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PILOT'S OPERATING HANDBOOK

~
Cessna.

o

SKYLANE RG
1978 MODEL R182

Serial No.

R18200450

Registration No

_

1'113 3_B_h'

_

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED
TO BE FURNISHED TO THE PILOT BY CAR PART 3

COPYRIGHT, 1977

CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
01115-13 -RPC-600-11!77

CESSNA
MODEL R182

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES
NOTE:

INSERT LATEST REVISED
PAGES; DISPOSE OF
SUPERSEDED PAGES.

This handbook will be kept current by Service Letters published by Cessna
Aircraft Company. These are distributed to Cessna Dealers and to those who
subscribe through the Owner Follow-Up System. If you are not receiving
subscription service, you will want to keep in touch with your Cessna Dealer for
information concerning the revision status of the handbook. Subsequent
revisions should be examined immediately after receipt; the handbook should
not be used for operational purposes until it has been updated to a current status.
On a revised page, the portion of the text or illustration affected by the revision is
indicated by a vertical line in the outer margin of the page.
Dates of issue for original and revised pages are:
Original ... 0 ... 10 October 1977

THE TOTAL NUMBER OF PAGES IN THIS HANDBOOK IS 312, CONSISTING OF THE
FOLLOWING. THIS TOTAL INCLUDES THE SUPPLEM[NTS PROVIDED IN SECTION 9
WHICH COVER OPTIONAL SYSTEMS AVAILABLE IN THE AIRPLANE.
Page
No.

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7-1 thru 7-44
8-1
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8-3 thru 8-14
9-1 thru 9-2
Supplements (126 Pages)
(Refer to Section 9 Table
of Contents for Optional
Systems Supplements)

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CESSNA
MODEL R182

CONGRATULATIONS

CONGRATULATIONS

• • • •

V\elcome to the ranks of Cessna owners! Your Cessna has been designed and
constructed to give you the most in performance, economy, and comfort. It is our desi re that
you will find flying it, either for business or pleasure, a pleasant and profitable experience.
This Pilot's Operating Handbook has been prepared as a guide to help you get the most
pleasure and utility from your airplane. It contains information about your Cessna's
equipment, operating procedures, and performance; and suggestions for its servicing and
Cdre. 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 Customer Services
Department stands ready to serve you. The following services are offered by most Cessna
Dealers:
•

THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at
Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other
important benefits for you, are contained in your Customer Care Program book,
supplied with your airplane. Warrantv service is available to you at authorized Cessna
Dealers throughout the world upon presentation of your Customer Care Card which
establishes your eligibility under the warranty.

•

FACTORY TRAINED PERSONNEL to provide you with courteous expert service.

•

FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate
workmanship.

•

A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them.

•

THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING 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.

PERFORMANCESPECIFICATIONS

CESSNA
MODEL R182

PERFORMANCE - SPECIFICATIONS
SPEED:
Maximum at Sea Level . . . . . . . . . . . . . . . .
Cruise, 75o/c Power at 7500 Ft
.
CRUISE: Recommended lean mixture with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes
reserve at 45% power.
Range
75CJt Power at 7500 Ft
56 Gallons Usable Fuel
T'me
75 c/c Power at 7500 Ft
Range
75 Gallons Usable Fuel
Tme
Maximum Range at 10,000 Ft
Range
56 Gallons Usable Fuel
Tlme
Maximum Range at 10,000 Ft
Range
75 Gallons Usable Fuel
Tme
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKEOFF PERFORMANCE:
Ground Roll . . . . . .
Total Distance Over 50-Ft Obstacle
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . .
Total Distance Over 50-Ft Obstacle
STALL SPEED (CAS):
Flaps Up, Power Off
Flaps Down, Power Off
MAXIMUM WEIGHT:
Ramp
.
Takeoff or Landing . .
STANDARD EMPTY WEIGHT:
Skylane RG . . . . .
Skylane RG II
MAXIMUM USEFUL LOAD:
Skylane RG . . . . .
Skylane RG II
BAGGAGE ALLOWANCE
WING LOADING: Pounds/ Sq Ft
POWER LOADING: Pounds/ HP
FUEL CAPACITY: Total
Standard Tanks
Long Range Tanks
OIL CAPACITY
ENGINE: Avco Lycoming
235 BHP at 2400 RPM
PROPELLER: Constant Speed, Diameter

