Cessna_182_C182H 1965 Owners Manual Cessna 182 C182H

User Manual: Cessna_182_C182H-1965-OwnersManual

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THERE

ARE

MORE

CESSNAS

FLYING

THAN

ANY OTHER

W.AKE

I_

2L8_

o

W

MAN

UAL

WORLDS

LARGEST

PRODUCER

OF

GENERAL

AVIATION

AIRCRAFT

SINCE

1956

PERFORMANCE

-

SPECIFICATIONS

GROSS

WEIGHT

SPEEft

Top

Speed

at

Sea

Level

Cruise

75%

Power

at

6500 ft.

RANGE:

Cruise

75%

Power

at

6500

ft.

60

Gallons,

No

Reserve

Cruise

75%

Power at

6500

ft.

79

Gallons,

No

Reserve

Optimum

Range

at

10,

000

ft.

60

Gallons,

No

Reserve

Optimum

Range

at

10,

000

ft.

79

Gallons,

No

Reserve

RATE

OF CLIMB

AT

SEA

LEVEL

SERVICE

CEILING

TAKE-OFF:

Ground

Run

Total

Distance

Over

50-Foot

Obstacle

LANDING:

Ground Roll

Total Distance

Over

50-

Foot

Obstacle

EMPTY

WEIGHT

(Approximate)

BAGGAGE

WING

LOADTNG

Pounds/Sq

Foot

POWER

WADING:

Pounds/HP.

FUEL

CAPACITY:

Total

Standard

Tanks

Optional

Long

Range

Tanks

OIL

CAPACITY:

Total

2600

lbs

167

mph

159

mph

685mi

4.

3

hrs

159

mph

BOSmi

5.7

hrs

159

mph

905m1

7.

6

hrs

119

mph

1190

ml

10.

0

hrs

119

mph

980

fpm

18,

900

ft

625ft

12051t

590ft

1350

ft

1550

lbs

120

lbs

16.1

12.2

65ga1.

84gaL

.

l2qts

82

inches

O-470-R

2800

lbs

170

mph

162

mph

695

ml

4.3

hrs

162

mph

925

ml

5.7

hrs

162

mph

925

ml

7.

6

hrs

121

mph

1215

ml

10.0

hrs

121

mph

980

1pm

18,

900

ft

625

ft

1205

ft

590

ft

1350

ft

1610

lbs

120

lbs

16.

1

12.

2

65

gal.

84

gal.

l2qts

82

inches

O-470-R

MODEL

182

SKYIJANE

I

I

CONGRATULATIONS

Welcome

to

the

ranks

of

Cessna

Owners!

Your

Cessna

has been

designed

and

constructed

to

give

you

the

most

in

performance,

economy,

and

com

fort.

It

is

our

desire

that

you

will

find

flying

it,

either

for

business

or

pleasure,

a

pleasant

and

profitable experience.

This Owner’s

Manual

has been

prepared

as

a

guide

to

help

you

get

the

most

pleasure

and

utility

from your

Model

182/Skylane.

It

contains

in

formation

about

your

Cessna’s

equipment,

operating

procedures,

and

performance;

and

suggestions

for

its

servicing

and

care.

We

urge

you

to

read

it

from

cover to

cover,

and to

refer

to

It

frequently.

Our

interest

in

your

flying

pleasure

has

not

ceased

with

your

purchase

of

a

Cessna.

World-wide,

the

Cessna

Dealer

Organization

backed

by

the

Cessna Service

Department

stands

ready

to

serve

you.

The

following

services

are

offered

by

most Cessna

Dealers:

FACTORY

TRMNED

PERSONNEL

to

provide

you

with

courteous

expert

service.

FACTORY

APPROVED

SERVICE

EQWPMENT

to

provide

you

with

the

most

efficient

and

accurate

workmanship

possible.

A

STOCK OF

GEMJTNE

CESSNA

SERVICE

PARTh

on

hand

when

you

need

them.

THE

LATEST

AUTHORITATIVE

INFORMATION

FOR

SERV

ICING

CESSNA

AIRPLANES,

since

Cessna

Dealers

have

all

of

the

Service

Manuals

and

Parts

Catalogs,

kept

current

by

Service

Letters

and

Service

News

Letters,

published

by

Cessna

Aircraft

Company.

We

urge

all Cessna

owners

to

use

the

Cessna Dealer

Organization

to

the

fullest.

A

current

Cessna

Dealer

Directory

accompanies

your

new

airplane.

The

Directory

is

revised

frequently,

and

a

current

copy

can be

obtained

from

your

Cessna

Dealer.

Make

your

Directory

one

of

your

cross-country

flight

planning

aids;

a

warm

welcome

awaits

you

at

every

Cessna

Dealer.

PROPELLER:

Constant

Speed

(Diameter).

ENGINE:

Continental

Engine

230

rated

HP

at

2600

RPM

I

TABLE

OF

CONTENTS

Page

=

SECTION

I

-

OPERATING

CHECK

LIST

1-1

SECTION

II

-

DESCRIPTION

AND

OPERATING

DETAILS

2-1

SECTION

III

-

OPERATING

LIMITATIONS

3-1

SECTION IV- CARE

OF

THE AIRPLANE

4-1

OWNER

FOLLOW-UP

SYSTEM

4-8

SECTION

V

-

OPERATIONAL

DATA

5-1

SECTION

VI- OPTIONAL

SYSTEMS

6-1

ALPHABETICAL

INDEX

Index-i

This manual

describes

the

operation

and

performance

of

both

the

Cessna

Model

182

and

the

Cessna

Skylane.

Equipment

described

as

“Optional”

denotes

that

the

subject

equipment

is

optional

on

the

Model

182.

Much

of

this

equipment

is

standard

on

the

Skylane

model.

lii

Section

OPERATING

CHECK

LIST

One of

the

first

steps

in

obtaining

the

utmost

performance,

service,

and

flying enjoyment

from

your

Cessna is

to

familiarize

yourself

with

your

airplane’s

equipment, systems1

and

controls.

This

can

best

be

done

by

reviewing

this

equipment

while

sitting

in

the

airplane.

Those

items

whose

function

and

operation

are

not

obvious

are

covered

in

Section

U.

Section

I

lists,

in

Pilot’s

Check

List

form,

the

steps

necessary

to

operate

your

airplane

efficiently

and

safely.

It

is

not

a

check

list

in

its

true

form

as it

is

considerably

longer,

but

it

does

cover

briefly

all

of

the

points that

you

should

know

for

a

typical

flight.

The

flight

and

operational

characteristics

of

your

airplane

are

normal

in

all

respects.

There

are

no

‘unconventional”

characteristics

or

oper

ations

that

need

to

be

mastered.

All

controls

respond

in the

normal

way

within

the

entire

range

of

operation.

All

airspeeds

mentioned

in

Sections

I

and

II

are

indicated

airspeeds.

Corresponding

calibrated

airspeeds

may

be

obtained from

the

Airspeed

Correction

Table

in

Section

V.

BEFORE

ENTERING

THE

AIRPLANE.

(1)

Make

an

exterior

Inspection

in

accordance

with

figure

1-1.

BEFORE

STARTING

THE

ENGINE.

(1)

Seats

and

Seat

Belts

-—

Adjust

and

lock.

(2)

Flight

Controls

--

Check.

(3)

Brakes

--

Test

and

set.

(4)

Master

Switch

——

“ON.’

(5)

Cowl

Flaps

--

‘OPEN.”

(Move

lever

out

of

locking

hole

to

reposition.)

(6)

Elevator

and

Rudder

Trim

--

“TAKE-OFF’

setting.

(7)

Fuel

Selector

Valve

--

“BOTH,”

(8)

Turn

all

radio

switches

“OFF,’

‘ti-r

‘I

is,

EXTERIOR

INSPECTION

Se

I

DIAGRAM

SI

NOTE

Chock

general

aircraft

condition

during

walk.

arneand

inspection.

If

night flight

is

planned,

chock

operation

of

all

lights,

and

omits

ear,

a

Qashlight

is

available.

(3)

a.

Tarn

on

master

switch

and

check

fuel

quantity

indicatorsl

then

tarn

master

switch

“OFF.

b,

Check

iwiUtti

switch

“OFF.

e.

Check

fuel

task

selector

nive

handle

on

“BoTh.”

d.

Oi

first

flight

of

day

and

after

each refu

tl

ing,

pull

mat

atridner

drain

knob

for

about

four

seconds,

to

clear

Suet

strainer

of

pos

sible

waler

and

sediment,

e,

Remove

control

whoel

lack.

C.

Chock

baggage

door

for

security.

a.

Check

propeller

and

spinner for

ricks

‘al

security,

and

propeller

for oil

leaks.

b.

Make

vimal

chock

in

thsnsre

that

fuel

stnir,er

tht

valve

Is

closed

after

dnmtr.g operation.

c.

Chock

nose

wheel

strut

and

tin

for

proper

irliation.

d.

Otaconnoct

nose

tic-down.

C.

Check

carbarctetr

air

filter

for

restrictions

by

dust

or

other

foreign

mailer.

I.

Check

oil

level.

Do

not

operate

with

lean

than

nine

quarts.

Fill

for

extended

flight.

()

a.

Remove

rudder

gust

lock,

If

I

tatailed.

b.

nisconnect

tail

tie-don.

a-

Chock

maio

wheel

tire

for

proper

inflation.

ii.

Inspect

airspeed

static

source

hole

on

side

of

fusetago

for

stoppage.

c.

Disconnect

wing

tie-dosn.

a.

Remove

pitot

tube

covor,

It

installed,

and

check

pitot

tube

opening

for

stoppage.

b.

Check fuel

taste

vent opening for

stoppage,

Aieo,

check

ftc!

tank vent

opening

provided

in

right

wing

when

optional

long

range

fuel

taste,

are

installed.

®

samoan®

lv

Figure

l—L

1—1

STARTING ENGINE.

(1)

Carburetor

Heat

—-

Cold.

(2)

Mixture

- -

Nch.

(3)

Propeller

--

High

RPM.

(4)

Throttle--

Cracked

(one-hall

inch).

(5)

Primer

--

As

required.

(6)

IgnitIon

Switch

—-

“START.”

Hold

until

engine

fires,

but

not

longer

than

30

seconds.

(7)

Ignition

Switch

--

Release

to

“BOTH”

(immediately

after

engine

fires).

NOTE

If

engine has been

overprimed,

start

with

throttle

open

1/4

to

1/2

full

open.

Reduce

throttle

to

idle

when

en

gine

fires.

NOTE

After

starting,

check

for

oil

pressure

indication

within

30

seconds

in

normal

temperatures

and

60

seconds

in

cold

temperatures.

U

no

indicatIon

appears,

shut

off

engine

and

Investigate.

BEFORE

TAKE-OFF.

(1)

Throttle

SettIng

-

1700

RPM.

(2)

Engine

Instruments

--

Check.

(3)

Carburetor

Heat

—-

Check

operation,

then

set

to

cold

unless

icing

conditions

prevail.

(4)

Ammeter

—-

Check.

(5)

Suction

Gage

-—

Check

(4.

5

inches

of

mercury

desired,

3.75

to

5.0 acceptable).

(6)

Magnetos

--

Check

(50

RPM

maximum

differential

between

magnetos).

(7)

Propeller

--

Cycle

from

high

to

low

RPM;

return

to

high

RPM

(full

in).

