature rise resulting
from comfilling area,
pression
Because
of this, merely
of the oxygen.
filling to 1800 psi will
indicated
not result in a properly filled cylinder. Fill to the pressures
in the table on the following page for ambient temperature.
T¯
(7) Wing Flaps
(8) Airspeed
NOTE
should be allowed
no smoking
oxygen is being used.
For safety reasons,
while
in the aircraft
When
(1)
to
ready
use
Select mask
the
oxygen
system,
proceed
(9)
(1)
(2)
(3)
(4)
(5)
(6)
provided
to disconnec this lead from the auxiliary microphone
so that the adapter cord from the oxygen mask micro"
phone can be plugged into the ja ok.) A switch is incorporated
the microphone.
on the left hand cdntrol wheel to operate
face
7-8
ADJUST.
and adjust
metallic
nose
strap
for snug
FULL THROTTLE
and 2600 RPM.
Heat
COLD.
Wing Flaps
RETRACT
to 20°.
Airspeed
80 MPH.
Wing Flaps
RETRACT
slowly.
Cowl Flaps
OPEN.
--
--
--
--
--
--
Landing
Braking
MAIN WHEELS FIRST
Roll
LOWER NOSE WHEEL
MINIMUM REQUIRED
--
--
GENTLY.
--
(1) Wing Flaps
(2) Carburetor
(3) Cowl Flaps
UP.
Heat
COLD.
OPEN
--
--
--
mask
to the seat you are occupyoxygen outlet located nearest
When
it.
the oxygen supply is turned
hose into
ing, and plug delivery
at the proper rate of flow for any
on, oxygen will flow continuously
altitude
without any manual adjustments·
oxygen supply control knob ON•
(4) Position
Oxygen is flow¯
in the face mask hose.
(5) Check the flow indicator
is being forced toward the mask•
ing if the indicator
(6) Unplug the delivery
hose from the outlet coupling when discontin"
stops flow of oxygen.
This automatically
uing use of the oxygen system.
(7) Position
oxygen supply control knob OFF.
(3) Select
--
A FTERL A N DI N G.
sary
to
Power
Carburetor
(1) Touchdown
(2)
(3)
jack
mask
Trim
NORM A LL A ND I N G.
guxiliary
Attach
and Rudder
B A LKED LA ND I N G.
and hose.
for the pilot is of a higher flow rate
with an
it is color-coded
than those for the passengers;
The passento the plug-in fitting.
orange band adjacent
with a green band. If the airger hoses are color-coded
he may provide
higher flow hoses for
craft owner prefe11s,
In any case, it is recommended
that the
all passengers.
The pilot's
mask is
hose.
pilot use the larger
capacity
to facilitate use of the radio
equipped with a microphone
An adapter cord is furnished
with
while using oxygen.
mask to mate the mask microthe microphone-equipped
microphone
jack located under
phone lead to the
panel.
To connect the oxythe left side of the instrument
gen mask microphone,
connect the mask lead to the adapter
cord and plug the ord into the auxiliary microphone
jack.
microphone-headset
combination
has been in
(If an optional
is already
e lead from this equipment
use, the micropho
jack. It will be necesplugged into the aùxiliary microphone
(2)
fit.
0°-40° (below
110 MPH)
70-80 MPH (flaps DOWN).
as follows:
NOTE
The hose
Elevator
--
--
SECURING
AIRCRAFT.
(1) Parking Brake
SET.
(2) Radios and Electrical
Equipment
(3) Throttle
IDLE.
--
--
OFF.
--
(4)
Mixture
--
IDLE
(5) Ignition Switch
(6) Master Switch
(7) Control Lock
--
--
--
CUT-OFF
OFF.
OFF.
INSTALLED
(pulled
full out).
1-7
INSTRUMENT
OXYGEN
PANEL
(48
1
2
3
4
5 6
DURATION
CHART
CUBIC FEET CAPACITY)
10 11 12 13 14 15 16 17 18 19
7 8 9
1400
I2OO
1000
44 43 42 41 40 39 38 37 36
1. I
/
/
26
35
27
32
30
25
24
23
22
21
SOO
20
400
al
31
30.
31.
32.
33.
3. Aircraft
Number
Registration
4. Map Light and Switch
(Opt.)
5. Encoding
Altimeter
Indicator
6. Localizer
Reversed
(Opt.)
Lights
Control Unit (Opt.)
7. Autopilot
(Opt.)
8. Radios and Transponder
(Opt.)
9. Rear View Mirror
(Opt.)
10. Radio Selector Switches
Switch Light
11. Radio Selector
Rheostat
(Opt.)
Dimming
Pressure
Gage
12. Manifold
and
13. Fuel Quantity Indicators
Ammeter
14. Cylinder Head Temperature,
and Oil
Oil Temperature,
Pressure
Gages
15.
16.
17.
Over-Voltage
Warning
Light
Tachometer
Indicator(Opt.)34.
Economy
Mixture
35.
Air Temperature
Carburetor
18.
Gage (Opt.)
19. Secondary Altimeter
.
20.
Radio
36.
37.
(Opt.)
21. Map Compartment
22. Cabin Heat,
Cabin Air and
Defroster
Control Knobs
23. Cigar Lighter
24. Wing Flap Switch
and Position
Indicator
25. Mixture
Control Knob
26. Propeller Control Knob
Figure
2-1.
38.
39.
40.
41.
42.
43.
44.
Fuel Selector Light
Fuel Selector
Valve Handle
Elevator
Trim
Control Wheel
Throttle
(With Friction
Lock)
Control Pedestal
Light
Carburetor
Heat Control Knob
Electrical
Switches
Static
Alternate
Pressure
Source Valve (Opt.)
Brake
Parking
Handle
Circuit Breakers
Instrument
and Radio Dial
Light Rheostats
Ignition
Switch
Engine
Primer
Phone Jack
Master
Switch
ÛÛ
O
I
2
OXYGEN
NOTE:
This
chart
line
fitting
4
3
5
DURATION
is based on a pilot with
an
with
green
and passengers
Figure
6
-
7
8
9
(HOURS)
color-coded
oxygen
orange
color-coded
line fittings.
7-2.
1-8
7-7
$ÛÛÛÛ//
OXYGEN SYSTEM
oxygen system
is available for your airplane.
In this
A four
located behind the rear baggage compartsystem,
an oxygen cylinder,
the oxygen.
Cylinder
pressure
ment wall, supplies
to an opis reduced
regulator
attached to the cylinpressure
of 70 psi by a pressure
erating
An
assembly.
der.
A shutoff valve is included as part of the regulator
filler valve is located on the left side of the rear baggage
oxygen cylinder
gage
Cylinder
pressure
is indicated
compartment
by a pressure
wall.
oxygen console.
located in the overhead
-place
DESCRIPTION
OPERATING
DETAILS
The following paragraphs
describe
the systems and equipment
function and operation
is not obvious when sitting in the aircraft.
section also covers in somewhat
greater
detail some of the items
in Checklist
form in Section I that require
further
explanation.
outlets are provided;
two in the overhead oxygen console
one at each of the
ceiling just above the side windows;
microphone-equipped
positions.
One permanent,
mask is provided
pilot, and three disposable
type masks are provided for the passenAll masks are the partial-rebreathing
type equipped with vinyl
hoses and flow indicators.
Four
AND
whose
This
listed
oxygen
and two in the cabin
seating
for the
gers.
plastic
Fuel is supplied
to the engine from two tanks, one in each wing. With
fuel selector
valve on BOTH, the total usable fuel for all flight conditions is 60 gallons for the standard
tanks.
the
shutoff valve control,
located adjacent to the pilot's
oxygen
is used to shut off the supply of oxygen to the system when not in
outlet,
use.
The control
is mechanically
connected
to the shutoff valve at the
cylinder.
of the shutoff function,
With the exception
the system is completely automatic and requires
no manual regulation
for change of altitude.
A remote
OX YGEN SYSTEMOPER
DeFuel from each wing tank flows by gravity to a selector
valve.
pending upon the setting of the selector
valve, fuel from the left, right,
or both tanks flows through a fuel strainer
and carburetor
to the engine
induction
system.
valve should be in the BOTH position for take-off,
The fuel selector
and maneuvers
climb,
that involve prolonged slips or skids.
landing,
Operation from either LEFT or RIGHT tank is reserved
for cruising
flight.
A TIO N.
Prior to flight,
check to be sure that there is an adequate
oxygen
Refer
supply for the trip, by noting the oxygen pressure
gage reading.
OXYGEN DURATION CALCULATION,
to paragraph
and to the Oxygen
Chart (figure 7-2).
Duration
Also, check that the face masks and hoses
are accessible
and in good condition.
oxygen should be used by all occupants
when cruising
in the Cessna booklet "Man At Altitude,
As described
to use oxygen at altitudes lower than 10, 000 feet
it is often advisable
or
under conditions
of night flying,
fatigue,
or periods
of physiological
disturbances.
emotional
Also, the habitual and excessive
use of tobacco
or alcohol will usually necessitate
the use of oxygen at less than 10, 000
feet,
Supplemental
above 10, 000 feet.
7-6
FUEL SYSTEM.
NOTE
"
When the fuel selector
valve handle is in the BOTH
position
in cruising
flight,
unequal fuel flow from each
tank may occur if the wings are not maintained
exactly
level.
can be alleviated
Resulting
wing heaviness
gradually
by turning the selector
valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical
to measure the time required to consume all of the fuel in one tank, and, after switching
to
2-1
pilot has selected
To accomplish this, infor use.
selector
switches
labeled TR 1 and TR 2 are
TR 1 selects
the upper transmitter and TR 2 selects the lower
to the transmitter the
terlocking transmitter
VENTED FILLER CAPs
-Q
provided.
transmitter.
VENT
FUEL SELECTOR
VALVE
LEFT FUEL TANK
RIGHT FUEL TANK
To ensure maximum fuel
capacityduring
refueling,
place the fuel selector valve
handle in either LEFT or
RIGHT position
to prevent
cross-feeding.
FU EL SY ST EM
A T IC
SCHEM
TO ENGINE
FUEL
STRAINER
ENGINE
The installation
provides
certain
audio
of Cessna radio equipment
back-up capabilities
switch functions that the
and transmitter selector
pilot should be familiar
with. When the transmitter selector
switch
labeled TR 1 or TR 2 is depressed,
the audio amplifier of the corresponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier
transceiver fails, as evidenced by
in the selected
loss of speaker
audio for all radios,
depress
the transmitter selector
switch for the transceiver not in use.
is not
Since an audio amplifier
amplifier
will not affect headutilized
for headphones,
a malfunctioning
phone operation.
S PEA KE R-P HONES WITCH ES.
The speaker-phone
whether
the output of the
switches
determine
receiver
in use is fed to the headphones
or through the audio amplifier
to the speaker.
to obtain
Depress
the switch for the desired receiver
operation
speaker operation,
is desired.
or release
it if headphone
PRIMER
CODE
THROTTLE
FUEL SUPPLY
....
CARBURETOR
VENT
MICROPHONE-HEADSET
MECHANICAL
LINKAGE
A microphone-headset
combination
is offered as optional equipment.
keying switch on the left
and a microphone
the pilot can conduct radio communicawheel,
to handle a hand-held
other control operations
microphone.
need not listen to all communications.
Also, passengers
and headset jacks are located near the lower left corner
The microphone
panel.
of the instrument
the microphone-headset
side of the pilot's control
tions without interrupting
Using
MIXTURE
KNOB
CONTROL
To
ENGINE
Figure
2-2
2-2.
7-5
the
opposite
tank, expect an equal duration from the
fuel.
remaining
The airspace in both fuel tanks is interconnected
by a vent line (see figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.
RADIO SELECTOR SWITCHES
RADIO SELECTOR SWITCH OPERATION.
of the radio equipment
is normal as covered
in the respecradio manuals.
When more than one radio is installed,
an audio
switching
system is necessary.
Audio switching is accomplished
by a
series of selector switches located at the top-center of the instrument
panel.
in shape, internally
lighted,
and the face of
They are rectangular
each switch is labeled to define the system
it controls.
The selector
switches have one function when depressed
and another
function when
extended.
They are designed
to lock when pushed in to the depressed
position;
they can be extended by pressing
full in and allowing them to
release
to the extended position.
Certain combinations
of switches are
interlocked
to prevent more than one system from being utilized at the
same time. Depressing
one interlocked
switch automatically
disengages
the others.
All of the selector
switches
are lighted anytime the master
switch is on. When a switch is depressed,
brighter.
its light becomes
The light intensity
of a depressed
switch can be controlled
with a rheostat
labeled AUDIO SW, BRT located to the right of the selector
switches.
The
following information
1;he various
describes
selector
switch functions.
Operation
tive
TRANSMITTER SELECTOR SWITCH.
When
two transmitters
RADIO
are
the
installed,
SELECTOR
microphone
SWITCHES
TYPICAL ARRANGEMENT
TR
OTR
TTER
SWITCHES
REC
REC
2
'
must
SPEAKER-HEADPCHHENSE
DME
ADF
SELECTOR
(Switches control speaker-headphone function of communication
and navigation
radio equipment)
be switched
I
For fuel system servicing information,
ments on the inside back cover.
FU EL TANK SU MP QUICK-DRAIN
7-1.
to Servicing
Require-
V ALVES.
valve to
Each fuel tank sump is equipped with a fuel quick-drain
and grade.
and/or examination
of fuel for contamination
facilitate
draining
through the lower surface of the wing just outboard of
The valve extends
the cabin door. A sampler cup stored in the aircraft is used to examine
the fuel. Insert the probe in the sampler cup into the center of the quickdrain valve and push.
Fuel will drain from the tank sump into the sampler
on the valve is released.
cup until pressure
LONG
FUEL T A NK S.
RA NGE
Special wings with long range fuel tanks are available to replace the
and range.
standard wings and fuel tanks for greater
endurance
When
these tanks are installed,
the total usable fuel for all flight conditions is
79 gallons.
ELECTRICAL SYSTEM.
system
Electrical
energy is supplied by a 14-volt, direct-current
powered
alternator
The 12-volt
by an engine-driven
(see figure 2-3).
Power is
battery
is located aft of the rear baggage compartment
wall.
supplied to all electrical
circuits
through a split bus bar, one side consystem
circuits
taining electronic
and the other side having general electriCRI System
circuits.
Both sides of the bus are on at all times except
when either an external
power source is connected
or the starter
switch
activated to open
is turned on; then a power contactor
is automatically
circuits
the circuit to the electronics
bus. Isolating the electronic
in
this manner prevents harmful transient voltages from damaging the
trRESistors
in the electronics
equipment.
MASTER
Figure
refer
SWITCH
The master
switch
is a split-rocker
type
switch
labeled
MASTER,
7-4
2-3
However,
SYSTEM
ELECTRICAL
dows.
SCHEMATIC
meter
REGULATOR
l'
ALTERNATOR
TO
LIGHTS
TAXI
ATINEN LENGHTL
EN
LIGHTS
OVER-
a
LAND1NG
HTING
WHEEL
B
CONTROL
MAPPTIONAL
ga
W
Li
-
NAV
LIGHTS
TO ALT REG
BREAKER
ClRCull
RELAY (OPT)
TO TRANSMITTER
-
gg
TO HEATED PITOT & STALL
WARNING
SYSTEM (OPT)
ALT
GCARCULIGHTEEARKER)
(wlT
OVER
VOLTAGE
SENSOR
MASTik
SWITCH
N I
TO
REVERSE
POLARITY
CONTACIOR
RSC
GROUND
LPLUG
PT
In climb and cruising flight,
the airspeed and altimeter will read
in the landing approach (when instrument
However,
readings
are
MOre
important) the instruments
will generally read low.
Therefore,
the normal published approach speeds and altitudes will result in
USing
approach speed and higher approach path than normal,
& Slightly
faster
gÎVing
margin of safety.
RR eXtra
high.
AMMETER
ja
IGNITIONSWITCH
LIGHItNG,
TO INSTRUMENT
GLARE SHIELD
PEDESTAL LIGHTING,
MOUNTED
MAP LIGHT, COMPASS
OXYGEN
LIGHT & OPTIONAL
LIGHTING
..--
CEROR
will vary with open cabin ventilators
or wincombinations
will result
in airspeed and altiof no more than 6 MPH and 50 feet respectively.
INDICATORS,
TO FUEL QUANTITY
&
HEAD TEMP.GAGE
CYLINDER
AIR
CARBURETOR
OPTIONAL
GAGE
TEMPERATURE
TO ALT REG
CIRCutT BREAKER
COS
cabin pressures
adverse
The most
variations
LC I
TO
SPUT BUS
CONTACTOR
ADLLY
(NC
POST
OPTIONAL
a
TO DOME
LIGH
NG
LIGHTING
COURTESY
OPTIONAL
FLAP SYSTEM
FLAP
TO
la
BEACON
FLASHING
(OPT)
BCN
FLIGHT HOUR
RECORDER (OPT)
TO RADIO
(OPT)
TO RADIO
(0PT)
TO RADIO
(OPT)
TO RADIO
(OPT)
STATIC DISCHARGERS
RADIO4
OIL
RE
STARTER
TO INSTRUMENT
CI
T
RADIO 3
(OPT)
RADic
BATTERY
CONTACTOR
2
TO
AUTOMATIC
PILOT
(OPT)
AUTO PILOTTO
AUDIO
uo
¯
,,,,
MAGNETOS
ALT REG
5
CODE
CIRCUIT
BREAKER
(PUSH-TO
COU
RESET)
AMPLIFIER
D
,,,,,,,
,,,
TO OVER-VOLTAGE
MASTER SWITCH
OVER-VOLIAGE
TO OPTIONAL
OR OPTIONAL
INDICATOR
OSE
F
SYSTEm
s Att
wans
5
TO
S*o°u?
Figure
2-3.
STROBE
&
WARNING
reduces
interference
from precipof static dischargers
but it is possible
to encounter
severe
precipitation
static
static,
which might cause the loss of radio signals,
conditions
even with static
dischargers
Whenever
possible,
installed.
avoid known severe precipitation areas to prevent
loss of dependable
radio signals.
If avoidance
is
minimize
airspeed and anticipate temporary loss of radio
impractical,
signals while in these areas.
IRStallation
TO STALL WARNING
R
SENSOR
TURN COORDINATOR
TURN & BANK
ERRESISTOR
FCUASEAC
(OPT)
ar
BATTERY
If frequent
IFR flights are planned,
installation
of optional wick-type
dischargers
to improve radio communications
is recommended
forms of precipitation
during flight through dust or various
(rain, freezSnow
Under these conditions,
ing Tain,
or ice crystals).
the build-up and
from the trailing edges of the wings, rudof static electricity
discharge
propeller
tips and radio antennas can result in loss of
cler, elevators,
radio equipment.
radio signals on all communications
and navigation
USable
equipment
(Usually the ADF is first to be affected and VHF communication
iS the last to be affected).
Static
RADIO I
c°HN
LIGHTS
(OPT)
ÎÉRiiOn
7-3
2-4
tenance work on the airplane
tronic equipment).
electrical
system
(with
the
of elec-
exception
and is ON in
of the switch,
The left half,
the
NOTE
Electrical
power for the airplane
electrical
circuits
is provided through a split bus bar having all electronic
circuits
on one side of the bus and other electrical
circuits
on the
other side of the bus. When an external
power source is
a contactor
connected,
to
opens the circuit
automatically
portion of the split bus bar as a protection
the electronic
equipagainst
damage to the transistors in the electronic
Therement by transient voltages
from the power source.
the external power source can not be used as a
fore,
source of power when checking electronic
components.
Just
tery
before
cart),
connecting
the master
power
an external
switch should be
source
turned
(generatortype
or bat-
ON.
incorporates
a
circuit
plug receptacle
The ground service
power source will
Power from the external
protection.
versal
to the airplane.
connected
the ground service plug is correctly
no power will flow to the
connected
backwards,
is accidentally
system, thereby preventing
any damage to electrical
electrical
repolarity
flow only if
If the plug
airplane's
equipment.
and external
The battery
power circuits
to comhave been designed
the need to "jumper" across the battery contactor to close
pletely eliminate
"dead" battery.
it for charging
a completely
in the
A special fused circuit
external
power system supplies
the needed "jumper" across the contacts so
that with a "dead" battery and an external power source applied, turning
the master switch ON will close the battery contactor.
up position
and off in the down position.
labeled BAT, controls
all electrical
power
labeled ALT, controls
the alternator.
The right half
to the aircraft.
both sides of the master
Normally,
switch should be used simultaneously;
however,
the BAT side of the switch could be turned ON
to check equipment while on the ground.
separately
The ALT side of the
switch, when placed in the off position,
removes
the alternator
from the
electrical
system.
With this switch in the off position,
the entire
electrical
load is placed on the battery.
Continued
with the
operation
alternator
switch off will reduce battery
power low enough to open the
battery
remove
power from the alternator
contactor,
field, and prevent
alternator
restart.
AMMETER.
from the althe flow of current,
The ammeter
indicates
in amperes,
syselectrical
ternator to the battery or from the battery to the aircraft
tem. When the engine is operating and the master switch is ON, the
ammeter
the charging rate applied to the battery.
In the event
indicates
the output
the alternator
is not functioning
or the electrical
load exceeds
the ammeter indicates the discharge
rate of the battery.
of the alternator,
OVER-VOLTAGE
SENSOR
AND
WARNING
LIGHT.
The aircraft
is equipped with an automatic
over-voltage
protection
system
of an over-voltage
consisting
sensor behind the instrument
panel
and a red warning light, labeled HIGH VOLTAGE,
below the engine
instrument
cluster.
the
senan over-voltage
condition
occurs, the over-voltage
removes
alternator
field current
and shuts down the
alternator.
The red warning light will then turn on, indicating
to the
pilot that the alternator
is not operating
and the aircraft
battery is supplying all electrical
power.
In
event
sor automatically
STATIC PRESSURE ALTERNATE SOURCE VALVE.
A static pressure
alternate
source valve is available
to provide continued operation of the airspeed indicator,
and vertical
speed
altimeter
ob.
indicator
in the event that the static system ports or lines become
structed.
instrument
If erroneous
readings
due to water or ice
are suspected
in the static system ports or lines,
the static pressure
source
alternate
valve knob should be pul1ëd on, venting the static system to the cabin.
7-2
The over-voltage
sensor
may be reset by turning the master
switch
off and back on again.
If the warning
light does not illuminate,
normal
alternator
charging
has resumed;
howeveg,
if the light does illuminate
a malfunction
again,
has occurred,
and the flight should be terminated as
soon as practical.
The over-voltage
ALT portion
on.
the
turned
off
warning
of
the
master
light
may
be tested
by momentarily
turning
the BAT portion
switch and leaving
2-5
CIRCUIT
BREAKERS AND
FUSES.
Most of the electrical
in the aircraft
are protected
by "pushcircuits
to-reset" circuit breakers
mounted on the instrument
panel.
Exceptions
and the
to this are the battery contactor closing (external power) circuit,
OPTIONAL
optional clock and flight hour recorder
which have fuses mounted
circuits
near the battery.
by a manuallyAlso, the cigar lighter is protected
reset type circuit breaker
mounted directly
on the back of the lighter behind the instrument
panel.
When more than one radio is installed,
the radio transmitter relay
(which is a part of the radio installation)
is protected
by the navigation
lights circuit
breaker
labeled NAV LIGHTS.
It is important
to remember
that any malfunction
in the navigation
lights system which causes
the
circuit
breaker
to open will de-activate
both the navigation
lights and the
transmitter relay.
In this event, the navigation
light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-activate the transmitter relay and permit its usage.
Do not turn on the navigation light switch until the malfunction
has been corrected.
SYSTEMS
operating
This section contains
a description,
and perprocedures,
for some of the optional equipment which
formance
data (when applicable)
Owner's
Manual Supplements
in your Cessna.
are promay be installed
systems when installed
of other optional equipment
vided to cover operation
Dealer for a complete
Contact your Cessna
list of availin your airplane.
able optional equipment.
COLD WEATHER EQUIPMENT
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation
lights are located in the wing tips and tail
stinger.
Two landing lights are installed
When
in the cowl nose cap.
Detaxi lighting is selected, the left cowl light illuminates
separately.
pressing
the adjacent landing light switch causes both lights to illuminate
and serve as landing lights.
Optional lighting includes a flashing beacon
which mounts on the top of the vertical
fin, two strobe lights (one in each
wing tip), and two courtesy
lights (one under each wing just outboard
of
the cabin door). All exterior lights except the courtesy lights are controlled by rocker-type
switches located on the left switch and control panel.
The courtesy
lights are operated
by a switch,
labeled UTILITY LIGHTS,
on the aft side of the left rear door post.
The flashing
beacon should not be used when flying through clouds or
the flashing light reflected from water droplets or particles
in
overcast;
the atmosphere,
at night, can produce vertigo and loss of
particularly
orientation.
The
tection.
2-6
two
high intensity
strobe lights will enhance anti-collision
the lights should be turned off when taxiing in
However,
pro-
the
W I NTER IZ A TION KIT A ND
NON CONGE A LING O I L COOLE R.
-
operation
in temperatures consistently
For continuous
below 20°F,
oil cooler should be inkit and non-congealing
the Cessna winterization
The winterization
kit consists
stalled to improve engine operation.
of two
shields
to partially cover the cowl nose cap opening, one shield to cover
and insulation
for the crankcase
air intake,
breather
the carburetor
line.
breather
insulation
is approved for permathe crankcase
Once installed,
The non-congealing
oil cooler renent use in both cold and hot weather.
improved
oil flow through the
places the standard oil cooler and provides
cooler in cold weather.
GROUND
A ground
external
power
SERVICE PLUG RECEPTACLE.
to permit use of an
service plug receptacle
may be installed
and during lengthy mainsource for cold weather starting
7-1
vicinity
O SPEED
MAXIMUM
GLIDE
80 MPH (IAS)
-
O PROPELLER
WINDMILLING
O FLAPS UP
O ZERO WIND
I
----.-.-......_._._
Switches
and controls
lighted by electroluminescent
illumination.
To operate
adjust light intensity
with
-----------------
10,000
i.
8000
night flight
through
clouds,fog
or haze.
on the lower
panel are
part of the instrument
panels which do not require
light bulbs for
this lighting, turn on the NAV light switch and
the inner control knob labeled LWR PANEL.
.
6000
-
4000
-
during
Instrument
and control panel lighting is provided by electroluminescent
Two
flood lighting,
optional post lighting and integral
lighting.
lighting,
control knobs labeled LWR PANEL,
ENG-RADIO,
concentric
rheostat
control the intensity
control
knob labeled INSTRUMENTS
and a rheostat
switch
of instrument
selector
and control panel lighting.
A rocker-type
labeled POST-FLOOD
flood lighting or
is used to select either standard
optional post lighting.
These controls
are located on the left switch and
control panel.
non
12,000
aircraft,or
INTERIOR LIGHTING.
o non
14,000
of other
2000
O
0
5
10
GROUND
15
DISTANCE
Figure
6-6•
20
25
(STATUTE MILES)
30
35
Instrument
panel flood lighting consists
of four lights located in the
glare shield above the instrument
panel and two lights in the overhead
console.
To use flood lighting,
place the POST-FLOOD
selector
switch
in the FLOOD position
and adjust light intensity with the INSTRUMENTS
control knob.
The instrument
panel may be equipped with optional post lights which
are mounted at the edge of each instrument
or control
and provide direct
lighting.
by placing the POST-FLOOD
selector
The lights are operated
switch in the POST position
and adjusting intensity with the INSTRUMENTS
control knob.
turn off flood
Switching to post lights will automatically
lighting.
The magnetic
engine instrument
radios and radio
compass,
cluster,
switches
have integral
lighting and operate
of post
independently
or flood lighting.
Compass light intensity
is controlled
by the INSTRUMENTS control knob.
Integral
lighting in the engine instrument
cluster
and radios is controlled
by the ENG-RADIO control knob. For information concerning
radio selector
switch lighting, refer to Section VII.
selector
The control pedestal
has two integral
lights and the optional overhead
oxygen console
is equipped with post lights.
This lighting is controlled
by the ENG-RADIO control knob.
Map lighting
overhead
console
6-10
by three different
may be provided
sources:
map lights,
a standard glare shield mounted
standard
map light,
2-7
and an optional control wheel map light.
The console map lights operate
in conjunction
with instrument
panel flood lighting and consist
of two
additional openings just aft of the overhead flood light openings.
These
openings
have sliding covers controlled
by small round knobs.
To use
the map lights, slide the covers open by moving the two knobs toward
each other.
Close the covers when the map lights are no longer required.
A map light, mounted in the lower surface of the glare shield, is used for
approach plates or other charts when using a control wheel
illuminating
mounted approach
plate clip.
The map light switch, labeled MAP LIGHT,
is located adjacent to the light.
To use the light, turn on the MAP LIGHT
switch and adjust intensity
with the INSTRUMENTS control knob.