.160 KNOTS
.156 KNOTS

520 NM
3.4 HRS
740 NM
4.8 HRS
655 NM
5.3 HRS
940 NM
7.5 HRS
1140 FPM
14,300 FT*
820 FT
1570 FT
600 FT
1320 FT
54 KNOTS
50 KNOTS
3112 LBS
3100 LBS
1734 LBS
1794 LBS
1378 LBS
1318 LBS
200 LBS
17.8
13.2
61 GAL.
80 GAL.
9 QTS
0-540-J3C5D
82 IN.

*The Service Ceiling is 18,000 ft if an optional EGT indicator is used to set
the mixture.

ii

CESSNA
MODEL R182

T ABLE OF CONTENTS

TABLE OF CONTENTS
SECTION
GENERAL

1

LIMITATIONS

2

EMERGENCY PROCEDURES

3

NORMAL PROCEDURES

4

PERFORMANCE

5

WEIGHT & BALANCE/
EQUIPMENT LIST

6

AIRPLANE & SYSTEMS
DESCRIPTIONS

7

AIRPLANE HANDLING}
SERVICE & MAINTENANCE

8

SUPPLEMENTS
(Optional Systems Description
& Operating Procedures)

9

iii/ (iv blank)

CESSNA
MODEL R182

SECTION 1
GENERAL

SECTION 1
GENERAL
TABLE OF CONTENTS
Page
Three View
Introduction
Descriptive Data
Engine
Propeller
Fuel . . .
Oil

Maximum Certificated Weights
Standard Airplane Weights
Cabin And Entry Dimensions .
Baggage Space And Entry Dimensions
Specific Loadings
Symbols, Abbreviations And Terminology
General Airspeed Terminology And Symbols
Meteorological Terminology
Engine Power Terminology . . . . . . . .
Airplane Performance And Flight Planning Terminology
Weight And Balance Terminology . . . . . . . . . . .

1-2
1-3
1-3
1-3
1-3
1-3
1-4

1-5
1-5
1-5
1-5
1-5
1-0
1-6
1-7
1-7
1-7
1-8

1-1

SECTION 1
GENERAL

CESSNA
MODEL R182

NOTES
Wing span shown .....Ith nrobe
lights Installed

MaxImum height 5hown With
nose gear (jepressed. all tires
and nose strut properly inflated

and Hashing ~ inst.-IIE1d.

MAX.6'-lO"

Figure 1-1. Three View
1-2

3.

Wheel base length is 65".

4.

Propeller ground clearance is
il 11 1/2"

5.

Wing arell ., 174 $Quare feet.

6.

MlnllTlUm lurning radius
(.plvot po,nt to oo~(d
wing lip) is 27',

CESSNA
MODEL R182

SECTION 1
GENERAL

INTRODUCTION
This handbook contains 9 sections, and includes the material required
to be furnished to the pilot by CAR Part 3. It also contains supplemental
data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of sYmbols, abbreviations, and
terminology commonly used.

DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Avco Lycoming.
Engine Model Number: 0-540-J3C5D.
Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontallyopposed, carburetor equipped, six-cylinder engine with 541.5 cu. in.
displacement.
Horsepower Rating and Engine Speed: 235 rated BHP at 2400 RPM.

PROPELLER
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: B2D34C214/90DHB-8.
Number of Blades: 2.
Propeller Diameter, Maximum: 82 inches.
Minimum: 80.5 inches.
Propeller Type: Constant speed and hydraulically actuated, with a low
pitch setting of 15.8° and a high pitch setting of 29.4° (30 inch station).

FUEL
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
1-3

CESSNA
MODEL R182

SECTION 1
GENERAL
Fuel Capacity:
Standard Tanks:
Total Capacity: 61 gallons.
Total Capacity Each Tank: 30.5 gallons.
Total Usable: 56 gallons.
Long Range Tanks:
Total Capacity: 80 gallons.
Total Capacity Each Tank: 40 gallons.
Total Usable: 75 gallons.
NOTE

To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT position to
prevent cross-feeding.