(8)

Flight

Controls

--

Recheck.

(9)

Wing

Flaps

——

Check

operation

and

set

0°

to

20°.

(10)

Cowl

Flaps--

Full”OPEN.”

(11)

Elevator

and

Rudder

Trim

--

Recheck

“TAKE-OFF”

setting.

(12)

Cabin

Doors

--

Cased

and

locked.

(13)

Flight

Instruments

and

Radios

--

Set.

1-2

1C:J.

133.

..;ik4;;

TAKE-OFF.

,

:‘

*

NORMAL

TAKE-OFF.

.:.

(1)

Wing

Flaps--

Up.

(2)

carburetor

Heat

--

Cold.

(3)

Power

--

Full

throttle

and

2600

RPM.

(4)

Elevator

Control

-—

Raise

nosewheel

at

60

MPH.

(5)

Climb

Speed

-—

90

MPH

until

all

obstacles

are

cleared,

then

set

up

climb

speed

as

shown

in

“NORMAL CLIMB”

paragraph.

MAXIMUM

PERFORMANCE

TAKEOFF.

;.

(1)

Wing

Flaps

——

20°.

(2)

carburetor

Heat

-—

Cold,

•.

(3)

Brakes

--

Apply.

(5)

Brakes

-—

Release.

•

(6)

Elevator

Control

--

Maintain

slightly

tail-low

attitude.

\

(4)

Power

--

Full

throttle

and

2600

RPM.

(7)

Climb

Speed

--

60

MPH

until

all

obstacles

are

cleared,

then

set

(8)

Wing

Flaps

—-

Up

after

obstacles

are

cleared.

up

climb

speed

as

shown

In

“MA4I

PERFORMANCE

CIB.”

CUMB.

.•.

.

NORMAL

CLIMB.

(1)

Air

Speed

--

100

to

120

MPH.

(2)

Power

—-

23

Inches

and

2450

RPM.

(3)

Mixture

--

Full

rich

(unless

engine

is

rough

due

to

excessively

rich mixture).

(4)

Cowl

Flaps

--

Open

as

required.

MAXIMUM

PERFORMANCE

CLIMB.

(1)

Mr

Speed

-—

88

MPH

(sea

level)

to

84

MPH

(10,000

feet).

(2)

Power

-

-

Full

throttle

and

2600

RPM.

(3)

Mixture

—-

Full

rich

(unless

engine

is rough).

(4)

Cowl

Flaps

--

Full “OPEN.”

CRUISING.

(1)

Engine

Power

--

15

to

23

inches

of

manifold

pressure

and

2200

-

2450

RPM.

(2)

Cowl

Flaps

--

Open

as

required.

(3)

Elevator

and

Rudder

Trim

--

Adjust.

(4)

Mixture

-—

Lean.

1—3

LET-DOWN.

Mixture

-—

Rich.

Power

--

As

desired.

Carburetor

Heat

--

Apply

(if

icing

conditions

exist).

BEFORE

LANDING.

Fuel

Selector

Valve

--

“BOTH”

Mixture

--

Rich.

Propeller

--

High

RPM.

Cowl

Flaps

--

Closed.

Carburetor

Heat

--

Apply

before

closing

throttle.

Airspeed

--

80

to

90

MPH

(flaps

retracted).

Wing

Flaps

--

00

to

40°

(below

110

MPH).

Airspeed

--

70 to

80

MPH

(flaps

extended).

Elevator

and

Rudder

Trim

--

Adjust.

NORMAL

LANDINa

(1)

Landing Technique

--

Conventional

for

all

flap

settings.

AFTER

LANDING.

(1)

Mixture

—-

Idle

cut-off

(pulled

full

out).

NOTE

Do

not

open

throttle

as

engine

stops since this

actuates

the

accelerator

pump.

All

Switches

——

Off.

Brakes

--

Set.

Control

Lock

--

installed.

The

following

paragraphs

describe

the

systems

and

equipment

whose

function

and

operation

is

not

obvious when

sifting

in

the

airplane.

This

section

also

covers

in

somewhat

greater

detail

some

of

the

items listed

In

Check

List

form

in

Section

I

that

require

further

explanation.

FUEL

SYSTEM.

Fuel

is

supplied

to

the

engine

from

two

tanks,

one in

each

wing.

The

total

usable

fuel,

for all

flight

conditions

is

60

gallons

for

standard

tanks

and

79

gallons

for

optional

long

range

tanks.

NOTE

Unusable

fuel

Is at

a

minimum

due

to

the

design

of

the

fuel

system.

However,

with

1/4

tank

or

less,

prolonged

uncoordinated

flight

such

as

slips

or

skids

can

uncover

the

fuel

tank

outlets,

causing

fuel

starvation

and

engine

stoppage

when

operating

on

a

single

tank.

Therefore,

to

avoid

this

problem

with

low

fuel

reserves,

the

fuel

selector

should

be

set

at

‘BOTH”

position.

Fuel

from

each

wing

tank

flows

by

gravity

to

a

selector

valve.

Depending

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.

NOTE

Take

off

with

the

fuel

selector

valve

handle

in the

“BOTH”

position

to

prevent inadvertent

take-oft

on

an

empty

tank.

However,

when

the

selector

is

in

the

“BOTH”

position,

unequal

fuel

flow

from

each

tank

may

occur

after

extended

flight

if

the

wings

are

not

maintained

exactly

level.

Re—

(1)

(2)

(3)

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

DESCRIPTION

AND

OPERATING

DETAILS

(1)

Cowl

Flaps

“OPEN,”

(2)

Wing

Flaps

--

Retract.

(3)

Carburetor

Heat

--

Cold.

SECURE

AIRCRAFT.

(2)

(3)

(4)

1-4

I

I

suiting

wing

heaviness

can

be

alleviated

gradually

by

turning

the

selector

valve

handle

to

the

tank

in

the

“heavy”

wThg.

The

recommended

cruise

fuel

management

pro

cedure

for

extended

flight

is

to

use

the

left

and

right

tank

alternately.

ELECTRICAL

SYSTEM.

Electrical

energy

is

supplied

by

a

14-volt,

direct-current

system

powered

by

an

engine-driven

alternator.

The

12-volt

battery

is

located

aft

of

the

rear

baggage

compartment

wail.

CIRCUIT

BREAKERS.

FUEL SYSTEM

r

SCHEMATIC

I

Figure

2-1.

CARBURETOR

All

electrical

circuits

in the

airplane,

except

the clock

circuit,

are

protected

by

circuit

breakers.

The

clock has

a

separate

fuse

mounted

adjacent

to

the

battery.

The

stall

warning

transmitter

and

horn

circuit

and the

optional

turn-and-bank indicator

circuit

are

protected

by

a

single

automatically

resetting

circuit

breaker

mounted behind

the

instrument

panel.

The

cigar

lighter

is

protected

by

a

manually

reset

type

circuit

breaker

mounted

directly

on

the

back

of

the

lighter

behind

the

instrument

panel.

The

remaining

circuits

are

protected

by

“push-to-reset’

circuit

breakers

on the

instrument

panel.

I

•1

ROTATING

BEACON

(OPT)

The

rotating

beacon

should

not

be

used

when

flying

through clouds

or

overcast;

the

moving

beams

reflected

from

water

droplets

or

particles

in

the

atmosphere,

particularly

at

night,

can

produce

vertigo

and

loss

of

orientation.

CABIN

HEATING,

VENTILATING

AND

DEFROSTING

SYSTEM.

The

temperature

and

volume

of

airflow

into

the

cabin

can

be

regulated

to any

degree

desired

by

manipulation

of

the

push-pull

“CABIN HEAT”

and

“CABIN

AIR”

knobs.

Both

control

knobs

are

the double-button

type

with

friction

locks

to

permit

intermediate settings.

NOTE

Always

pull

out

the

“CABIM AIR”

knob

slightly

when

the

:

LEFT

WING

TANK

RIGHT

WING

TANK

FUEL

STRAINER

ENGINE

PRIMER

TO

ENGINES

6’

ql

THROTTLE

fl

—

MIKTURE

CONTROL KNOB

TO

ENGINE

2—2 2—3

“CABIN

HEAr’

knob

Is

cut.

This

action

increases

the

airflow through

the

system,

increasing

efficiency,

and

blends

cool

outside

air

with

the

exhaust

manifold

heated

air,

thus

eliminating

the

possibility

of

overheating

the

F

system

ducting.

The

rotary

type

“DEFROST”

knob

regulates

the

airflow

for

windshield

defrosting.

Front

cabin

heat

and

ventilating

air

is

supplied

by

outlet

holes

spaced

across

a

cabin

manifold

just

forward

of

the

pilot’s

and

copilot’s

feet.

Rear

cabin

heat

and

air

is supplied

by two

ducts

from

the manifold,

one

extend

ing

down

each

side

of

the cabin.

Windshield

defrost

air

is

also

supplied

by

a

duct

leading

from

the cabin manifold.

Separate adjustable

ventilators

supply

additional

air;

one

near

each

upper

corner

of

the

windshield

supplies

air

for

the

pilot

and

copilot,

and

two

in

the

rear

cabin

ceiling

supply

air

to

the

rear

seat

passengers.

STARTING

ENGINE.

Ordinarily

the

engine

starts

easily

with one

or

two

strokes

of

the

primer

in

warm

temperatures

to

six

strokes

in

cold

weather

with

the

throttle

open

approximately

1/2

inch.

In

extremely

cold

temperatures

it

may

be

necessary

to

continue

priming

while

cranking.

Weak

inter

mittent

explosions

followed

by

puffs

of

black

smoke

from

the

exhaust

stack

indicate

overpriming

or

flooding.

Excess

fuel

can

be

cleared

from

the

combustion

chambers

by

the

following

procedure:

Set

the

mix

hire

control

full

lean

and

the

throttie

full

open;

then

crank

the

engine

through

several

revolutions

with

the

starter.

Repeat the

starting

procedure

without

any

additional priming.

U

the

engine

is

underprimed

(most

flicely

in

cold

weather

with

a cold

engine)

it

will

not

fire

at

all.

Additional

priming

will

be

necessary

for

the

next

starting

attempt.

As

soon

as

the

cylinders

begin

to

fire,

open the

throttle

slightly

to

keep

it

running.

U

prolonged

cranking

is

necessary,

allow

the

starter

motor

to

cool

at

frequent

intervals,

since

excessive

heat

may

damage

the

armature.

2—4

Figure

2-2.

2—5

TAXIING.

The

carburetor

air

heat

knob

should

be

pushed

full

in

during

all

ground

operations

unless

heat

is

absolutely

necessary

for

smooth

engine

operation.

When

the

knob

is

pulled

out

to

the

heat

position,

air

entering

the

engine

is

not

filtered.

Taxiing

over

loose

gravel

or

cinders

should

be

done

at

low

engine

speed

to

avoid

abrasion

and

stone

damage

to

the

propeller

tips.

BEFORE

TAKE-OFF.

plane

to

start

rolling

before

high

RPM

is

developed,

and

the

gravel

will

be

blown

back

of

the

propeller

rather

than

pulled

into

It.

Most

engine

wear

occurs

from

improper

operation

before

the

engine

is

up to

normal

operating

temperatures,

and

operating

at

high

powers

and

RPM’s.

For

this

reason

the

use

of

maximum

power

for

take-off

should

be

limited

to

that absolutely

necessary

for

safety.