The
optiorial map light mounted on the bottom of the pilot's
control wheel
illuminates
the lower portion of the cabin in front of the pilot, and is used
when checking
To
maps and other flight data during night operation.
operate
the light, turn on the NAV light switch and adjust map light intencontrol knob on the back of the control wheel pad on
sity with the rheostat
the right side.
o
o
A dome light is mounted in the ceiling of the rear cabin area as an
A slide switch adaid to loading of passengers
during night operations.
jacent to the light turns the light on and off.
o
HEATING, VENTILATING AND
DEFROSTING SYSTEM.
CABIN
----
---
The temperature and volume of airflow into the cabin can be regulated
of the push-pull
CABIN HEAT and
any degree desired
by manipulation
type with
CABIN AIR knobs.
Both control knobs are the double-button
intermediate
friction
locks to permit
settings.
to
NOTE
partial
heating on mild days, pull out the
For improved
CABIN AIR knob slightly when the CABIN HEAT knob is
out.
This action increases
the airflow through the system,
increasing
efficiency, and blends cool outside air with
the exhaust manifold heated air, thus eliminating the
of overheating
the system ducting.
possibility
The rotary
defrosting.
type
DEFROST
knob regulates
the airflow
for windshield
z
"<
c
p
,
·¯¯¯¯¯¯¯-
Emg
BÑ
"
6-9
2-8
CRUISE
EXTENDED
Standard
Wind
across
MIXTURE
RANGE
Zero
Conditions
cabin heat and ventilating
a cabin manifold just forward
Rear cabin heat and air are supplied
extending down each side of the cabin
Front
MANCE
PERFOR
¯¯¯¯
Gross
Weight-
2950
Pounds
FEET
15,000
floor
from
level.
Windshield
cabin manifold.
defrost
air
air is supplied by outlet holes spaced
of the pilot's
and copilot's feet.
ducts from the manifold,
one
an outlet at the front door post at
is also supplied by a duct leading
by
two
to
the
Separate
adjustable
ventilators
air; one near each
supply additional
corner of the windshield
supplies air for the pilot and copilot, and
two optional ventilators
in the rear cabin ceiling supply air to the rear
seat passengers.
upper
60 GAL(NO RESERVE) 79 GAL(NO RESERVE)
RPM
MP
BHP
TAS
MPH
2450
16
54
150
15
50
141
14
46
16
50
%
2300
2200
GAL/
HOUR
RANGE
MILES
ENDR.
HOURS
RANGE
MILES
5.8
865
7.6
1140
9.8
6.1
865
8.1
1135
132
9.2
6.5
860
8.6
1130
141
9.6
6.2
885
10.4
15
47
134
9.1
6.6
880
8.7
1160
14
42
122
8.5
7.1
860
9.3
1135
16
47
136
9.1
6.6
895
8.7
1180
15
44
126
8.6
7.0
880
9.2
1160
Figure
6-8
ENDR.
HOURS
6-4 (Sheet 5 of 5).
SHOULDER HARNESSES.
Shoulder harnesses
and front seat
passengers.
passenger,
are provided
equipment
as standard
for
and as optional equipment for the rear
the
pilot
seat
Each front seat harness
is attached to a rear door post just above
window line and is stowed behind a stowage sheath mounted above the
cabin door.
fold the free end and place
To stow each front seat harness,
The optional rear seat shoulder harnesses
it behind the sheath.
are
near the lower corners
Each harness
of the aft side windows.
attached
is stowed behind a stowage sheath located above the aft side window.
fasten and adjust
To use the front and rear seat shoulder
harnesses,
seat belt first.
Remove the harness
from the stowed position,
and
lengthen
as required
and the narrow
by pulling on the end of the harness
release
metal stud firmly into the retaining
strap.
Snap the harness
slot
adjacent
to the seat belt buckle.
Then adjust to length by pulling down on
the free end of the harness.
A properly
adjusted harness
will permit
the
occupant
to lean forward enough to sit completely
erect but is tight enough
to prevent excessive
forward
movement
and contact with objects during
sudden deceleration.
Also, the pilot will want the freedom to reach all
controls
easily.
the
and removing
the shoulder harness is accomplished
Releasing
by
pulling upward on the narrow release
strap and removing
the harness
stud from the slot in the seat belt buckle.
the shoulder
In an emergency,
harness
may be removed
the seat belt first, and then pulling
by releasing
the harness over the head by pulling up on the release strap.
2-9
INTEGRATED SEAT BELT/SHOULDER
WITH INERTIA REELS.
HARNESSES
Optional integrated
seat belt/shoulder
harnesses
with inertia
reels
are available for the pilot and front seat passenger.
The seat belt/shoulder harnesses
extend from inertia reels in the cabin ceiling to attach
points inboard of the two front seats.
seat belt half and buckle
A separate
reels are located in the aft
is located outboard
of the seats.
The inertia
Inertia
reels
overhead console,
and are labeled PILOT and COPILOT.
in the event of a sudHowever,
allow complete freedom of body movement.
den deceleration,
they will lock up automatically to protect the occupants.
To use the seat belt/shoulder
adjust the metal buckle half
harness,
up far enough to allow it to be drawn across the lap of
harness
the occupant and be fastened into the outboard seat belt buckle.
Adjust
seat belt tension by pulling up on the shoulder harness.
To remove
the
seat belt/shoulder
release
the seat belt buckle and allow the
harness,
to the inboard side of the seat.
inertia
reel to draw the harness
on
the
EXTENDED
the engine starts easily with one or two strokes of the primer
temperatures to six strokes in cold weather with the throttle open
1/2 inch. In extremely
approximately
cold temperatures it may be necessary
to continue priming while cranking.
Weak intermittent
firing followed by
puffs of black smoke from the exhaust
stack indicate overpriming
or floodchambers
from the combustion
by the
fuel can be cleared
ing. Excess
Set the mixture control full lean and the throttle full
following procedure:
with the starter·
open; then crank the engine through several revolutions
priming.
without any additional
Repeat the starting procedure
After starting,
if the oil gage does not begin to show pressure
within
30 seconds in the summertime
and about twice that long in very cold
can cause
Lack of oil pressure
weather,
stop engine and investigate.
serious
engine damage.
After starting,
avoid the use of carburetor
heat
unless icing conditions
prevail.
2-10
MIXTURE
Wind
Gross
i
Weight-
2950
Pounds
FEET
60 GAL(NO RESERVE) 79 GAL(NO RESERVE)
GAL/
HOUR
ENDR.
HOURS
159
11.9
5.0
800
6.6
1055
154
11.2
5.4
830
7.1
1090
%
TAS
RPM
MP
BHP
MPH
2450
19
63
18
60
2300
2200
with a cold
likely in cold weather
priming
for
will be necessary
the cylinders begin to fire, open
is necessary,
cranking
allow the starter motor to cool at
If prolonged
since excessive
heat may damage the armature.
frequent
intervals,
Zero
RANGE
10,000
in warm
(most
If the engine is underprimed
engine) it will not fire at all. Additional
the next starting attempt. As soon as
the throttle slightly to keep it running.
conditions
Standard
STARTING ENGINE.
Ordinarily
PERFORMANC
CRUISE
*2000
RANGE
MILES
ENDR.
HOURS
RANGE
MILES
17
55
148
10.6
5.7
835
7.5
1100
16
51
141
10.0
6.0
850
7.9
1115
19
60
154
11.1
5.4
835
7.1
1100
18
56
148
10.5
5.7
850
7.5
1115
17
51
141
9.8
6.1
865
8.1
1140
16
47
133
9.2
6.5
870
8.6
1145
19
56
149
10.4
5.8
860
7.6
1135
18
52
143
9.8
6.1
875
8.1
1150
17
49
136
9.3
6.5
880
8.5
1155
16
45
128
8.7
6.9
885
9.1
1160
19
48
135
8.9
6.7
910
8.9
1200
18
44
127
8.4
7.1
905
9.4
1190
*Power
settings
in this block
Figure
represent
6-4 (Sheet
maximum
range
settings.
4 of 5).
6-7
PERFORMANCE
CRUISE
EXTENDED
conditions
Standard
Zero
RANGE
MIXTURE
Wind
Gross
Weight-
60 GAL(NORESERVE)
GAL(NO RESERVE)
GAL/
ENDR.
HOUR
HOURS
MILES
HOURS
21
71
164
13.1
4.6
750
6.0
990
20
67
159
12.4
4.8
770
6.4
1015
21
66
158
12.2
4.9
780
6.5
1025
20
62
154
11.6
5.2
800
6.8
1050
19
58
149
11.0
5.5
815
7.2
1070
18
54
144
10.5
5.7
825
7.5
1085
2450
RANGE
ENDR.
RANGE
MILES
21
62
155
11.4
5.3
815
6.9
1070
20
58
150
10.7
5.6
840
7.4
1105
19
54
145
10.2
5.9
850
7.7
1120
18
51
139
9.7
6.2
860
8.1
1135
20
50
137
9.2
6.5
890
8.6
1175
19
47
130
8.7
6.9
900
9.1
1190
18
43
122
8.1
7.4
900
9.8
1190
17
39
113
7.6
7.9
890
10.4
1175
*Power
settings
in th s block
Figure
6-6
79
TAS
MPH
%
MP
*2000
Pounds
BHP
RPM
2200
295o
FEET
7500
2300
TAXIING DIAGRAM
represent
6-4 (Sheet
maximum
range
3 of 5).
USE
UP
AILERON
LNGLAE
UR
USE
ATOR
EU
AILERON
LNGLAEVATOR
R
USE DOWN AILERON
ON RH WING AND
IX)WN ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
NOTE
CODE
WIND DIRECTION
UP
tail winds require caution.
Strong quartering
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
nose wheel and rudder to
Use the steerable
maintain direction.
settings.
Figure
2-4.
2-11
TAXIING.
CRU ISEPER
The carburetor
heat knob should be pushed full in during all ground
operations
unless heat is absolutely
for smooth engine operation.
necessary
When the knob is pulled out to the heat position,
air entering the engine is
not filtered.
over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller
tips. Refer to
figure 2-4 for additional taxiing instructions.
EXTENDED
Standard
Conditions
Zero
Taxiing
RANGE
MIXTURE
Wind
Gross
5000
Weight-
%
TAS
RPM
MP
BHP
MPH
2450
23
78
22
295o
Pounds
FEET
60 GAL(NO RESERVE)
BEFORE TAKE-OFF.
=
FO RM A NCE
RANGE
MILES
79
GAL(NO RESERVE)
ENDR.
HOURS
GAL/
HOUR
ENDR.
HOURS
RANGE
MILES
166
14.5
4.1
685
5.4
905
73
163
13.6
4.4
715
5.8
945
965
WARM-UP.
in-fIight
Since the engine is closely cowled for efficient
cautions should be taken to avoid overheating on the ground.
checks on the ground are not recommended
unless the pilot
to suspect that the engine is not turning up properly.
MAGNETO
precooling,
Full throttle
has good reason
The magneto check should be made at 1700 RPM as follows.
Move
ignition switch first to R position , and note RPM.
Next move switch
back to BOTH to clear the other set of plugs.
Then move switch to L
note RPM and return
RPM
position,
the switch to the BOTH position.
than
drop should not exceed 150 RPM on either magneto or show greater
50 RPM differential
between magnetos.
If there is a doubt concerning
operation
of the ignition system,
RPM checks at higher engine speed will
exists.
whether
usually confirm
a deficiency
An absence
drop may be an indication
of faulty grounding
system
or should be cause for suspicion
that
in advance of the setting specified.
of RPM
the ignition
timing is set
of
2200
of
the
*2000
ALTERNATOR CHECK.
Prior to flights
regulator
operation
positive
verification
where verification
alternator and voltage
of proper
flights),
is essential
(such as night or instrument
a
system momencan be made by loading the electrical
tarily (3 to 5 seconds) with the landing light during the engine runup (1700
The ammeter will remain within a needle width of zero if the alRPM).
are operating
ternator and voltage regulator
properly.
2-12
70
159
13.0
4.6
735
6.1
65
154
12.2
4.9
760
6. 5
1000
23
73
161
13.4
4.5
725
5.9
950
22
69
158
12.6
4.8
750
6.3
990
21
64
153
11.9
5.0
775
6.6
1020
20
60
149
11.2
5.4
800
7.1
1055
23
68
158
12.4
4.8
765
6.4
1005
22
64
153
11.7
5.1
785
6.8
1035
21
60
149
11.0
5.5
810
7.2
1070
20
57
145
10.5
5.7
830
7.5
1090
20
48
131
9.0
6.7
875
8.8
1155
19
45
125
8.5
7.1
885
9.3
1165
18
41
117
7.9
7.6
890
10.0
1170
17
37
108
7.3
8.2
885
10.8
1165
CHECK.
2300
one side
magneto
21
20
*Iower
seitings in his bloc.
Figure
represent
6-4 (Sheet
Iraximum
range
settings.
2 of 5).
6-5
TAKE-OFF.
PERFORMANCE
CRUISE
to check full-throttle
engine operation early
It is important
Any signs of rough engine operation or sluggish
engine
is good cause for discontinuing
the take-off.
off run.
EXTENDED
conditions
Standard
RANGE
Zero
MIXTURE
Gross
Wind
2500
6o
tion
Weight-
295o
Pounds
FEET
GAL(NO RESERVE)
79 GAL(NO
ENDR.
RESERVE)
MP
BHP
MPH
GAL/
HOUR
ENDR.
HOURS
RANGE
RPM
2450
23
76
161
14.2
4.2
680
5.6
22
72
157
13.4
4.5
705
5.9
930
%
2300
2200
*2000
TAS
MILES
HOURS
RANGE
MILES
895
21
68
154
12.7
4.7
730
6.2
960
20
63
150
12.0
5.0
750
6.6
990
23
71
157
13.1
4.6
720
6.0
945
22
67
152
12.2
4.9
750
6. 5
985
21
62
148
11.5
5.2
775
6.9
1020
20
59
144
11.0
5.5
785
7.2
1035
23
67
152
12.1
5.0
755
6.5
995
22
63
149
11.4
5.3
785
6.9
1030
21
59
144
10.8
5.6
800
7.3
1oss
20
55
140
10.2
5.9
820
7.7
1080
20
47
127
8.7
6.9
875
9.1
1155
19
43
121
8.2
7.3
885
9.6
1165
18
39
111
7.5
8.0
890
10.5
1170
17
35
101
7.0
8.6
865
11.3
1140
in
the take-
accelera-
Full throttle runups over loose gravel are especially
harmful
to
propeller
tips. When take-offs must be made over a gravel surface,
it is
that the throttle be advanced slowly.
very important
This allows the aircraft 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 throttle is applied, adjust the throttle friction lock clockwise to prevent
the throttle from creeping back from a maximum power
Similar friction lock adjustments
should be made as required
position.
in other flight conditions
to maintain a fixed throttle setting.
0° to 20°, cowl
take-offs are accomplished
with wing flaps
Normal
Reduce power to 23 inches of
flaps open, full throttle, and 2600 RPM.
and 2450 RPM as soon as practical
pressure
manifold
to minimize engine
wear.
20°
wing flaps reduces
the ground run and total distance over
by approximately
20 per cent.
Soft field take-offs are per20°
formed with
flaps by lifting the aircraft
off the ground as soon as
practical
in a slightly tail-low attitude.
the aircraft
should
However,
be leveled off immediately
to accelerate to a safe climb speed.
Using
the obstacle
20° wing flaps are used for take-off, they should be left down
To clear an obstacle
with wing flaps
until all obstacles are cleared.
speed of 60 MPH should be used.
20 degrees,
an obstacle clearance
speed
are ahead,
a best "flaps up" rate-of-climb
If no obstructions
These speeds vary slightly with
of 89 MPH would be most efficient.
but they are close enough for average field elevations.
Flap
altitude,
deflections
greater
than 20° are not recommended
at any time for takeIf
off.
*Power
settings in this block represent
Figure
6-4
6-4 (Sheet
maximum
1 of 5)•
range settings.
Take-offs
into strong crosswinds
are performed with the
normally
for the field length,
minimum
to minimize the drift
flap setting necessary
to a speed
after take-off. The aircraft is accelerated
angle immediately
then pulled off abruptly to prevent possible
slightly higher than normal,
make
When clear of the ground,
settling back to the runway while drifting.
turn into the wind to correct for drift.
a coordinated
2-13
955
710
490
655
460
305
485
325
195
295
185
105
0
10
20
0
10
20
55
50
2000
2000
1.
2.
3.
84
2500
NOTES:
89
87
2950
1.5
1.5
1.5
GAL.
OF
FUEL
USED
& 59 F.
82
85
87
IAS
MPH
1350
935
665
RATE
OF
CLIMB
FT/MIN
AT 5000 FT.
2.7
3.2
3.8
romSL
FUEL
USED
&t41°F.
79
83
85
IAS
MPH
995
655
445
RATE
OF
CLIMB
FT/MIN
AT 10, 300 FT.
altitude.
4.1
5.2
6.8
FromSL
FUEL
USED
& 23°F.
76
80
83
IAS
MPH
Figure
6-3,
clear
640
380
220
RATE
OF
CLIMB
FT/MIN
5°F.
temperature
5.9
8.2
11.5
FromSL
FUEL
USED
&
AT
for
74
78
-
IAS
.MPH
AT
280
105
RATE
OF
CLIMB
FT/MIN
20, 000 FT.
500
335
205
840
590
380
610
900
1240
&
32°
F.
-12°F.
9.2
14.9
From SL
FUEL
USED
&
1005
740
515
1630
1255
915
2585
2040
1545
TOTAL TO
CLEAR 50' OBS
7500 FT.
GROUND
RUN
50 ft.
DATA
AT 15, 000 FT,
Flaps up, full throttle, 2600 RPM, mixture leaned for smooth operation
above 5000 ft.
Fuel used includes warm-up and take-off allowance.
rate of climb 30 ft./min.
for each 10°F above standard day
For hot weather, decrease
particular
altitude.
1710
1210
890
RATE
OF
CLIMB
FT/MIN
SEÀ LEVEI
IAS
MPH
for particular
855
620
425
1330
1005
720
1990
1550
1150
"ground run" and "total to
temperature
415
275
160
690
475
300
1120
840
590
745
530
355
1015
725
480
& 41 F.
RUNWAY
TOTAL TO
CLEAR 50' OBS
AT 5000 FT.
GROUND
RUN
1625
1245
910
increase
distances
(both
50 ft, obstacle"
figure.
above standard
350
225
130
575
395
245
845
595
385
AT 2500 FT. &
TOTAL TO
GROUND
RUN
CLEAR 50' OBS
50°F.
MAXIMUM RATE-OF-CLIMB
distances
10%for each 25°F
For operation
on a dry, grass runway,
by 7%of the "total to clear
obstacle")
1. Increase
2.
GROSS
WEIGHT
LBS.
AT
NOTES:
1350
1025
740
2500
705
490
310
0
10
20
60
.AT SEA LEVEL &
GROUND
TOTAL TO
RUN
CLEAR 50' OBS
2950
HEAD
WIND
KNOTS
59°F.
MPH
@50'
DATA
DISTANCE WITH 20° FLAPS FROM HARD SURFACE
GROSS
WEIGHT
LBS.
IAS
TAKE-OFF
TAKE-OFF
STALL
SPEEDS
-
MPH CAS
CRUISE
PERFORMANCE
SKYLANE
CONDITION
2950 LBS.
GROSs
ANGLE OF BANK
30°
0°
FLAPS UP
64
69
FLAPS 20°
59
63
60o
75%
91
57
61
OFF
Figure
-
6-2•
PowER
55%
POWER
TAS
MPG
TAS
MPG
Sea Level
155
11. 2
148
12. 1
138
13. 5 .
3500 Feet
161
11. 6
152
12. 5
142
13. 9
6500 Feet
165
11.9
156
12.8
145
14.2
83
81
Standard
POWER
65%
ALTITUDE
WEIGHT
FLAPS 40°
PowER
TAS
MPG
Conditions
Zero
Wind
AFT CG
to select the lowest RPM in
For reduced
noise levels, it is desirable
smooth
green are range for a given percent
power that will provide
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).
the
data in this manual and on the power computer
Cruise performance
is
This mixture
on an extended range mixture setting.
setting results
10°/o
greater
range at any particular
power setting with a
in approximately
to a best power mixture setting.
negligible
loss in airspeed when compared
An extended range mixture should be established as follows:
based
(1)
engine becomes
(2)
Pull mixture
control out slowly until
control in slightly
Push the mixture
operation;
then further enrichen an equal
to obtain smooth
A best power mixture
control twice as far from
Step 2.
rough.
engine
amount.
is approximated
by advancement of the mixture
as described
of roughness
by
the threshold
at 55°/opower
or less,
the engine may be operated at the leanest
mixture
that results in smooth engine operation.
10 percent greater
This can result in approximately
range than shown in
by approximately
the cruise tables of this manual accompanied
7 MPH
decrease
in speed.
For best
fuel economy
6-2
2-15
Any change in altitude,
change in the lean mixture
(if installed).
power
or carburetor
setting and a recheck
Carburetor ice, as evidenced
drop in manifold
by an unexplained
pressure,
can be removed by application of full carburetor
heat.
Upon
indication (with heat off), use
the original manifold pressure
regaining
the minimum amount of heat (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture,
readjust
the mixture
setting when carburetor
heat is used continuously in cruising flight.
The use of full carburetor
heat is recommended
during flight in very
heavy rain to avoid the possibility
of engine stoppage due to excessive
water ingestion.
The mixture
for smoothest
setting should be readjusted
operation.
LEANING WITH A CESSNA ECONOMY
MIXTURE INDICATOR
(EGT).
(EGT) as shown on the optional Cessna
leaning in
may be used as an aid for mixture
To adjust the mixture,
using this
cruising flight at 75% power or less.
point and then
indicator,
lean to establish the peak EGT as a reference
enrichen the mixture by a desired increment based on the table below.
Exhaust gas
Economy Mixture
temperature
Indicator
only at 55% power
at peak EGT is authorized
Continuous operation
or less.
This best economy mixture
setting results in approximately
10% greater
range than shown in the cruise tables of this manual accomin speed.
panied by approximately
7 MPH decrease
MIXTURE
DESCRIPTION
BEST
POWER
EXTENDED
RANGE
(Owner's Manual and
Computer Performance)
EXHAUST GAS
TEMPERATURE
Peak EGT Minus
125°F
(Enrichen)
Peak EGT Minus
75°F
(Enrichen)
Of
heat will require a
of the EGT setting
RANGE
The operational
data charts on the following
pages are presented
for
purposes;
first,
so that you may know what to expect from your aircraft under various
and second, to enable you to plan your
conditions,
flights in detail and with reasonable
accuracy.
two
The data in the charts
has been compiled from actual flight tests with
aircraft
and engine in good condition and using average piloting techniques.
Note also that the range charts
for wind, navmake no allowances
igational
take-off, climb, etc.
warm-up,
errors,
You must estimate
these variables
for yourself
and make allowances accordingly.
Speeds
shown in the Cruise Performance
reflect
performance
of the Skycharts
lane configuration;
these speeds are 3 to 4 MPH faster than the Model 182.
the
that the charts contained herein are based on standard
Remember
day conditions.
For more precise
and endurpower,
fuel consumption,
ance information,
consult the Power Computer supplied with your aircraft.
With the Power Computer you can easily take into account temperature
variations
from standard at any flight altitude.
INCREASE
FROM BEST POWER
AIRSPEED
0%
FLAPS
UP
EGT
lAS
60
80
100
120
140
160
180
CAS
68
83
101
119
139
158
177
20%
DOWN
4O
IAS
40
50
60
70
80
90
100
110
83
92
102
111
¯¯¯
°
-
CAS
55
Figure
2-16
TABLE
CORRECTION
---
---
10%
FLAPS
2O
Peak
DATA
OPERATIONAL
°
BEST ECONOMY
(55% Power or Less)
Ü
0R
60
¯¯¯¯¯¯
66
74
6-1.
6-1
NOTE
Operation
on
the
lean
side
of peak EGT is not approved.
under some conditions,
When leaning the mixture
may occur before peak EGT is reached.
In this case,
responding
to the onset of roughness as the reference
peak EGT.
engine roughness
use the EGT corpoint instead of
STALLS.
The stall characteristics
and aural warning is proare conventional
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations.
Power-off
stall speeds at maximum gross weight and aft c.g. posiare presented
in figure 6-2 as calibrated
airspeeds since indicated
airspeeds
are unreliable
near the stall.
tion
LANDING.
NORMAL LANDING.
Landings
should be made on the main wheels first to reduce the landing speed and the subsequent need for braking
in the landing roll.
The
nose wheel is lowered gently to the runway after the speed has diminished
to avoid unnecessary
This procedure
is especially imnose gear load.
portant
in rough field landings.
SHORT FIELD LANDING.
For short field landings,
approach
at 69 MPH with
make a power-off
after touchflaps and land on the main wheels first.
Immediately
down, lower the nose gear to the ground and apply heavy braking as required.
For maximum
after all three wheels are
brake effectiveness
on the ground,
retract
the flaps, hold full nose up elevator and apply maximum possible
brake pressure
without sliding the tires.
40°
CROSSWIND
When
LANDING.
landing
quired for the field
in a strong crosswind,
use
length.
Although the crab
minimum
flap setting reor combination
method of
the
2-17
drift
correction
may be used,
the
After touchdown, hold a straight
occasional
wing-low
method gives
with the steerable
the
best control.
nose wheel and
course
PUBLICATIONS.
if necessary.
braking
craft
BALKED
and flight operation
publications
aids are furnished
Various
when delivered from the factory.
These items are listed
in the airbelow.
LANDING.
the wing flap setting should be
In a balked landing (go-around) climb,
After all
reduced
after full power is applied.
to 20° immediately
the
obstacles
are cleared and a safe altitude and airspeed are obtained,
wing flaps should be retracted.
COLD WEATHER OPERATION.
e
CUSTOMER
e
OWNER'S MANUALS FOR YOUR
CARE
PROGRAM
BOOK
AIRCRAFT
AVIONICS AND AUTOPILOT
e
POWER
e
SALES AND SERVICE
e
DO'S AND DON'TS ENGINE
COMPUTER
DEALER
DIRECTORY
STARTING.
Prior to starting
on a cold morning,
propeller
through several times by hand
the oil, thus conserving
battery
energy.
it is advisable
to "break loose"
pull the
or "limber,
When pulling the propeller
through by hand, treat it as
if the ignition switch is turned on. A loose or broken
ground wire on either magneto could cause the engine to
fire.
(0°F
cold
and lower) weather,
the use of an external
In extremely
(for both the engine and battery) and an external
power source
preheater
to obtain positive starting and to reis recommended
whenever
possible
Pre-heat
duce wear and abuse to the engine and the electrical
system.
will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting
in extremely
When using an
cold temperatures.
power source,
external
the position of the master switch is important.
Ground Service
Refer to Section VII, paragraph
for
Plug Receptacle,
details.
operating
With
starting
procedures
are
The following additional publications,
plus many other supplies that
are applicable to your aircraft,
are available from your Cessna Dealer.
e
NOTE
Cold weather
BOOKLET
to
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
has a current
Your Cessna Dealer
catalog of all Customer Services
Supplies
Supplies that are available,
many of which he keeps on hand.
which are not in stock, he will be happy to order for you.
as follows:
Preheat:
(1) With ignition switch OFF, mixture full rich, and throttle open
is being
1/2", prime the engine four to eight strokes as the propeller
turned over by hand.
2-18
5-9
SERVICIN G REQUIREMENTS
For
quick and ready
tions for frequently
on the inside back
materials,
quantities,
reference,
used service
items (such as fuel, oil,
cover of this manual.
NOTE
and specificaare shown
in Section I,
INSPECTION
covered
In addition to the EXTERIOR
for your airand test requirements
COMPLETE
inspection,
servicing,
Manual
The
Service
Service Manual.
craft are detailed in the aircraft
attention at 50, 100, and 200 hour inoutlines
all items which require
and/or
tervals plus those items which require servicing, inspection,
testing at special intervals.
and test proceconduct all service,
inspection,
Since Cessna Dealers
recommended
it is
dures in accordance with applicable Service Manuals,
and begin
these requirements
that you contact your Dealer concerning
intervals.
scheduling your aircraft for service at the recommended
are acthat these requirements
Care ensures
Cessna Progressive
intervals
to comply with the 100-hour or
complished
at the required
covered.
as previously
ANNUAL inspection
Depending
Aviayour local Government
flight operations,
on various
For
or tests.
additional service, inspections,
require
should check with local aviation
owners
requirements,
the aircraft is being operated.
tion Agency may
these regulatory
officials
where
Use heavy strokes of the primer
for best atomization
of
fuel.
After priming,
push the primer
all the way in and
turn to the locked position to avoid the possibility
of the
engine drawing fuel through the primer.
etc.)
(2) Propeller
CLEAR.
Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pull carburetor
heat on after engine
until the engine is running smoothly.
--
(3)
Without
has started,
and leave
on
Preheat:
(1) Prime the engine six to eight strokes while the propeller
is
being turned by hand with mixture
full rich and throttle open 1/2".
Leave the primer
and ready for stroke.
charged
(2) Propeller
CLEAR.
(3) Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pump throttle rapidly
to full open twice. Return to 1/2"
open position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or
pump the throttle rapidly over the first 1/4 of total travel.
alternately,
CHECK.