OIL
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
supply during first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be
drained after the first 25 hours of operation.
MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first
50 hours or oil consumption has stabilized.
Recommended Viscosity For Temperature Range:
MIL-L-6082 Aviation Grade Straight Mineral Oil:
SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (90°F).
SAE 30 between -18°C (O°F) and 21°C (70°F).
SAE 20 below -12°C (10°F).
MIL-L-22851 Ashless Dispersant Oil:
SAE 40 or SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (90°F).
SAE 30 or SAE 40 between -18°C (O°F) and 21°C (70°F).
SAE 30 below -12°C (lOOF).
Oil Capacity:
Sump: 8 Quarts.
Total: 9 Quarts.
1-4

SECTION 1
GENERAL

CESSNA
MODEL R182

MAXIMUM CERTIFICATED WEIGHTS
Takeoff: 3100 lbs.
Landing: 3100 Ibs.
Weight in Baggage Compartment:
Baggage Area "A" (or passenger on child's seat) - Station 82 to 110: 120
lbs. See note below.
Baggage Area "B" - Station 110 to 134: 80 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage
areas A and B is 200 lbs.

STANDARD AIRPLANE WEIGHTS
Standard Empty Weight, Skylane RG: 1734 lbs.
Skylane RG II: 1794 lbs.
Maximum Useful Load, Skylane RG: 1378 lbs.
Skylane RG II: 1318 lbs.

CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are
illustrated in detail in Section 6.

SPECIFIC LOADINGS
Wing Loading: 17.8 lbs./ sq. ft.
Power Loading: 13.2 lbs./hp,
1-5

CESSNA
MODEL R182

SECTION 1
GENERAL

SYMBOLS, ABBREVIATIONS AND
TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS

Knots Calibrated Airspeed is indicated airspeed corrected
for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard
atmosphere at sea level.

KIAS

Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.

KTAS

Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.

VA

Manuevering Speed is the maximum speed at which you
may use abrupt control travel.
Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.
Maximum Landing Gear Extended Speed is the maximum
speed at which an airplane can be safely flown with the
landing gear extended.
Maximum Landing Gear Operating Speed is the maximum
speed at which the landing gear can be safely extended or
retracted.

V

NO

VNE

Maximum Structural Cruising Speed is the speed that
should not be exceeded except in smooth air, then only with
caution.
Never Exceed Speed is the speed limit that may not be
exceeded at any time.
Stalling Speed or the mlnunum steady flight speed at
which the airplane is controllable.
Stalling Speed or the minimum steady flight speed at
which the airplane is controllable in the landing configuration at the most forward center of gravity.

1-6

CESSNA
MODEL R182

vX

SECTION 1
GENERAL
Best Angle-of-Climb Speed is the speed which results in
the greatest gain of altitude in a given horizontal distance.
Best Rate-of-Climb Speed is the speed which results in the
greatest gain in altitude in a given time.

METEOROLOGICAL TERMINOLOGY
OAT

Outside Air Temperature is the free air static temperature.
It is expressed in either degrees Celsius (formerly Centigrade) or degrees Fahrenheit.

Standard
Tempera·
ture

Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 100(\ feet of altitude.

Pressure
Altitude

Pressure Altitude is the altitude read irom an altimeter
when the altimeter's barometric scale h,ts been set to 29.92
inches of mercury (1013 mb).

ENGINE POWER TERMINOLOGY
BHP

Brake Horsepower is the power de\-' oped by the engine.

RPM

Revolutions Per Minute is engine

MP

Manifold Pressure is a pressure m~ .:::iUred in the engine's
induction system and is expressec ill inches of mercury
(Hg).

S' ·c~ed.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demonstrated
Crosswind
Velocity

Demonstrated Crosswind Velocity is the velocity of the
crosswind component for which adequate control of the
airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not
considered to be limiting.

Usable Fuel

Usable Fuel is the fuel available for flight planning.

Unusable
Fuel

Unusable Fuel is the quantity of fuel that can not be safely
used in flight.

GPH

Gallons Per Hour is the amount of fuel (in gallons)
consumed per hour.
1-7

CESSNA
MODEL R182

SECTION 1
GENERAL
NMPG

Nautical Miles Per Gallon is the distance (in nautical
miles) which can be expected per gallon of fuel consumed
at a specific engine power setting andl or flight configuration.

g

g is acceleration due to gravity.

WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum

Reference Datum is an imaginary vertical plane from
which all horizontal distances are measured for balance
purposes.

Station

Station is a location along the airplane fuselage given in
terms of the distance from the reference datum.

Arm

Arm is the horizontal distance from the reference datum to
the center of gravity (C.G.) of an item.

Moment

Moment is the product of the weight of an item multiplied
by its arm. (Moment divided by the constant 1000 is used in
this handbook to simplify balance calculations by reducing the number of digits.)

Center of
Gravity
(C.G.)

Center of Gravity is the point at which an airplane, or
equipment, would balance if suspended. Its distance from
the reference datum is found by dividing the total moment
by the total weight of the airplane.

C.G.
Arm

Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by
the total weight.

C.G.
Limits

Center of Gravity Limits are the extreme center of gravity
locations within which the airplane must be operated at a
given weight.

Standard
Empty
Weight

Standar1 Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and
full engine oil.

Basic Empty
Weight

Basic Empty Weight is the standard empty weight plus the
weight of optional equipment.

Useful
Load

Useful Load is the difference between ramp weight and the
basic empty weight.

1-8

CESSNA
MODEL R182

SECTION 1
GENERAL

Maximum
Ramp
Weight

Maximum Ramp Weight is the maximum weight approved
for ground maneuver. (It includes the weight of start, taxi
and runup fuel.)

Gross
(Loaded)
Weight

Gross (Loaded) Weight is the loaded weight of the airplane.

Maximum
Takeoff
Weight

Maximum Takeoff Weight is the maximum weight
approved for the start of the takeoff run.

Maximum
Landing
Weight

Maximum Landing Weight is the maximum weight
approved for the landing touchdown.

Tare

Tare is the weight of chocks, blocks, stands, etc. used when
weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the
actual (net) airplane weight.

1-9/(1-10 blank)

CESSNA
MODEL R182

SECTION 2
LIMITA TIONS

SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Page
Introduction . . . . . . . .
Airspeed Limitations
Airspeed Indicator Markings
Power Plant Limitations
Power Plant Instrument Markings
Weight Limits . . . . .
Center Of Gravity Limits .
Maneuver Limits
Flight Load Factor Limits
Kinds Of Operation Limits
Fuel Limitations
Placards
.

2-3

2-4
2-4
2-5
2-6
2-6

2-7
2-7
2-7
2-7
2-8
2-9

2-1/ (2-2 blank)

CESSNA
MODEL R182

SECTION 2
LIMITATIONS

INTRODUCTION
Section 2 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its engine,
standard systems and standard equipment. The limitations included in
this section have been approved by the Federal Aviation Administration.
When applicable, limitations associated with optional systems or equipment are included in Section 9.
NOTE
The airspeeds listed in the Airspeed Limitations chart
(figure 2-1) and the Airspeed Indicator Markings chart
(figure 2-2) are based on Airspeed Calibration data shown
in Section 5 with the normal static source. with the
exception of the bottom of the green and white arcs on the
airspeed indicator. These are based on a power-off airspeed calibration. If the alternate static source is being
used. ample margins should be observed to allow for the
airspeed calibration variations between the normal and
alternate static sources as shown in Section 5.
Your Cessna is certificated under FAA Type Certificate No. 3A13 as
Cessna Model No. R182.

2-3

CESSNA
MODEL R182

SECTION 2
LIMITATIONS

AIRSPEED LIMITATIONS
Airspeed limitations and their operational
figure 2-1.

signifi(~ance are

shown in

RI=MAR KS

KCAS

KIAS

Spef~d

175

182

Do not excetd this speed In
any operatloll

Maximum Structural

140

143

Do not excetd this speed
except in smiJoth air, and
then only wih caution.

111
100
89

112
101
89

Do not make full or abrupt
control movements above
this speed.

137
94

140
95

Do not excetd these speeds
with the give'l flap settings.

Maximum L211ldlllg Gear
Operating Speed

137

140

Do not extend or retract landirllj
gear above this speed.

MaximurT'. LdmJirlg GeCJr

137

140

Do not exceed this speed with
landing gear extended

175

182

Do 110t exceeJ this speed with
windows opell.