Whenever

possible,

reduce

take-off

power

to

normal

climb

power.

Normal

take-off

s

are

accomplished

with

wing

flaps

up, cowl

flaps

open,

full

throttle,

and

2600

RPM.

Reduce

power

to

23

inches

of

mani

fold

pressure

and

2450

RPM

as

soon

as

practical

to

minimize

engine

wear.

Since

the

engine

is

closely

cowled

for

efficient

in-flight

cooling,

pre

cautions

should

be

taken

to

avoid

overheating

on

the

ground.

Full

throttle

checks

on

the ground

are

not

recommended

unless

the pilot

has

good

reason

to

suspect

that

the

engine

is

not

turning

up

properly.

The

magneto

check

should

be

made

at

1700

RPM

with

the

propeller

in

flat

pitch

as

follows:

Move

the ignition

switch

first

to “R”

position

and

note

RPM.

Then

move

switch

back

to

“BOTH”

position

to

clear

the

other

set

of

plugs.

Then

move

switch

to

“U’

position

and

note

RPM.

The

dif

ference

between

the

two

magnetos

operated

singly

should

not

be

more

than

50

RPM.

if

there

is

a

doubt

concerning

the

operation

of

the

ignition

sys

tem,

RPM

checks

at

a

higher

engine

speed

will

usually confirm whether

a

deficiency

exists.

An

absence

of

RPM

drop

may

be an

indication

of

faulty

grounding

of

one

side

of

the

ignition

system or

should

be

cause

for suspicion that

the

magneto

timing

has

been

“bumped-up”

and

is

set

in advance

of

the

setting

specified.

TAKE-OFF.

It

is

important

to

check

full-throttle

engine

operation

early

in

the

take

off

run.

Any

signs

of

rough

engine

operation

or

sluggish

engine

accelera

Uon

is

good

cause

for

discontinuing

the

take-off.

Full

throttle

runups

over

loose gravel

are

especially

harmful

to

propeller tips.

when

take-offs

must

be made

over

a

gravel surface,

it

is

very important

that

the

throttle

be

advanced slowly. This

allows

the

air-

Using

20°

wing

flaps

reduces

the

ground

run

and

total

distance

over

the

obstacle

by

approximately

20

per

cent.

Soft

field

take-offs

are

per

formed

with

20°

flaps

by

lifting

the

airplane

off

the

ground

as

soon

as

practical

in

a

slightly

tail-low

attitude.

However,

the

airplane

should

be

leveled

off

immediately

to

accelerate

to

a

safe

climb speed.

if

20°

wing

flaps

are

used

for

take-off,

they

should

be

left

down

until

all

obstacles

are

cleared.

To

clear

an

obstacle

with

wing

flaps

20

degrees,

the

best

angle-of-climb

speed

(60 MPH,

LAS)

should

be

used.

if

no

ob

structions

are

ahead,

a

best

“flaps

up”

rate-of-climb

speed

(90

MPH,

LAS)

would

be

most

efficient.

These

speeds

vary

slightly

with

altitude,

butthey

are

close

enough

for average

field

elevations.

Flap

deflections

of

30°

to

40°

are

not

recommended

at

any

time

for

take—off.

Take-offs

into

strong

crosswinds normally

are

performed

with

the

minimum flap

setting

necessary

for

the

field

length,

to

minimize

the

drift

angle

immediately

after

take-off.

The

airplane

is

accelerated

to

a

speed

slightly higher

than

normal,

then

pulled

off

abruptly

to

prevent

possible

settling

back

to

the

nmway

while

drifting.

When

clear

of

the

ground, make

a

coordinated

turn

into

the

wind

to

correct

for

drift.

CLIMB.

A

cruising

climb

at

23

inches

of

manifold

pressure,

2450

RPM

(ap

proximately

75%

power)

and

100

to

120

MPH

is

recommended

to

save

time

and

fuel

for

the

overall

trip.

In

addition,

this

type

of

climb

provides

bet

ter

engine

cooling,

less

engine

wear,

and

more

passenger

comfort

due

to

-

2—6

lower

noise level.

if

it

is

necessary

to

climb

rapidly

to

clear

mountains

or reach

favor

able

winds

at

high

altitudes,

the

best

rate-of-climb

speed

should

be

used

with

maximum

power.

This

speed is

88

MPH

at

sea

level,

decreasing

2

MPH

for

each

5000

feet

above

sea

level.

If

an

obstruction

ahead

requires

a

steep

climb

angle, the

airplane

should

be

flown

at

the

best

angle

of

climb

with

flaps

up

and

maximum

power.

This speed

is

70

MPH.

In

a

balked landing

(go-around) climb,

the wing

flap

setting

should

be

reduced

to

200

immediately

after

fun

power

is

applied.

Alter

all

obstacles

are

cleared

and

a

safe

altitude

and

airspeed

are

obtained,

the

wing

flaps

should

be

retracted.

CRUISE.

Normal

cruising

is

done

between

65%

and

75%

power.

The power

settings

required

to

obtain

these

powers

at

various

altitudes

and

outside

air

temperatures

can

be

determined

by

using

your

Cessna

Power

Com

puter

or

the

OPERATIONAL

DATA,

Section

V.

The

Optimum

Cruise

Performance table

(figure

2-3),

shows

that

cruising

can

be

done

most efficiently

at

higher

altitudes

because

very

nearly

the

same

cruising

speed

can

be

maintained

at

much

less

power.

For

a

given

throttle

setting,

select

the

lowest

engine

RPM in

the

green

arc

range

that

will

give

smooth

engine

operation.

The cowl

flaps

should

be

adjusted

to

maintain

the

cylinder

head

tem

perature

near

the

middle

of

the

normal

operating

(green

arc)

range

to

assure

prolonged

engine

life.

To

achieve

the

range

figures

shown

in Section

V,

the

mixture

should

be

leaned as

follows:

pull

mixture

control

out

until

engine

becomes

rough;

then

enrich

mixture

slightly

beyond

this

point.

Any

change

in

altitude,

power,

or

carburetor

heat

will

require

a

change

in

the

lean

mixture

setting.

Application

of

full

carburetor

heat

may

enrich

the

mixture

to

the

point

of

engine

roughness.

To

avoid

this,

lean

the

mixture

as

instructed

In

the

preceding

paragraph.

STALLS.

I

OPTIMUMCRUSE

PERFORMANCEI

wsaansamfl

tBHP

ALTITUDE

TRUE

RANGE

AIRSPEED

(Std.Tanks)

75

6500

162

695

70

8000

160

735

65

1O000

158

785

Figure

2—3.

The

stall

characteristics

are

conventional

and

aural

warning

is

pro

vided

by

a

stall

warning horn

which

sounds

between

5

and

10

MPH

above

the

stall

in

all

configurations.

Power-off

stall

speeds

at

maximum

gross

weight

and

aft

c.

g.

position

are

presented

in

figure

5-2

as

calibrated

airspeeds

since

indicated

air

speeds

are

unreliable

near

the

stall.

SPIN

S.

Intentional

spins

are

prohibited

In

this

airplane.

Should

an

Inadvert

ent

spin

occur,

standard

liit

plane

recovery

techniques

should

be

used.

LANDING.

2—8

landings

are

usually

made

on

the

main

wheels

first

to

reduce

the

2—9

landing

speed

and

the

subsequent

need

for

braking

In

the

landing

mu.

The

nosewheel

is

lowered

gently to

the

runway

alter

the

speed

has

di

müilshed

to

avoid

unnecessary

ixise

gear

load.

This

procedure

Is

es

pecially

important

in rough

field

landings.

For

short

fleW

landings,

make

a

power

off

approach at

69

MPH,

lAS

with

40°

flaps

and

land

on

the

main wheels

first.

Immediately

alter

touchdown,

lower

the

nose

gear

to

the

ground

and

apply

heavy

braking

as

required.

For

maximum

brake

effectiveness

alter

all three

wheels

are

on

the

ground,

retract

the

flaps,

hold

full

nose

up

elevator

and

apply

max

imum

possible

brake

pressure

without

sliding

the

tires.

turn

to

locked

position

to

avoid

possibility

of

engine

drawing

fuel

through

the

primer.

(2)

Clear

propeller.

(3)

Turn

master

switch

“ON.”

(4)

Turn

magneto

switch

to

“BOTH.’

(5)

Open

throttle

1/2”

and

engage

starter.

(6)

Pun

carburetor

heat

on

alter

engine

has

started,

and

leave

on

until

engine

is

running

smoothly.

Without

Preheat:

until

engine

is

running

smoothly

(8)

Lock

primer.

NOTE

H

the

engine

does

not

start

during

the

first

few

attempts,

or

if

engine

tiring

diminishes

in

strength,

it

is

probable

that

the

spark

plugs

have

been

frosted

over.

Preheat

must

be

used

before another

start

is

attempted.

COLD

WEATHER

OPERATION,

STARTTNG.

Prior

to

starting

on

a cold

morning,

it

is

advisable

to

puU

the

propeller

through

several

times

by

hand

to

“break

loose”

or “Umber”

the

oil,

thus

conserving

battery

energy.

In

extremely

cold

(0°

F

and

lower)

weather,

the

use

of

an

external

preheater

(for

both

the

engine

and

battery)

and

an

external

power

source is

recommended

whenever

possible

to

obtain

positive

starting

and

to

reduce

wear

and

abuse

to

the

engine

and

the

electrical

system.

pre-heat

will

thaw

the

oil

trapped

in

the

oil

cooler,

which

probably

will

be

congealed

prior

to

starting

in

extremely

cold

temperatures.

When

using

an

external

power

source,

the

position

of

the

master

switch

is

im

portant.

Refer

to

Section

VI,

paragraph

GROUND

SERVICE

PLUG

RE

CEPTACLE,

for

operating

details.

Cold

weather

starting

procedures

are

as

follows:

With

Preheat:

(1)

WIth

magneto

switch

“OFF”

and

throttle

open

1/2”,

prime

the

engine

four

to

eight

strokes

as

the

propeller

is

being

turned

over

by

hand.

NOTE

Use

heavy

strokes

of

primer

for

best

atomization

of

fuel. After

priming,

push

primer

all

the

way

in

and

2—10

(1)

Prime

the engine

six

to

eight

strokes

while

the

propeller

is

being

turned

by

hand

with

throttle

open

1/2”.

Leave

primer

charged

and

ready

for

stroke.

(2)

Clear

propeller.

(3)

Tarn

master

switch

“ON,”

(4)

Turn

magneto

switch

t0

“BOTH.”

(5)

Pump

throttle

rapidly

to

full

open

twice.

Return

to

1/2”

open

position,

(6)

Engage

starter

and

continue

to

prime

engine

until

it

is

running

smoothly,

or

alternately,

pump

throttle

rapidly

over

first

1/4

of

total

travel.

(7)

Pull

carburetor

heat

on

alter

engine

has

started.

Leave

on

IMPORTANT

Excessive

priming

and

pumping

throttle

may

cause

raw

fuel

to

accumulate

in

the

intake

air

duct,

creat

ing

a

fire

hazard

in

the

event

of

a

backfire.

U

this

occurs,

maintain

a

cranking

action

to

suck

flames

into

the

engine.

An

outside attendant

with

a

fire

extinguisher

Is

advised

for

cold

starts

without

preheat.