(8) Oil pressure
Leave on until
(9) Pull carburetor
heat on after engine has started.
the engine is running smoothly.
LOCK.
(10) Primer
--
--
--
NOTE
OWNER
FOLLOW
-
UP SYSTEM.
Your Cessna Dealer has an Owner Follow-Up
System to notify you
when he receives
information
that applies to your Cessna.
In addition,
if you wish, you may choose to receive
similar notification,
in the form
of Service Letters,
directly
from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program
book for your use, should you choose to request
this service.
Your
Cessna Dealer will be glad to supply you with details concerning
these
follow-up
programs,
and stands ready, through his Service Department,
low-cost
to supply you with fast, efficient,
service.
5-8
the engine does not start during the first few
in strength,
or if engine firing diminishes
attempts,
that the spark plugs have been frosted
it is probable
start is
must be used before another
over.
Preheat
attempted.
If
IMPORTANT
Excessive
raw fuel
ing a fire
and pumping throttle may cause
priming
accumulate
in the intake air duct, creatIf this
hazard in the event of a backfire.
to
2-19
action to suck flames
maintain
a cranking
occurs,
An outside attendant
with a fire
into the engine.
without preextinguisher
is advised for cold starts
heat•
CESS N A PROGRES SIVE CA R E.
OPERATION.
on
no indication
will be apparent
operations,
During cold weather
oil temperature gage prior to take-off if outside air temperatures are
at 1000 RPM),
warm-up
period (2 to 5 minutes
very cold. After a suitable
accelerate
the engine several times to higher engine RPM. If the engine
normal and steady,
remains
and the oil pressure
accelerates
smoothly
the aircraft
is ready for take-off.
to help you
has been designed
The Cessna Progressive
Care Program
realize
maximum utilization
cost and downof your aircraft at a minimum
and maintained
in
time. Under this program,
your aircraft is inspected
The opfour operations
at 50-hour intervals during a 200-hour period.
proin a specially
erations
are recycled
each 200 hours and are recorded
vided Aircraft
is conducted.
Inspection
Log as each operation
the
can be caused by a combinain cold weather
Rough engine operation
to
the
dense air and poor vaporimixture
due
of
leaner
tion
an inherently
The
mixture
to the cylinders.
of the fuel-air
zation and distribution
during operation
on
noticeable
are especially
effects of these conditions
one magneto in ground checks where only one spark plug fires in each
cylinder.
For optimum operation
of the engine
use of carburetor
heat is recommended.
indicated
as a guideline:
in cold weather,
the appropriate
The following procedures
are
and ground check.
heat during engine warm-up
(1) Use carburetor
carburetor
for temperatures below 10°F,
heat may be required
whereas partial heat could be used in temperatures between 10°F
Full
and
40°F.
(2) Use the minimum
in
take-off,
climb,
carburetor
and cruise.
heat
required
for smooth
operation
NOTE
When operating
in sub-zero
temperatures, care should be
exercised
when using partial carburetor
heat to avoid
icing.
Partial
heat may raise the carburetor
air temper¯
32°
70°F
ature to the
to
range where icing is critical
under
certain
atmospheric
conditions•
air temperature
the aircraft is equipped with a carburetor
carburetor
air
it can be used as a reference
in maintaining
temperature at or slightly above the top of the yellow arc by application of carburetor
heat·
(3) If
gage,
2-20
Care for airProgressive
The Cessna Aircraft Company recommends
and the 100-hour
craft that are being flown 200 hours or more per year,
for the Progressive
The procedures
inspection
for all other aircraft.
have been carefully worked out
Care Program
and the 100-hour inspection
The
Organization.
by the factory and are followed by the Cessna Dealer
and factorywith Cessna equipment
complete
familiarity
of Cessna Dealers
procedures
the highest level of service possible at
approved
provides
lower cost to Cessna owners.
CESS N A CU STOMER
Specific benefits
and
benefits
important
for you
GRAM book supplied with
view your Customer Care
CA RE PROGR A M.
provisions
of the CESSNA WARRANTY plus other
in your CUSTOMER
CARE PROare contained
You will want to thoroughly reyour aircraft.
at all
Program
book and keep it in your aircraft
times.
book entitle you to an initial inspecCoupons attached to the Program
Operation
No. 1 or the first 100-hour
Care
tion and either a Progressive
If
within the first 6 months of ownership at no charge to you.
inspection
the initial inspection will have been
from your Dealer,
you take delivery
to you. If you pick up your airof the aircraft
before delivery
performed
soon after
Dealer
reasonably
your
take
it
to
to
plan
craft at the factory,
allowing the
may be performed,
so the initial inspection
you take delivery,
necessary.
may
be
which
adjustments
minor
Dealer to make any
You will also want to return to your Dealer either at 50 hours for
Care Operation, or at 100 hours for your first
first Progressive
100-hour inspection
you choose to establish
depending on which program
your
inspections
will be performed
While these important
for your aircraft.
to have the
in most cases you will prefer
for you by any Cessna Dealer,
this work.
accomplish
the aircraft
from whom you purchased
Dealer
5-7
(4) Select relatively
high manifold pressure
and RPM settings for
optimum
mixture
and avoid excessive
distribution,
manual leaning in
cruising
flight.
(5) Avoid sudden throttle movements
during ground and flight opera-
operational
or those which receive
use for the first 25
only intermittent
status
Every seventh day during
hours are considered
in flyable storage
by hand through five revoluthese periods,
the propeller
should be rotated
of cortions. This action "limbers"
the oil and prevents any accumulation
rosion on engine cylinder
walls.
.
tion.
Refer
IMPORTANT
to
Section
VII for discussion
of additional
cold weather
equip-
ment.
switch is
check that the ignition
For maximum safety,
the mixture control is in
OFF, the throttle is closed,
is secured
and the aircraft
the idle cut-off position,
Do not stand
by hand.
the propeller
before rotating
blades while turning the
within the arc of the propeller
propeller.
should
After 30 days, the aircraft
runup should be made just long enough
the lower green arc range.
Excessive
or a ground
be flown for 30 minutes
produce
an oil temperature within
ground runup should be avoided.
to
excessive
of water
Engine runup also helps to eliminate
accumulations
fuel system and other air spaces in the engine.
Keep fuel tanks full
to minimize condensation
iii the tanks. Keep the battery
to
fully charged
prevent
the electrolyte
from freezing
in cold weather.
If the aircraft
is to
refer to the Service
Manual for
be stored temporarily,
or indefinitely,
proper
storage procedures.
in
the
I NSPE CT ION
REQU IREMENT S.
As required
by Federal
Aviation Regulations,
all civil aircraft of U.S.
registry
must undergo a complete
inspection
(annual) each twelve calendar
In addition to the required
months.
ANNUAL inspection,
aircraft operated
(for hire) must have a complete
commercially
inspection
every 100 hours
of operation.
HOT WEATHER OPERATION.
information
on page
The general
warm temperature starting
engine operation
appropriate.
on the ground.
Avoid prolonged
NOISE ABATEMENT.
Increased
time periods.
emphasis
on improving
the quality of our environment
of all pilots to minimize
the effect
quires renewed effort on the part
aircraft noise on the public.
We, as pilots,
can demonstrate
our concern
for environmental
provement,
by application of the following
suggested
procedures,
thereby tend to build public support for aviation:
reof
im-
and
(1) Pilots operating
aircraft under VFR over outdoor assemblies
of persons,
and park areas,
recreational
and other noise-sensitive
areas should make every effort to fly not less than 2,000 feet above
the surface,
weather
permitting,
even though flight at a lower level
may be consistent
with the provisions
of government
regulations.
(2) During departure
from or approach to an airport,
climb after
take-off and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive
areas.
In lieu of the above requirements,
an aircraft
may be inspected
in
accordance
with a progressive
inspection
schedule, which allows the work
load to be divided into smaller operations
that can be accomplished in
shorter
2-10 is
NOTE
The above recommended
procedures
do not apply where
clearances
would conflict with Air Traffic Control
or instructions,
in the pilot's
judgment, an
or where,
for him to
altitude
of less than 2, 000 feet is necessary
his duty to see and avoid other airexercise
adequately
craft.
they
The CESSNA PROGRESSIVE
CARE PROGRAM has been developed
to
provide
a modern progressive
inspection
schedule
that satisfies the omplete aircraft
inspection
requirements
of both the 100 HOUR and ANNUAL
inspections
5-6
as applicable to Cessna aircraft.
2-21
INTERIOR CARE.
the
dust and loose dirt from the upholstery
To remove
interior
with a vacuum cleaner.
regularly
and carpet,
clean
tissue or rags.
with cleansing
Blot up any spilled liquid promptly
material
firmly and hold it for
Don't pat the spot; press the blotting
several
seconds.
Continue blotting until no more liquid is taken up.
with a dull knife, then spot-clean the area•
Scrape off sticky materials
used sparspot removers,
Oily spots may be cleaned with household
on the container
read the instructions
Before using any solvent,
Never satuand test it on an obscure place on the fabric to be cleaned.
rate the fabric with a volatile solvent; it may damage the padding and
ingly.
backing
the
are extremecaused by aircraft or engine malfunctions
Emergencies
are practiced.
and maintenance
inspections
ly rare if proper pre-flight
emergencies
or eliminated by careful
can be minimized
Enroute weather
weather
is encounterflight planning and good judgement when unexpected
described
arise the basic guidelines
should an emergency
ed.
However,
to correct
and applied as necessary
in this section should be considered
ENG INE FA ILURE.
ENGINE FAILURE AFTER TAKE-OFF.
fabric.
of the seats
cleaning
If your aircraft
is equipped with leather
seating,
using a soft cloth or sponge dipped in mild soap suds.
is accomplished
will remove
traces of dirt and grease•
The soap suds, used sparingly,
with a clean damp cloth.
The soap should be removed
panel and control knobs need
instrument
The plastic
trim, headliner,
Oil and grease on the control wheel
only be wiped off with a damp cloth.
with Stoddard
and control knobs can be removed with a cloth moistened
on care of
such as mentioned
solvent.
in paragraphs
Volatile solvents,
must never be used since they soften and craze the plastic.
the windshield,
MAA PLATE/FINISH
PROCEDURES
the problem.
materials.
deterSoiled upholstery
and carpet may be cleaned with a foam-type
instructions.
Keep the foam
gent, used according to the manufacturer's
to minimize
as dry as possible
and remove it with a vacuum cleaner,
wetting
EMERGENCY
Prompt
of the nose to maintain
airspeed and establish
a
lowering
glide attitude is the first response
to an engine failure after take-off.
the landing should be planned straight ahead with only
In most cases,
Altitude
and airspeed
small changes in direction
to avoid obstructions.
are seldom sufficient
to execute a 180° gliding turn necessary to return
The following procedures
assume
that adequate time
to the runway.
exists to secure the fuel and ignition systems
prior to touchdown.
(1)
(2)
(3)
(4)
(5)
(6)
AND TRIM PLATE.
the Type Certificate Number (TC), Producconcerning
Number
(PC), Model Number and Serial Number of your
Aircraft
particular
aircraft can be found on the MAA (Manufacturers
Association) plate located on the left forward doorpost.
Information
80 MPH.
Airspeed
IDLE CUT-OFF.
Mixture
Fuel Selector Valve
OFF.
OFF.
Ignition Switch
Wing Flaps
AS REQUIRED
Switch
OFF.
Master
--
--
--
--
(40°
--
recommended).
--
ENGINE FAILURE DURING
FLIGHT.
tion Certificate
A Finish and Trim Plate contains
scheme and exterior
paint combination
with an applicable
used in conjunction
5-4
the interior
color
a code describing
The code may be
of the aircraft.
Parts Catalog if finish and trim in-
While
identify
is feasible,
to
(1)
(2)
gliding toward a suitable
the cause of the failure.
proceed
as follows:
Airspeed
Carburetor
--
landing area,
If
time
permits,
an effort should be made
and an engine restart
80 MPH.
Heat
ON.
--
3-1
(3)
Fuel
Valve
Selector
(4) Mixture
RICH.
Switch
PAINTED
BOTH.
--
(5) Ignition
windmilling).
(6) Primer
--
BOTH
(or START
if propeller
is not
IN and LOCKED.
--
a forced landing without power must be
the engine cannot be restarted,
procedure
executed.
for this is given in the following
A recommended
If
paragraph.
FORCEDL A ND ING S.
ENGINE POWER.
WITHOUT
EMERGENCY LANDING
nent,
SURFACES.
--
If all attempts
to restart the engine fail and a forced landing is immifield and prepare for the landing as follows:
select a suitable
(1) Airspeed
80 MPH (flaps UP)75 MPH (flaps DOWN).
--
IDLE CUT-OFF.
Valve
OFF.
Fuel Selector
OFF.
(4) Ignition Switch
(40° recommended).
(5) Wing Flaps
AS REQUIRED
(6) Master
Switch
OFF.
UNLATCH PRIOR TO TOUCHDOWN.
(7) Doors
TAIL LOW.
SLIGHTLY
(8) Touchdown
APPLY HEAVILY.
(9) Brakes
(2) Mixture
--
(3)
--
The painted exterior surfaces
of your new Cessna have a durable,
long lasting finish and, under normal
no polishing
conditions,
require
or
buffing. Approximately
15 days are required
for the paint to cure completely;
in most cases,
the curing period will have been completed prior
to delivery of the aircraft.
In the event that polishing
or buffing is required within the curing period,
it is recommended
that the work be done
by someone
experienced in handling uncured paint.
Any Cessna Dealer
can accomplish
this work.
the painted surfaces can be kept bright by washing with
Generally,
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois.
Harsh or abrasive
soaps or detergents
which cause corrosion or scratches
should never be used.
Remove stubborn oil and
grease
with a cloth moistened
with Stoddard solvent.
Waxing is unnecessary
to keep the painted surfaces bright.
However,
if desired,
the aircraft may be waxed with a good automotive
A
wax.
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.
--
--
--
--
--
--
LANDING
PRECAUTIONARY
WITH ENGINE
POWER.
one should drag the landBefore attempting
an "off airport"
landing,
to inspect the terrain for obstructions
ing area at a safe but low altitude
as follows:
proceeding
and surface conditions,
20°
selected
field with flaps
and 75 MPH airspeed,
area for touchdown for the next landing approach.
noting the preferred
Then retract
flaps upon reaching
a safe altitude
and airspeed.
Switches
OFF.
(2) Radio, Electrical
40° (on final approach).
(3) Wing Flaps
75 MPH.
(4) Airspeed
Switch
OFF.
(5) Master
(6) Doors
UNLATCH PRIOR TO TOUCHDOWN.
TAIL LOW.
SLIGHTLY
(7) Touchdown
When the aircraft
is parked outside in cold climates
and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces
with chemical
during ice removal
liquids.
A 50-50 solution
of isopropyl
alcohol and water will satisfactorily
remove
ice accumulawithout damaging
the paint.
A solution with more than 50c/oalcohol
While applying
is harmful
and should be avoided.
the de-icing solution,
keep it away from the windshield
and cabin windows since the alcohol will
attack the plastic
and may cause it to craze.
tions
PROPELLER CARE.
(1) Drag over
--
--
--
--
--
--
3-2
Preflight
inspection
of propeller
blades for nicks,
and wiping them
occasionally
with an oily cloth to clean off grass and bug stains will asparticsure long, trouble-free service.
Small nicks on the propeller,
ularly near the tips and on the leading edges,
out as
should be dressed
soon as possible
since these nicks produce
stress
concentrations,
and if
ignored,
may result in cracks.
Never use an alkaline
cleaner
on the
remove
blades;
grease
and dirt with carbon tetrachloride or Stoddard
solvent.
5-3
WINDSHIELD-WINDOWS.
(8)
Ignition
(9) Brakes
The plastic
and windows should be cleaned with an aircraft
windshield
windshield
cleaner.
Apply the cleaner sparingly
with soft cloths,
and rub
with moderate
pressure
until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner
is not available,
moistened
with Stoddard solvent
soft cloths
the plastic can be cleaned
to remove oil and grease,
with
use gasoline,
alcohol,
benzine,
acetone,
carbon
fluid, lacquer
These mait to craze.
tetrachloride, fire extinguisher
or anti-ice
thinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause
Follow
Rinse
plastic
attracts
by carefully
washing with a mild detergent
and plenty of water.
dry with a clean moist chamois.
Do not rub the
with a dry cloth since this builds up an electrostatic
charge which
dust. Waxing with a good commercial
wax will finish the cleaning
job. A thin, even coat of wax, polished out by hand with clean soft flannel
will fill in minor scratches
cloths,
and help prevent further
scratching.
thoroughly, then
Do not use a canvas cover on
since the cover
sleet is anticipated
the
windshield
may scratch
unless freezing
rain
plastic
surface.
DITCHING.
or jettisoning heavy objects located
Prepare
for ditching by securing
of
in the baggage area, and collect folded coats or cushions for protection
on 121. 5 MHz
Mayday message
face at touchdown. Transmit
occupant's
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel
to swells.
(2) Approach with flaps 40° and sufficient power for a 300 ft/min
at 70 MPH.
rate of descent
(3) Unlatch the cabin doors.
descent
until touchdown in level attitude.
(4) Maintain a continuous
height
Avoid a landing flare because of difficulty in judging aircraft
over a water surface.
(5) Place folded coat or cushion in front of face at time of touch-
NOTE
Never
Switch
OFF.
APPLY HEAVILY.
--
--
down.
open winIf necessary,
through cabin doors.
(6) Evacuate aircraft
pressure
so that door
for equalizing
dow to flood cabin compartment
can be opened.
of cabin.
(7) Inflate life vests and raft (if available) after evacuation
for more than a few
on for flotation
cannot be depended
The aircraft
minutes.
or
the
FIRES.
ENGINE FIRE DURING
A LUMINUM SURFA CES.
The clad aluminum
surfaces
of your Cessna may be washed with clear
water to remove
dirt; oil and grease
with gasoline,
may be removed
naphtha,
carbon tetrachloride or other non-alkaline
solvents.
Dulled
aluminum
surfaces may be cleaned effectively
with an aircraft
aluminum
polish-
After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance
and retard
corrosion.
Regular
recommended
operated
waxing is especially
for airplanes
in
against corrosion·
salt water areas as a protection
5-2
START ON
GROUND.
cold weather
during a difficult
Improper
starting procedures
which could ignite fuel that has accumulated
can cause a backfire
as follows:
In this event, proceed
intake duct.
(1)
start
in
the
in an attempt to get a start which would suck
and into the
fuel through the carburetor
and accumulated
Continue cranking
the flames
engine.
run the engine at 1700 RPM for a few
(2) If the start is successful,
it down to inspect the damage.
minutes
before shutting
for two or
continue
cranking
(3) If engine start is unsuccessful,
obtain
three minutes with throttle full open while ground attendants
fire extinguishers.
3-3
(4) When ready to extinguish
fire, discontinue
and turn
cranking
switch, ignition switch, and fuel selector
off master
valve.
seat cushion,
wool blanket,
(5) Smother flames with fire extinguisher,
air filter if it
If practical,
try to remove carburetor
or loose dirt.
is ablaze.
and repair or replace
(6) Make a thorough inspection
of fire damage,
another flight.
before conducting
components
damaged
ENGINE FIRE IN FLIGHT.
Although engine fires are extremely
should be taken if one is encountered:
rare
in flight,
the
following
steps
CUT-OFF.
(2) Fuel Selector
Valve
OFF.
(3) Master Switch
OFF.
(4) Cabin Heat and Air
OFF (except wing vents).
(5) Airspeed
100 MPH. If fire is not extinguished,
increase
glide speed to find an airspeed which will provide an incombustible
mixture.
(1) Mixture
IDLE
--
--
--
'
o
-
__
__
.
_
CARE
8 0 10 Rr
THE
OF
AIRPLANE
If your aircraft
is to retain that new-plane
performance
and dependarequirements
inspection and maintenance
must be followed.
certain
bility,
mainof lubrication
It is wise to follow a planned schedule
and preventive
tenance based on climatic and flying conditions encountered in your 10cality.
and take advantage of his
Keep in touch with your Cessna Dealer,
and experience.
He knows your airplane and how to maintain
knowledge
and oil changes
are necessary,
it. He will remind you when lubrications
services.
and about other seasonal and periodic
--
--
GROUND
HA ND LIN G.
maneuvered
by hand with the
with a vehicle,
do not
either side of center,
of
or damaircraft
is towed or pushed over a
watch that the normal
cushioning action
rough surface
during hangaring,
of the nose strut does not cause excessive vertical
movement
of the tail
contact with low hangar doors or structure.
A flat nose
and the resulting
tail height.
tire or deflated strut will also increase
The aircraft
Execute
a forced landing as outlined
in preceeding
ELECTRICAL FIRE IN FLIGHT.
The initial indication
of an electrical
fire is usually
the odor
The following procedure
should then be used:
burning insulation.
(1)
(2)
Master
Switch
--
Fire
If fire
continuance
(5)
(6)
(7)
(except Ignition
Air/Heat
Extinguisher
Master
of
--
Switch)
OFF.
CLOSED.
ACTIVATE
(if available).
--
power
is necessary
for
Switch
ON.
Breakers
CHECK for faulty circuit;
do not reset.
Radio/Electrical
Switches
ON one at a time, with delay
after each until short circuit is localized.
(8) Vents/Cabin
Air/Heat
OPEN when it is ascertained
that fire
extinguished.
is completely
--
--
--
--
3-4
and safely
When
29°
towing
MOORING YOUR AIRPLANE.
--
appears
out and electrical
of flight:
Circuit
easily
OFF.
All Other Switches
(3) Vents/Cabin
(4)
is most
tow-bar attached to the nose wheel.
exceed the nose gear turning angle
If the
age to the gear will result.
paragraphs.
tie-down procedure
against
damage to
is your best precaution
Proper
by gusty or strong winds.
To tie down your aircraft
your parked aircraft
proceed
securely,
as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface
control
lock over the fin and rudder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
and secure each rope to
strength) to the wing and tail-down fittings,
a ramp tie-down.
(4) Tie a sufficiently
strong rope to the nose gear torque link and
secure it to a ramp tie-down.
(5) Install a pitot tube cover.
5-1
DISORIENTATION
IN CLOUDS.
o
In the event of a vacuum system failure
during flight in marginal
gyro and gyro horizon will be disabled,
and the
weather,
the directional
pilot will have to rely on the turn coordinator
or the turn and bank indicainstructions
assume
tor if he inadvertently
flies into clouds.
The following
that only the electrically-powered
turn coordinator
or the turn and bank
proficient
in
indicator
is operative,
and that the pilot is not completely
partial
flying.
panel instrument
EXECUTING A 180°
TURN IN CLOUDS.
I
back
Upon entering
as follows:
the
clouds,
an immediate
plan
should
be made
to turn
(1) Note the time of the minute hand and observe
the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates
the nearest half-minute,
initiate
rate left turn, holding the turn coordinator
a standard
symbolic
aircraft wing opposite the lower left index mark for 60
seconds.
the miniature
Then roll back to level flight by leveling
aircraft.
(3) Check accuracy of the turn by observing
the compass heading
which should be the reciprocal
of the original heading.
(4) If necessary,
adjust heading primarily
with skidding motions
rather
than rolling motions so that the compass will read more
accurately.
(5) Maintain
altitude and airspeed
by cautious
application of elevator
control.
Avoid overcontrolling
by keeping the hands off the control
wheel and steering
only with rudder.
EMERGENCY
L
I,
S
8
h
8
(SGNGOd)
4-8
8
IHDIEM
8
liVHORIV
8
8
GSGVOS
8
LET-DOWNS
THROUGH
CLOUDS.
for an emergency
descent
If possible,
obtain radio clearance
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
to hold an approxicheck the compass
heading and make minor corrections
mate course.
Before descending
into the clouds, set up a stabilized letdown condition
as follows:
(1)
(2)
Apply full rich mixture.
Use full carburetor
heat.
3-5
(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
Adjust the elevator
trim tab for a stabilized
descent
at 90 MPH.
(5) Keep hands off the control wheel.
and make corrections
by rudder alone.
(6) Monitor turn coordinator
rudder force, if present.
(7) Adjust rudder trim to relieve
unbalanced
(8) Check trend of compass
card movement
and make cautious
(4)
with rudder
corrections
to stop
(9) Upon breaking out of clouds,
¯
¯
-
-
-
-
the turn.
resume
normal
cruising
flight.
RECOVERY FROM A SPIRAL DIVE.
If a spiral
is encountered,
proceed
as follows:
Close the throttle.
aileron and rudder control to
(2) Stop the turn by using coordinated
align the symbolic airplane in the turn coordinator
with the horizon
(1)
reference
e
O
line.
to slowly reduce
apply control wheel back pressure
to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
heading.
rudder
straight
Adjust rudder trim to relieve unbalanced
(3) Cautiously
the
indicated
force,
(6)
(7)
turb
(8)
sume
airspeed
if present.
Apply carburetor
heat.
but avoid using enough power
Clear engine occasionally,
the trimmed glide.
power
out of clouds, apply normal
cruising
Upon breaking
to
oo
dis-
-
and re-
flight.
SPINS
tent
in
spins are prohibited
Intentional
spin occur, the following
recovery
this aircraft
technique
.
Should an inadverbe used.
should
throttle to
idle position.
opposite
to the direction of rotation.
turn, move the control wheel forward of
neutral
in a brisk motion.
(4) As rotation stops, neutralize
rudder,
and make a smooth redive.
covery from the resulting
(1)
Retard
(2) Apply full rudder
(3) After one-fourth
FLIGHT IN ICING
Although flying
3-6
e
o
o
o
o
S
o
2
e
e
CONDITIONS.
in known icing
conditions
is prohibited,
an unexpected
4-7
icing
(
5
encounter
(1)
should be handled
as follows:
pitot heat switch ON (if installed).
to obtain an outside air temperaback or change altitude
ture that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster
control
clockwise
to obtain maximum defroster
airflow..
(4) Increase
ice build-up on propeller
engine speed to minimize
blades.
(5) Watch for signs of carburetor
air filter ice and apply carburetor
heat as required.
loss in manifold
pressure
could
An unexplained
be caused by carburetor
Lean the mixice or air intake filter ice.
ture if carburetor
heat is used continuously.
(6) Plan a landing at the nearest
airport.
rapid
With an extremely
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
be prepared
higher stall speed.
for significantly
edges,
(8) Leave wing flaps retracted.
With a severe ice build-up on the
horizontal
tail, the change in wing wake airflow direction caused by
effectiveness.
wing flap extension
could result
in a loss of elevator
(9) Perform
a landing approach using a forward slip, if necessary,
for improved
visibility.
(10) Approach at 90 to 100 MPH, depending
upon the amount of ice
accumulation.
(11) Perform
a landing in level attitude.
Turn
(2) Turn
--
O
>-
.
.
0..
ROUGH
ENGINE
CARBURETOR
OR LOSS OF POWER.
ICING.
An unexplained
and eventual engine roughdrop in manifold pressure
ness may result from the formation
of carburetor
To clear the ice,
ice.
apply full throttle and pull the carburetor
heat knob full out until the engine runs smoothly;
then remove carburetor
heat and readjust
the throttle.
If conditions
require
the continued use of carburetor heat in cruise flight,
use the minimum
to prevent ice from forming
amount of heat necessary
and lean the mixture slightly for smoothest
engine operation.
-
..
4-6
OPERATION
°
<
$Ë
a
e
*
SPARK PLUG FOULING.
in flight may be caused by one or more
A slight engine roughness
spark plugs becoming fouled by carbon or lead deposits.
This may be
verified by turning the ignition switch momentarily
from BOTH to either
3-7
is
L or R position.
An obvious power loss in single ignition operation
that spark plugs are
evidence
Assuming
of spark plug or magneto trouble.
the more likely cause, lean the mixture to the normal lean setting for
dedoes not clear up in several minutes,
flight.
If the problem
cruising
If
termine if a richer mixture setting will produce smoother operation.
to the nearest airport for repairs using the BOTH position of
not, proceed
dictates the use of a single
the ignition switch unless extreme roughness
ignition position.
MAGNETO
MALFUNCTION.
of magor misfiring
is usually evidence
A sudden engine roughness
neto problems.
Switching from BCYI'H to either L or R ignition switch
Select different
position will identify which magneto is malfunctioning.
operaif continued
power settings
and enrichen the mixture to determine
If not, switch to the good magneto
tion on BOTH magnetos is practicable.
airport for repairs.
and proceed to the nearest
LOW OIL PRESSURE.
by normal
oil temperature, there
is accompanied
If low oil pressure
valve is malfunctioning.
gage or relief
the oil pressure
is a possibility
cause for an immediate
A leak in the line to the gage is not necessarily
an orifice in this line will prevent a sudden
precautionary
landing because
a landing at the nearest airloss of oil from the engine sump. However,
port would be advisable
to inspect the source of trouble.
An optional cargo tie-down kit consisting
of nine tie-down attachments
to remove the rear seat (and child's seat, if
is available if it is desired
and utilize the rear cabin area to haul cargo.
installed)
Two tie-down attachments clamp to the aft end of the two outboard front seat rails and are
locked in place by a bolt which must be tightened to a minimum
of fifty
inch pounds.