SPEED

I

V',\JE

I

[\Jevcr Exceed

!

I
I

V NO

I
I

VA
I

Cru ISlrIlJ Speed

Maneuveri ng Speed.
3100 Pounds
2550 Pounds
2000 Pounds
Maximum Flap Extended
Speed
To 10 0 Flaps

V FE

10°
VLO

V LE

i

I

40°

Flaps

Ex tended Speed
MaXimum Willdow Opell
Speed

I
I

Figure 2-1. Airspeed Limitations

AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
2-4

CESSNA
MODEL R182

SECTION 2
LIMITATIONS

rI

KIA.S VALUE

'v1ARt

oco

«
l-

BEST GLIDE SPEED

4000 f------+--:O+*'"---+-------I

WEIGHT (LBS)

KIAS

I

19

w
I

2000

I-------,.~~+-------+------I

OL
o

l--

-L

5

10

3100
2550
2000

80
72
64

~=======::::L:::========..l

15

20

25

GROUND DISTANCE - NAUTICAL MI LES

Figure 3-1. Maximum Glide
3-11

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL R182

FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing as discussed
in the checklist for Emergency Landing Without Engine Power.

Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect
the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area and collect folded coats for protection of occupants'
face at touchdown. Transmit Mayday message on 121.5 MHz giving
location and intentions. Avoid a landing flare because of difficulty in
judging height over a water surface.
In a forced landing situation, do not turn off the avionics power and
master switches until a landing is assured. Premature deactivation of the
switches will disable the encoding altimeter and airplane electrical systems.

LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight with an airspeed of approximately 80 KIAS
by using throttle and elevator trim control. Then do not change the elevator
trim control setting; control the glide angle by adjusting power exclusively.
At flareout, the nose-down moment resulting from power reduction is
an adverse factor and the airplane may hit on the nose wheel. Consequently, at flareout, the elevator trim control should be adjusted toward the
full nose-up position and the power adjusted so that the airplane will rotate
to the horizontal attitude for touchdown. Close the throttle at touchdown.

FIRES
Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing. Do not attempt to
restart the engine.
The initial indication of an electrical fire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.
3-12

CESSNA
MODEL R182

SECTION 3
EMERGENCY PROCEDURES

EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight, the directional
indicator and attitude indicator will be disabled, and the pilot will have to
rely on the turn coordinator if he inadvertently flies into clouds. The
following instructions assume that only the electrically-powered turn
coordinator is operative, and that the pilot is not completely proficient in
instrument flying.

EXECUTING A 180 0 TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should be
made to turn back as follows:
1.

2.
3.

4.
5.
6.

Note the compass heading.
Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator
symbolic airplane wing opposite the lower left index mark for 60
seconds. Then roll back to level flight by leveling the miniature
airplane.
Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
Maintain altitude and airspeed by cautious application of elevator
control. Avoid overcontrolling by keeping the hands off the control
wheel as much as possible and steering only with rudder.

EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180 0 turn, a
descent through a cloud deck to VFR conditions may be appropriate. If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
control by monitoring the turn coordinator. Occasionally check the
compass heading and make minor corrections to hold an approximate
course. Before descending into the clouds, set up a stabilized let-down
condition as follows:
1.

Extend landing gear.
3-13

SECTION 3
EMERGENCY PROCEDURES
2.
3.
4.
5.
6.
7.
8.
9.
10.

CESSNA
MODEL R182

Apply full rich mixture.
Apply full carburetor heat.
Reduce power to set up a 500 to 800 ft/min rate of descent.
Adjust the elevator and rudder trim control wheels for a stabilized
descent at 80 KIAS.
Keep hands off control wheel.
Monitor turn coordinator and make corrections by rudder alone.
Adjust rudder trim to relieve unbalanced rudder force, if present.
Check trend of compass card movement and make cautious
corrections with rudder to stop turn.
Upon breaking out of clouds, resume normal cruising flight.

RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:

1.

2.
3.
4.
5.
6.
7.
8.