2-11

OPERATION.

During

cold

weather

operations,

no

indication

will

be

apparent

on.

the

oil

temperature

gage

prior

to

take-off

if

outside

air

temperatures

are

very

cold.

After

a

suitable

warm-up

period

(2

to

5

minutes

at

1000

RPM),

accelerate

the

engine

several

times

to

higher

engine

RPM. If

the

engine

accelerates

smoothly

and

the

oil

pressure

remains

normal

and

steady,

the

airplane

is

ready

for

take—off.

Rough

engine

operation

in

cold

weather

can

be

caused

by

a

combina

tion

of

an

inherently

leaner

mixture

due

to

the

dense

air

and

poor

vapori

zation

and

distribution

of

the

fuel-air

mixture

to

the

cylinders.

The

effects

of

these

conditions

are

especially

noticeable

during

operation

on

one

magneto

In

ground

checks where

only

one

spark

plug

fires

in

each

cylinder.

To

operate

the

engine without

a

winterizadon

kit

in

occasional

out

side

air

temperatures

from

10°

to

20°

F,

the

following

procedure

is

recommended:

(1)

Use

full

carburetor

heat during

engine

warm-up

and

ground

check.

(2)

Use

minimum

carburetor

heat

required

for

smooth

operation

in

take-off,

climb,

and

cruise.

(3)

select

relatively

high

manifold

pressure

and

RPM

settings

for

optimum

mixture

distribution,

and

avoid

excessive

manual

leaning

In

cruislr.g

flight.

(4)

Avoid

sudden

throttle

movements

during

ground

and

flight

opera

tion.

When

operating

In

sub-zero

temperatures,

avoid

using

partial

car

buretor

heat.

Partial

heat

may

raise

the

carburetor air

temperature

to

the

32° to

700

range where

Icing

is critical

under

certain

atmospheric

conditions.

Refer

to

section

VI

for

cold

weather

equipment

and

operating

details

for

the

OIL

DILUTION SYSTEM.

The

general

warm

temperature

starting

Information

on

page

2-4

is

appropriate.

Avoid

prolonged

engine

operation

on

the

ground.

OPERATIONS

AUTHORIZED.

Your

Cessna,

with

standard

equipment

as

certificated

under

FAA

Type

Certificate

No.

3A13,

Is

approved

for

day

and

night

operation

under

VFR.

Additional optional

equipment

is

available

to

Increase

its

utility

and

to

make

it

authorized for

use

under

IFR

day

and

night.

An

owner

of

a

proper

ly

equipped

Cessna

is

eligible

to

obtain

approval

for

its

operation

on

single

engine

scheduled

airline

service

under

VFR.

Your

Cessna

Dealer

will

be

happy

to

assist

you

in

selecting

equipment

best

suited

to

your

needs.

MANEUVERS—NORMAL

CATEGORY.

The

airplane

exceeds

the

requirements

for

airworthiness

of

the

Federal

Aviation

Regulations,

Part

3,

set

forth

by

the

United

States

Government.

Spins

and

aerobatic

maneuvers

are

not

permitted

in

normal

category

airplanes

in

compliance

with

these

regulations.

In

connection

with

the

foregoing,

the

following

gross

weight

and

flight

load

factors

apply:

Maximum

Gross

Weight

2800

lbs.

Flight

Load

Factort

Flaps

Up

+3.8

Flight

Load

Factort

Flaps

Down

+3.5

tThe

design

load

factors

are

150%

of

the

above,

and in

all

cases,

the

structure

meets

or

exceeds

design

loads.

Your

airplane

must

be

operated

in

accordance

with

all

FAA

approved

markings,

placards

and

check

lists

in

the

airplane.

If

there

is

any

infor

mation

in

this

section

which

contradicts

the

FAA

approved

markings,

pla

cards

and

check

lists,

it

is

to

be

disregarded.

OPERATING

LIMITATIONS

HOT WEATHER

OPERATION.

—1.

52

2—12

3—1

AIRSPEED

LIMITATIONS.

The

following

are

the

certificated calibrated

airspeed

limits

for

your

Cessna:

Never

Exceed

(Glide

or

dive,

smooth

air)

.. .

193

MPH

(red

line)

Caution

Range

160-

193

MPH

(yeflow

arc)

Maximum

Structural

Cruising

Speed

160

MPH

(Level

flight

or

climb)

Normal

Operation

Range

67-160

MPH

(green

arc)

Maximum Speed,

Flaps

Extended 110MPH

Flap Operation

Range

60-110

MPH

(white

arc)

Maneuvering

Speedt

128

MPH

tThe

maximum

speed

at which

abrupt control

travel

can

be

used

without

exceeding the

design

load

factor.

ENGINE

OPERATION

LIMITATIONS.

Power

and Speed

230

BLIP

at

2600

RPM

ENGINE

INSTRUMENT

MARKINGS.

OIL

TEMPERATURE

GAGE.

Normal Operating

Range

Green

Arc

DoNotExceed

225°F(redllne)

OIL

PRESSURE

GAGE.

Idling

Pressure

10

psi (red

line)

Normal

Operating

Range

30-60

psi

(green

arc)

Maximum

Pressure

100

psi

(red

line)

MANIFOLD

PRESSURE

GAGE.

Normal

Operating

Range

15-23

In.

Hg

(green

arc)

CYLINDER

HEAD

TEMPERATURE

GAGE.

Normal Operating

Range

275—450°F

(green

arc)

Do

Not

Exceed

450°F

(red

line)

3—2

TACHOMETER.

Normal Operating

Range

2200-2450

RPM

(green

arc)

Cautionary

Range

2450-

2600

RPM

Do

Not

Exceed

(Engine

rated

speed)

2600

RPM

(red

line)

CARBURETOR

AIR

TEMPERATURE

GAGE

(OPT).

Under

possible

icing

conditions:

Normal

Operating

Range

5°

to

20°C

(green arc)

Cautionary

Range

0°

to

5°C

(yellow

arc)

Icing

Range

-20°

to

0°C

(red

arc)

FUEL

OUANTITY

INDICATORS.

Empty

E

(red

liz)

3—3

WEIGHT

AND

BALANCE.

The following

information

will

enable

you

to

operate

your

Cessna

within

the

prescribed

weight

and

center

of

gravity

limitations.

To

figure

the

weight

and

balance for

your

particular

airplane,

use

the

Sample

Problem,

Loading

Graph,

and

Center

of

Gravity

Moment

Envelope

as

follows:

3—4

(saNnod)

IHOHIAX

UVO7

I’

—I—

Take

the

licensed

Empty

Weight

aixi

Moment/bOO from

the

Weight

and

Balance

Data

sheet,

plus

any

changes

noted

on

forms

FAA-337

carried

in

your

airplane,

and

write

them

down

In

the

proper

columns.

Using

the

Loading

Graph,

determine

the

moment/bOO

of

each

item

to

be

carried.

Total

the weights

and

moments/i

000

and

use

the

Center

of

Gravity

Moment

Envelope

to

determine

whether

the

point

falls

with

in

the

envelope,

and

if

the

loading

is

acceptable.

b

0

0.,

I

—

:

:11.±

Tc,

:

L

--Li

$1

1.

1

Sample

Airplane

Your

Airplane

SAMPLE

LOADING

PROBLEM

weight

Moment

Weight

Moment

(lbs(

lb-in;.

—

I.

Licensed

Empty

Weight

Sample

Airplane)

1660

57.9

1

2.

oil

.

12

Qls

22

-0.3

22

.0.3

3.

PIlot

&

Front

Passenger

340

1

2.2

4.

Fuel.

(60.0

Gal

at

6ff/Goll

360

17.3

S.

Rear

Passenger,

340

24.1

6.

Baggage

Ic’

Passenger

on

Au1lJory Seall

78

7.6

7.

Total

AircraFt

Weight

ILoodedl

2800

11

8.8

fl

I—

‘I

II

0

z

-4

o

z

0

0

0

0

‘-4

B.

z

old

0

I

It

0

0

z

0

‘<

0

-I

“a.

II

II

8.

Locals

this

paint

(2800

at

118.81

on

Ike

can

tar

of

gravIty

envelope,

and

since this

point

fall

•

with

In

the

e

nyc

lope

the

Ic

oding

is

acm

plo

bI..

Nate. Normally

full oil

may

be

on

u

med

icr

all

flight,.

::

::

o

o

00

0

00

00

o

Is’

0

tO

0

to

o

us

o

us

e,

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eq eq

—

—

11111

II

II

Is’

0

JO

-

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-

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3—5

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C

oo

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—

-I

o

0

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rz.

-ni—n

trmti

C

a,

-4

CARE

OF THE

AIRPLANE

‘‘II

__

0

ha.

50

______

__

U-Ld

I

Ui0

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0

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0

0

0

00

00000

02

CD

U2

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—

00

eq

C. C. C. C. C.

eq eq

‘

—

(suNnod)

IRDI3M

IAVHDU1Y

aaava-i

Ti

your

airplane

is

to

retain

that

new-plane

performance

and

dependa

bility,

certain

inspection

and

maintenance

requirements

must

be

followed.

It

is

wise

to

follow a

planned

schedule

of

lubrication

and

preventative

main

tenance based

on

climatic

and

flying conditions

encountered

in

your

locality.

Keep

in

touch

with

your

Cessna Dealer,

and

take

advantage

of

his

knowledge

awl

experience.

He

knows

your

airplane

and

how

to

maintain

it.

He

will

remind

you

when

lubrications

and

oil

changes

are necessary,

and

about

other

seasonal

and

periodic

services.

GROUND

HANDLING.

The

airplane

is

most

easily

and

safely

maneuvered

during

ground

handling

by

a

tow-bar

attached

to

the

nosewheel.

NOTE

When

using

the

tow-bar,

do

not

exceed

the

nosewheel

turning

angle

of

29

either

side

of

center.

MOORING

YOUR

AIRPLANE

Proper

tie-down

procedure

is

your

best

precaution against

damage

to

your

parked

airplane

by

gusty

or

strong

winds,

To

tie-down

your

airplane

securely,

proceed as

follows:

(1)

Set

the

parking

brake

arid

install

the

control

wheel

lock.

(2)

Install

a

surface

control

lock

over

the

fin and

rudder.

(3)

Tie

sufficiently

strong

ropes

or

chaIns

(700

pounds

tensile

strength)

to

the

wing,

tail,

and

nose

he-down

fittings

and

secure

each

rope

to

a

ramp

tie-down.

(4)

Install

a

pitot

tube

cover.

0

CD

3—6

WINDSHIELD-WINDOWS.

The

plastic

windshield

and

windows should

be

kept

clean

and

waxed

at

all

times.

To

prevent

scratches

and

crazing,

wash

them

carefully

with

plenty

of

soap

and

water,

using

the

palm

of

the

hand

to

feel

and

dislodge

dirt

and

mud.

A

soft

cloth,

chamois

or

sponge

may

be

used,

bot

only to

carry

water

to

the

surface.

ltnse

thoroughly,

then

dry

with

a

clean,

moist

chamois.

Rubbing

the

surface

of

the

plastic

with

a

dry

cloth

builds

up

an

electrostatic

charge

so

that

it

attracts

dust

particles

in

the

air.

WipIng

with

a

moist

chamois

MU

remove

both

the

dust

and

this

charge.

Remove

oil

and

grease

with

a

cloth

moistened

with

kerosene.