Seven tie-down attachments
bolt to standard attach points in
the cabin floor, including three rear seat mounting points.
The seven
attach points are located as follows: two are located slightly inboard and
just aft of the rear door posts approximately
at station 69; two utilize the
aft outboard mounting points of the rear seat; one utilizes
the rearmost
mounting point of the aft center attach point for the rear seat approximately at station 84 (a second mounting
point is located just forward
of this
point but is not used); and two are located just forward
of the center baggage net tie-down eyebolts
approximately
at station 108. The maximum
allowable cabin floor loading of the rear cabin area is 200 pounds/square
when items with small or sharp support areas are carried,
foot; however,
the installation
of a 1/4" plywood floor is recommended
to protect the aircraft structure.
The maximum
rated load weight capacity
for each of the
seven tie-downs is 140 pounds and for the two seat rail tie-downs is 100
pounds.
Rope, strap,
or cable used for tie-down should be rated at a
minimum
of ten times the load weight capacity of the tie-down fittings
used.
Weight and balance
calculations
for cargo in the area of the rear
seat, baggage and hatshelf area can be figured on the Loading Graph using
or Cargo and/or
the lines labeled 2nd Row Passengers
Baggage or
Passengers
on Child's Seat.
loss of oil pressure
is accompanied
by a rise in oil temperreason
to suspect an engine failure is imminent.
Reduce
engine power immediately
and select a suitable forced landing field.
Leave the engine running at low power during the approach,
using only
the minimum power required to reach the desired touchdown spot.
If a total
ture, there is
ELECTRICAL POWER
SUPPLY SYSTEM MALFUNCTIONS.
power supply system can be detected
Malfunctions
in the electrical
by
periodic
of the ammeter and over-voltage
monitoring
warning light; howis usually difficult to determine.
ever, the cause of these malfunctions
A broken alternator
drive belt or wiring is the most likely cause of altercould cause the problem.
A damaged
nator failures,
although other factors
can also cause malfunctions.
or improperly
adjusted voltage regulator
an electrical
emergency
and should be
Problems
of this nature constitute
power malfunctions
dealt with immediately,
Electrical
usually fall into
3-8
LOADING
ARRANGEMENTS
C.G.
ARM
-motorvassessercesteroveravar
seats
on adjustable
occupant.
average
66°gic"e
positioned
for
Numbers
in par
end andaafttY
, 37(32-50)
74
range.
**Arms
areas
measured
shown.
to the center
of
the
97
N
C.G.
ARM
¡
á à
he
ftbaggagewall
sta onntitirŠ
(approximate
cn
Šfflicaespa
determiningthelocationofbaggage
area tuseiage stations.
74
WL
BAGGAGE
È
.
37
(32.50)
2NDROW
CHILDSEAT
C.G.
ARM
44
,,1115
97
-,
2NDROW
È
37-
.
132-50)
-
-
i
CARGO
**74
-JL
BAGGAGE
A
44
BAGGAGE
B
**115
97
A
BAGGAGE
BAGGAGE
B
.gg
OPTIONAL
SEATING
STANDARD
SEATING
2ND ROW
SEAT REMOVED
4-5
and are included in
on revised
weight and balance records,
aircraft
file.
In addition to the licensed
empty weight
and moment noted on these records,
the c.g. arm (fuselage
station) is also shown, but need not be used on the Sample
Loading Problem.
The moment which is shown must be
divided by 1000 and this value used as the moment/1000
on
the loading problem.
the
the moment/1000
for each addi
Use the Loading Graph to determine
then list these on the loading problem.
item to be carried;
tional
NOTE
for the pilot, passengers,
Graph information
is based on seats positioned
baggage/cargo
and hatshelf
items
or hatshelf
for average occupants
and baggage/cargo
loaded in the center of these areas as shown on the
For loadings which may
diagram.
Loading Arrangements
lists
differ from these, the Sample Loading Problem
Loading
fuselage
their forstatiöns
for these items to indicate
(seat travel and
ward and aft c. g. range limitation
area limitation).
Additional
baggage/cargo
or hatshelf
moment
based on the actual weight and
calculations,
of the item being loaded,
c. g. arm (fuselage
station)
from
of the load is different
must be made if the position
that shown on the Loading Graph.
Total the weights and moments/1000
and plot these values on the
of Gravity Moment Envelope
whether
the point falls
to determine
within the envelope, and if the loading is acceptable.
two
categories:
The paragraphs
excessive
rate
below describe
of charge and insufficient
rate of charge.
the recommended
remedy for each situa-
tion.
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
If the charging
rate were
less than two needle widths of charging current.
to remain above this value on a long flight, the battery would overheat and
evaporate
the electrolyte
at an excessive rate.
Electronic
components
in
the electrical system could be adversely
affected
by higher than normal
voltage if a faulty voltage regulator
setting is causing the overcharging.
To preclude
these possibilities,
an over-voltage
sensor will automatically
shut down the alternator
and the over-voltage
light will illuminate
warning
if the charge voltage reaches
approximately
16 volts.
Assuming that the
malfunction
was only momentary,
an attempt should be made to reactivate
To do this, turn both sides of the master
the alternator system.
switch
off and then on again.
If the problem
no longer exists, normal
alternator
and the warning
charging
will resume
light will go off. If the light comes
on again, a malfunction
is confirmed.
In this event, the flight should be
terminated and/or the current drain on the battery minimized
because
the
battery can supply the electrical system for only a limited period of time.
If the emergency
for later use
occurs at night, power must be conserved
of the landing light and flaps during landing.
Center
BAGGAGE
AND CARGO
TIE-DOWN
baggage net having six tie-down straps
is provided as stanto secure baggage in the area aft of the rear seat and on
the hatshelf.
serve as attaching points for the net. Two eyeSix eyebolts
tie-down straps are mounted on the cabin floor near
bolts for the forward
at station
just forward of the baggage door approximately
each sidewall
mount on the floor slightly inboard of each side92; two center eyebolts
wall just aft of the baggage door approximately
109; the two aft
at station
eyebolts
secure
at the top of the rear baggage wall at station 124. If an
optional child's
seat is installed,
will be
only the center and aft eyebolts
needed for securing
the net in the area remaining
behind the seat.
A
on the baggage door defines the weight limitations
in the baggage
placard
areas.
A nylon
dard
4-4
equipment
INSUFFICIENT
RATE
OF CHARGE.
If the ammeter indicates
rate in flight, the
a continuous
discharge
alternator
is not supplying
power to the system and should be shut down
since the alternator
field circuit
may be placing an unnecessary
load on
the system.
All non-essential
equipment
should be turned OFF and the
flight terminated as soon as practicaL
EMERGENCYLOC
A TORTR A NSM ITTER (ELT).
dual-frequency
of a self-contained
radio transmitconsists
power supply,
and is activated
by an impact of 5g or more
The ELT emits an omnidirecin a crash landing.
as may be experienced
frequencies
tional signal on the international
distress
of 121. 5 and 243. O
MHz.
General aviation and commercial
the FAA, and CAP
aircraft,
The ELT
ter and battery
3-9
Followby the military.
monitor
121.5 MHz, and 243.0 MHz is monitored
the ELT will provide line-of-sight
ing a crash landing,
transmission up to
of ELT transmissions
is affected by
100 miles at 10, 000 feet The duration
At temperatures of +70° to +130°F, continuous
ambient temperature.
transmission for 115 hours can be expected; a temperature of -40°F will
shorten the duration to 70 hours.
.
OIL PRESSURE GAGE.
Idling Pressure
Normal Operating
Maximum
Pressure
.
.
.
.
Range
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
FUEL QUANTITY
INDICATORS.
Empty
(2. 5 gaHons unusable
each tank in normal
with fuel selector valve on BOTH.)
10 psi (red line)
30-60 psi (green arc)
100 psi (red line)
.
.
.
.
E(redline)
maneuvers
......................
The ELT is readily
identified
as a bright orange unit mounted
rear baggage compartment
wall on the left side of the fuselage.
the
behind
To
flight
CYLINDER HEAD TEMPERATURE GAGE.
Normal Operating
Range
DoNotExceed.................
.
1
.
MANIFOLD
Normal
PRESSURE
3
GAGE.
Range
Operating
CARBURETOR
AIR
Icing Range
.
.
2.
FUNCTION
ON
OFF
ARM
3.
-
-
-
for access
SELECTOR
SWITCH (3-position
Deactivates
and following
Activates
or more
transmitter.
.
200
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.2600
in.
.15-23
(OPT).
-15°
.
(greenarc)
RPM (green arc)
RPM (red line)
2200-2450
.
GAGE
TEMPERATURE
.
-460°F
.
.
.
.
.
.
.
.
.
4. 6-5.4
to
in.
Hg
5°C
Hg
(green arc)
(yellow
arc)
(greenarc)
Used
toggle switch):
Used
during
for
test
shipping,
WEIGHT
purposes
storage
AND BALANCE.
The following
information
will enable you to operate
your Cessna
within the prescribed
weight and center of gravity limitations.
To figure
weight and balance,
use the Sample Loading Problem,
Loading Graph,
and Center of Gravity Moment Envelope as follows:
rescue.
transmitter
only when
"g" switch
receives
to
mounted
5g
impact.
RECEPTACLE
-
Connection
antenna
Take the licensed
empty weight and moment from appropriate
weight
and balance
records
carried
in your airplane,
and write them down in the
column titled YOUR AIRPLANE
on the Sample Loading Problem.
on
NOTE
tailcone.
Figure
3-10
.
to battery.
transmitter instantly.
Activates
and if "g" switch is inoperative.
ANTENNA
of the
top
.
speed)
GAGE (GYRO SYSTEM).
SUCTION
Normal Operating
Range
Awa
Removable
.
.
.
-
.
460°F(redline)
Range
Normal Operating
Do Not Exceed (Engine rated
2
COVER
.
TACHO METER.
ELT
CONTROL
PANEL
1.
.
3-1.
The licensed
empty
Weight and Balance
weight and moment are recorded
on the
and Installed
Equipment
Data sheet, or
4-3
AIRSPEED LIMITATIONS (CAS).
is a list of the certificated
for the aircraft
airspeed
calibrated
The following
limitations
(CAS)
panel
unit, pull the rear wall loose from the adhesive
it in position.
secure
The ELT is operated
by a control
forward facing end of the unit (see figure 3-1).
to the
gain access
fasteners
which
the
at
.
Never Exceed Speed (glideor dive, smooth
Structural
Cruising Speed
Maximum
Flaps Extended
Maximum
Speed,
10°
Flaps
10° 40°
Flaps
*Maneuvering
Speed
.
.
.
.
air)
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
-
.
*The maximum
speed
control travel.
160 MPH
110 MPH
126 MPH
abrupt
you may use
at which
198 MPH
160 MPH
(1) NORMAL OPERATION:
As long as the function selector
the ELT automatically
activates
remains
in the ARM position,
following an impact of 5g or more over a short time period.
If "g" switch
(2) ELT FAILURE:.
minor crash landing, gain access
selector switch in the ON position.
actuation
to the
ELT
the
of
certificated
switch
is questioned following
and place the function
(3) PRIOR TO SIGHTING RESCUE AIRCRAFT:
Do not activate
radio transceiver.
battery.
Conserve
a
aircraft
(4) AFTER SIGHTING RESCUE AIRCRAFT:
Place ELT function seswitch in the OFF position,
radio interference.
preventing
Attempt contact with rescue aircraft with the radio transceiver
set to a frequency
of 121. 5 MHz.
If no contact is established,
return
the function selector switch to ON immediately.
lector
AIRSPEED IN DICATOR MA RKIN GS•
The following is a list
(CAS) for the aircraft
ELT OPERATION.
airspeed
calibrated
markings
.
Exceed (glideor dive,
Caution Range
Normal
Operating Range
Flap Operating Range
smooth air)
Never
.
.
.
.
.
.
198 MPH (red line)
160-198 MPH (yellow arc)
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
68-160
(greenarc)
MPH
63-110 MPH (white arc)
(5)
the
FOLLOWING RESCUE:
OFF
position,
Place
ELT
terminating emergency
function selector
switch in
transmissions.
a lightning strike or an
ACTIVATION:
Following
(6) INADVERTENT
hard landing,
the ELT may activate although no emerexceptionally
Select 121. 5 MHz on your radio transceiver.
gency exists.
If
the ELT can be heard transmitting, place the function selector switch
in the OFF position;
return the switch to ARM.
then immediately
ENGINE OPERATION LIMITATIONS.
Power
and Speed
.
.
.
.
.
.
.
.
.
.
.
.
.
.
230 BHP at 2600 RPM
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating
Range
Do Not Exceed
.
4-2
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
240°F
Green Arc
(red
line)
3-11
Jecties H
OPERATING
LIMITATIONS
OPERATIONS AUTHORIZED.
Your
Cessna
the requirements
for airworthiness
as set forth
Government,
and is certificated
under FAA Type CerCessna Model No. 182P.
exceeds
the United States
tificate No. 3A13 as
by
The aircraft
may be equipped
Your Cessna Dealer will be happy
best suited to your needs.
for day,
to assist
night, VFR, or IFR operation.
equipment
you in selecting
Your aircraft
must be operated
with all FAA-approved
in accordance
markings
and placards
in the aircraft.
If there is any information
in this
section which contradicts
the FAA-approved
and placards,
it is
markings
to be disregarded.
MANEUVERS-NORMAL
CATEGORY.
The aircraft is certificated
in the normal
category.
The normal
to aircraft intended for non-aerobatic
operations.
category
is applicable
incidental
to normal flying, stalls (except
These include any maneuvers
and turns in which the angle of bank is not more
than 60°. In
whip stalls)
connection
with the foregoing,
the following gross weight and flight load
apply:
factors
GrossWeight
Flight
29501bs
.................
Load Factor:
*FlapsUp................+3.8
*FlapsDown...............+2.0
*The
design
all cases,
load factors
structure
the
-1.52
are 150°/o of the above,
meets
or exceeds
design
and in
loads.
4-1
AIRSPEED LIMITATIONS (CAS).
is a list of the certificated
for the aircraft
airspeed
calibrated
The following
limitations
(CAS)
panel
unit, pull the rear wall loose from the adhesive
it in position.
secure
The ELT is operated
by a control
forward facing end of the unit (see figure 3-1).
to the
gain access
fasteners
which
the
at
.
Never Exceed Speed (glideor dive, smooth
Structural
Cruising Speed
Maximum
Flaps Extended
Maximum
Speed,
10°
Flaps
10° 40°
Flaps
*Maneuvering
Speed
.
.
.
.
air)
.
.
.
.
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.
.
.
.
-
.
*The maximum
speed
control travel.
160 MPH
110 MPH
126 MPH
abrupt
you may use
at which
198 MPH
160 MPH
(1) NORMAL OPERATION:
As long as the function selector
the ELT automatically
activates
remains
in the ARM position,
following an impact of 5g or more over a short time period.
If "g" switch
(2) ELT FAILURE:.
minor crash landing, gain access
selector switch in the ON position.
actuation
to the
ELT
the
of
certificated
switch
is questioned following
and place the function
(3) PRIOR TO SIGHTING RESCUE AIRCRAFT:
Do not activate
radio transceiver.
battery.
Conserve
a
aircraft
(4) AFTER SIGHTING RESCUE AIRCRAFT:
Place ELT function seswitch in the OFF position,
radio interference.
preventing
Attempt contact with rescue aircraft with the radio transceiver
set to a frequency
of 121. 5 MHz.
If no contact is established,
return
the function selector switch to ON immediately.
lector
AIRSPEED IN DICATOR MA RKIN GS•
The following is a list
(CAS) for the aircraft
ELT OPERATION.
airspeed
calibrated
markings
.
Exceed (glideor dive,
Caution Range
Normal
Operating Range
Flap Operating Range
smooth air)
Never
.
.
.
.
.
.
198 MPH (red line)
160-198 MPH (yellow arc)
.
.
.
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.
.
.
.
.
.
.
68-160
(greenarc)
MPH
63-110 MPH (white arc)
(5)
the
FOLLOWING RESCUE:
OFF
position,
Place
ELT
terminating emergency
function selector
switch in
transmissions.
a lightning strike or an
ACTIVATION:
Following
(6) INADVERTENT
hard landing,
the ELT may activate although no emerexceptionally
Select 121. 5 MHz on your radio transceiver.
gency exists.
If
the ELT can be heard transmitting, place the function selector switch
in the OFF position;
return the switch to ARM.
then immediately
ENGINE OPERATION LIMITATIONS.
Power
and Speed
.
.
.
.
.
.
.
.
.
.
.
.
.
.
230 BHP at 2600 RPM
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating
Range
Do Not Exceed
.
4-2
.
.
.
.
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.
.
.
240°F
Green Arc
(red
line)
3-11
Followby the military.
monitor
121.5 MHz, and 243.0 MHz is monitored
the ELT will provide line-of-sight
ing a crash landing,
transmission up to
of ELT transmissions
is affected by
100 miles at 10, 000 feet The duration
At temperatures of +70° to +130°F, continuous
ambient temperature.
transmission for 115 hours can be expected; a temperature of -40°F will
shorten the duration to 70 hours.
.
OIL PRESSURE GAGE.
Idling Pressure
Normal Operating
Maximum
Pressure
.
.
.
.
Range
.
.
.
.
.
.
.
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.
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.
FUEL QUANTITY
INDICATORS.
Empty
(2. 5 gaHons unusable
each tank in normal
with fuel selector valve on BOTH.)
10 psi (red line)
30-60 psi (green arc)
100 psi (red line)
.
.
.
.
E(redline)
maneuvers
......................
The ELT is readily
identified
as a bright orange unit mounted
rear baggage compartment
wall on the left side of the fuselage.
the
behind
To
flight
CYLINDER HEAD TEMPERATURE GAGE.
Normal Operating
Range
DoNotExceed.................
.
1
.
MANIFOLD
Normal
PRESSURE
3
GAGE.
Range
Operating
CARBURETOR
AIR
Icing Range
.
.
2.
FUNCTION
ON
OFF
ARM
3.
-
-
-
for access
SELECTOR
SWITCH (3-position
Deactivates
and following
Activates
or more
transmitter.
.
200
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
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.
.
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.
.
.
.
.
.2600
in.
.15-23
(OPT).
-15°
.
(greenarc)
RPM (green arc)
RPM (red line)
2200-2450
.
GAGE
TEMPERATURE
.
-460°F
.
.
.
.
.
.
.
.
.
4. 6-5.4
to
in.
Hg
5°C
Hg
(green arc)
(yellow
arc)
(greenarc)
Used
toggle switch):
Used
during
for
test
shipping,
WEIGHT
purposes
storage
AND BALANCE.
The following
information
will enable you to operate
your Cessna
within the prescribed
weight and center of gravity limitations.
To figure
weight and balance,
use the Sample Loading Problem,
Loading Graph,
and Center of Gravity Moment Envelope as follows:
rescue.
transmitter
only when
"g" switch
receives
to
mounted
5g
impact.
RECEPTACLE
-
Connection
antenna
Take the licensed
empty weight and moment from appropriate
weight
and balance
records
carried
in your airplane,
and write them down in the
column titled YOUR AIRPLANE
on the Sample Loading Problem.
on
NOTE
tailcone.
Figure
3-10
.
to battery.
transmitter instantly.
Activates
and if "g" switch is inoperative.
ANTENNA
of the
top
.
speed)
GAGE (GYRO SYSTEM).
SUCTION
Normal Operating
Range
Awa
Removable
.
.
.
-
.
460°F(redline)
Range
Normal Operating
Do Not Exceed (Engine rated
2
COVER
.
TACHO METER.
ELT
CONTROL
PANEL
1.
.
3-1.
The licensed
empty
Weight and Balance
weight and moment are recorded
on the
and Installed
Equipment
Data sheet, or
4-3
and are included in
on revised
weight and balance records,
aircraft
file.
In addition to the licensed
empty weight
and moment noted on these records,
the c.g. arm (fuselage
station) is also shown, but need not be used on the Sample
Loading Problem.
The moment which is shown must be
divided by 1000 and this value used as the moment/1000
on
the loading problem.
the
the moment/1000
for each addi
Use the Loading Graph to determine
then list these on the loading problem.
item to be carried;
tional
NOTE
for the pilot, passengers,
Graph information
is based on seats positioned
baggage/cargo
and hatshelf
items
or hatshelf
for average occupants
and baggage/cargo
loaded in the center of these areas as shown on the
For loadings which may
diagram.
Loading Arrangements
lists
differ from these, the Sample Loading Problem
Loading
fuselage
their forstatiöns
for these items to indicate
(seat travel and
ward and aft c. g. range limitation
area limitation).
Additional
baggage/cargo
or hatshelf
moment
based on the actual weight and
calculations,
of the item being loaded,
c. g. arm (fuselage
station)
from
of the load is different
must be made if the position
that shown on the Loading Graph.
Total the weights and moments/1000
and plot these values on the
of Gravity Moment Envelope
whether
the point falls
to determine
within the envelope, and if the loading is acceptable.
two
categories:
The paragraphs
excessive
rate
below describe
of charge and insufficient
rate of charge.
the recommended
remedy for each situa-
tion.
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
If the charging
rate were
less than two needle widths of charging current.
to remain above this value on a long flight, the battery would overheat and
evaporate
the electrolyte
at an excessive rate.
Electronic
components
in
the electrical system could be adversely
affected
by higher than normal
voltage if a faulty voltage regulator
setting is causing the overcharging.
To preclude
these possibilities,
an over-voltage
sensor will automatically
shut down the alternator
and the over-voltage
light will illuminate
warning
if the charge voltage reaches
approximately
16 volts.
Assuming that the
malfunction
was only momentary,
an attempt should be made to reactivate
To do this, turn both sides of the master
the alternator system.
switch
off and then on again.
If the problem
no longer exists, normal
alternator
and the warning
charging
will resume
light will go off. If the light comes
on again, a malfunction
is confirmed.
In this event, the flight should be
terminated and/or the current drain on the battery minimized
because
the
battery can supply the electrical system for only a limited period of time.
If the emergency
for later use
occurs at night, power must be conserved
of the landing light and flaps during landing.
Center
BAGGAGE
AND CARGO
TIE-DOWN
baggage net having six tie-down straps
is provided as stanto secure baggage in the area aft of the rear seat and on
the hatshelf.
serve as attaching points for the net. Two eyeSix eyebolts
tie-down straps are mounted on the cabin floor near
bolts for the forward
at station
just forward of the baggage door approximately
each sidewall
mount on the floor slightly inboard of each side92; two center eyebolts
wall just aft of the baggage door approximately
109; the two aft
at station
eyebolts
secure
at the top of the rear baggage wall at station 124. If an
optional child's
seat is installed,
will be
only the center and aft eyebolts
needed for securing
the net in the area remaining
behind the seat.
A
on the baggage door defines the weight limitations
in the baggage
placard
areas.
A nylon
dard
4-4
equipment
INSUFFICIENT
RATE
OF CHARGE.
If the ammeter indicates
rate in flight, the
a continuous
discharge
alternator
is not supplying
power to the system and should be shut down
since the alternator
field circuit
may be placing an unnecessary
load on
the system.
All non-essential
equipment
should be turned OFF and the
flight terminated as soon as practicaL
EMERGENCYLOC
A TORTR A NSM ITTER (ELT).
dual-frequency
of a self-contained
radio transmitconsists
power supply,
and is activated
by an impact of 5g or more
The ELT emits an omnidirecin a crash landing.
as may be experienced
frequencies
tional signal on the international
distress
of 121. 5 and 243. O
MHz.
General aviation and commercial
the FAA, and CAP
aircraft,
The ELT
ter and battery
3-9
is
L or R position.
An obvious power loss in single ignition operation
that spark plugs are
evidence
Assuming
of spark plug or magneto trouble.
the more likely cause, lean the mixture to the normal lean setting for
dedoes not clear up in several minutes,
flight.
If the problem
cruising
If
termine if a richer mixture setting will produce smoother operation.
to the nearest airport for repairs using the BOTH position of
not, proceed
dictates the use of a single
the ignition switch unless extreme roughness
ignition position.
MAGNETO
MALFUNCTION.
of magor misfiring
is usually evidence
A sudden engine roughness
neto problems.
Switching from BCYI'H to either L or R ignition switch
Select different
position will identify which magneto is malfunctioning.
operaif continued
power settings
and enrichen the mixture to determine
If not, switch to the good magneto
tion on BOTH magnetos is practicable.
airport for repairs.
and proceed to the nearest
LOW OIL PRESSURE.
by normal
oil temperature, there
is accompanied
If low oil pressure
valve is malfunctioning.
gage or relief
the oil pressure
is a possibility
cause for an immediate
A leak in the line to the gage is not necessarily
an orifice in this line will prevent a sudden
precautionary
landing because
a landing at the nearest airloss of oil from the engine sump. However,
port would be advisable
to inspect the source of trouble.
An optional cargo tie-down kit consisting
of nine tie-down attachments
to remove the rear seat (and child's seat, if
is available if it is desired
and utilize the rear cabin area to haul cargo.
installed)
Two tie-down attachments clamp to the aft end of the two outboard front seat rails and are
locked in place by a bolt which must be tightened to a minimum
of fifty
inch pounds.
Seven tie-down attachments
bolt to standard attach points in
the cabin floor, including three rear seat mounting points.
The seven
attach points are located as follows: two are located slightly inboard and
just aft of the rear door posts approximately
at station 69; two utilize the
aft outboard mounting points of the rear seat; one utilizes
the rearmost
mounting point of the aft center attach point for the rear seat approximately at station 84 (a second mounting
point is located just forward
of this
point but is not used); and two are located just forward
of the center baggage net tie-down eyebolts
approximately
at station 108. The maximum
allowable cabin floor loading of the rear cabin area is 200 pounds/square
when items with small or sharp support areas are carried,
foot; however,
the installation
of a 1/4" plywood floor is recommended
to protect the aircraft structure.
The maximum
rated load weight capacity
for each of the
seven tie-downs is 140 pounds and for the two seat rail tie-downs is 100
pounds.
Rope, strap,
or cable used for tie-down should be rated at a
minimum
of ten times the load weight capacity of the tie-down fittings
used.
Weight and balance
calculations
for cargo in the area of the rear
seat, baggage and hatshelf area can be figured on the Loading Graph using
or Cargo and/or
the lines labeled 2nd Row Passengers
Baggage or
Passengers
on Child's Seat.
loss of oil pressure
is accompanied
by a rise in oil temperreason
to suspect an engine failure is imminent.
Reduce
engine power immediately
and select a suitable forced landing field.
Leave the engine running at low power during the approach,
using only
the minimum power required to reach the desired touchdown spot.
If a total
ture, there is
ELECTRICAL POWER
SUPPLY SYSTEM MALFUNCTIONS.
power supply system can be detected
Malfunctions
in the electrical
by
periodic
of the ammeter and over-voltage
monitoring
warning light; howis usually difficult to determine.
ever, the cause of these malfunctions
A broken alternator
drive belt or wiring is the most likely cause of altercould cause the problem.
A damaged
nator failures,
although other factors
can also cause malfunctions.
or improperly
adjusted voltage regulator
an electrical
emergency
and should be
Problems
of this nature constitute
power malfunctions
dealt with immediately,
Electrical
usually fall into
3-8
LOADING
ARRANGEMENTS
C.G.
ARM
-motorvassessercesteroveravar
seats
on adjustable
occupant.
average
66°gic"e
positioned
for
Numbers
in par
end andaafttY
, 37(32-50)
74
range.
**Arms
areas
measured
shown.
to the center
of
the
97
N
C.G.
ARM
¡
á à
he
ftbaggagewall
sta onntitirŠ
(approximate
cn
Šfflicaespa
determiningthelocationofbaggage
area tuseiage stations.
74
WL
BAGGAGE
È
.
37
(32.50)
2NDROW
CHILDSEAT
C.G.
ARM
44
,,1115
97
-,
2NDROW
È
37-
.
132-50)
-
-
i
CARGO
**74
-JL
BAGGAGE
A
44
BAGGAGE
B
**115
97
A
BAGGAGE
BAGGAGE
B
.gg
OPTIONAL
SEATING
STANDARD
SEATING
2ND ROW
SEAT REMOVED
4-5
(
O
>-
0..
4-6
-
5
..
°
a
--
<
*
$Ë
.
e
icing
.
encounter
should be handled
ICING.
ENGINE
as follows:
OPERATION
OR LOSS OF POWER.
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster
control
clockwise
to obtain maximum defroster
airflow..
(4) Increase
ice build-up on propeller
engine speed to minimize
blades.
(5) Watch for signs of carburetor
air filter ice and apply carburetor
heat as required.
loss in manifold
pressure
could
An unexplained
be caused by carburetor
Lean the mixice or air intake filter ice.
ture if carburetor
heat is used continuously.
(6) Plan a landing at the nearest
airport.
rapid
With an extremely
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
be prepared
higher stall speed.
for significantly
edges,
(8) Leave wing flaps retracted.