Never

use

gasoline,

benzine,

alcohol, acetone,

carbon

tetrachloride, fire

ex

tinguisher

or

anti-ice

fluid,

lacquer

thinner

or

glass

cleaner.

These

materials

wiil

soften

the

plastic

and

may

cause

it

to

craze.

After removing

dirt

and

grease,

If

the

surface

is

not

badly

scratched

it

should

be

waxed with

a

good

grade

of

commercial

wax.

The

wax

will

fill

in

mInor

scratches

and

help

prevent

further

scratching.

Apply a

thin,

even

coat

of

wax,

and

bring

it

to

a

high

polish

by

rubbing

lightly

with

a

clean,

dry,

soft

flannel

cloth.

Do

not

use

a

power

buffer;

the

heat

gen

erated

by

the

buffing pad

may

soften

the

plastic.

Do

not

use

a

canvas

cover

on

the

windshield

unless

freezing

rain

or

sleet

is

anticipated.

Canvas

covers

may

scratch

the

plastic

surface.

ALUMINUM

SURFACES.

The

clad aluminum

surfaces

of

your

Cessna

may

be

washed

with

clear

water

to

remove

dirt;

oil

and

grease

may

be

removed

with

gasoline,

naptha,

carbon

tetrachioride

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

auto

motive

wax

will

preserve

the

bright

appearance

and

retard

corrosion.

Regular

waxing Is

especially

recommended

for

airplanes

operated

in

salt

water

areas

as

a

protection

against

corrosIon.

curing

period

which

may

be

as

long

as

90

days

after

the

finish is

applied.

During

this

curing

period

some

precautions

should

be

taken

to

avoid

dam

aging

the

finish

or

interfering

with

the

curing

process.

The

finish

should

be

cleaned

only

by

washing

with

clean

water

and

mild

soap,

followed

by

a

rinse

with

water

and

drying

with

cloths

or

a

chamois.

Do

not

use polish

or

wax,

which

would

exclude

air

from

the

surface

during

this

90-day

cur

ing

period.

Do

not

rub

or

buff

the

finish,

and

avoid

flying

through

rain,

hail or

sleet.

Once

the

finish

has

cured

completely,

It

may

be waxed

with

a

good

automotive

wax.

A

heavier

coating

of wax

on

the

leading

edges

of

the

wings

and

tail

and on

the

nose

cap

and

propeller

spinner

will

help

reduce

the

abrasion

encountered

in

these

areas.

PROPELLER

CARE.

Preflight

inspection

of

propeller

blades

for

nicks,

and

wiping

them

occasionally

with

an

oily

cloth

to

clean

off

grass

and

bug

stains

will

as

sure

long,

trouble-free

service.

It

is

vital

that

small

nicks

on

the

pro

peller, particularly

near

the

Ups

and

on

the

leading edges,

are

dressed

out

as

soon

as

possible

since these

tucks

produce

stress

concentrations,

and

if

ignored,

may

result

in

cracks.

Never use

an

alkaline

cleaner

on

the

blades;

remove

grease

and

dirt

with

carbon

tetncMoride

or

Stoddard

solvent.

INTERIOR

CARE.

To

remove

dust

and

loose

dirt

from

the

upholstery

and

carpet,

clean

the

Interior

regularly

with

a

vacuum

cleaner.

Blot

up

any

spilled

liquid

promptly

with

cleansing

tissue

or

rags.

Don’t

pat the

spot;

press

the

blotting

material

firmly

and hold

it

for

several

seconds.

Continue

blotting

until

no

more

liquid

is

taken

up.

Scrape

off

sticky

materials

with

a

dull

knife,

then

spot-clean

the

area.

Oily

spots

may

be

cleaned

with

household

spot

removers,

used

spar

I’

ingly.

Before

using

any

solvent,

read

the

instructions

on

the

container

and

test

It

on

an

obscure

place

on

the

fabric

to

be

cleaned. Never

satu

rate

the

fabric

with

a

volatile

solvent;

it

may

damage

the

padding

and

backing

materials.

I

PAINTED

SURFACES.

The

painted

exterior

surfaces

of

your

new

Cessna

require

an

initial

4-2

4-3

AIRPLANE

FILE

Soiled

upholstery

and

carpet

may

be

cleaned

with

a

foam-type

deter

gent,

used

according

to

the

manufacturer’s

instructions.

Keep

the foam

as

dry

as

possible

and

remove

it

with

a

vacuum

cleaner,

to

minimize

wetting the

fabric.

The

plastic

trim,

headliner,

instrument

panel

and

control

knobs

need

only be

wiped

off

with

a

damp

cloth.

Oil

and

grcasç

on

the

control

wheel

and

control

knobs

can

be

removed

with

a

cloth

moistened

with

kerosene.

Volatile

solvents,

such as

mentioned

in

paragraphs

on

care

of

the

wind

shield,

must

never

be

used

since

they soften

and

craze

the

plastic.

INSPECTION

SERVICE

AND

INSPECTION

PERIODS.

With

your

airplane

you

will

receive

an

Owner’s

Service Policy.

Cou

pons

attached

to

the

policy

entitle

you

to

an

Initial inspection

and

the

first

100-hour

inspection

at

no

charge.

U

you

take

delivery

from your

Dealer,

he

will

perform

the

initial

inspection

before

delivery

of

the

airplane

to

you,

if

you

pick

up

the

airplane

at

the

factory,

plan

to

take

It

to

your

Dealer reasonably

soon

atter

you

take

delivery

on

it.

This

will

permit

him

to

check

it

over

and

to

make

any

minor

adjustments

that

may

appear

necessary.

Also,

plan

an

inspection

by

your

Dealer

at

100

hours

or

180

days,

whichever

comes

first.

This

inspection

also

is

performed

by

your

Dealer

for

you

at

no

charge.

While

these

important

inspections will

be

performed

for

you

by

anyCessna

Dealer,

in

most

cases

you

will

prefer

to

have

the

Dealer

from

whom

you

purchased

the

airplane

accomplish

this

work.

Federal

Aviation

Regulations

require

that

all

airplanes

have

a

periodic

(annual)

inspection

as

prescribed

by the

administrator,

and

per

formed

by

a

person

designated

by

the

administrator.

In

addition,

100-

hour

periodic

inspections

made

by

an

“appropriately-rated

mechanic”

are

required

if

the

airplane

Is

flown

for

hire.

The

Cessna

Aircraft

Company

recommends

the

100-hour

periodic

inspection

for

your

airplane.

The

procedure

for

this

100-hour

inspection

has

been

carefully

worked

out

by

the

factory

and

is

followed

by

the

Cessna Dealer

Organization.

The

complete

familiarity

of

the

Cessna

Dealer

Organization

with

Cessna

equipment

and

with

factory-approved procedures

provides

the

highest

type

of

service

possible

at

lower

cost.

4—4

There

are

miscellaneous

data,

Information

and

licenses

that

are

a

part

of

the

airplane

file.

The

following

is

a

check

list

for that

file.

In

addition,

a

periodic

check

should

be

made

of

the

latest

Federal

Aviation

Regulations

to

insure

that

all

data

requirements

are

met.

A.

To

be

displayed

in

the

airplane

at

all

times:

(1)

Aircraft

Airworthiness

Certificate

(Form

FAA-1362).

(2)

Aircraft

Registration

Certificate

(Form

FAA-500A).

(3)

Airplane

Radio

Station

License (Form

FCC-404,

if

transmitter

installed).

B.

To

be

carried

in

the

airplane

at

all

times:

(1)

Weight

and

Balance,

and

associated

papers

(latest

copy

of

the

Repair

and

Alteration

Form,

Form—337,

if

applicable).

(2)

Airplane

Equipment

List.

C.

To

be

made

available

upon

request

(1)

Airplane

Log

Book.

(2)

Engine

Log

Book.

NOTh

Cessna

recommends

that

these

items,

plus

the

Owner’s

Manual

and

the

“Cessna

Flight

Guide”

(Flight

Computer),

be

carried

in

the

airplane

at

all

times,

Most

of

the

items

listed

are

required

by

the

United

States

Federal

Aviation

Regulations.

Since

the

regulations

of

other

nations

may

require

other

documents

and

data,

owners

of

exported

airplanes

should

check

with

their

own

aviation

officials

to

determine their

individual

requirements.

4-5

LUBRICATION

AND

SERVICING

PROCEDURES

Specific

servicing

information is

provided

here

for

items requiring

daily

attention.

A

Servicing

Intervals

Check

List

is

Included

to

inform

the

pilot

when

to

have

other

items

checked

and

serviced.

DAiLY

FUEL

TANK

FILLERS:

Service

after

each

flight

with

80/87

minimum grade

fuel. The

capacity

of

each

tank

is

32.

5

gallons.

When

optional

long

range

fuel

tanks

are

installed,

the

capacity

of

each

tank

is

42.

0

gallons.

FUEL

STRAINER:

Drain

approximately

two

ounces

of

fuel

before

initial

flight

and

after

refueling

to

remove

water

and

sediment.

Make

sure

drain

valve

is

closed

after

draining.

OIL

DIPSTICK:

Check

oil

level

before

each

flight.

Do

not

operate

on

less

than

9

quarts.

To

minimize

loss

of

oil through

breather,

fill

to

10

quart

level for

normal

flights

of

less

than

3

hours. For

extended

flight,

fill

to

12

quarts.

If

optional

oil

filter

is Installed,

one

additional

quart

is

required

whed

the

filter

element

is changed.

OIL

flLLER

When

preflight

check

shows

low

oil level,

service

with

aviation

grade

engine oil;

SAE

0

below

40°F.

and

SAE

50

above

40°F.

Your

Cessna

was

delivered

from

the

factory

with

straight

mineral

oil

(non-detergent)

and

should

be

operated

with

straight

mineral

oil

for

the

first

25

hours.

The

use

of

mineral

oil

during

the

25-

hour

break-in

period

will

help

seat

the

piston

rings

and

will

re

sult

in

less

oil

consumption.

Alter

the

first

25

hours,

either

mineral

oil

or

detergeht

oil

may

be

used,

if

a

detergent

oil

is

used,

It

must

conform1

to

Continental

Motors

Corporation

Spec

ification

IvuIS-24.

Yot&

Cessna

Dealer

can

supply

an

approved

brand.

OXYGEN

CYLINDER

AND

FILLER

VALVE

(OPT);

Check oxygen

pressure

gage

for

anticipated

requirements

before

each

flight,

Whenevez

pressure

drops

below

300

psi,

use

filler

valve

on

left

side

of

rear

baggage

compartment

wall

and

refill

cylinder

with

aviator’s

breathing

oxygen

(Spec.

No.

rvilL-O-272l0).

Madmum

pressure,

1800

psi.

SERVICING

INTERVALS

CHECK

LIST

EACH

50

HOURS

BATTERY

--

Check

and

service.

Check

oftener

(at

least

every

30

days)

If

operating

in

hot

weather.

ENGINE

OIL

AND

OIL

FILTER

--

Change engine

oil

and

replace

filter

element,

if

optional

oil

filter

is

not

installed,

change

oil

and

clean

screen

25

hours.

Change

engine

oil

at

least

every

four

months

even

though

less

titan

50

hours

have

been

accumulated.

Reduce

periods

for

prolonged

operation

in

dusty

areas,

cold

dllmates,

or

when

short

flights

and

long

idle

periods

result

In

sludging

conditions.

CARBURETOR

AIR

FILTER

--

Clean

or

replace.

Under

extremely

dusty

conditions,

daily maintenance

of

the

filter

is

recommended.

NOSE

GEAR

TORQUE

LINKS

--

Lubricate.

EACH

100

HOURS

FUEL

STRAINER

--

Disassemble

and

clean.

FUEL

TANK

SUMP

DRAIN

PLUGS

--

Remove

and

drain.

FUEL

LINE

DRAIN

PLUG

--

Remove

and

drain,

BRAKE

MASTER

CYLINDERS

--

Check

and

fill.

SHIMMY

DAMPENER

-

-

Check

and

fill.

VACUUM

SYSTEM

OIL

SEPARATOR

(OPT)

--

Clean.

SUCTION

RELIEF

VALVE

INLET

SCREEN

(OPT)

--

Clean.

EACH

500

HOURS

WHEEL

BEARINGS

--

Lubricate. Lubricate at

first

100

hours

and

at

500

hours

thereafter.

VACUUM

SYSTEM

MR FILTER

(OPT)

--

Replace

filter

element.

Re

place

sooner

if

suction

gage

reading

drops

below

3.75

in. Hg.

AS

REQUIRED

NOSE

GEAR

SHOCK

STRUT

--

Keep

inflated

and

filled.

GYRO

INSTRUMENT

A

FILTERS

(OPT)

--

Replace

at instrument

overhaul.

4-6

4—7

OWNER

FOLLOW-UP

SYSTEM

Your

Cessna

Dealer

has

an

owner

follow-up

system

to

notify

you

when

he

receives

information

that

applies

to

your

Cessna.

In

addition,

if

you

wish,

you

may

choose

to

receive

similar

notification

directly

from

the

Cessna

Serv

ice

Department.

A

subscription

card

is

supplied

in

your

airplane

file

for

your

use,

should

you

choose

to

request

this

service.

Your

Cessna

Dealer

will

be

glad

to

supply

you

with

details

oncerning

these

follow-up

programs,

and

stands

ready

hrough

his

Service

Department

to

supply

you

with

fast,

efficient,

low

cost

service.

The

operational

data

charts

on

the

following

pages

are

presented

for

two

purposes;

first,

so

that

you

may

know

what

to

expect

from your

air

plane

under

various

conditions,

and

second,

to

enable

you

to

plan

your

flights

in

detail

and

with

reasonable

accuracy.

The

data

in

the

charts

has been

compiled from

actual

flight

tests

with

the

airplane

and

engine

in

good

condition

and

using

average

piloting

tech

niques.

Note

also

that

the

range

charts

make

no

allowances

for

wind,

nav

igational

errors,

warm—up,

take-off,

climb,

etc.

You

must

estimate

these

variables

for

yourself

and

make

allowances

accordingly.

Remember

that

the

charts

contained

herein

are

based

on

standard

day

conditions.

For

more

precise

power, fuel consumption,

and

endur

ance

Information, consult

the

Cessna

Flight

Guide

(Power

Computer)

supplied

with

your

aircraft.

With

the

Flight

Guide,

you

can

easily

take

into

account

temperature

variations

from

standard

at

any

flight

altitude.

—

FLAPS

lAS

60

80

100

120 140 160

180

—

up

CAS

68

83

100

118

137

156

175

—

*FLAPS

lAS

40

50

60

70 80 90

100

110

DOWN

20°-40°

CAS

58

63 68 75

84

92

101

110

‘Maximum

Flap

Speed

110

MPH,

CAS

OPERATIONAL

DATA

I

AIRSPIED

CORRECTION

TABLE

I

I

Figure

5—1.

I

5—1

4-8

STALL

SPEED.

POWER

OF

W?&’

ANGEOflAN

CONFIGURATION

0°

300

600

FLAPS

UP

64

69

91

FLAPS

20°

57

61

81

RAPS

4Q4

55

59

78

SPEEDS

ARE

MPH,

CAS

r

Figure

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LANDING

DISTANCE

TABLE

LANDING

DISTANCE

WITH

400

FLAPS

ON

HARD

SURFACED

RUNWAY

______

@SEALEVEL&59F

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GROSS

APPROACH

WEQIT

LAS

GROUND

TOTAL

GROUND

TOTAL

GROUND

TOTAL

GROUND

TOTAL

POUNDS

MTh

ROLL

It

CLEAR

ROLL

TO

CLEAR

ROLL

TO

CLEAR

ROLL

TO

CLEAR

50

FT.

CBS.

50

FT.

082.

50

FT.

082.

50

FT.

CBS.

2800

69

590

j35

640

1430

680

1505

740

1595

NOTE;

Distanc€

are

based

on

zero

wind,

power

off

and heavy

braking.

Reduce Ianthng

distances

10%

for

each

0

MPH

headwind.

Figure

5—5.

11

-3

This

section

contains

a

description,

operating

procedures,

and

per

fonnance

data

(when

applicable)

for

some

of

the

optional

equipment

which

may

be

installed

in

your

Cessna.

Owner’s

Manual

Supplements

are

pro

vided

to

cover

operation

of

other

optional

equipment

systems

when

installed

in

your

airplane.

Contact

your

Cessna

Dealer

for

a

complete

list

of

avail

able

optional

equipment.

I

LONG

RANGE

FUEL

TANKS

Special

wings with

long

range

fuel

tanks

are

available

to

replace

the

standard

wings

and

fuel

tanks

for

greater

endurance

and

range.

When

these

tanks

are

installed,

the

total

usable

fuel,

for

all

flight

conditions,

is

79

gallons.

COLD

WEATHER

EQUIPMENT

I

WINTERIZATION

KIT

AND

NON-CONGEALING

OIL

COOLER.

For

continuous

operation

in

temperatures

consistently

below

20°

F,

the

Cessna

winterization

kit

and

non-congealing

oil

cooler,

available

from

your

Cessna

Dealer,

should

be

Installed

in

improve

engine

operation.

I

GROUND

SERVICE

PLUG

RECEPTACLE

A

ground

service

plug

receptacle

may

be

installed

to

permit

the

use

of

an

external

power

source

for

cold

weather

starting

and

during

lengthy

6—1

‘

OPTIONAL

SYSTEMS

4

“a’

r

•

C”-.

maintenance

work

on

the

electrical

system.

Before

connecting

a

generator

type

external

power

source,

it

is

im

portant

that

the

master

switch

be

turned

on.

This

will

enable

the

battery

to

absorb

transient

voltages

which

otherwise

might

damage

the

semicon

ductors

in

the

electronic

equipment.

When

using

a

battery

type

external

power

source,

thE

master

switch

should

be

turned

off

to

prevent

an

un

necessary

power

drain from

the

power

source

batteries

to

the

airplane’s

battery.

IMPORTANT

Be

certain

that

the

polarity

of

any

external

power

source

or

batteries

is

correct

(positive

tb

positive

and

negative

to

negative).

A

polarity

reversal

will

result

in

immedi

ate

damage

to

semiconductors

in the

airplane’s

electron

ic

equipment.

I

fluctuations

that

might

indicate

a

screen

being clogged with

sludge

washed

down by

the

fuel.

NOTE

On

the

first

operation

of

the

oil

dilution

system

each

season,

use

the

full

dilution

period,

drain

the

oil,

clean

the

screen,

refill

with

new

oil

and

redilute

as

required.

H

the

full

dilution

time

was

used,

beginning

with

a

full

oil

sump

(12

quarts),

subsequent

starts

and

engine

warm-up

should

be

prolonged

to

evaporate

enough

of

the

fuel

to

lower

the

oil

sump

level

to

13

quarts

prior

to

take-off.

Otherwise,

the sump

may

overflow

when

the

airplane

is

nosed

up

for

climb.

To

avoid

progressive

dilution

of

the

oil,

flights

of

at

least

two

hour’s

duration

should

be

made between

oil

dilution

operations.

OIL

DILUTION

SYSTEM.

If

your

airplane

is

equipped

with

an

oil

dilution

system,

and

very

low

temperatures

are anticipataI,

dilute

the

oil

prior

to

engine

shut

down by

energizing

the

oil

dilution

switch

with

the

engine

operating

at

1000

RPM.

(Refer

to

figure

6-1

for

dilution

time

for

the

anticipated

temperature.

While

diluting

the

oil,

the

oil

pressure

should

be

watched

for

any

unusual

:

TEMPERATURE

—

—10°

F

—20°F

Fuel

Added

NOTE:

Maximuth

fuel

and

oil

in

sump

for

take.off

is

13

quarts.

Dilution

Time

0°F

1’/2

mm.

I

qt.

33/4

mm.

22

qt.

6

mm.

4

qt.

STATIC-PRESSURE

ALTERNATESOVRCE

VALVE.

A

static-pressure

alternatesource

valve

may

be

installed

in

the

static

system

for use

when

the

external

statIc

sources

are

malfunctioning.

This valve

also

permits

draining

condensate

from

the

static

lines.

U

eironeous

instrument readings

are

suspected

due to

water

or

ice

in the

static-pressure

lines,

the

statlc_pressure.alternate_sowce

valve

should

be

opened,

thereby

supplying

static

pressure

from

the

cabin.

Cabin

pressures

will

vary,

however,

with

open

cabin

ventilators

or

windows.

The

most adverse

combinations will

result

in

airspeed

and

altimeter

variations

of

no

more

than

2

MPH

and

20

feet,

respectively.

____OIL

DILUTION

TABLEE

FIgure

6—1.

6-2

I

RADIO

SELECTOR

SWITCHES

RADIO

SELECTOR

SWITCH

OPERATION.

Operation

of

the

radio

equipment

is

normal

as

covered

in

the

respec

live

radio

manuals.

When

more

than

one

radio

is

installed,

an

audio

switching

system

is

necessary.

The

operation

of

this

switching

system

is

described

below.

radio

unit

the

pilot

desires

to

use

for

transmission.

This

is

accomplished

by

placing

the

transmitter

selector

switch

in

the position

corresponding

to

the

radio

unit

which

Is

to

be

used.

SPEAKER-PHONE

SWITCHES.

The

speaker-phone

switches

determine

whether

the

output

of

the

re

ceiver

in

use

is

fed

to

the

headphones

or

through

the

audio

amplifier

to

the

speaker.

Place

the

switch

for

the

desired

receiving

system

either

In

the

up

position

for

speaker

operation or

in

the

down

position

for

head

phones.

TRANSMITTER

SELECTOR

SWITCH.

The

transmitter

selector:

switch

has

two

positions.

When

two

trans

mitters

are

installed,

it

is

necessary

to

switch

the

microphone

to

the

6-4

)

RADIO

SELECTOR

SWITCH

ESJ

Figure

6—2.

AUTOPILOT-OMNI

SWITCH.

When

a

Nav-O-Matic autopilot

is

installed

with

two

compatible

omit

receivers,

an

autopilot-omni

switch

is

utilized.

This

switch

selects

the

omni

receiver

to

be

used for

the omni

course

sensing

function

of

the

auto

pilot.

The

up

position

selects

the

upper

omni

receiver

in

the

radio

panel

stack

and

the

down

position

selects

the

lower

omni

receiver.