With a severe ice build-up on the
horizontal
tail, the change in wing wake airflow direction caused by
effectiveness.
wing flap extension
could result
in a loss of elevator
(9) Perform
a landing approach using a forward slip, if necessary,
for improved
visibility.
(10) Approach at 90 to 100 MPH, depending
upon the amount of ice
accumulation.
(11) Perform
a landing in level attitude.
ROUGH
CARBURETOR
to
An unexplained
and eventual engine roughdrop in manifold pressure
ness may result from the formation
of carburetor
To clear the ice,
ice.
apply full throttle and pull the carburetor
heat knob full out until the engine runs smoothly;
then remove carburetor
heat and readjust
the throttle.
If conditions
require
the continued use of carburetor heat in cruise flight,
prevent
ice from forming
engine operation.
use the minimum
amount of heat necessary
and lean the mixture slightly for smoothest
SPARK PLUG FOULING.
in flight may be caused by one or more
A slight engine roughness
spark plugs becoming fouled by carbon or lead deposits.
This may be
verified by turning the ignition switch momentarily
from BOTH to either
3-7
proceed
as follows:
(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
trim tab for a stabilized
descent
at 90 MPH.
(4) Adjust the elevator
(5) Keep hands off the control wheel.
and make corrections
by rudder alone.
(6) Monitor turn coordinator
rudder force, if present.
(7) Adjust rudder trim to relieve
unbalanced
(8) Check trend of compass
card movement
and make cautious
with rudder
corrections
to stop the turn.
(9) Upon breaking out of clouds, resume normal cruising flight.
is encountered,
RECOVERY FROM A SPIRAL DIVE.
If a spiral
technique
this aircraft
Should an inadverbe used.
should
.
(1) Close the throttle.
aileron and rudder control to
(2) Stop the turn by using coordinated
align the symbolic airplane in the turn coordinator
with the horizon
line.
reference
to slowly reduce
(3) Cautiously apply control wheel back pressure
the indicated airspeed to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
heading.
rudder
straight
Adjust rudder trim to relieve unbalanced
force,
if present.
(6) Apply carburetor
heat.
but avoid using enough power to dis(7) Clear engine occasionally,
glide.
power and reout of clouds, apply normal
cruising
turb the trimmed
(8) Upon breaking
sume flight.
in
spins are prohibited
Intentional
spin occur, the following
recovery
SPINS
tent
the
conditions
CONDITIONS.
in known icing
is prohibited,
an unexpected
(1) Retard throttle to idle position.
of rotation.
(2) Apply full rudder opposite to the direction
(3) After one-fourth
turn, move the control wheel forward of
neutral
in a brisk motion.
neutralize
stops,
rudder,
and make a smooth redive.
resulting
from
(4) As rotation
covery
Although flying
FLIGHT IN ICING
3-6
e
-
o
o
-
o
-
-
e
¯
O
¯
-
o
S
oo
o
2
e
e
4-7
4-8
S
I
L
I,
8
h
8
(SGNGOd)
IHDIEM
8
8
liVHORIV
8
8
GSGVOS
8
o
DISORIENTATION
the
IN CLOUDS.
an immediate
TURN IN CLOUDS.
clouds,
plan
should
be made
to turn
In the event of a vacuum system failure
during flight in marginal
gyro and gyro horizon will be disabled,
and the
weather,
the directional
pilot will have to rely on the turn coordinator
or the turn and bank indicainstructions
assume
tor if he inadvertently
flies into clouds.
The following
that only the electrically-powered
turn coordinator
or the turn and bank
proficient
in
indicator
is operative,
and that the pilot is not completely
partial
flying.
panel instrument
Upon entering
as follows:
EXECUTING A 180°
back
rolling
motions
so
that the
adjust heading
of the turn by observing
the compass heading
reciprocal
of the original heading.
primarily
with skidding motions
will read more
compass
(1) Note the time of the minute hand and observe
the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates
the nearest half-minute,
initiate
rate left turn, holding the turn coordinator
a standard
symbolic
aircraft wing opposite the lower left index mark for 60
seconds.
the miniature
Then roll back to level flight by leveling
aircraft.
(3) Check accuracy
which should be the
than
(4) If necessary,
rather
accurately.
LET-DOWNS
THROUGH
CLOUDS.
(5) Maintain
altitude and airspeed
by cautious
application of elevator
control.
Avoid overcontrolling
by keeping the hands off the control
wheel and steering
only with rudder.
EMERGENCY
Apply full rich mixture.
Use full carburetor
heat.
for an emergency
descent
If possible,
obtain radio clearance
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
to hold an approxicheck the compass
heading and make minor corrections
mate course.
Before descending
into the clouds, set up a stabilized letdown condition
as follows:
(1)
(2)
3-5
(4) When ready to extinguish
fire, discontinue
and turn
cranking
switch, ignition switch, and fuel selector
off master
valve.
seat cushion,
wool blanket,
(5) Smother flames with fire extinguisher,
air filter if it
If practical,
try to remove carburetor
or loose dirt.
is ablaze.
and repair or replace
(6) Make a thorough inspection
of fire damage,
another flight.
before conducting
components
damaged
ENGINE FIRE IN FLIGHT.
Although engine fires are extremely
should be taken if one is encountered:
rare
in flight,
the
following
steps
CUT-OFF.
(2) Fuel Selector
Valve
OFF.
(3) Master Switch
OFF.
(4) Cabin Heat and Air
OFF (except wing vents).
(5) Airspeed
100 MPH. If fire is not extinguished,
increase
glide speed to find an airspeed which will provide an incombustible
mixture.
(1) Mixture
IDLE
--
--
--
'
o
-
__
__
.
_
CARE
8 0 10 Rr
THE
OF
AIRPLANE
If your aircraft
is to retain that new-plane
performance
and dependarequirements
inspection and maintenance
must be followed.
certain
bility,
mainof lubrication
It is wise to follow a planned schedule
and preventive
tenance based on climatic and flying conditions encountered in your 10cality.
and take advantage of his
Keep in touch with your Cessna Dealer,
and experience.
He knows your airplane and how to maintain
knowledge
and oil changes
are necessary,
it. He will remind you when lubrications
services.
and about other seasonal and periodic
--
--
GROUND
HA ND LIN G.
maneuvered
by hand with the
with a vehicle,
do not
either side of center,
of
or damaircraft
is towed or pushed over a
watch that the normal
cushioning action
rough surface
during hangaring,
of the nose strut does not cause excessive vertical
movement
of the tail
contact with low hangar doors or structure.
A flat nose
and the resulting
tail height.
tire or deflated strut will also increase
The aircraft
Execute
a forced landing as outlined
in preceeding
ELECTRICAL FIRE IN FLIGHT.
The initial indication
of an electrical
fire is usually
the odor
The following procedure
should then be used:
burning insulation.
(1)
(2)
Master
Switch
--
Fire
If fire
continuance
(5)
(6)
(7)
(except Ignition
Air/Heat
Extinguisher
Master
of
--
Switch)
OFF.
CLOSED.
ACTIVATE
(if available).
--
power
is necessary
for
Switch
ON.
Breakers
CHECK for faulty circuit;
do not reset.
Radio/Electrical
Switches
ON one at a time, with delay
after each until short circuit is localized.
(8) Vents/Cabin
Air/Heat
OPEN when it is ascertained
that fire
extinguished.
is completely
--
--
--
--
3-4
and safely
When
29°
towing
MOORING YOUR AIRPLANE.
--
appears
out and electrical
of flight:
Circuit
easily
OFF.
All Other Switches
(3) Vents/Cabin
(4)
is most
tow-bar attached to the nose wheel.
exceed the nose gear turning angle
If the
age to the gear will result.
paragraphs.
tie-down procedure
against
damage to
is your best precaution
Proper
by gusty or strong winds.
To tie down your aircraft
your parked aircraft
proceed
securely,
as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface
control
lock over the fin and rudder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
and secure each rope to
strength) to the wing and tail-down fittings,
a ramp tie-down.
(4) Tie a sufficiently
strong rope to the nose gear torque link and
secure it to a ramp tie-down.
(5) Install a pitot tube cover.
5-1
WINDSHIELD-WINDOWS.
(8)
Ignition
(9) Brakes
The plastic
and windows should be cleaned with an aircraft
windshield
windshield
cleaner.
Apply the cleaner sparingly
with soft cloths,
and rub
with moderate
pressure
until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner
is not available,
moistened
with Stoddard solvent
soft cloths
the plastic can be cleaned
to remove oil and grease,
with
use gasoline,
alcohol,
benzine,
acetone,
carbon
fluid, lacquer
These mait to craze.
tetrachloride, fire extinguisher
or anti-ice
thinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause
Follow
Rinse
plastic
attracts
by carefully
washing with a mild detergent
and plenty of water.
dry with a clean moist chamois.
Do not rub the
with a dry cloth since this builds up an electrostatic
charge which
dust. Waxing with a good commercial
wax will finish the cleaning
job. A thin, even coat of wax, polished out by hand with clean soft flannel
will fill in minor scratches
cloths,
and help prevent further
scratching.
thoroughly, then
Do not use a canvas cover on
since the cover
sleet is anticipated
the
windshield
may scratch
unless freezing
rain
plastic
surface.
DITCHING.
or jettisoning heavy objects located
Prepare
for ditching by securing
of
in the baggage area, and collect folded coats or cushions for protection
on 121. 5 MHz
Mayday message
face at touchdown. Transmit
occupant's
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel
to swells.
(2) Approach with flaps 40° and sufficient power for a 300 ft/min
at 70 MPH.
rate of descent
(3) Unlatch the cabin doors.
descent
until touchdown in level attitude.
(4) Maintain a continuous
height
Avoid a landing flare because of difficulty in judging aircraft
over a water surface.
(5) Place folded coat or cushion in front of face at time of touch-
NOTE
Never
Switch
OFF.
APPLY HEAVILY.
--
--
down.
open winIf necessary,
through cabin doors.
(6) Evacuate aircraft
pressure
so that door
for equalizing
dow to flood cabin compartment
can be opened.
of cabin.
(7) Inflate life vests and raft (if available) after evacuation
for more than a few
on for flotation
cannot be depended
The aircraft
minutes.
or
the
FIRES.
ENGINE FIRE DURING
A LUMINUM SURFA CES.
The clad aluminum
surfaces
of your Cessna may be washed with clear
water to remove
dirt; oil and grease
with gasoline,
may be removed
naphtha,
carbon tetrachloride or other non-alkaline
solvents.
Dulled
aluminum
surfaces may be cleaned effectively
with an aircraft
aluminum
polish-
After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance
and retard
corrosion.
Regular
recommended
operated
waxing is especially
for airplanes
in
against corrosion·
salt water areas as a protection
5-2
START ON
GROUND.
cold weather
during a difficult
Improper
starting procedures
which could ignite fuel that has accumulated
can cause a backfire
as follows:
In this event, proceed
intake duct.
(1)
start
in
the
in an attempt to get a start which would suck
and into the
fuel through the carburetor
and accumulated
Continue cranking
the flames
engine.
run the engine at 1700 RPM for a few
(2) If the start is successful,
it down to inspect the damage.
minutes
before shutting
for two or
continue
cranking
(3) If engine start is unsuccessful,
obtain
three minutes with throttle full open while ground attendants
fire extinguishers.
3-3
(3)
Fuel
Valve
Selector
(4) Mixture
RICH.
Switch
PAINTED
BOTH.
--
(5) Ignition
windmilling).
(6) Primer
--
BOTH
(or START
if propeller
is not
IN and LOCKED.
--
a forced landing without power must be
the engine cannot be restarted,
procedure
executed.
for this is given in the following
A recommended
If
paragraph.
FORCEDL A ND ING S.
ENGINE POWER.
WITHOUT
EMERGENCY LANDING
nent,
SURFACES.
--
If all attempts
to restart the engine fail and a forced landing is immifield and prepare for the landing as follows:
select a suitable
(1) Airspeed
80 MPH (flaps UP)75 MPH (flaps DOWN).
--
IDLE CUT-OFF.
Valve
OFF.
Fuel Selector
OFF.
(4) Ignition Switch
(40° recommended).
(5) Wing Flaps
AS REQUIRED
(6) Master
Switch
OFF.
UNLATCH PRIOR TO TOUCHDOWN.
(7) Doors
TAIL LOW.
SLIGHTLY
(8) Touchdown
APPLY HEAVILY.
(9) Brakes
(2) Mixture
--
(3)
--
The painted exterior surfaces
of your new Cessna have a durable,
long lasting finish and, under normal
no polishing
conditions,
require
or
buffing. Approximately
15 days are required
for the paint to cure completely;
in most cases,
the curing period will have been completed prior
to delivery of the aircraft.
In the event that polishing
or buffing is required within the curing period,
it is recommended
that the work be done
by someone
experienced in handling uncured paint.
Any Cessna Dealer
can accomplish
this work.
the painted surfaces can be kept bright by washing with
Generally,
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois.
Harsh or abrasive
soaps or detergents
which cause corrosion or scratches
should never be used.
Remove stubborn oil and
grease
with a cloth moistened
with Stoddard solvent.
Waxing is unnecessary
to keep the painted surfaces bright.
However,
if desired,
the aircraft may be waxed with a good automotive
A
wax.
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.
--
--
--
--
--
--
LANDING
PRECAUTIONARY
WITH ENGINE
POWER.
one should drag the landBefore attempting
an "off airport"
landing,
to inspect the terrain for obstructions
ing area at a safe but low altitude
as follows:
proceeding
and surface conditions,
20°
selected
field with flaps
and 75 MPH airspeed,
area for touchdown for the next landing approach.
noting the preferred
Then retract
flaps upon reaching
a safe altitude
and airspeed.
Switches
OFF.
(2) Radio, Electrical
40° (on final approach).
(3) Wing Flaps
75 MPH.
(4) Airspeed
Switch
OFF.
(5) Master
(6) Doors
UNLATCH PRIOR TO TOUCHDOWN.
TAIL LOW.
SLIGHTLY
(7) Touchdown
When the aircraft
is parked outside in cold climates
and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces
with chemical
during ice removal
liquids.
A 50-50 solution
of isopropyl
alcohol and water will satisfactorily
remove
ice accumulawithout damaging
the paint.
A solution with more than 50c/oalcohol
While applying
is harmful
and should be avoided.
the de-icing solution,
keep it away from the windshield
and cabin windows since the alcohol will
attack the plastic
and may cause it to craze.
tions
PROPELLER CARE.
(1) Drag over
--
--
--
--
--
--
3-2
Preflight
inspection
of propeller
blades for nicks,
and wiping them
occasionally
with an oily cloth to clean off grass and bug stains will asparticsure long, trouble-free service.
Small nicks on the propeller,
ularly near the tips and on the leading edges,
out as
should be dressed
soon as possible
since these nicks produce
stress
concentrations,
and if
ignored,
may result in cracks.
Never use an alkaline
cleaner
on the
remove
blades;
grease
and dirt with carbon tetrachloride or Stoddard
solvent.
5-3
INTERIOR CARE.
the
dust and loose dirt from the upholstery
To remove
interior
with a vacuum cleaner.
regularly
and carpet,
clean
tissue or rags.
with cleansing
Blot up any spilled liquid promptly
material
firmly and hold it for
Don't pat the spot; press the blotting
several
seconds.
Continue blotting until no more liquid is taken up.
with a dull knife, then spot-clean the area•
Scrape off sticky materials
used sparspot removers,
Oily spots may be cleaned with household
on the container
read the instructions
Before using any solvent,
Never satuand test it on an obscure place on the fabric to be cleaned.
rate the fabric with a volatile solvent; it may damage the padding and
ingly.
backing
the
are extremecaused by aircraft or engine malfunctions
Emergencies
are practiced.
and maintenance
inspections
ly rare if proper pre-flight
emergencies
or eliminated by careful
can be minimized
Enroute weather
weather
is encounterflight planning and good judgement when unexpected
described
arise the basic guidelines
should an emergency
ed.
However,
to correct
and applied as necessary
in this section should be considered
ENG INE FA ILURE.
ENGINE FAILURE AFTER TAKE-OFF.
fabric.
of the seats
cleaning
If your aircraft
is equipped with leather
seating,
using a soft cloth or sponge dipped in mild soap suds.
is accomplished
will remove
traces of dirt and grease•
The soap suds, used sparingly,
with a clean damp cloth.
The soap should be removed
panel and control knobs need
instrument
The plastic
trim, headliner,
Oil and grease on the control wheel
only be wiped off with a damp cloth.
with Stoddard
and control knobs can be removed with a cloth moistened
on care of
such as mentioned
solvent.
in paragraphs
Volatile solvents,
must never be used since they soften and craze the plastic.
the windshield,
MAA PLATE/FINISH
PROCEDURES
the problem.
materials.
deterSoiled upholstery
and carpet may be cleaned with a foam-type
instructions.
Keep the foam
gent, used according to the manufacturer's
to minimize
as dry as possible
and remove it with a vacuum cleaner,
wetting
EMERGENCY
Prompt
of the nose to maintain
airspeed and establish
a
lowering
glide attitude is the first response
to an engine failure after take-off.
the landing should be planned straight ahead with only
In most cases,
Altitude
and airspeed
small changes in direction
to avoid obstructions.
are seldom sufficient
to execute a 180° gliding turn necessary to return
The following procedures
assume
that adequate time
to the runway.
exists to secure the fuel and ignition systems
prior to touchdown.
(1)
(2)
(3)
(4)
(5)
(6)
AND TRIM PLATE.
the Type Certificate Number (TC), Producconcerning
Number
(PC), Model Number and Serial Number of your
Aircraft
particular
aircraft can be found on the MAA (Manufacturers
Association) plate located on the left forward doorpost.
Information
80 MPH.
Airspeed
IDLE CUT-OFF.
Mixture
Fuel Selector Valve
OFF.
OFF.
Ignition Switch
Wing Flaps
AS REQUIRED
Switch
OFF.
Master
--
--
--
--
(40°
--
recommended).
--
ENGINE FAILURE DURING
FLIGHT.
tion Certificate
A Finish and Trim Plate contains
scheme and exterior
paint combination
with an applicable
used in conjunction
5-4
the interior
color
a code describing
The code may be
of the aircraft.
Parts Catalog if finish and trim in-
While
identify
is feasible,
to
(1)
(2)
gliding toward a suitable
the cause of the failure.
proceed
as follows:
Airspeed
Carburetor
--
landing area,
If
time
permits,
an effort should be made
and an engine restart
80 MPH.
Heat
ON.
--
3-1
formation
is needed.
This
left forward
doorpost.
is located
plate
adjacent
to the MAA
plate
on
the
FILE.
AIRCRAFT
There are miscellaneous
that are a
data, information
and licenses
part of the aircraft
file.
The following
is a checklist
for that file.
In
Aviation
check should be made of the latest Federal
addition,
a periodic
Regulations
to ensure that all data requirements
are met.
A.
To be displayed
(1) Aircraft
(2) Aircraft
(3) Aircraft
Form 556).
B.
in
at all times:
the aircraft
Airworthiness
Certificate
Certificate
Registration
Radio Station License,
To be carried
in
the aircraft
if
(FAA Form 8100-2).
(FAA Form 8050-3).
transmitter
installed
(FCC
at all times:
(1) Weight and Balance, and associated
papers
(latest copy of
Repair and Alteration Form,
FAA Form 337, if applicable).
(2) Aircraft Equipment
List.
C.
To be made
(1)
Aircraft
(2)
Engine
available
the
upon request:
Log Book.
Log Book.
Most of the items listed are required
by the United States Federal
Aviation Regulations.
of other nations may require
Since the Regulations
and data, owners of exported aircraft should check with
other documents
their individual requirements.
their own aviation officials to determine
Cessna recommends
that these items, plus the Owner's Manual,
Computer, Pilot's Checklist, Customer Care Program
book and
in the aircraft
Customer Care Card, be carried
at all times.
Power
FLYABLE STORAGE.
Aircraft
placed
in non-operational
storage
for a maximum
of 30 days
5-5
(4) Select relatively
high manifold pressure
and RPM settings for
optimum
mixture
and avoid excessive
distribution,
manual leaning in
cruising
flight.
(5) Avoid sudden throttle movements
during ground and flight opera-
operational
or those which receive
use for the first 25
only intermittent
status
Every seventh day during
hours are considered
in flyable storage
by hand through five revoluthese periods,
the propeller
should be rotated
of cortions. This action "limbers"
the oil and prevents any accumulation
rosion on engine cylinder
walls.
.
tion.
Refer
IMPORTANT
to
Section
VII for discussion
of additional
cold weather
equip-
ment.
switch is
check that the ignition
For maximum safety,
the mixture control is in
OFF, the throttle is closed,
is secured
and the aircraft
the idle cut-off position,
Do not stand
by hand.
the propeller
before rotating
blades while turning the
within the arc of the propeller
propeller.
should
After 30 days, the aircraft
runup should be made just long enough
the lower green arc range.
Excessive
or a ground
be flown for 30 minutes
produce
an oil temperature within
ground runup should be avoided.
to
excessive
of water
Engine runup also helps to eliminate
accumulations
fuel system and other air spaces in the engine.
Keep fuel tanks full
to minimize condensation
iii the tanks. Keep the battery
to
fully charged
prevent
the electrolyte
from freezing
in cold weather.
If the aircraft
is to
refer to the Service
Manual for
be stored temporarily,
or indefinitely,
proper
storage procedures.
in
the
I NSPE CT ION
REQU IREMENT S.
As required
by Federal
Aviation Regulations,
all civil aircraft of U.S.
registry
must undergo a complete
inspection
(annual) each twelve calendar
In addition to the required
months.
ANNUAL inspection,
aircraft operated
(for hire) must have a complete
commercially
inspection
every 100 hours
of operation.
HOT WEATHER OPERATION.
information
on page
The general
warm temperature starting
engine operation
appropriate.
on the ground.
Avoid prolonged
NOISE ABATEMENT.
Increased
time periods.
emphasis
on improving
the quality of our environment
of all pilots to minimize
the effect
quires renewed effort on the part
aircraft noise on the public.
We, as pilots,
can demonstrate
our concern
for environmental
provement,
by application of the following
suggested
procedures,
thereby tend to build public support for aviation:
reof
im-
and
(1) Pilots operating
aircraft under VFR over outdoor assemblies
of persons,
and park areas,
recreational
and other noise-sensitive
areas should make every effort to fly not less than 2,000 feet above
the surface,
weather
permitting,
even though flight at a lower level
may be consistent
with the provisions
of government
regulations.
(2) During departure
from or approach to an airport,
climb after
take-off and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive
areas.
In lieu of the above requirements,
an aircraft
may be inspected
in
accordance
with a progressive
inspection
schedule, which allows the work
load to be divided into smaller operations
that can be accomplished in
shorter
2-10 is
NOTE
The above recommended
procedures
do not apply where
clearances
would conflict with Air Traffic Control
or instructions,
in the pilot's
judgment, an
or where,
for him to
altitude
of less than 2, 000 feet is necessary
his duty to see and avoid other airexercise
adequately
craft.
they
The CESSNA PROGRESSIVE
CARE PROGRAM has been developed
to
provide
a modern progressive
inspection
schedule
that satisfies the omplete aircraft
inspection
requirements
of both the 100 HOUR and ANNUAL
inspections
5-6
as applicable to Cessna aircraft.
2-21
action to suck flames
maintain
a cranking
occurs,
An outside attendant
with a fire
into the engine.
without preextinguisher
is advised for cold starts
heat•
CESS N A PROGRES SIVE CA R E.
OPERATION.
on
no indication
will be apparent
operations,
During cold weather
oil temperature gage prior to take-off if outside air temperatures are
at 1000 RPM),
warm-up
period (2 to 5 minutes
very cold. After a suitable
accelerate
the engine several times to higher engine RPM. If the engine
normal and steady,
remains
and the oil pressure
accelerates
smoothly
the aircraft
is ready for take-off.
to help you
has been designed
The Cessna Progressive
Care Program
realize
maximum utilization
cost and downof your aircraft at a minimum
and maintained
in
time. Under this program,
your aircraft is inspected
The opfour operations
at 50-hour intervals during a 200-hour period.
proin a specially
erations
are recycled
each 200 hours and are recorded
vided Aircraft
is conducted.
Inspection
Log as each operation
the
can be caused by a combinain cold weather
Rough engine operation
to
the
dense air and poor vaporimixture
due
of
leaner
tion
an inherently
The
mixture
to the cylinders.
of the fuel-air
zation and distribution
during operation
on
noticeable
are especially
effects of these conditions
one magneto in ground checks where only one spark plug fires in each
cylinder.
For optimum operation
of the engine
use of carburetor
heat is recommended.
indicated
as a guideline:
in cold weather,
the appropriate
The following procedures
are
and ground check.
heat during engine warm-up
(1) Use carburetor
carburetor
for temperatures below 10°F,
heat may be required
whereas partial heat could be used in temperatures between 10°F
Full
and
40°F.
(2) Use the minimum
in
take-off,
climb,
carburetor
and cruise.
heat
required
for smooth
operation
NOTE
When operating
in sub-zero
temperatures, care should be
exercised
when using partial carburetor
heat to avoid
icing.
Partial
heat may raise the carburetor
air temper¯
32°
70°F
ature to the
to
range where icing is critical
under
certain
atmospheric
conditions•
air temperature
the aircraft is equipped with a carburetor
carburetor
air
it can be used as a reference
in maintaining
temperature at or slightly above the top of the yellow arc by application of carburetor
heat·
(3) If
gage,
2-20
Care for airProgressive
The Cessna Aircraft Company recommends
and the 100-hour
craft that are being flown 200 hours or more per year,
for the Progressive
The procedures
inspection
for all other aircraft.
have been carefully worked out
Care Program
and the 100-hour inspection
The
Organization.
by the factory and are followed by the Cessna Dealer
and factorywith Cessna equipment
complete
familiarity
of Cessna Dealers
procedures
the highest level of service possible at
approved
provides
lower cost to Cessna owners.
CESS N A CU STOMER
Specific benefits
and
benefits
important
for you
GRAM book supplied with
view your Customer Care
CA RE PROGR A M.
provisions
of the CESSNA WARRANTY plus other
in your CUSTOMER
CARE PROare contained
You will want to thoroughly reyour aircraft.
at all
Program
book and keep it in your aircraft
times.
book entitle you to an initial inspecCoupons attached to the Program
Operation
No. 1 or the first 100-hour
Care
tion and either a Progressive
If
within the first 6 months of ownership at no charge to you.
inspection
the initial inspection will have been
from your Dealer,
you take delivery
to you. If you pick up your airof the aircraft
before delivery
performed
soon after
Dealer
reasonably
your
take
it
to
to
plan
craft at the factory,
allowing the
may be performed,
so the initial inspection
you take delivery,
necessary.
may
be
which
adjustments
minor
Dealer to make any
You will also want to return to your Dealer either at 50 hours for
Care Operation, or at 100 hours for your first
first Progressive
100-hour inspection
you choose to establish
depending on which program
your
inspections
will be performed
While these important
for your aircraft.
to have the
in most cases you will prefer
for you by any Cessna Dealer,
this work.
accomplish
the aircraft
from whom you purchased
Dealer
5-7
SERVICIN G REQUIREMENTS
For
quick and ready
tions for frequently
on the inside back
materials,
quantities,
reference,
used service
items (such as fuel, oil,
cover of this manual.
NOTE
and specificaare shown
in Section I,
INSPECTION
covered
In addition to the EXTERIOR
for your airand test requirements
COMPLETE
inspection,
servicing,
Manual
The
Service
Service Manual.
craft are detailed in the aircraft
attention at 50, 100, and 200 hour inoutlines
all items which require
and/or
tervals plus those items which require servicing, inspection,
testing at special intervals.
and test proceconduct all service,
inspection,
Since Cessna Dealers
recommended
it is
dures in accordance with applicable Service Manuals,
and begin
these requirements
that you contact your Dealer concerning
intervals.
scheduling your aircraft for service at the recommended
are acthat these requirements
Care ensures
Cessna Progressive
intervals
to comply with the 100-hour or
complished
at the required
covered.
as previously
ANNUAL inspection
Depending
Aviayour local Government
flight operations,
on various
For
or tests.
additional service, inspections,
require
should check with local aviation
owners
requirements,
the aircraft is being operated.
tion Agency may
these regulatory
officials
where
Use heavy strokes of the primer
for best atomization
of
fuel.
After priming,
push the primer
all the way in and
turn to the locked position to avoid the possibility
of the
engine drawing fuel through the primer.
etc.)
(2) Propeller
CLEAR.
Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pull carburetor
heat on after engine
until the engine is running smoothly.
--
(3)
Without
has started,
and leave
on
Preheat:
(1) Prime the engine six to eight strokes while the propeller
is
being turned by hand with mixture
full rich and throttle open 1/2".
Leave the primer
and ready for stroke.
charged
(2) Propeller
CLEAR.
(3) Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pump throttle rapidly
to full open twice. Return to 1/2"
open position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or
pump the throttle rapidly over the first 1/4 of total travel.
alternately,
CHECK.