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SWITCH

SPEAKER-PHONE

SWITCH:

NUMBERED

SWITChES

CONTROL

SPEAKER-PHONE

FUNCTION

OF EQUIPMENT

IN

CORRESPONDING

RADIO

POSITIONS

I

(TOP

RADIO

POSITION)

THRU

4(BOTTOM

RADIO

POSITION)

IN

RADIO

STACK

pN

INSTRUMENT

PANEL.

I

OXYGEN

SYSTEM

I

Your

airplane

may

be

equipped

with

either

a

four-place

or

six-place

oxygen

system.

An

oxygen

cylinder,

located

behind

the

rear

baggage

compartment

wall,

supplies

oxygen

for

the

system.

Cylinder

pressure

is

reduced

to

an

operating

pressure

of

70

psi

by

a

pressure

regulator

attached

to

the

cylinder.

A

shut-off

valve

is

included

as

part

of

the

reg

ulator

assembly

An

oxygen

cylinder

filler

valve

is

located

on

the

left

side

of

the

rear

baggage

compartment

wall.

Cylinder

pressure

is

indi

cated

by

a

pressure

gage

located

on

the

wall

above the

filler

valve.

Depending upon

the type

of

system

installed,

either

four

or

six

oxygen

outlets

are

provided

in

the

cabin

ceiling

just

above

the

side

windows;

one

at

each

of

the

seating

positions.

Partial-rebreathing

type

oxygen

masks,

complete

with

vinyl

plastic

hoses

and

flow

indicators,

are

provided.

A

remote

shut-off

valve

control,

located adjacent

to

the

pilot’s

oxygen

outlet,

is

used

to

shut

off

the

supply

of

oxygen

tr

the

system

when

not

in

use.

The

control

is

mechanically

connected

to

the

shut-off

valve

at

the

cylinder.

With

the

exception

of

the

shut-off

function,

the

system is completely automatic

and

requires

no

manual

regulation

for

change

of

altitude.

OXYGEN

SYSTEM’OPERATION.

Prior

to

flight,

check

to

be

sure

that

there is

an

adequate

oxygen

supply

for

the

trip,

by

noting

the

oxygen

pressure

gage

reading.

Refer

to

paragraph

OXYGEN

DURATION

CALCULATION, and

to

the Oxygen

Duration

Table (figure

6-3).

Also,

check

that

the

face

masks

and

hoses

are

accessible

and

in

good

condition.

To

use

the

oxygen

system, proceed

as

follows:

NOTE

Permit

no

smoking

when

using

oxygen.

(1)

Pull

oxygen

supply

control

knob

“ON.”

(2)

Select

mask

and

hose.

OXYGEN

DURATION

(HOURS)

PILOT

ONLY

PILOT

PLUS

ONE

(1)

PASSENGER

PRESSURE

PRESSURE

ALTITUDE

PRESSURE

ALTItUDE

8000

10,000

15.000

20,000

6000

10,000 15,000

J

20,000

1800

14.6

13.0

10.2

8.4

8.0 7.2

5.7

4.7

1600

12.9

11.4

9.0 7.4 7.1

6.3 5.0 4.1

1400

11.2

9.9

7.6 6.4 6.2

5.5

4.3

3.6

1200

9.4 8.4 6.6 5.4

5.2

4.6

3.7 3.0

1000

7.7

6.9

5.4

4.4

4.3

3.8

3.0

2,5

BOO

6.0

5.3

4.2

3.4

3.3

2.9 2.3

1.9

600

4.3

3.9 3.0 2.4 2.4

2.1

1.7

1.3

400

2.6

2.3

1.8

1.4 5.4

1.2

1.0

.8

200

.9

.7

.6 .4

.4 .4

.3 .2

GAGE

PRESSURE

PILOT

PLUS

TWO

(2)

PASSENGERS

8000

PRESSURE

ALTITUDE

10,000

15,000

PILOT

PLUS

ThREE

(3)

PASSENGERS

20,000

1600

1600

1400

1200

1000

600

600

400

8000

5.6

4.9

4.2

3.6

2.9

2.3

1.6

1.0

PRESSURE ALTITuDE

60.000 15.000

5.

0

4.4

3.6

3.2

2.

6

2.

1

1.5

.9

3.9

3.5

3,0

2.

8

2.1

1.6

1.2

.7

20,000

3.2

2.

8

2.

5

2.

1

1.7

1.

3

.9

4.2

3.7

3.

2

2.7

2.

2

1.7

1.2

.7

I

3.8

3.

3

2,9

2.

5

2.0

1.

6

1.1

.7

3.0

2.6

2.3

1.9

1.6

1.2

.9

.5

2.5

2.2

1.9

1.6

1.3

1.0

.7

PILOT

PLUS

FOUR

(4)

PASSENGERS

PILOT

PLUS

FIVE

(5)

PASSENGERS

GAGE

PRESSURE

PRESSURE

ALTITUDE

PRESSURE

ALTITUDE

8000

10,000 15,000

20,000

8000 10,000

15,000

20,000

1600

3.4 3.1

2.4

2.0 2.9 2.8

2.0 1.7

1600

3,0 2,7 2.2

1.7

2.5

2.3

1.8

1.5

1400

2.6

3.4

1.9 1.5 2.2 2.0 1.5 1.3

1200

2.2

2.0

1.6 1.3

1.6

1.7

1,3 1.1

1000

1.8 1.6 1.3

1.0

1.5

1.4 1.1

.9

600

1.4

1.3 1.0 .6

1,2 1.1

.8 .7

600

1.0

.9 .7 .6

.8

.7 .6 .5

NOTES:

1.

MI

figures

based

on

ptlot

with

orange color

-

coded

oxygen line

fitting

and

passengers

with

green

color

—

coded

line

fittings.

2.

Duration

figures

are

averages

———

actual

duration

will

depend

upnn

accuracy

of

setting

altituth

and

ambient

temperature.

3.

Dur4jon

times

are

based

on

pressure

alutode.

Figure

6—3.

6—7

6-6

NOTE

-

In

a

standard

four-place

or

six-place

oxygen

system

installation,

the

hose

assembly

provided

I

or the

pilot

is

of

a

higher

flow

rate

than

those

for

the

passengers.

The

pilot’s

hose

assembly

is

color-coded

with

an

orange

band

adjacent

to

the

plug-in fitting.

The

hoses

provided

for

the

passengers

are

color-coded

with

a

green

band.

U

the

aircraft

owner

prefers

to

do

so,

he

may

provide

the

higher

flow

rate

hoses

for

all

passengers;

these hoses

would

also

be

color-coded

with an

orange

band.

In

any

case,

it

Is

recommended

that

the

pilot

use

the

larger

capacity hose.

All

masks

are

identical.

(3)

Attach

mask

to

face

and

adjust

metallic

nose

strap

for

snug

mask

fit.

(4)

Select

oxygen

outlet

located

nearest

to the

seat

you

are

occupy

ing, and

plug

delivery

hose

into

it.

Oxygen

will

flow

continuously

at

the

proper

rate

of

flow

for

any

altitude

without

any

manual

ad

justments.

(5)

Check

the

flow

indicator

in

the

face mask

hose.

Oxygen

Is

flow

ing

if

the

indicator

is

being

forced

toward

the

mask.

(6)

Unplug

the

deUvery

hose

from

the

outlet

coupling

when

discontin

uhig

use

of

oxygen

system.

This

automatically

stops

the

flow

of

oxygen.

OXYGEN

DURATION

CALCULATION.

The

Oxygen

Duration

Table (fIgure 6-3)

should

be

used

in

determin

ing

the

usable duration

(in

iours)

of

the oxygen

supply

in

your

airplane.

The

following

procedure

outlines

the

method

of

finding

the

duration

from

the

table.

the

available

bxygen

pressure

shown

on

the

pressure

gage.

this

figure

In

the

“GAGE

PRESSURE”

column

adjacent

to

of

figures

applicable

to

the

number

of

occupants

in the

air

plane.

(3)

Locate

the

pressurp

altitude

at

which

you

intend

to

fly;

then,

read

down

this

column

until

you

intersect

the

number

in

line

with

the

gage

pressure

reading.

The

resulting

number

is

the

usable

duration

(in

hours)

of

the

existing

oxygen

supply.

(4)

As

an

example

of

tAe

above

procedure,

1400

psi

of

pressure

will

safely

sustain

the

pilot

bnly

for

9.9

hours

at

a

10,000 foot

pressure

altitude.

The

same

pressure

will

sustain

the

pilot

and

three

(3)

passengers

for

2.

9

hours

at

10,

000

feet.

NOTE

Oxygen

Duration

Table

figures

are

based

on

a

standard

configuration

oxygen

system

having

one

orange

color-

coded

hose

assembly

for

the

pilot

and

green color-coded

hoses

for

the

passengers.

U

orange

color-coded hoses

are

provided

for

the

passengers

in

your

airplane,

it

will

be

necessary

to

compute

new

duration

figures

due

to

the

greater

consumption

of

oxygen

with

these

hoses.

OXYGEN

SYSTEM

SERVICING.

The

oxygen

cylinder,

when

fully

charged,

contains

48

cubic

feet

of

oxygen,

under

a

pressure

of

1800

psi

at

70°F.

Refer

to

servicing

pro

cedures,

page

4-6,

for

oxygen

system

servicing

requirements.

IMPORTANT

Oil,

grease,

or

other

lubricants

in

contact

with

oxygen

create

a

serious

fire

hazard,

and

such

contact

must

be

avoided.

(1)

Note

(2)

Find

the

block

6-8

6-9

CESSNA

ECONOMY

MIXTURE

INDICATOR)

ALPHABETICAL

INDEX

OPERATING

INSTRUCTIONS.

(1)

In

take-off

and

full;power

climb,

use

full

rich

mixture.

(2)

In

level

flight

(or

cruising

climbat

less

than

75%power),

lean

the

mixture

to

peak

EGT,

then

enrichen

one

large

division

(-100°F)

below

peak

EGT.

While

leaning

the

mixture

under

some

operating

conditions,

engine

roughness

may

occur

before

peak

EGT

is

reached.

In

this

case,

enrichen

the

mixture

approxImately

100°

F

from

the

EGT

corresponding

to

the

onset

of

roughness.

NOTE

Changes

in

altitude

or

power

setting

require

the

EGT

to

be

re-checked

and the

mixture

re-set.

(3)

Use

rich

mixture

(or

mixture

appropriate

for

field

elevation)

in

idle

descents

or

landing

approaches.

Leaning

technique

for

cruise

descents

may

be

with

EGT

reference

method

(at

least

every

5000

feet)

or.

by

simply

enriching

to

avoid engine

rough

ness,

if

numerous

power

reductions

are

made.

Alter

Landing, 1-4

Airplane,

before

entering,

1

-1

file,

4—5

mooring,

4-1

secure,

1-4

Airspeed

Correction

Table,

Airspeed LimitatIons,

3-2

Aluminum

Surfaces,

4-2

Authorized

Operations,

3-1

B

Baggage, Weight,

inside front

cover

Beacon,

Rotating,

2-3

Before

Entering

Airplane,

1-I

Before

Landing,

1-4

Before

Starting

Engine,

1-1

Before Take-Off,

1-2,

2-6

C

Cabin

Heating,

Ventilating

and

Defrosting

System,

2-3

Capacity,

fuel,

inside

front

cover

oil,

inside

front

cover

Carburetor,

2-2

Care,

Circuit

Breakers,

2—3

Climb,

1-3,

2—7

maximum

performance,

1-3

normal,

1-3

Cold

Weather

Equipment,

6-1

Cold

Weather

Operation,

2-10

operation,

2-12

starting,

2-10

5-1

Correction

Table,

Airspeed,

5-i

Cruise

Performance,

Optimum,

2-8

Cruise

Performance,

5-4,

5-5,

5-6

Cruising,

1—3,

2—8

D

Diagram,

exterior

inspection,

iv

fuel

system schematic,

2—2

principal

dimensions,

ii

taxiing,

2-5

Dilution

System,

Oil,

6-2

dilution

table,

6-2

Dimensions,

Principal,

ii

E

Economy

Mixture

Indicator,

6-10

operating

instructions,

6-10

Electrical

System,

2-3

circuit

breakers,

2-3

ground

service

plug

recept

acle,

6—1

rotating

beacon,

2—3

Empty

Weight,

inside

front

cover

Engine,

inside front

cover

before

starting,

1—1

instrument

markings,

3-2

The

Cessna

Economy

Mixture

Indicator is

an

exhaust gas

temperature

sensing

device

which

is

used

to

aid

the

pilot

in

selecting

the

most

desirable

fuel-air

mixture

for

cruising

flight at

less

than

75%power. Exhaust

gas

temperature

(EQT)

varies

with

the

ratio

of

fuel-to-air

mixture

entering

the

engine

cylinders.

The

EGT

will

peak at

a

value

that

is

approximately

maximum

range

mixture.

Operation

at

peak

ECT

is

not

authorized,

except

to

establish

peak

EGT

for

reference.

A

richer

mixture

which

provides

a

drop

of

approx

imately

iOO°F

from

peak

ECT

is

recommended for normal

cruise

at

less

than

75%power.

Leaning

in

this

manner

will

provide

fuel

consump

tion

very

close

to

the

Cessna

Flight

Computer

and Owner’s

Manual

values

and

will

result

in

a

decrease

of

only

1

MPH

In

airspeed

from

that

obtain

able

with

the

same

power

setting

and

best

power

mixture.

A

interior,

4-3

propeller,

4-3

Center

of

Gravity

Moment

Envelope, 3-6

Check

List,

Servicing

Intervals,

4-7

6-10

Index—i

Inspection

Service

—

Inspection

Period,

4-4

Instrument

Markings,

Engine, 3-2

Interior

Care,

4-3

I.

Landing,

inside

front cover,

1-4,

2-9

after,

1-4

before,

1-4

distance

table,

5-’I

normal,

1-4

Let-DOwn,

1-4

Limitations,

Airspeed,

3-2

Limitations,

Engine

Operation,

3-2

Loading,

Power,

inside front cover

Loading,

Wing,

inside

front

cover

Loading Graph,

3-5

Loading

Problem,

Sample, 3-4

Long

Range

Fuel

Tanks,

6-1

Lubrication

and

Servicing

Procedures,

4-6

M

Maneuvers

—

Normal

Category,

3-1

Maximum

Performance

Climb,

1-3

Maximum

Performance

Take

-Off,

1—3

Mixture

Control,

2-2

Moment

Envelope,

Center

of

Gravity,

3-6

Mooring Your

Airplane,

4-1

Oil

System,

capacity,

inside

front

cover

dilution

system,

6-2

dilution

system

table,

6-2

Operation,

Cold

Weather,

2—10

Operation,

Hot

Weather,

2-12

Operation

Limitations,

Engine, 3-2

Operations

Authorized,

3-1

Optimum

Cruise

Performance,

2-S

Owner

Follow-Up

System,

4-8

Oxygen

System,

6-6

duration calculation,

6—8

duration table,

6-7

operation,

6-6

servicing,

6—9

p

Painted

Surfaces,

4-2

Performance

-

Specifications,

Inside

front

cover

Power, Inside

front

cover

Power

Loading,

inside

front

cover

Primer,

Engine, 2-2

Principal

Dimensions

Diagram,

Ii

Propeller,

inside

front

cover

Radio

Selector

Switches,

6-4

autopilot—omni

switch,

6-4,

6-5

operation,

6-4

speaker-phone,

6-4,

6-5

transmitter

selector,

6-4

Range,

inside

front

cover

Rate

of

Climb

at

Sea

Level,

inside

front

cover

Rotating

Beacon,

2-3

0

S

operation

limitations,

3-2

primer,

2-2

starting,

1-2,

2-4

Equipment,

Cold

Weather,

6-1

Exterior

Inspection

Diagram,

iv

F

File, Airplane,

4-5

Fuel

System,

2-1

capacity, inside

front

cover

carburetor,

2-2

engine

primer,

2-2

fuel

strainer,

2-2

long

range tanks,

6—1

mixture control,

2-2

schematic,

2—2

selector

valve,

2-2

throttle,

2-2

wing

tanks,

2-2

G

Graph,

center

of

gravity

moment

envelope,

3-6

loading, 3-5

Gross

Weight,

inside

front

cover

Ground

HandlIng, 4-1

Ground

Service

Plug

Receptacle,

6-1

H

Handling

Airplane

On

Ground,

4-1

Heating,

Ventilating and

Defrosting

System,

CabIn,

2-3

Hot

Weather Operation,

2-12

I

Inspection

Diagram,

Exterior,

iv

Index-2

Sample Loading

Problem,

3-4

Securing

Aircraft,

1-4

Selector

Valve,

Fuel, 2-2

Service

Ceiling,

inside

front

cover

Servicing

and

Lubrication

Procedures,

4-6

Servicing

Intervals

Check

List,

4-7

Servicing

Requirements,

inside

back cover

Specifications

-

Performance,

Inside

front

cover

Speed,

inside

front

cover

Spins,

2-9

Stalls,

2-9

speed

chart,

5—2

Starting

Engine,

1-2,

-4

Static-Pressure

Alternate-Source

Valve,

6—3

Strainer,

Fuel,

2-2

Surfaces,

aluminum,

4-2

painted,

4-2

System,

cabin heating,

ventilating

and

defrosting,

2-3

electrical,

2—3

fuel,

2—I

oil

dilution,

6-2

owner

follow-up,

4-S

oxygen,

6-6

T

Take—Off,

inside

front

cover,

1—3,

2—6

before,

1—2,

2—6

maximum

performance,

1-3

normal,

1-3

Take-Off

and

Climb

Data

Table,

5-3

Taxiing,

2-6

diagram,

2-5

Throttle,

2-2

Index-3

care,

4-3

N

Normal

Category

—

Maneuvers,

3-1

Normal

Climb,

1-3

Normal

Landing,

1-4

Normal

Take-Off,

1—3

I

V

empty,

inside

front

cover

gross,

inside

front

cover

Weight

and

Balance,

3-4

Windshield

and

Windows,

4-2

Wing

Loading,

Inside

front

cover

Wing

Tanks,

Fuel,

2-2

Winterization

Mt

and

Non-Congeal

ing

011

Cooler,

6-1

FUEL:

AVIATION

GRADE

--

80/87

MINIMUM

GRADE

CAPACITY

EACH STANDARD

TANK

--

32.5

GALLONS

CAPACITY

EACH

LONG

RANGE

TANK

--

42.0

GALLONS

ENGINE

OIL:

WARRANTY

•

The

Cessna

Aircraft

Company

(Cessna)

warrants

each

new

aircraft,

including

factory

installed

equipment

and

accessories,

and

warrants

aU

new

aircraft

equipment

and

accessories

bearing

the

name

“Cessna,1’ to

be

free

from

defects

in

material

and

work

mansifip

under

normal

use

and

service.

Cessna’s

obligation

under

this warranty

is

limited

to

supplying

a

part

or

parts

to

replace

any

part

or

parts

which,

within

six

(6)

months

after delivery

of

such

aircraft

or such

aircraft

equipment

or

accessories

to

the

original

retail purchaser

or

first

user,

shall

be

returned

transportation

charges

prepaid

to

Cessna

at

Wichita,

Kansas,

or

such

other

place

as

Cessna

may

designate

and

which

upon

examination

shall

dis

close

to

Cessna’s

satisfaction

to

have

been

thus

defective.

•

The

provisions

of

this

warranty

shafl

not

apply to any

aircraft,

equipment

or

accessories

which

have

been

subject

to

misuse,

neg

ligence

or

accident,

or

which

shall

have

been

repaired

or

altered

outside

of

Cessna’s

factory

in

any

way

so

as

In

the

judgment

of

Cessna

to

affect

advedely

its

performance,

stability

or

reliability.

This

warranty is

expressly

in

lieu

of

any

other

warranties,

ex

pressed

or

implied, including

any

implied

warranty

of

merchant

ability

or

fitness

for

a

particular

purpose,

and

of

any

other

ob

ligation

or

liability

on

Lhe

part

of

Cessna

of

any

nature

whatsoever

and

Cessna neither

asumes

nor

authorizes

any

one

to

assume

for

it

any

other

obligation

br

liability

in

connection

with

such

aircraft,

equipment

and

accessobes.

Index-4

I

AVIATION GRADE

--

SAE

30

BELOW

40°

F.

SAE

50

ABOVE

400

F.

(AIRCRAFT

DELIVERED

MTh

STRAIGHT

MINERAL OIL.

EITHER

MINERAL OIL

OR

DETERGENT

OIL

MAY

BE

USED.

IF

DETERGENT

OIL

IS

USED,

IT

MUST

CONFORM

TO

CONTINENTAL

MOTORS

SPECIFICATION

MHS-24.)

CAPACITY

OF ENGINE

SUMP

--

12

QUARTS

(DO

NOT

OPERATE

ON

LESS

ThAN

9

QUARTS.

TO

MINIMIZE

LOSS

OF

OIL

THROUGH

BREATHER,

FILL

TO

10

QUART

LEVEL

FOR

NORMAL

FLIGHTS

OF

LESS

THAN

3

HOURS.

FOR

EXTENDED

FLIGHT,

FILL

TO

12

QUARTS.

IF

OPTIONAL

OIL

FILTER

IS

INSTALLED,

ONE

ADDITIONAL QUART

IS

REQUIRED

WHEN

THE

FILTER

ELEMENT

IS

CHANGED.)

HYDRAULIC

FLUID:

MIL-H-5506

HYDRAULIC

FLUID

OXYGEN:

AVIATOR’S

BREATHING

OXYGEN

--

SPEC.

NO.

MIL-O-27210

MAXIMUM

PRESSURE

--

1800

PSI

TIRE

PRESSURE:

MAIN

WHEElS

--

32

PSI

ON

6.00x

6

TIRES

--

25TO35

PSIONB.OOX6TIRES(OPT)

NOSE

WHEEL

--32

PSI

ON

5.OOxS

TIRE

--

20

TO

29

PSI

ON

6.00

X

6

TIRE (OPT)

I

Valve,

Fuel

Selector,

2-2

w

Weight,

baggage, Inside

front

cover

I

SERVICING

REQUIREMENTS

L

“TAKE

YOUR

CESSNA

HOME

FOR

SERVICE

AT

THE

SIGN

OF

THE

CESSNA

SHIELD”,

CESSNA

AIRCRAFT

COMPANY

WICHITA,

KANSAS

P0:

790366

LOT:

30—17679

P/N:

14—00783

LOG:

ZNS

866690015

CESSNR

182H

&

SKYLPNE

1965

OWNERS

MPNUAL