(8) Oil pressure
Leave on until
(9) Pull carburetor
heat on after engine has started.
the engine is running smoothly.
LOCK.
(10) Primer
--
--
--
NOTE
OWNER
FOLLOW
-
UP SYSTEM.
Your Cessna Dealer has an Owner Follow-Up
System to notify you
when he receives
information
that applies to your Cessna.
In addition,
if you wish, you may choose to receive
similar notification,
in the form
of Service Letters,
directly
from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program
book for your use, should you choose to request
this service.
Your
Cessna Dealer will be glad to supply you with details concerning
these
follow-up
programs,
and stands ready, through his Service Department,
low-cost
to supply you with fast, efficient,
service.
5-8
the engine does not start during the first few
in strength,
or if engine firing diminishes
attempts,
that the spark plugs have been frosted
it is probable
start is
must be used before another
over.
Preheat
attempted.
If
IMPORTANT
Excessive
raw fuel
ing a fire
and pumping throttle may cause
priming
accumulate
in the intake air duct, creatIf this
hazard in the event of a backfire.
to
2-19
drift
correction
may be used,
the
After touchdown, hold a straight
occasional
wing-low
method gives
with the steerable
the
best control.
nose wheel and
course
PUBLICATIONS.
if necessary.
braking
craft
BALKED
and flight operation
publications
aids are furnished
Various
when delivered from the factory.
These items are listed
in the airbelow.
LANDING.
the wing flap setting should be
In a balked landing (go-around) climb,
After all
reduced
after full power is applied.
to 20° immediately
the
obstacles
are cleared and a safe altitude and airspeed are obtained,
wing flaps should be retracted.
COLD WEATHER OPERATION.
e
CUSTOMER
e
OWNER'S MANUALS FOR YOUR
CARE
PROGRAM
BOOK
AIRCRAFT
AVIONICS AND AUTOPILOT
e
POWER
e
SALES AND SERVICE
e
DO'S AND DON'TS ENGINE
COMPUTER
DEALER
DIRECTORY
STARTING.
Prior to starting
on a cold morning,
propeller
through several times by hand
the oil, thus conserving
battery
energy.
it is advisable
to "break loose"
pull the
or "limber,
When pulling the propeller
through by hand, treat it as
if the ignition switch is turned on. A loose or broken
ground wire on either magneto could cause the engine to
fire.
(0°F
cold
and lower) weather,
the use of an external
In extremely
(for both the engine and battery) and an external
power source
preheater
to obtain positive starting and to reis recommended
whenever
possible
Pre-heat
duce wear and abuse to the engine and the electrical
system.
will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting
in extremely
When using an
cold temperatures.
power source,
external
the position of the master switch is important.
Ground Service
Refer to Section VII, paragraph
for
Plug Receptacle,
details.
operating
With
starting
procedures
are
The following additional publications,
plus many other supplies that
are applicable to your aircraft,
are available from your Cessna Dealer.
e
NOTE
Cold weather
BOOKLET
to
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
has a current
Your Cessna Dealer
catalog of all Customer Services
Supplies
Supplies that are available,
many of which he keeps on hand.
which are not in stock, he will be happy to order for you.
as follows:
Preheat:
(1) With ignition switch OFF, mixture full rich, and throttle open
is being
1/2", prime the engine four to eight strokes as the propeller
turned over by hand.
2-18
5-9
Any change in altitude,
change in the lean mixture
(if installed).
power
or carburetor
setting and a recheck
Carburetor ice, as evidenced
drop in manifold
by an unexplained
pressure,
can be removed by application of full carburetor
heat.
Upon
indication (with heat off), use
the original manifold pressure
regaining
the minimum amount of heat (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture,
readjust
the mixture
setting when carburetor
heat is used continuously in cruising flight.
The use of full carburetor
heat is recommended
during flight in very
heavy rain to avoid the possibility
of engine stoppage due to excessive
water ingestion.
The mixture
for smoothest
setting should be readjusted
operation.
LEANING WITH A CESSNA ECONOMY
MIXTURE INDICATOR
(EGT).
(EGT) as shown on the optional Cessna
leaning in
may be used as an aid for mixture
To adjust the mixture,
using this
cruising flight at 75% power or less.
point and then
indicator,
lean to establish the peak EGT as a reference
enrichen the mixture by a desired increment based on the table below.
Exhaust gas
Economy Mixture
temperature
Indicator
only at 55% power
at peak EGT is authorized
Continuous operation
or less.
This best economy mixture
setting results in approximately
10% greater
range than shown in the cruise tables of this manual accomin speed.
panied by approximately
7 MPH decrease
MIXTURE
DESCRIPTION
BEST
POWER
EXTENDED
RANGE
(Owner's Manual and
Computer Performance)
EXHAUST GAS
TEMPERATURE
Peak EGT Minus
125°F
(Enrichen)
Peak EGT Minus
75°F
(Enrichen)
Of
heat will require a
of the EGT setting
RANGE
The operational
data charts on the following
pages are presented
for
purposes;
first,
so that you may know what to expect from your aircraft under various
and second, to enable you to plan your
conditions,
flights in detail and with reasonable
accuracy.
two
The data in the charts
has been compiled from actual flight tests with
aircraft
and engine in good condition and using average piloting techniques.
Note also that the range charts
for wind, navmake no allowances
igational
take-off, climb, etc.
warm-up,
errors,
You must estimate
these variables
for yourself
and make allowances accordingly.
Speeds
shown in the Cruise Performance
reflect
performance
of the Skycharts
lane configuration;
these speeds are 3 to 4 MPH faster than the Model 182.
the
that the charts contained herein are based on standard
Remember
day conditions.
For more precise
and endurpower,
fuel consumption,
ance information,
consult the Power Computer supplied with your aircraft.
With the Power Computer you can easily take into account temperature
variations
from standard at any flight altitude.
INCREASE
FROM BEST POWER
AIRSPEED
0%
FLAPS
UP
EGT
lAS
60
80
100
120
140
160
180
CAS
68
83
101
119
139
158
177
20%
DOWN
4O
IAS
40
50
60
70
80
90
100
110
83
92
102
111
¯¯¯
°
-
CAS
55
Figure
2-16
TABLE
CORRECTION
---
---
10%
FLAPS
2O
Peak
DATA
OPERATIONAL
°
BEST ECONOMY
(55% Power or Less)
Ü
0R
60
¯¯¯¯¯¯
66
74
6-1.
6-1
STALL
SPEEDS
-
MPH CAS
CRUISE
PERFORMANCE
SKYLANE
CONDITION
2950 LBS.
GROSs
ANGLE OF BANK
30°
0°
FLAPS UP
64
69
FLAPS 20°
59
63
60o
75%
91
57
61
OFF
Figure
-
6-2•
PowER
55%
POWER
TAS
MPG
TAS
MPG
Sea Level
155
11. 2
148
12. 1
138
13. 5 .
3500 Feet
161
11. 6
152
12. 5
142
13. 9
6500 Feet
165
11.9
156
12.8
145
14.2
83
81
Standard
POWER
65%
ALTITUDE
WEIGHT
FLAPS 40°
PowER
TAS
MPG
Conditions
Zero
Wind
AFT CG
to select the lowest RPM in
For reduced
noise levels, it is desirable
smooth
green are range for a given percent
power that will provide
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).
the
data in this manual and on the power computer
Cruise performance
is
This mixture
on an extended range mixture setting.
setting results
10°/o
greater
range at any particular
power setting with a
in approximately
to a best power mixture setting.
negligible
loss in airspeed when compared
An extended range mixture should be established as follows:
based
(1)
engine becomes
(2)
Pull mixture
control out slowly until
control in slightly
Push the mixture
operation;
then further enrichen an equal
to obtain smooth
A best power mixture
control twice as far from
Step 2.
rough.
engine
amount.
is approximated
by advancement of the mixture
as described
of roughness
by
the threshold
at 55°/opower
or less,
the engine may be operated at the leanest
mixture
that results in smooth engine operation.
10 percent greater
This can result in approximately
range than shown in
by approximately
the cruise tables of this manual accompanied
7 MPH
decrease
in speed.
For best
fuel economy
6-2
2-15
TAKE-OFF
TAKE-OFF
GROSS
WEIGHT
LBS.
MPH
2950
60
HEAD
WIND
KNOTS
IAS
@50'
2500
55
2000
50
NOTES:
DATA
DISTANCE WITH 20° FLAPS FROM HARD SURFACE
50°F.
59°F.
.AT SEA LEVEL &
GROUND
TOTAL TO
RUN
CLEAR 50' OBS
705
AT 5000 FT.
AT 2500 FT. &
TOTAL TO
GROUND
RUN
CLEAR 50' OBS
GROSS
WEIGHT
LBS.
& 41 F.
AT
7500 FT.
&
32°
F.
GROUND
RUN
TOTAL TO
CLEAR 50' OBS
GROUND
RUN
TOTAL TO
CLEAR 50' OBS
0
10
20
1350
1025
740
845
595
385
1625
1245
910
1015
725
480
1990
1550
1150
1240
490
310
610
2585
2040
1545
0
10
20
485
325
195
955
710
490
575
395
245
1120
840
590
690
475
300
1330
1005
720
840
590
380
1630
1255
915
0
10
295
20
105
655
460
305
350
225
130
745
530
355
415
275
160
855
620
425
500
335
205
1005
740
515
185
distances
10%for each 25°F
For operation
on a dry, grass runway,
by 7%of the "total to clear
obstacle")
temperature
1. Increase
above standard
2.
increase
distances
(both
50 ft, obstacle"
figure.
for particular
SEÀ LEVEI
IAS
MPH
RATE
OF
CLIMB
FT/MIN
& 59 F.
GAL.
OF
FUEL
USED
AT 5000 FT.
IAS
MPH
RATE
OF
CLIMB
FT/MIN
&t41°F.
romSL
FUEL
USED
900
altitude.
"ground run" and "total to
MAXIMUM RATE-OF-CLIMB
AT
RUNWAY
clear
DATA
AT 10, 300 FT.
& 23°F.
AT 15, 000 FT,
&
RATE
OF
CLIMB
FT/MIN
FromSL
FUEL
USED
IAS
MPH
FromSL
FUEL
USED
6.8
83
IAS
MPH
50 ft.
RATE
OF
CLIMB
FT/MIN
5°F.
AT
IAS
.MPH
20, 000 FT.
RATE
OF
CLIMB
FT/MIN
&
-12°F.
From SL
FUEL
USED
2950
89
890
1.5
87
665
3.8
85
445
2500
87
1210
1.5
85
935
3.2
83
655
5.2
80
380
8.2
78
105
14.9
2000
84
1710
1.5
82
1350
2.7
79
995
4.1
76
640
5.9
74
280
9.2
NOTES:
1.
2.
3.
220
Flaps up, full throttle, 2600 RPM, mixture leaned for smooth operation
above 5000 ft.
Fuel used includes warm-up and take-off allowance.
rate of climb 30 ft./min.
for each 10°F above standard day
For hot weather, decrease
particular
altitude.
Figure
6-3,
11.5
temperature
-
for
TAKE-OFF.
PERFORMANCE
CRUISE
to check full-throttle
engine operation early
It is important
Any signs of rough engine operation or sluggish
engine
is good cause for discontinuing
the take-off.
off run.
EXTENDED
conditions
Standard
RANGE
Zero
MIXTURE
Gross
Wind
2500
6o
tion
Weight-
295o
Pounds
FEET
GAL(NO RESERVE)
79 GAL(NO
ENDR.
RESERVE)
MP
BHP
MPH
GAL/
HOUR
ENDR.
HOURS
RANGE
RPM
2450
23
76
161
14.2
4.2
680
5.6
22
72
157
13.4
4.5
705
5.9
930
%
2300
2200
*2000
TAS
MILES
HOURS
RANGE
MILES
895
21
68
154
12.7
4.7
730
6.2
960
20
63
150
12.0
5.0
750
6.6
990
23
71
157
13.1
4.6
720
6.0
945
22
67
152
12.2
4.9
750
6. 5
985
21
62
148
11.5
5.2
775
6.9
1020
20
59
144
11.0
5.5
785
7.2
1035
23
67
152
12.1
5.0
755
6.5
995
22
63
149
11.4
5.3
785
6.9
1030
21
59
144
10.8
5.6
800
7.3
1oss
20
55
140
10.2
5.9
820
7.7
1080
20
47
127
8.7
6.9
875
9.1
1155
19
43
121
8.2
7.3
885
9.6
1165
18
39
111
7.5
8.0
890
10.5
1170
17
35
101
7.0
8.6
865
11.3
1140
in
the take-
accelera-
Full throttle runups over loose gravel are especially
harmful
to
propeller
tips. When take-offs must be made over a gravel surface,
it is
that the throttle be advanced slowly.
very important
This allows the aircraft 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 throttle is applied, adjust the throttle friction lock clockwise to prevent
the throttle from creeping back from a maximum power
Similar friction lock adjustments
should be made as required
position.
in other flight conditions
to maintain a fixed throttle setting.
0° to 20°, cowl
take-offs are accomplished
with wing flaps
Normal
Reduce power to 23 inches of
flaps open, full throttle, and 2600 RPM.
and 2450 RPM as soon as practical
pressure
manifold
to minimize engine
wear.
20°
wing flaps reduces
the ground run and total distance over
by approximately
20 per cent.
Soft field take-offs are per20°
formed with
flaps by lifting the aircraft
off the ground as soon as
practical
in a slightly tail-low attitude.
the aircraft
should
However,
be leveled off immediately
to accelerate to a safe climb speed.
Using
the obstacle
20° wing flaps are used for take-off, they should be left down
To clear an obstacle
with wing flaps
until all obstacles are cleared.
speed of 60 MPH should be used.
20 degrees,
an obstacle clearance
speed
are ahead,
a best "flaps up" rate-of-climb
If no obstructions
These speeds vary slightly with
of 89 MPH would be most efficient.
but they are close enough for average field elevations.
Flap
altitude,
deflections
greater
than 20° are not recommended
at any time for takeIf
off.
*Power
settings in this block represent
Figure
6-4
6-4 (Sheet
maximum
1 of 5)•
range settings.
Take-offs
into strong crosswinds
are performed with the
normally
for the field length,
minimum
to minimize the drift
flap setting necessary
to a speed
after take-off. The aircraft is accelerated
angle immediately
then pulled off abruptly to prevent possible
slightly higher than normal,
make
When clear of the ground,
settling back to the runway while drifting.
turn into the wind to correct for drift.
a coordinated
2-13
TAXIING.
CRU ISEPER
The carburetor
heat knob should be pushed full in during all ground
operations
unless heat is absolutely
for smooth engine operation.
necessary
When the knob is pulled out to the heat position,
air entering the engine is
not filtered.
over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller
tips. Refer to
figure 2-4 for additional taxiing instructions.
EXTENDED
Standard
Conditions
Zero
Taxiing
RANGE
MIXTURE
Wind
Gross
5000
Weight-
%
TAS
RPM
MP
BHP
MPH
2450
23
78
22
295o
Pounds
FEET
60 GAL(NO RESERVE)
BEFORE TAKE-OFF.
=
FO RM A NCE
RANGE
MILES
79
GAL(NO RESERVE)
ENDR.
HOURS
GAL/
HOUR
ENDR.
HOURS
RANGE
MILES
166
14.5
4.1
685
5.4
905
73
163
13.6
4.4
715
5.8
945
965
WARM-UP.
in-fIight
Since the engine is closely cowled for efficient
cautions should be taken to avoid overheating on the ground.
checks on the ground are not recommended
unless the pilot
to suspect that the engine is not turning up properly.
MAGNETO
precooling,
Full throttle
has good reason
The magneto check should be made at 1700 RPM as follows.
Move
ignition switch first to R position , and note RPM.
Next move switch
back to BOTH to clear the other set of plugs.
Then move switch to L
note RPM and return
RPM
position,
the switch to the BOTH position.
than
drop should not exceed 150 RPM on either magneto or show greater
50 RPM differential
between magnetos.
If there is a doubt concerning
operation
of the ignition system,
RPM checks at higher engine speed will
exists.
whether
usually confirm
a deficiency
An absence
drop may be an indication
of faulty grounding
system
or should be cause for suspicion
that
in advance of the setting specified.
of RPM
the ignition
timing is set
of
2200
of
the
*2000
ALTERNATOR CHECK.
Prior to flights
regulator
operation
positive
verification
where verification
alternator and voltage
of proper
flights),
is essential
(such as night or instrument
a
system momencan be made by loading the electrical
tarily (3 to 5 seconds) with the landing light during the engine runup (1700
The ammeter will remain within a needle width of zero if the alRPM).
are operating
ternator and voltage regulator
properly.
2-12
70
159
13.0
4.6
735
6.1
65
154
12.2
4.9
760
6. 5
1000
23
73
161
13.4
4.5
725
5.9
950
22
69
158
12.6
4.8
750
6.3
990
21
64
153
11.9
5.0
775
6.6
1020
20
60
149
11.2
5.4
800
7.1
1055
23
68
158
12.4
4.8
765
6.4
1005
22
64
153
11.7
5.1
785
6.8
1035
21
60
149
11.0
5.5
810
7.2
1070
20
57
145
10.5
5.7
830
7.5
1090
20
48
131
9.0
6.7
875
8.8
1155
19
45
125
8.5
7.1
885
9.3
1165
18
41
117
7.9
7.6
890
10.0
1170
17
37
108
7.3
8.2
885
10.8
1165
CHECK.
2300
one side
magneto
21
20
*Iower
seitings in his bloc.
Figure
represent
6-4 (Sheet
Iraximum
range
settings.
2 of 5).
6-5
PERFORMANCE
CRUISE
EXTENDED
conditions
Standard
Zero
RANGE
MIXTURE
Wind
Gross
Weight-
60 GAL(NORESERVE)
GAL(NO RESERVE)
GAL/
ENDR.
HOUR
HOURS
MILES
HOURS
21
71
164
13.1
4.6
750
6.0
990
20
67
159
12.4
4.8
770
6.4
1015
21
66
158
12.2
4.9
780
6.5
1025
20
62
154
11.6
5.2
800
6.8
1050
19
58
149
11.0
5.5
815
7.2
1070
18
54
144
10.5
5.7
825
7.5
1085
2450
RANGE
ENDR.
RANGE
MILES
21
62
155
11.4
5.3
815
6.9
1070
20
58
150
10.7
5.6
840
7.4
1105
19
54
145
10.2
5.9
850
7.7
1120
18
51
139
9.7
6.2
860
8.1
1135
20
50
137
9.2
6.5
890
8.6
1175
19
47
130
8.7
6.9
900
9.1
1190
18
43
122
8.1
7.4
900
9.8
1190
17
39
113
7.6
7.9
890
10.4
1175
*Power
settings
in th s block
Figure
6-6
79
TAS
MPH
%
MP
*2000
Pounds
BHP
RPM
2200
295o
FEET
7500
2300
TAXIING DIAGRAM
represent
6-4 (Sheet
maximum
range
3 of 5).
USE
UP
AILERON
LNGLAE
UR
USE
ATOR
EU
AILERON
LNGLAEVATOR
R
USE DOWN AILERON
ON RH WING AND
IX)WN ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
NOTE
CODE
WIND DIRECTION
UP
tail winds require caution.
Strong quartering
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
nose wheel and rudder to
Use the steerable
maintain direction.
settings.
Figure
2-4.
2-11
INTEGRATED SEAT BELT/SHOULDER
WITH INERTIA REELS.
HARNESSES
Optional integrated
seat belt/shoulder
harnesses
with inertia
reels
are available for the pilot and front seat passenger.
The seat belt/shoulder harnesses
extend from inertia reels in the cabin ceiling to attach
points inboard of the two front seats.
seat belt half and buckle
A separate
reels are located in the aft
is located outboard
of the seats.
The inertia
Inertia
reels
overhead console,
and are labeled PILOT and COPILOT.
in the event of a sudHowever,
allow complete freedom of body movement.
den deceleration,
they will lock up automatically to protect the occupants.
To use the seat belt/shoulder
adjust the metal buckle half
harness,
up far enough to allow it to be drawn across the lap of
harness
the occupant and be fastened into the outboard seat belt buckle.
Adjust
seat belt tension by pulling up on the shoulder harness.
To remove
the
seat belt/shoulder
release
the seat belt buckle and allow the
harness,
to the inboard side of the seat.
inertia
reel to draw the harness
on
the
EXTENDED
the engine starts easily with one or two strokes of the primer
temperatures to six strokes in cold weather with the throttle open
1/2 inch. In extremely
approximately
cold temperatures it may be necessary
to continue priming while cranking.
Weak intermittent
firing followed by
puffs of black smoke from the exhaust
stack indicate overpriming
or floodchambers
from the combustion
by the
fuel can be cleared
ing. Excess
Set the mixture control full lean and the throttle full
following procedure:
with the starter·
open; then crank the engine through several revolutions
priming.
without any additional
Repeat the starting procedure
After starting,
if the oil gage does not begin to show pressure
within
30 seconds in the summertime
and about twice that long in very cold
can cause
Lack of oil pressure
weather,
stop engine and investigate.
serious
engine damage.
After starting,
avoid the use of carburetor
heat
unless icing conditions
prevail.
2-10
MIXTURE
Wind
Gross
i
Weight-
2950
Pounds
FEET
60 GAL(NO RESERVE) 79 GAL(NO RESERVE)
GAL/
HOUR
ENDR.
HOURS
159
11.9
5.0
800
6.6
1055
154
11.2
5.4
830
7.1
1090
%
TAS
RPM
MP
BHP
MPH
2450
19
63
18
60
2300
2200
with a cold
likely in cold weather
priming
for
will be necessary
the cylinders begin to fire, open
is necessary,
cranking
allow the starter motor to cool at
If prolonged
since excessive
heat may damage the armature.
frequent
intervals,
Zero
RANGE
10,000
in warm
(most
If the engine is underprimed
engine) it will not fire at all. Additional
the next starting attempt. As soon as
the throttle slightly to keep it running.
conditions
Standard
STARTING ENGINE.
Ordinarily
PERFORMANC
CRUISE
*2000
RANGE
MILES
ENDR.
HOURS
RANGE
MILES
17
55
148
10.6
5.7
835
7.5
1100
16
51
141
10.0
6.0
850
7.9
1115
19
60
154
11.1
5.4
835
7.1
1100
18
56
148
10.5
5.7
850
7.5
1115
17
51
141
9.8
6.1
865
8.1
1140
16
47
133
9.2
6.5
870
8.6
1145
19
56
149
10.4
5.8
860
7.6
1135
18
52
143
9.8
6.1
875
8.1
1150
17
49
136
9.3
6.5
880
8.5
1155
16
45
128
8.7
6.9
885
9.1
1160
19
48
135
8.9
6.7
910
8.9
1200
18
44
127
8.4
7.1
905
9.4
1190
*Power
settings
in this block
Figure
represent
6-4 (Sheet
maximum
range
settings.
4 of 5).
6-7
CRUISE
EXTENDED
Standard
Wind
across
MIXTURE
RANGE
Zero
Conditions
cabin heat and ventilating
a cabin manifold just forward
Rear cabin heat and air are supplied
extending down each side of the cabin
Front
MANCE
PERFOR
¯¯¯¯
Gross
Weight-
2950
Pounds
FEET
15,000
floor
from
level.
Windshield
cabin manifold.
defrost
air
air is supplied by outlet holes spaced
of the pilot's
and copilot's feet.
ducts from the manifold,
one
an outlet at the front door post at
is also supplied by a duct leading
by
two
to
the
Separate
adjustable
ventilators
air; one near each
supply additional
corner of the windshield
supplies air for the pilot and copilot, and
two optional ventilators
in the rear cabin ceiling supply air to the rear
seat passengers.
upper
60 GAL(NO RESERVE) 79 GAL(NO RESERVE)
RPM
MP
BHP
TAS
MPH
2450
16
54
150
15
50
141
14
46
16
50
%
2300
2200
GAL/
HOUR
RANGE
MILES
ENDR.
HOURS
RANGE
MILES
5.8
865
7.6
1140
9.8
6.1
865
8.1
1135
132
9.2
6.5
860
8.6
1130
141
9.6
6.2
885
10.4
15
47
134
9.1
6.6
880
8.7
1160
14
42
122
8.5
7.1
860
9.3
1135
16
47
136
9.1
6.6
895
8.7
1180
15
44
126
8.6
7.0
880
9.2
1160
Figure
6-8
ENDR.
HOURS
6-4 (Sheet 5 of 5).
SHOULDER HARNESSES.
Shoulder harnesses
and front seat
passengers.
passenger,
are provided
equipment
as standard
for
and as optional equipment for the rear
the
pilot
seat
Each front seat harness
is attached to a rear door post just above
window line and is stowed behind a stowage sheath mounted above the
cabin door.
fold the free end and place
To stow each front seat harness,
The optional rear seat shoulder harnesses
it behind the sheath.
are
near the lower corners
Each harness
of the aft side windows.
attached
is stowed behind a stowage sheath located above the aft side window.
fasten and adjust
To use the front and rear seat shoulder
harnesses,
seat belt first.
Remove the harness
from the stowed position,
and
lengthen
as required
and the narrow
by pulling on the end of the harness
release
metal stud firmly into the retaining
strap.
Snap the harness
slot
adjacent
to the seat belt buckle.
Then adjust to length by pulling down on
the free end of the harness.
A properly
adjusted harness
will permit
the
occupant
to lean forward enough to sit completely
erect but is tight enough
to prevent excessive
forward
movement
and contact with objects during
sudden deceleration.
Also, the pilot will want the freedom to reach all
controls
easily.
the
and removing
the shoulder harness is accomplished
Releasing
by
pulling upward on the narrow release
strap and removing
the harness
stud from the slot in the seat belt buckle.
the shoulder
In an emergency,
harness
may be removed
the seat belt first, and then pulling
by releasing
the harness over the head by pulling up on the release strap.
2-9
and an optional control wheel map light.
The console map lights operate
in conjunction
with instrument
panel flood lighting and consist
of two
additional openings just aft of the overhead flood light openings.
These
openings
have sliding covers controlled
by small round knobs.
To use
the map lights, slide the covers open by moving the two knobs toward
each other.
Close the covers when the map lights are no longer required.
A map light, mounted in the lower surface of the glare shield, is used for
approach plates or other charts when using a control wheel
illuminating
mounted approach
plate clip.
The map light switch, labeled MAP LIGHT,
is located adjacent to the light.
To use the light, turn on the MAP LIGHT
switch and adjust intensity
with the INSTRUMENTS control knob.
The
optiorial map light mounted on the bottom of the pilot's
control wheel
illuminates
the lower portion of the cabin in front of the pilot, and is used
when checking
To
maps and other flight data during night operation.
operate
the light, turn on the NAV light switch and adjust map light intencontrol knob on the back of the control wheel pad on
sity with the rheostat
right side.
the
A dome light is mounted in the ceiling of the rear cabin area as an
A slide switch adaid to loading of passengers
during night operations.
jacent to the light turns the light on and off.
HEATING, VENTILATING AND
DEFROSTING SYSTEM.
CABIN
NOTE
The temperature and volume of airflow into the cabin can be regulated
of the push-pull
CABIN HEAT and
to any degree desired by manipulation
type with
CABIN AIR knobs.
Both control knobs are the double-button
intermediate
friction
locks to permit
settings.
type
DEFROST
knob regulates
the airflow
for windshield
partial
heating on mild days, pull out the
For improved
CABIN AIR knob slightly when the CABIN HEAT knob is
out.
This action increases
the airflow through the system,
increasing
efficiency, and blends cool outside air with
the exhaust manifold heated air, thus eliminating the
of overheating
the system ducting.
possibility
The rotary
defrosting.
2-8
z
"<
----
·¯¯¯¯¯¯¯-
c
p
,
Emg
o
o
BÑ
---
o
"
6-9
vicinity
O SPEED
MAXIMUM
GLIDE
80 MPH (IAS)
-
O PROPELLER
WINDMILLING
O FLAPS UP
O ZERO WIND
I
----.-.-......_._._
Switches
and controls
lighted by electroluminescent
illumination.
To operate
adjust light intensity
with
-----------------
10,000
i.
8000
night flight
through
clouds,fog
or haze.
on the lower
panel are
part of the instrument
panels which do not require
light bulbs for
this lighting, turn on the NAV light switch and
the inner control knob labeled LWR PANEL.
.
6000
-
4000
-
during
Instrument
and control panel lighting is provided by electroluminescent
Two
flood lighting,
optional post lighting and integral
lighting.
lighting,
control knobs labeled LWR PANEL,
ENG-RADIO,
concentric
rheostat
control the intensity
control
knob labeled INSTRUMENTS
and a rheostat
switch
of instrument
selector
and control panel lighting.
A rocker-type
labeled POST-FLOOD
flood lighting or
is used to select either standard
optional post lighting.
These controls
are located on the left switch and
control panel.
non
12,000
aircraft,or
INTERIOR LIGHTING.
o non
14,000
of other
2000
O
0
5
10
GROUND
15
DISTANCE
Figure
6-6•
20
25
(STATUTE MILES)
30
35
Instrument
panel flood lighting consists
of four lights located in the
glare shield above the instrument
panel and two lights in the overhead
console.
To use flood lighting,
place the POST-FLOOD
selector
switch
in the FLOOD position
and adjust light intensity with the INSTRUMENTS
control knob.
The instrument
panel may be equipped with optional post lights which
are mounted at the edge of each instrument
or control
and provide direct
lighting.
by placing the POST-FLOOD
selector
The lights are operated
switch in the POST position
and adjusting intensity with the INSTRUMENTS
control knob.
turn off flood
Switching to post lights will automatically
lighting.
The magnetic
engine instrument
radios and radio
compass,
cluster,
switches
have integral
lighting and operate
of post
independently
or flood lighting.
Compass light intensity
is controlled
by the INSTRUMENTS control knob.
Integral
lighting in the engine instrument
cluster
and radios is controlled
by the ENG-RADIO control knob. For information concerning
radio selector
switch lighting, refer to Section VII.
selector
The control pedestal
has two integral
lights and the optional overhead
oxygen console
is equipped with post lights.
This lighting is controlled
by the ENG-RADIO control knob.
Map lighting
overhead
console
6-10
by three different
may be provided
sources:
map lights,
a standard glare shield mounted
standard
map light,
2-7
CIRCUIT
BREAKERS AND
FUSES.
Most of the electrical
in the aircraft
are protected
by "pushcircuits
to-reset" circuit breakers
mounted on the instrument
panel.
Exceptions
and the
to this are the battery contactor closing (external power) circuit,
OPTIONAL
optional clock and flight hour recorder
which have fuses mounted
circuits
near the battery.
by a manuallyAlso, the cigar lighter is protected
reset type circuit breaker
mounted directly
on the back of the lighter behind the instrument
panel.
When more than one radio is installed,
the radio transmitter relay
(which is a part of the radio installation)
is protected
by the navigation
lights circuit
breaker
labeled NAV LIGHTS.
It is important
to remember
that any malfunction
in the navigation
lights system which causes
the
circuit
breaker
to open will de-activate
both the navigation
lights and the
transmitter relay.
In this event, the navigation
light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-activate the transmitter relay and permit its usage.
Do not turn on the navigation light switch until the malfunction
has been corrected.
SYSTEMS
operating
This section contains
a description,
and perprocedures,
for some of the optional equipment which
formance
data (when applicable)
Owner's
Manual Supplements
in your Cessna.
are promay be installed
systems when installed
of other optional equipment
vided to cover operation
Dealer for a complete
Contact your Cessna
list of availin your airplane.
able optional equipment.
COLD WEATHER EQUIPMENT
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation
lights are located in the wing tips and tail
stinger.
Two landing lights are installed
When
in the cowl nose cap.
Detaxi lighting is selected, the left cowl light illuminates
separately.
pressing
the adjacent landing light switch causes both lights to illuminate
and serve as landing lights.
Optional lighting includes a flashing beacon
which mounts on the top of the vertical
fin, two strobe lights (one in each
wing tip), and two courtesy
lights (one under each wing just outboard
of
the cabin door). All exterior lights except the courtesy lights are controlled by rocker-type
switches located on the left switch and control panel.
The courtesy
lights are operated
by a switch,
labeled UTILITY LIGHTS,
on the aft side of the left rear door post.
The flashing
beacon should not be used when flying through clouds or
the flashing light reflected from water droplets or particles
in
overcast;
the atmosphere,
at night, can produce vertigo and loss of
particularly
orientation.
The
tection.
2-6
two
high intensity
strobe lights will enhance anti-collision
the lights should be turned off when taxiing in
However,
pro-
the
W I NTER IZ A TION KIT A ND
NON CONGE A LING O I L COOLE R.
-
operation
in temperatures consistently
For continuous
below 20°F,
oil cooler should be inkit and non-congealing
the Cessna winterization
The winterization
kit consists
stalled to improve engine operation.
of two
shields
to partially cover the cowl nose cap opening, one shield to cover
and insulation
for the crankcase
air intake,
breather
the carburetor
line.
breather
insulation
is approved for permathe crankcase
Once installed,
The non-congealing
oil cooler renent use in both cold and hot weather.
improved
oil flow through the
places the standard oil cooler and provides
cooler in cold weather.
GROUND
A ground
external
power
SERVICE PLUG RECEPTACLE.
to permit use of an
service plug receptacle
may be installed
and during lengthy mainsource for cold weather starting
7-1
tenance work on the airplane
tronic equipment).
electrical
system
(with
the
of elec-
exception
and is ON in
of the switch,
The left half,
the
NOTE
Electrical
power for the airplane
electrical
circuits
is provided through a split bus bar having all electronic
circuits
on one side of the bus and other electrical
circuits
on the
other side of the bus. When an external
power source is
a contactor
connected,
to
opens the circuit
automatically
portion of the split bus bar as a protection
the electronic
equipagainst
damage to the transistors in the electronic
Therement by transient voltages
from the power source.
the external power source can not be used as a
fore,
source of power when checking electronic
components.
Just
tery
before
cart),
connecting
the master
power
an external
switch should be
source
turned
(generatortype
or bat-
ON.
incorporates
a
circuit
plug receptacle
The ground service
power source will
Power from the external
protection.
versal
to the airplane.
connected
the ground service plug is correctly
no power will flow to the
connected
backwards,
is accidentally
system, thereby preventing
any damage to electrical
electrical
repolarity
flow only if
If the plug
airplane's
equipment.
and external
The battery
power circuits
to comhave been designed
the need to "jumper" across the battery contactor to close
pletely eliminate
"dead" battery.
it for charging
a completely
in the
A special fused circuit
external
power system supplies
the needed "jumper" across the contacts so
that with a "dead" battery and an external power source applied, turning
the master switch ON will close the battery contactor.
up position
and off in the down position.
labeled BAT, controls
all electrical
power
labeled ALT, controls
the alternator.
The right half
to the aircraft.
both sides of the master
Normally,
switch should be used simultaneously;
however,
the BAT side of the switch could be turned ON
to check equipment while on the ground.
separately
The ALT side of the
switch, when placed in the off position,
removes
the alternator
from the
electrical
system.
With this switch in the off position,
the entire
electrical
load is placed on the battery.
Continued
with the
operation
alternator
switch off will reduce battery
power low enough to open the
battery
remove
power from the alternator
contactor,
field, and prevent
alternator
restart.
AMMETER.
from the althe flow of current,
The ammeter
indicates
in amperes,
syselectrical
ternator to the battery or from the battery to the aircraft
tem. When the engine is operating and the master switch is ON, the
ammeter
the charging rate applied to the battery.
In the event
indicates
the output
the alternator
is not functioning
or the electrical
load exceeds
the ammeter indicates the discharge
rate of the battery.
of the alternator,
OVER-VOLTAGE
SENSOR
AND
WARNING
LIGHT.
The aircraft
is equipped with an automatic
over-voltage
protection
system
of an over-voltage
consisting
sensor behind the instrument
panel
and a red warning light, labeled HIGH VOLTAGE,
below the engine
instrument
cluster.
the
senan over-voltage
condition
occurs, the over-voltage
removes
alternator
field current
and shuts down the
alternator.
The red warning light will then turn on, indicating
to the
pilot that the alternator
is not operating
and the aircraft
battery is supplying all electrical
power.
In
event
sor automatically
STATIC PRESSURE ALTERNATE SOURCE VALVE.
A static pressure
alternate
source valve is available
to provide continued operation of the airspeed indicator,
and vertical
speed
altimeter
ob.
indicator
in the event that the static system ports or lines become
structed.
instrument
If erroneous
readings
due to water or ice
are suspected
in the static system ports or lines,
the static pressure
source
alternate
valve knob should be pul1ëd on, venting the static system to the cabin.
7-2
The over-voltage
sensor
may be reset by turning the master
switch
off and back on again.
If the warning
light does not illuminate,
normal
alternator
charging
has resumed;
howeveg,
if the light does illuminate
a malfunction
again,
has occurred,
and the flight should be terminated as
soon as practical.
The over-voltage
ALT portion
on.
the
turned
off
warning
of
the
master
light
may
be tested
by momentarily
turning
the BAT portion
switch and leaving
2-5
However,
SYSTEM
ELECTRICAL
dows.
SCHEMATIC
meter
REGULATOR
l'
ALTERNATOR
TO
LIGHTS
TAXI
ATINEN LENGHTL
EN
LIGHTS
OVER-
a
LAND1NG
HTING
WHEEL
B
CONTROL
MAPPTIONAL
ga
W
Li
-
NAV
LIGHTS
TO ALT REG
BREAKER
ClRCull
RELAY (OPT)
TO TRANSMITTER
-
gg
TO HEATED PITOT & STALL
WARNING
SYSTEM (OPT)
ALT
GCARCULIGHTEEARKER)
(wlT
OVER
VOLTAGE
SENSOR
MASTik
SWITCH
N I
TO
REVERSE
POLARITY
CONTACIOR
RSC
GROUND
LPLUG
PT
In climb and cruising flight,
the airspeed and altimeter will read
in the landing approach (when instrument
However,
readings
are
MOre
important) the instruments
will generally read low.
Therefore,
the normal published approach speeds and altitudes will result in
USing
approach speed and higher approach path than normal,
& Slightly
faster
gÎVing
margin of safety.
RR eXtra
high.
AMMETER
ja
IGNITIONSWITCH
LIGHItNG,
TO INSTRUMENT
GLARE SHIELD
PEDESTAL LIGHTING,
MOUNTED
MAP LIGHT, COMPASS
OXYGEN
LIGHT & OPTIONAL
LIGHTING
..--
CEROR
will vary with open cabin ventilators
or wincombinations
will result
in airspeed and altiof no more than 6 MPH and 50 feet respectively.
INDICATORS,
TO FUEL QUANTITY
&
HEAD TEMP.GAGE
CYLINDER
AIR
CARBURETOR
OPTIONAL
GAGE
TEMPERATURE
TO ALT REG
CIRCutT BREAKER
COS
cabin pressures
adverse
The most
variations
LC I
TO
SPUT BUS
CONTACTOR
ADLLY
(NC
POST
OPTIONAL
a
TO DOME
LIGH
NG
LIGHTING
COURTESY
OPTIONAL
FLAP SYSTEM
FLAP
TO
la
BEACON
FLASHING
(OPT)
BCN
FLIGHT HOUR
RECORDER (OPT)
TO RADIO
(OPT)
TO RADIO
(0PT)
TO RADIO
(OPT)
TO RADIO
(OPT)
STATIC DISCHARGERS
RADIO4
OIL
RE
STARTER
TO INSTRUMENT
CI
T
RADIO 3
(OPT)
RADic
BATTERY
CONTACTOR
2
TO
AUTOMATIC
PILOT
(OPT)
AUTO PILOTTO
AUDIO
uo
¯
,,,,
MAGNETOS
ALT REG
5
CODE
CIRCUIT
BREAKER
(PUSH-TO
COU
RESET)
AMPLIFIER
D
,,,,,,,
,,,
TO OVER-VOLTAGE
MASTER SWITCH
OVER-VOLIAGE
TO OPTIONAL
OR OPTIONAL
INDICATOR
OSE
F
SYSTEm
s Att
wans
5
TO
S*o°u?
Figure
2-3.
STROBE
&
WARNING
reduces
interference
from precipof static dischargers
but it is possible
to encounter
severe
precipitation
static
static,
which might cause the loss of radio signals,
conditions
even with static
dischargers
Whenever
possible,
installed.
avoid known severe precipitation areas to prevent
loss of dependable
radio signals.
If avoidance
is
minimize
airspeed and anticipate temporary loss of radio
impractical,
signals while in these areas.
IRStallation
TO STALL WARNING
R
SENSOR
TURN COORDINATOR
TURN & BANK
ERRESISTOR
FCUASEAC
(OPT)
ar
BATTERY
If frequent
IFR flights are planned,
installation
of optional wick-type
dischargers
to improve radio communications
is recommended
forms of precipitation
during flight through dust or various
(rain, freezSnow
Under these conditions,
ing Tain,
or ice crystals).
the build-up and
from the trailing edges of the wings, rudof static electricity
discharge
propeller
tips and radio antennas can result in loss of
cler, elevators,
radio equipment.
radio signals on all communications
and navigation
USable
equipment
(Usually the ADF is first to be affected and VHF communication
iS the last to be affected).
Static
RADIO I
c°HN
LIGHTS
(OPT)
ÎÉRiiOn
7-3
2-4
the
opposite
tank, expect an equal duration from the
fuel.
remaining
The airspace in both fuel tanks is interconnected
by a vent line (see figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.
RADIO SELECTOR SWITCHES
RADIO SELECTOR SWITCH OPERATION.
of the radio equipment
is normal as covered
in the respecradio manuals.
When more than one radio is installed,
an audio
switching
system is necessary.
Audio switching is accomplished
by a
series of selector switches located at the top-center of the instrument
panel.
in shape, internally
lighted,
and the face of
They are rectangular
each switch is labeled to define the system
it controls.
The selector
switches have one function when depressed
and another
function when
extended.
They are designed
to lock when pushed in to the depressed
position;
they can be extended by pressing
full in and allowing them to
release
to the extended position.
Certain combinations
of switches are
interlocked
to prevent more than one system from being utilized at the
same time. Depressing
one interlocked
switch automatically
disengages
the others.
All of the selector
switches
are lighted anytime the master
switch is on. When a switch is depressed,
brighter.
its light becomes
The light intensity
of a depressed
switch can be controlled
with a rheostat
labeled AUDIO SW, BRT located to the right of the selector
switches.
The
following information
1;he various
describes
selector
switch functions.
Operation
tive
TRANSMITTER SELECTOR SWITCH.
When
two transmitters
RADIO
are
the
installed,
SELECTOR
microphone
SWITCHES
TYPICAL ARRANGEMENT
TR
OTR
TTER
SWITCHES
REC
REC
2
'
must
SPEAKER-HEADPCHHENSE
DME
ADF
SELECTOR
(Switches control speaker-headphone function of communication
and navigation
radio equipment)
be switched
I
For fuel system servicing information,
ments on the inside back cover.
FU EL TANK SU MP QUICK-DRAIN
7-1.
to Servicing
Require-
V ALVES.
valve to
Each fuel tank sump is equipped with a fuel quick-drain
and grade.
and/or examination
of fuel for contamination
facilitate
draining
through the lower surface of the wing just outboard of
The valve extends
the cabin door. A sampler cup stored in the aircraft is used to examine
the fuel. Insert the probe in the sampler cup into the center of the quickdrain valve and push.
Fuel will drain from the tank sump into the sampler
on the valve is released.
cup until pressure
LONG
FUEL T A NK S.
RA NGE
Special wings with long range fuel tanks are available to replace the
and range.
standard wings and fuel tanks for greater
endurance
When
these tanks are installed,
the total usable fuel for all flight conditions is
79 gallons.
ELECTRICAL SYSTEM.
system
Electrical
energy is supplied by a 14-volt, direct-current
powered
alternator
The 12-volt
by an engine-driven
(see figure 2-3).
Power is
battery
is located aft of the rear baggage compartment
wall.
supplied to all electrical
circuits
through a split bus bar, one side consystem
circuits
taining electronic
and the other side having general electriCRI System
circuits.
Both sides of the bus are on at all times except
when either an external
power source is connected
or the starter
switch
activated to open
is turned on; then a power contactor
is automatically
circuits
the circuit to the electronics
bus. Isolating the electronic
in
this manner prevents harmful transient voltages from damaging the
trRESistors
in the electronics
equipment.
MASTER
Figure
refer
SWITCH
The master
switch
is a split-rocker
type
switch
labeled
MASTER,
7-4
2-3
pilot has selected
To accomplish this, infor use.
selector
switches
labeled TR 1 and TR 2 are
TR 1 selects
the upper transmitter and TR 2 selects the lower
to the transmitter the
terlocking transmitter
VENTED FILLER CAPs
-Q
provided.
transmitter.
VENT
FUEL SELECTOR
VALVE
LEFT FUEL TANK
RIGHT FUEL TANK
To ensure maximum fuel
capacityduring
refueling,
place the fuel selector valve
handle in either LEFT or
RIGHT position
to prevent
cross-feeding.
FU EL SY ST EM
A T IC
SCHEM
TO ENGINE
FUEL
STRAINER
ENGINE
The installation
provides
certain
audio
of Cessna radio equipment
back-up capabilities
switch functions that the
and transmitter selector
pilot should be familiar
with. When the transmitter selector
switch
labeled TR 1 or TR 2 is depressed,
the audio amplifier of the corresponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier
transceiver fails, as evidenced by
in the selected
loss of speaker
audio for all radios,
depress
the transmitter selector
switch for the transceiver not in use.
is not
Since an audio amplifier
amplifier
will not affect headutilized
for headphones,
a malfunctioning
phone operation.
S PEA KE R-P HONES WITCH ES.
The speaker-phone
whether
the output of the
switches
determine
receiver
in use is fed to the headphones
or through the audio amplifier
to the speaker.
to obtain
Depress
the switch for the desired receiver
operation
speaker operation,
is desired.
or release
it if headphone
PRIMER
CODE
THROTTLE
FUEL SUPPLY
....
CARBURETOR
VENT
MICROPHONE-HEADSET
MECHANICAL
LINKAGE
A microphone-headset
combination
is offered as optional equipment.
keying switch on the left
and a microphone
the pilot can conduct radio communicawheel,
to handle a hand-held
other control operations
microphone.
need not listen to all communications.
Also, passengers
and headset jacks are located near the lower left corner
The microphone
panel.
of the instrument
the microphone-headset
side of the pilot's control
tions without interrupting
Using
MIXTURE
KNOB
CONTROL
To
ENGINE
Figure
2-2
2-2.
7-5
$ÛÛÛÛ//
OXYGEN SYSTEM
oxygen system
is available for your airplane.
In this
A four
located behind the rear baggage compartsystem,
an oxygen cylinder,
the oxygen.
Cylinder
pressure
ment wall, supplies
to an opis reduced
regulator
attached to the cylinpressure
of 70 psi by a pressure
erating
An
assembly.
der.
A shutoff valve is included as part of the regulator
filler valve is located on the left side of the rear baggage
oxygen cylinder
gage
Cylinder
pressure
is indicated
compartment
by a pressure
wall.
oxygen console.
located in the overhead
-place
DESCRIPTION
OPERATING
DETAILS
The following paragraphs
describe
the systems and equipment
function and operation
is not obvious when sitting in the aircraft.
section also covers in somewhat
greater
detail some of the items
in Checklist
form in Section I that require
further
explanation.
outlets are provided;
two in the overhead oxygen console
one at each of the
ceiling just above the side windows;
microphone-equipped
positions.
One permanent,
mask is provided
pilot, and three disposable
type masks are provided for the passenAll masks are the partial-rebreathing
type equipped with vinyl
hoses and flow indicators.
Four
AND
whose
This
listed
oxygen
and two in the cabin
seating
for the
gers.
plastic
Fuel is supplied
to the engine from two tanks, one in each wing. With
fuel selector
valve on BOTH, the total usable fuel for all flight conditions is 60 gallons for the standard
tanks.
the
shutoff valve control,
located adjacent to the pilot's
oxygen
is used to shut off the supply of oxygen to the system when not in
outlet,
use.
The control
is mechanically
connected
to the shutoff valve at the
cylinder.
of the shutoff function,
With the exception
the system is completely automatic and requires
no manual regulation
for change of altitude.
A remote
OX YGEN SYSTEMOPER
DeFuel from each wing tank flows by gravity to a selector
valve.
pending upon the setting of the selector
valve, fuel from the left, right,
or both tanks flows through a fuel strainer
and carburetor
to the engine
induction
system.
valve should be in the BOTH position for take-off,
The fuel selector
and maneuvers
climb,
that involve prolonged slips or skids.
landing,
Operation from either LEFT or RIGHT tank is reserved
for cruising
flight.
A TIO N.
Prior to flight,
check to be sure that there is an adequate
oxygen
Refer
supply for the trip, by noting the oxygen pressure
gage reading.
OXYGEN DURATION CALCULATION,
to paragraph
and to the Oxygen
Chart (figure 7-2).
Duration
Also, check that the face masks and hoses
are accessible
and in good condition.
oxygen should be used by all occupants
when cruising
in the Cessna booklet "Man At Altitude,
As described
to use oxygen at altitudes lower than 10, 000 feet
it is often advisable
or
under conditions
of night flying,
fatigue,
or periods
of physiological
disturbances.
emotional
Also, the habitual and excessive
use of tobacco
or alcohol will usually necessitate
the use of oxygen at less than 10, 000
feet,
Supplemental
above 10, 000 feet.
7-6
FUEL SYSTEM.
NOTE
"
When the fuel selector
valve handle is in the BOTH
position
in cruising
flight,
unequal fuel flow from each
tank may occur if the wings are not maintained
exactly
level.
can be alleviated
Resulting
wing heaviness
gradually
by turning the selector
valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical
to measure the time required to consume all of the fuel in one tank, and, after switching
to
2-1
INSTRUMENT
OXYGEN
PANEL
(48
1
2
3
4
5 6
DURATION
CHART
CUBIC FEET CAPACITY)
10 11 12 13 14 15 16 17 18 19
7 8 9
1400
I2OO
1000
44 43 42 41 40 39 38 37 36
1. I
/
/
26
35
27
32
30
25
24
23
22
21
SOO
20
400
al
31
30.
31.
32.
33.
3. Aircraft
Number
Registration
4. Map Light and Switch
(Opt.)
5. Encoding
Altimeter
Indicator
6. Localizer
Reversed
(Opt.)
Lights
Control Unit (Opt.)
7. Autopilot
(Opt.)
8. Radios and Transponder
(Opt.)
9. Rear View Mirror
(Opt.)
10. Radio Selector Switches
Switch Light
11. Radio Selector
Rheostat
(Opt.)
Dimming
Pressure
Gage
12. Manifold
and
13. Fuel Quantity Indicators
Ammeter
14. Cylinder Head Temperature,
and Oil
Oil Temperature,
Pressure
Gages
15.
16.
17.
Over-Voltage
Warning
Light
Tachometer
Indicator(Opt.)34.
Economy
Mixture
35.
Air Temperature
Carburetor
18.
Gage (Opt.)
19. Secondary Altimeter
.
20.
Radio
36.
37.
(Opt.)
21. Map Compartment
22. Cabin Heat,
Cabin Air and
Defroster
Control Knobs
23. Cigar Lighter
24. Wing Flap Switch
and Position
Indicator
25. Mixture
Control Knob
26. Propeller Control Knob
Figure
2-1.
38.
39.
40.
41.
42.
43.
44.
Fuel Selector Light
Fuel Selector
Valve Handle
Elevator
Trim
Control Wheel
Throttle
(With Friction
Lock)
Control Pedestal
Light
Carburetor
Heat Control Knob
Electrical
Switches
Static
Alternate
Pressure
Source Valve (Opt.)
Brake
Parking
Handle
Circuit Breakers
Instrument
and Radio Dial
Light Rheostats
Ignition
Switch
Engine
Primer
Phone Jack
Master
Switch
ÛÛ
O
I
2
OXYGEN
NOTE:
This
chart
line
fitting
4
3
5
DURATION
is based on a pilot with
an
with
green
and passengers
Figure
6
-
7
8
9
(HOURS)
color-coded
oxygen
orange
color-coded
line fittings.
7-2.
1-8
7-7
(7) Wing Flaps
(8) Airspeed
NOTE
should be allowed
no smoking
oxygen is being used.
For safety reasons,
while
in the aircraft
When
(1)
to
ready
use
Select mask
the
oxygen
system,
proceed
(9)
(1)
(2)
(3)
(4)
(5)
(6)
provided
to disconnec this lead from the auxiliary microphone
so that the adapter cord from the oxygen mask micro"
phone can be plugged into the ja ok.) A switch is incorporated
the microphone.
on the left hand cdntrol wheel to operate
face
7-8
ADJUST.
and adjust
metallic
nose
strap
for snug
FULL THROTTLE
and 2600 RPM.
Heat
COLD.
Wing Flaps
RETRACT
to 20°.
Airspeed
80 MPH.
Wing Flaps
RETRACT
slowly.
Cowl Flaps
OPEN.
--
--
--
--
--
--
Landing
Braking
MAIN WHEELS FIRST
Roll
LOWER NOSE WHEEL
MINIMUM REQUIRED
--
--
GENTLY.
--
(1) Wing Flaps
(2) Carburetor
(3) Cowl Flaps
UP.
Heat
COLD.
OPEN
--
--
--
mask
to the seat you are occupyoxygen outlet located nearest
When
it.
the oxygen supply is turned
hose into
ing, and plug delivery
at the proper rate of flow for any
on, oxygen will flow continuously
altitude
without any manual adjustments·
oxygen supply control knob ON•
(4) Position
Oxygen is flow¯
in the face mask hose.
(5) Check the flow indicator
is being forced toward the mask•
ing if the indicator
(6) Unplug the delivery
hose from the outlet coupling when discontin"
stops flow of oxygen.
This automatically
uing use of the oxygen system.
(7) Position
oxygen supply control knob OFF.
(3) Select
--
A FTERL A N DI N G.
sary
to
Power
Carburetor
(1) Touchdown
(2)
(3)
jack
mask
Trim
NORM A LL A ND I N G.
guxiliary
Attach
and Rudder
B A LKED LA ND I N G.
and hose.
for the pilot is of a higher flow rate
with an
it is color-coded
than those for the passengers;
The passento the plug-in fitting.
orange band adjacent
with a green band. If the airger hoses are color-coded
he may provide
higher flow hoses for
craft owner prefe11s,
In any case, it is recommended
that the
all passengers.
The pilot's
mask is
hose.
pilot use the larger
capacity
to facilitate use of the radio
equipped with a microphone
An adapter cord is furnished
with
while using oxygen.
mask to mate the mask microthe microphone-equipped
microphone
jack located under
phone lead to the
panel.
To connect the oxythe left side of the instrument
gen mask microphone,
connect the mask lead to the adapter
cord and plug the ord into the auxiliary microphone
jack.
microphone-headset
combination
has been in
(If an optional
is already
e lead from this equipment
use, the micropho
jack. It will be necesplugged into the aùxiliary microphone
(2)
fit.
0°-40° (below
110 MPH)
70-80 MPH (flaps DOWN).
as follows:
NOTE
The hose
Elevator
--
--
SECURING
AIRCRAFT.
(1) Parking Brake
SET.
(2) Radios and Electrical
Equipment
(3) Throttle
IDLE.
--
--
OFF.
--
(4)
Mixture
--
IDLE
(5) Ignition Switch
(6) Master Switch
(7) Control Lock
--
--
--
CUT-OFF
OFF.
OFF.
INSTALLED
(pulled
full out).
1-7
BOTH.
(3) Fuel Selector Valve
for power,
LEAN (as required
(4) Mixture
smoothness).
OPEN (as required).
(5) Cowl Flaps
OXYGEN
--
--
temperature and
PERFORMANCE
the chart.
CLIMB.
(1) Note the available oxygen pressure
shown on the pressure
gage.
on the scale on the left side of the chart,
(2) Locate this pressure
then go across the chart horizontally
to the right until you intersect
89 MPH at sea level to 85 MPH at 10,000 feet.
(1) Airspeed
and 2600 RPM.
FULL THRŒTLE
(2) Power
BŒH
(3) Fuel Selector Valve
FULL RICH (unless engine is rough).
(4) Mixture
FULL OPEN.
(5) Cowl Flaps
--
--
--
the line representing
the number of persons making the flight. After
the line, drop down vertically
intersecting
to the bottom of the chart
and read the duration
in hours given on the scale.
(3) As an example of the above procedure,
1400 psi of pressure
will
safely sustain the pilot only for nearly 6 hours and 15 minutes.
The
will sustain the pilot and three passengers
same pressure
for approximately
2 hours and 30 minutes.
--
--
CRU I SE
•
(1) Power
15-23 INCHES Hg.,
--
(2) Mixture
(3) Cowl Flaps
2200-2450 RPM
(no more
than
LEAN.
CLOSED.
--
--
LET- DOW N.
AS DESIRED•
(1) Power
(to prevent
AS REQUIRED
Heat
(2) Carburetor
ENRICHEN
(as required)•
(3) Mixture
CLOSED·
(4) Cowl Flaps
--
--
carburetor
icing)
--
--
(5)
Wing Flaps
below 110 MPH).
BEFORE
--
AS DESIRED
(0°-10°below
160 MPH,
BOTH.
(1) Fuel Selector Valve
RICH.
(2) Mixture
HIGH RPM.
(3) Propeller
CLOSED.
(4) Cowl Flaps
ON (before closing
Heat
(5) Carburetor
80-90 MPH (flaps UP).
(6) Airspeed
--
--
--
--
--
1-6
10°-40°
NOTE
conChart is based on a standard
The Oxygen Duration
figuration
oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded
hoses
If orange color-coded hoses are
for the passengers.
provided
for pilot and passengers,
it will be necessary
to compute new oxygen duration figures due to the greater
of oxygen with these hoses.
This is accomconsumption
the total duration available to the
plished by computing
pilot only (from PILOT ONLY line on chart), then diby the number of persons
(pilot and
viding this duration
passengers)
using oxygen.
OXYGEN
LANDING.
--
CALCULATION.
The Oxygen Duration
Chart (figure 7-2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane.
The following procedure
outlines
the method of finding the duration from
--
MAXIMUM
DURATION
throttle).
SYSTEM SERVICING.
when fully charged,
The oxygen cylinder,
contains
approximately
70°F.
48 cubic feet of oxygen,
under a pressure
of 1800 psi at
Filling
pressures
will vary,
due to the ambient temperature in the
however,
and because of the temperature rise resulting
from comfilling area,
pression
Because
of this, merely
of the oxygen.
filling to 1800 psi will
indicated
not result in a properly filled cylinder. Fill to the pressures
in the table on the following page for ambient temperature.
T¯
(6) Throttle
1700 RPM.
should not exceed 150 RPM
a.
Magnetos
CHECK (RPM.drop
between magnetos.)
on either magneto
or 50 RPM differential
CYCLE from high to low RPM; return to high
b.
Propeller
RPM (full in).
Heat
CHECK for RPM drop.
c.
Carburetor
--
IMPORTANT
--
Oil, grease,
or other lubricants
in contact with oxygen
fire hazard,
a serious
and such contact must be
avoided when handling oxygen equipment.
--
create
--
CHECK.
d.
Engine Instruments
CHECK (4.6
5.4 Inches Hg.).
e.
Suction
CHECK.
f.
Ammeter
and Radios
CHECK and SET.
(7) Flight Instruments
CLOSED and LOCKED.
(8) Cabin Doors and Window
Lock
Friction
ADJUST.
(9) Throttle
0° 20°.
(10) Wing Flaps
--
AMBIENT
TEMPERATURE
°F
FILLING
PRESSURE
PSIG
AMBIENT
TEMPERATURE
°F
FILLING
PRESSURE
PSIG
-
--
--
--
--
--
0
10
20
30
40
1600
50
60
70
80
90
1650
1700
1725
1775
1825
1875
1925
1975
2000
-
--
TAK E-OFF.
NORMAL TAKE-OFF.
(1)
0°-20°.
Wing Flaps
--
(2) Carburetor
(3)
(4)
(5)
TRUE AIRSPEED INDICATOR
Heat
COLD.
FULL THROTTLE
and 2600 RPM.
Control
LIFT NOSE WHEEL (at 60 MPH).
Climb Speed
90 MPH.
Power
Elevator
MAXIMUM
indicator
is available
to replace the standard airspeed indicator
The true airspeed
indicator
in your airplane.
has a cali
brated rotatable
ring which works in conjunction
with the airspeed indisimilar
cator dial in a manner
to the operation of a flight computer.
A true airspeed
rotate ring until pressure
TRUE AIRSPEED,
with outside air temperature in degrees
Fahrenheit.
ring opposite
airspeed on rotatable
airspeed needle.
TO OBTAIN
is aligned
read true
altitude
Then
--
--
--
--
TAKE-OFF.
PERFORMANCE
20°.
(1) Wing Flaps
(2) Carburetor
--
COLD.
Heat
eers----FAULLLT
--
ROTTLE
4)
(5) Brakes
and 2600 RPM.
RELEASE.
--
MAINTAIN SLIGHTLY TAIL LOW
Control
(6) Elevator
ATTITUDE.
are cleared).
60 MPH (until all obstacles
(7) Climb Speed
80 MPH).
UP (after reaching
(8) Wing Flaps
--
--
--
NOTE
Pressure
altitude
altitude.
To obtain
should not be confused with indicated
pressure
altitude, set barometric
scale on altimeter
aItitude
to 29. 92 and read pressure
on altimeter.
Be sure to return
altimeter barometric
scale to original
barometric
setting after pressure
altitude has been obtained.
ENROUTEC LI M B.
NORMAL
CLIMB.
Airspeed
(2) Power
(1)
--
--
100-110
23 INCHES
MPH.
Hg. and 2450 RPM.
1-5
7-10
ENGINE.
BEFORE STARTING
COMPLETE.
Preflight
(1) Exterior
ADJUST and LOCK.
(2) Seats, Belts, Shoulder Harnesses
TEST and SET.
(3) Brakes
(4) Cowl Flaps
OPEN (move lever out of locking hole to reposition).
BOTH.
(5) Fuel Selector Valve
Equipment
OFF.
(6) Radios,
Autopilot, Electrical
CESSNA ECONOMY MIXTURE INDICATOR
--
--
--
--
--
--
INE.
STA RTINGENG
(1) Mixture
RICH.
COLD.
(2) Carburetor
Heat
(3) Propeller
HIGH RPM.
OPEN 1/2 INCH.
(4) Throttle
ASREQUIRED.
(5) Prime
(6) Master
Switch
ON.
CLEAR.
(7) Propeller Area
START (release
(8) Ignition Switch
Indicator
is an exhaust gas temperature
The Cessna Economy Mixture
aids the pilot in adjusting the cruise
(EGT) sensing device which visually
gas temperature varies
with fuel-to-air
power
Exhaust
mixture.
ratio,
between the peak EGT and the EGT at
and RPM.
the difference
However,
constant
the cruise mixture setting is essentially
and this provides
a useful
Operating instructions
are included in Section II.
leaning aid.
--
--
--
--
CARBURETOR AIR TEMPERATUREGAGE
--
--
--
--
when engine
starts).
air temperature gage may be installed
in the aircraft
A carburetor
help detect carburetor
icing conditions.
The gage is marked
with a
yellow are between
and +5°C. The yellow are indicates
the carburector
temperature range where carburetor
icing can occur; a placard
on
the gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE ICING CONDITIONS.
to
NOTE
If engine
has been
overprimed,
Reduce
1/4 to 1/2 full open.
-15°
start with throttle open
throttle to
idle when engine
fires.
(9)
Oil Pressure
CHECK.
--
NOTE
or high humidity
ice formation,
can cause carburetor
Visible moisture
Under cruising
the
conditions,
in idle or low power conditions.
especially
formation
of ice is usually
slow, providing time to detect the loss of
icing during take-off is
caused by the ice-. Carburetor
manifold
pressure
full-open
to ice obrare since
throttle condition is less susceptible
.the
indication
After starting, check for oil pressure
temperatures and 60
within 30 seconds in normal
If no indication
seconds in cold temperatures.
appears, shut off engine and investigate·
BEFORE TA KE OF F.
-
(1) Parking
(2)
(3)
(4)
(5)
1-4
Brake
SET.
Flight Controls
FREE and CORRECT.
TAKE-OFF.
Elevator
and Rudder Trim
Fuel Selector
Valve
BOTH.
Cowl Flaps
OPEN.
--
struction.
air temperature gage needle moves into the yellow
If the carburetor
or there is an unexplained
carburetor
are during potential
icing conditions,
the
Upon regaining
pressure,
heat.
apply full carburetor
drop in manifold
by trial and error
(with heat off), determine
original manifold pressure
operation.
for ice-free
heat required
the minimum amount of carburetor
NOTE
--
--
--
--
Carburetor
heat should not be applied during take-off
unless absolutely necessary
to obtain smooth engine
acceleration
temperatures).
(usually in sub-zero
7-11
OIL QUICK-DRAIN VALVE
valve is optionally
An oil quick-drain
offered to replace
the drain
plug in the oil sump drain port.
The valve provides
a quicker and cleaner method of draining engine oil.
To drain the oil with this valve installed, slip a hose over the end of the valve and route the hose to a suitable
container,
then push upward on the end of the valve until it snaps into the
open position.
Spring clips will hold the valve open.
use
After draining,
a screwdriver
or suitable
tool to snap the valve into the extended (closed)
position
and remove
the drain hose.
.
2
4
vis"°',°,'e"edda
ock,
if installed.
t
c.
Check
control
d
surfaces
a.
Check
aileron
for freedom
a.
b.
c.
Disconnect
wing tie-down.
Check main wheel tire for proper inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water,
sediment,
and proper fuel grade.
check fuel quantity;
Visually
then check fuel filler cap secure
and vent unobstructed.
.
d.
a.
b.
c.
d.
e.
f.
g.
a.
b.
c.
for freedom
of movement
of movement
and security.
static source
Inspect flight instrument
opening on side of fuse(both sides).
lage for stoppage
and spinner for nicks and security,
and proCheck propeller
peller for oil leaks.
air filter for restrictions
by dust or other
Check carburetor
matter.
foreign
Check nose wheel strut and tire for proper
inflation.
Disconnect
tie
rope.
with less than nine quarts.
Do not operate
Check oil level.
flight.
Fill to twelve quarts for extended
pull out
Before first flight of the day and after each refueling,
strainer
drain knob for about four seconds
to clear fuel strainer
water and sediment.
of possible
Check strainer
drain closed.
If water is observed,
the fuel system may contain additional
fuel
and further draining of the system at the strainer,
water,
tank sumps, and fuel selector valve drain plug will be necessary,
-down
Check main wheel tire for proper
inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickand proper fuel grade.
drain valve to check for water,
sediment,
check fuel quantity;
then check fuel filler cap secure
Visually
and vent unobstructed.
b.
c.
Remove pitot tube cover,
and check
if installed,
opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect
wing tie
a.
Check
a.
and security.
pitot
tube
-down.
aileron
for freedom
of movement
and
security.
1-1.
7-12
1-3
ALPHABETICAL
5
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
A
After
Landing,
Care,
5-4
interior,
5-3
propeller,
4-4
Cargo and Baggage Tie-Down,
Center of Gravity Moment
4-8
Envelope,
Cessna Customer Care Program,
1-7
Aircraft,
4
6
file, 5-5
mooring,
securing,
INSPECTION
EXTERIOR
source vaive, static
Pressure,
Aluminum
Ammeter,
Authorized
2
Baggage
Balked
Before
Before
Before
Note
a.
b.
c.
d.
e.
Remove
check
is
operation
of all lights,
Operations,
5-2
4-1
4-4
and Cargo Tie-Down,
1-6, 2-17
Landing,
Landmg,
Starting
and
control
wheel lock•
switch OFF•
switch and check fuel quantity indicators;
Turn on master
turn off master switch·
Check fuel selector
valve handle on BOTHLock with key if children
Check baggage door for security.
to occupy child's seat•
Check ignition
then
are
Cabin Heating,
Ventilating
2-8
Defrosting
System,
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor
Air Temperature
4-3, 7-11
5-7
Cessna
Circuit
Climb
Progressive
Care, 5-7
2-6
Breakers
and Fuses,
enroute,
1-s, 2-14
rate-of-climb
maximum
6-3
data chart,
1-6
performance,
maximum
1-5
normal,
7-1
Cold Weather Equipment,
ground service plug
7-1
receptacle,
7-1
non-congealing
oil cooler,
alternate
static pressure
7-2
source valve,
winterization
kit, 7-1
Cold Weather Operation, 2-17
2-20
operation,
2-17
starting,
6-1
Correction Table, Airspeed,
available.
Figure
1-2
7-2
Surfaces,
2-5
1-6
1-4
Engine,
Take-Off, 1-4, 2-12
2-12
alternator
check,
2-12
magneto
check,
2-12
warm-up,
Visually check aircraft for general condition during walkremove
even small
In cold weather,
around inspection.
of frost,
ice or snow from wing, tail and
accumulations
surfaces.
control
Also, make sure that control surfaces
of ice or debris.
If a
contain no internal accumulations
night flight is planned,
make sure a flashlight
5-1
1-7
Correction Table, 6-1
7-10
True,
Indicator,
4-2
Indicator
Markings,
4-2
Limitations,
Airspeed
Airspeed
Airspeed
Airspeed
Aiternate
INDEX
and
2-17
Crosswind
Landing,
Cruise
-14EGT,
2-16
mgw
2-15,
Cruise Performance
Chart,
6-4, 6-5, 6-6, 6-7, 6-8
Gage,
Cylinder
Head Temperature
4-3
D
Gage,
Diagram,
electrical
system,
2-4
Index-1
exterior
inspection,
2-2
fuel system,
instrument
panel,
1-2
Engine,
1-4
4-2
instrument
markings,
oil, inside back cover
4-2
operation
limitations,
2-10
1-4,
starting,
Engine Failure,
after take-off, 3-1
3-1
during flight,
Enroute
Climb, 1-5, 2-14
1-6
maximum
performance,
1-5
normal,
7-1
Equipment,
Cold Weather,
Excessive
Rate of Electrical
Charge, 3-9
180°
Turn in Clouds, 3-5
Executing
1-2
Exterior
Inspection
Diagram,
2-6
Exterior
Lighting,
before starting,
1-8
4-5
loading arrangements,
6-10
maximum
glide,
principal
ii
dimensions,
7-4
radio selector
switches,
taxiing, 2-11
Principal,
ii
Dimensions,
in Clouds, 3-5
Disorientation
let-downs
emergency
through
3-5
clouds,
180°
turn in
executing
3-5
clouds,
from spiral
recovery
dive, 3-6
3-3
Ditching,
E
Mixture
Economy
Indicator,
2-16,
7-11
Power Supply System
Electrical
3-8
Malfunctions,
3-9
excessive
rate of charge,
3-9
insufficient
rate of charge,
System, 2-3
Electrical
ammeter,
2-5
2-6
circuit
and fuses,
breakers
ground service
plug receptacle,
7-1
2-3
master
switch,
over-voltage
sensor
and
light, 2-5
warning
2-4
schematic,
Emergency
Landing Without Engine
3-2
Power,
Let-Downs
Through
Emergency
Clouds, 3-3
Locator
Transmitter
Emergency
3-9
(ELT),
3-11
ELT operation,
inside front cover
Empty Weight,
F
5-5
3-3
3-4
electrical
fire in flight,
engine fire during start on
3-3
ground,
3-4
engine fire in flight,
3-6
Flight in Icing Conditions,
5-5
Flyable
Storage,
3-2
Forced
Landings,
3-3
ditching,
emergency landing without
3-6
engine power,
precautionary
landing with
3-2
engine power,
2-1
Fuel System,
inside back cover
capacity,
fuel grade,
inside back cover
4-3
fuel quantity indicators,
long range fuel tanks, 2-3
2-2
schematic,
tank sump quick-drain
valves,
File,
Fires,
Aircraft,
1
Ms
OPERATING
CHECKLIST
service,
One of the first steps in obtaining the utmost performance,
with
yourself
from your Cessna is to familiarize
and flying enjoyment
This can best be done
systems,
and controls.
equipment,
your aircraft's
Those items
this equipment while sitting in the aircraft.
by reviewing
are not obvious are covered in Section II.
whose function and operation
to
Checklist form, the steps necessary
in Pilot's
Section I lists,
in its
It is not a checklist
and safely.
operate
your aircraft
efficiently
longer, but it does cover briefly all of the
true form as it is considerably
plastic
A more convenient
points that you should know for a typical flight.
is available for
stowed in the map compartment,
enclosed checklist,
have been performed.
that all important procedures
quickly checking
in crowded terminal
for other traffic is so important
Since vigilance
be avoided in
with checklists
that preoccupation
areas, it is important
from
and performed
memorized
should be carefully
flight.
Procedures
should be quickly scanned to ensure that
Then the checklist
memory.
nothing has been missed.
are normal
characteristics
of your aircraft
or operacharacteristics
There are no "unconventional"
normal
way
respond
in
the
controls
mastered.
AII
tions that need to be
mentioned
in Sections
All airspeeds
within the entire range of operation.
airspeed
Corresponding
calibrated
I, II and III are indicated
airspeeds.
Table in Section VI.
may be obtained from the Airspeed Correction
The flight
and operational
in a11 respects.
2-3
Index-2
1-1
REVISED
FUELQUANTITY
DATA
LMOD
182
SKYL
ANE
1973 AIRCRAFT (SERIAL 18262251 AND ON)
1974 AIRCRAFT (ALL SERIALS)
1975 AIRCRAFT (ALL SERIALS)
Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes
have been found to contain less than the capacity published in the Owner's Manuals. Data in these
manuals indicates total usable capacities of 60 gallons for standard tanks and 79 gallons for long range
tanks; the usable capacity per tank is shown to be 31 gallons and 39 gallons respectivelY·
and Circuit
Fuses
TOTAL
USABLE
BOTH TANKS
TOTAL
PER TANK
USABLE
PER TANK
CAPACITY
(STANDARD TANKS)
61 Gal.
56 Gal.
30.5 Gal.
29 Gal.
CAPACITY
(LONG RANGETANKS)
80 Gal.
75 Gal.
40 Gal.
37 Gal.
2-6
G
4-7
Graph, Loading,
Gross Weight, inside front cover
5-1
Ground Handling,
Ground Service Plug Receptacle,
7-1
All fuel capacity references in Owner'sManuals for these airplanes should be marked to reflect the
capacities in the chart below.
BOTHTANKS
Breakers,
H
Ground, 5-1
Handling,
2-9, 2-10
Shoulder,
Harnesses,
7-5
Headset-Microphone,
and Defrosting
Ventilating
Heating,
System,
Cabin, 2-8
Hot Weather Operation, 2-21
When figuring weight and balance data, consideration should be given to the reduction in weight
and change in moment/1000 which results from a reduced fuel capacity.
For quick re-computation of cruise performance data, use the information in the Cruise Performance
charts provided in the Owner'sManuals by multiplying the ENOR. HOURSand RANGE MILES figures
by 0.93 (for standard tank values) or 0.94 (for long range tank values); this will provide conservative
endurance and range based on the reduced fuel capacities.
Pages in the Owner'sManuals which are affected by the change in fuel capacity are listed in the
chart below.
Indicator,
Indicator,
Inspection
Instrument
4-2
Fuel Quantity, 4-3
7-10
True Airspeed,
5-6
Requirements,
Engine,
Markings,
1-8
Panel Diagram,
Rate of Electrical
Charge, 3-9
HarSeat Belt/Shoulder
Integrated
2-10
nesses
With Inertia Reels,
Interior
Care, 5-4
2-7
Interior
Lighting,
Instrument
Insufficient
PAGES AFFECTED
MANUAL
1973
OWNER'S
MANUAL
OWNER'S
MANUAL
1975
OWNER'S
MANUAL
Inside 2-1
Cover
2-2
2-14 4-6
4-7
5-8
64
6-5
6-6
6-7
6-8
Inside 2-1
Cover
22
2-3
2-14
4-6
4-7
6-4
6-5
6-6
6-7
6-8 Inside
Inside 2-1
Cover
22
2-3
4-6
47
6-4
6-5
6-6
6-7
6-8 Inside
Cover
THIS ADHESIVE
7-1 Inside
Cover
Cover
BACKED STICKER IS TO BE ATTACHED TO ANY
BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75
7
-
_
L
-
-
2-17
after, 1-7
1-6, 2-17
balked,
1-6
before,
Landing,
2-17
crosswind,
distance
table ' 6-9
3-1
forced,
1-7, 2-17
normai,
3-2
precautionary
with power,
2-17
short field,
Landing Gear Servicing,
inside
back cover
main/nose
wheel tire pressure,
inside back cover
nose gear shock strut servicing,
inside back cover
1-6
Let-Down,
2-6
Lighting
Equipment,
exterior
lighting, 2-6
interior
lighting, 2-7
Limitations,
Airspeed, 4-2
Limitations,
Engine Operation,
4-2
Loading Arrangements
Diagram,
Loading Graph, 4-7
4-6
Sample,
Loading Problem,
2-3
Long Range Fuel Tanks,
3-8
Low Oil Pressure,
4-5
M
5-4
MAA Plate/Finish
Trim Plate,
3-8
Magneto Malfunction,
Maneuvers
Normal
Category, 4-1
Manifold Pressure
Gage, 4-3
4-2
Airspeed Indicator,
Markings,
4-2
Engine Instrument,
Markings,
Master
Switch, 2-3
6-10
Maximum
Glide Diagram,
Maximum
Performance
Climb, 1-6
Take-Off,
Performance
Maximum
-
1-5
Maximum
Rate-Of-Climb
6-3
Microphone-Headset,
Moment Envelope,
Data
Chart,
Gravity,
7-5
Center
of
4-8
Index-3
Your
Mooring
Airplane,
5-1
Performance
Specifications,
inside front cover
Precautionary
Landing With Engine
-
N
-eCoAnbaetea
nen
rower, a-2
C2ololer,
Normal
Normal
Normal
Category Maneuvers,
Climb, 1-5
1-7
Landing,
1-5
NormalTake-Off,
Nose Gear Shock Strut,
inside
7-1
4-1
Principal
Dimensions
Diagram,
ii
ressive
Care, Cessna, 5-7
Page
cover
Quick-Drain
Valve,
R
Oil System,
Operations
Authorized,
Sensor
4-1
and Warning
5-8
System,
5-9
publications,
7-6
Oxygen System,
7-9
duration
calculation,
7-7
duration
chart,
7-6
operation,
7-9, inside back
servicing,
cover
Radio
SECTION
I
SECTION
II
OPERATING
-
Selector
Switches ' 7-4
7-4
diagram,
7-4
operation,
7-5
speaker-phone
switches,
transmitter selector switches,
7-4
Recovery
From Spiral Dive, 3-6
Rough Engine Operation or Loss of
3-7
Power,
carburetor
icing, 3-7
3-8
low oil pressure,
3-8
magneto
malfunction,
spark plug fouling, 3-7
CHECKLIST
DESCRIPTION
-
Oil, 7-12
O
Over-Voltage
2-5
Light,
OF CONTENTS
care ' 5-3
5-9
Publications,
back
inside back cover
capacity,
7-1
oil cooler,
non-congealing,
oil/filter
change,
inside back
cover
oil grade,
inside back cover
pressure
gage, 4-3
quick-drainvalve,
7-12
temperature gage, 4-2
2-17
Operation,
Cold Weather,
2-21
Operation, Hot Weather,
Engine,4-2
Operation Limitations,
TABLE
III
DETAILS
SECTION
IV
SECTION
V
SECTION
VI
SECTION
VII-
ALPHABETICAL
-
-
CARE
OF
_
_
_
_
2-1
_......
3-1
4-1
AIRPLANE........
5-1
DATA.__________...
6-1
SYSTEMS______________
7-1
THE
OPERATIONAL
OPTIONAL
_
LIMITATIONS........
OPERATING
-
_
PROCEDURES.____
EMERGENCY
-
i.i
________
AND
OPERATING
SECTION
-
INDEX-..........---------------_.
Index-1
Owner Follow-Up
Painted
Surfaces,
5-3
S
4-6
Sample Loading Problem,
1-7
Securing
Aircraft,
5-8 '
Servicing
Requirements,
inside back cover
engine oil, inside back cover
fuel, inside back cover
landing gear,
inside back cover
2-17
Short Field Landing,
Shoulder
Harnesses,
2-9, 2-10
the operation and performance
of
This manual describes
Model 182, the Skylane, and the Skylane II. Equipment
described
as "Optional" denotes that the subject equipment
is
is optional on the Model 182. Much of this equipment
standard
on the Skylane and Skylane II.
the
Index-4
iii
v-iwo
o
x
-
s
3-7
Spark Plug Fouling,
Speaker-Phone
7-5
Switches,
Spins, 3-6
2-17
Stalls,
6-2
speed chart,
Starting
1-4, 2-10
Engine,
7-3
Static Dischargers,
Static Pressure
Alternate Source
Valve,
4o
7-2
5-5
2s--2
Maximum
with nose
height of airplane
gear depressed,
all
1prlapseh nyg
iia"teadndannosep
beacon
**Wing
installed
span of airplane
with
optionalstrobelightsinstalled.
PRINCIPAL
DIMENSIONS
I l
I
Flyable,
Storage,
Suction Gage, 4-3
Surfaces
aluniinum, 5-2
painted, 5-3
System,
cabin heating,
ventilating
2-8
and defrosting,
2-3
electrical,
fuel, 2-1
5-8
°="
= f°How-up,
7-6
oxygen,
I
Table of Contents,
4-3
Tachometer,
36
-0"
35
-10"
iii
1-5, 2-13
before,
1-4, 2-12
6-3
data chart,
1-5
maximum
performance,
1-5
normal,
2-12
Taxiing,
Tire Pressure,
inside back cover
Transmitter
Selector
Switches,
Take-Off,
7-4
True
Airspeed
Indicator,
7-10
W
Weight
empty,
inside front cover
gross,
inside front cover
4-3
Weight and Balance,
baggage and cargo tie-down,4-4
center of gravity
moment
4-8
envelope,
loading arrangements
diagram,
4-5
4-7
loading graph,
4-6
sample loading problem,
5-2
Windshield
Windows,
Winterization
Kit, 7-1
-
MAX.6'-10"
ii
Index-5
REQUIREMENTS
SERVICING
*
CONGRATULATIONS
.
.
.
.
.
.
Welcome to the ranks of Cessna owners!
Your Cessna has been designed and constructed
to give you the most in performance,
and comfort.
economy,
It is our desire that you will find flying it, either for business
or pleasure,
a pleasant
and
profitable
experience.
EN Gi NE Ol L:
40°F.
Aviation Grade SAE 50 Above
40°F·
Aviation Grade SAE 10W30 or SAE 30 Below
Multi-viscosity
for
oil with a range of SAE 10W30 is recommended
improved
Ashless
dispersant
oil, conformstarting in cold weather.
must be used.
ing to Continental Motors Specification
MHS-24A,
GRADE
.
as a guide to help you get the most pleasure
This owner's Manual has been prepared
about your Cessna's
It contains information
and utility from your Model 182/Skylane.
and suggestions
for its servicing
procedures,
and performance;
operating
equipment,
We urge you to read it from cover to cover, and to refer to it frequently.
and care.
--
Our interest
World-wide,
ment stands
Dealers:
NOTE
Your Cessna was delivered
from the factory
with a corrosion preventive
aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
oil conforming
to Specification
No•
straight
mineral
MIL-L-6082.
--
OIL AND OIL FILTER
CHANGE
After the first 25 hours of operation,
drain engine oil sump and clean
the oil pressure
screen.
If an optional oil filter is installed,
change
filter element
at this time. Refill sump with straight mineral oil and
use until a total of 50 hours has accumulated
or oil consumption
has
then change to dispersant
oil.
stabilized;
On aircraft not equipped
drain the engine oil sump and clean the oil
with an optional
oil filter,
pressure
screen
each 50 hours thereafter.
On aircraft which have
an optional oil filter,
the oil change interval may be extended to 100hour intervals,
providing
the oil filter element is changed at 50-hour
intervals.
Change engme oil at least every 6 months even though less
than the recommended
hours have accumulated.
Reduce intervals
for
prolonged
operation
in dusty areas,
cold climates, or when short
flights and long idle periods
result
in sludging
conditions.
FACTORY
service.
--
.
.
It is designed to provide you with the most
THE CESSNA WARRANTY
comprehensive
coverage possible:
No exclusions
a.
Coverage includes parts and labor
b.
Available at Cessna Dealers world wide
c.
Best in the industry
d.
plus other important
of the warranty
Specific benefits and provisions
Care Program
book
benefits for you are contained in your Customer
service is available to you at
Warranty
supplied with your aircraft.
Cessna Dealer throughout the world upon presentation
any authorized
Care Card which establishes
your eligibility
under
of your Customer
the warranty.
--
12 QuartS.
CAPACITY
OF ENGINE SUMP
Do not operate
on less than 9 quarts.
To minimize
loss of oil through
fill to 10 quart level for normal flights of less than 3 hours•
breather,
For extended
fill to 12 quarts.
These quantities
refer to oil
flight,
dipstick
level readings.
During oil and oil filter changes,
one additional quart is required when the filter element is changed.
.
of a Cessna.
has not ceased with your purchase
in your flying pleasure
backed by the Cessna Service Departthe Cessna Dealer Organization
are offered by most Cessna
ready to serve you. The following services
-
TRAINED
PERSONNEL
to provide
you with courteous
FACTORY APPROVED
SERVICE EQUIPMENT to provide
possible.
most efficient and accurate
workmanship
A STOCK OF GENUINE
need them.
CESSNA SERVICE
expert
you with the
PARTS on hand when you
FOR SERVICING
THE LATEST AUTHORITATIVE
INFORMATION
have all of the Service
CESSNA AIRPLANES,
since Cessna Dealers
and
kept current by Service Letters
Manuals and Parts Catalogs,
Service News Letters,
published by Cessna Aircraft
Company.
We urge
all Cessna
A current
is revised
Make your
awaits you
owners
to use the Cessna
Dealer
Organization
to the fullest.
accompanies
your new airplane.
The Directory
Cessna Dealer Directory
and a current copy can be obtained from your Cessna Dealer.
frequently,
flight planning aids; a warm welcome
one of your cross-country
Directory
at every Cessna Dealer.
i
182P 75
182P 75
ESSNA
ESSNA
inonzL
BUY AND
MORE PEOPLE
FLY CESSNA
AIRPLANES
THAN ANY OTHER MAKE
SKYLANE
1975
CESSNA AIRCRAFT COMPANY
WICHITA,
KANSAS
WORLD'S LARGEST PROOF GENERAL
DUCER
AIRCRAFT
AVIATION
SINCE
1956
OW NE R'S
MANUAL