Close the throttle.
Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane in the turn coordinator with the
horizon reference line.
Cautiously apply elevator back pressure to slowly reduce the
indicated airspeed to 80 KIAS.
Adjust the elevator trim control to maintain an 80 KIAS glide.
Keep hands off the control wheel, using rudder control to hold a
straight heading. Use rudder trim to relieve unbalanced rudder
force, if present.
Apply carburetor heat.
Clear engine occasionally, but avoid using enough power to
disturb the trimmed glide.
Upon breaking out of clouds, resume normal cruising flight.

FLIGHT IN ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter
with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape
icing conditions.

STATIC SOURCE BLOCKED
If erroneous readings of the static source instruments (airspeed,
altimeter and rate-of-climb) are suspected, the alternate static source
valve should be pulled on, thereby supplying static pressure to these
instruments from the cabin. Cabin pressures will vary with open ventilators or windows and with airspeed. To avoid the possibility of large errors,
the windows should not be open when using the alternate static source.

3-14

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL R182
NOTE

In an emergency on airplanes not equipped with an
alternate static source, cabin pressure can be supplied to
the static pressure instruments by breaking the glass in
the face of the rate-of-climb indicator.
A calibration table is provided in Section 5 to illustrate the effect of the
alternate static source on indicated airspeeds. With the windows and vents
closed the airspeed indicator may typically read as much as 3 knots faster
and the altimeter 50 feet higher in cruise. With the vents open, this
variation reduces to zero. If the alternate static source must be used for
landing, the normal indicated approach speed may be used since the
indicated airspeed variations in this configuration are 2 knots or less.

SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery procedure should be used:
1.

2.
3.
4.

5.
6.

RETARD THROTTLE TO IDLE POSITION.
PLACE AILERONS IN NEUTRAL POSITION.
APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE
STALL. Full down elevator may be required at aft center of gravity
loadings to assure optimum recoveries.
HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS
Premature relaxation of the control inputs may extend the recovery.
AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientation precludes a visual determination of the

direction of rotation, the symbolic airplane in the turn
coordinator may be referred to for this information.
3-15

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL R182

ROUGH ENGINE OPERATION OR LOSS OF
POWER
CARBURETOR ICING
An unexplained drop in manifold pressure and eventual engine
roughness may result from the formation of carburetor ice. To clear the 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 amDunt of heat necessary to prevent ice from
forming and lean the mixture for smoothest engine operation.

SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more
spark plugs becoming fouled by carbon or lead deposits. This may be
verified by turning the ignition switch momentarily from BOTH to either L
or R position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assuming th,Lt spark plugs are
the more likely cause, lean the mixture to the recommended lean setting for
cruising flight. If the problem does not clear up in several minutes,
determine if a richer mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using the BOTH position of
the ignition switch unless extreme roughness dictates the use of a single
ignition position.

MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of
magneto problems. Switching from BOTH to either Lor R ignition switch
position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airport for repairs.

ENGINE - DRIVEN FUEL PUMP FAILURE
In the event of an engine-driven fuel pump failure, gravity flow will
provide sufficient fuel flow for level or descending flight. However, in a
climbing attitude or anytime the fuel pressure drops to 0.5 PSI, the
auxiliary fuel pump should be turned on.

LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there is
a possibility the oil pressure gage or relief valve is malfunctioning. A leak

3-16

CESSNA
MODEL R182

SECTION 3
EMERGENCY PROCEDURES

in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of
oil from the engine sump. However, a landing at the nearest airport would
be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce
engine power immediately and select a suitable forced landing field. Use
only the minimum power required to reach the desired touchdown spot.

LANDING GEAR MALFUNCTION PROCEDURES
In the event of possible landing gear retraction or E: tension malfunctions. there are several general checks that should be made prior to
initiating the steps outlined in the following paragrap.'.ls.
In analyzing a landing gear malfunction, first ch 'k that the master
switch is ON and the LDG GEAR and GEAR PUMP cir' Llit breakers are in:
reset. if necessary. Also, check both landing gear pos; on indicator lights
for operation by "pressing-to-test" the light units ane 'otating them at the
same time to check for open dimming shutters. A b- ned-out bulb can be
replaced in flight by using the bulb from the rem ;ling gear position
indicator light.
1

RETRACTION MALFUNCTIONS
If the landing gear fails to retract normally, 0 1 m intermittent GEAR
UP indicator light is present, check the indicator Ii p,';1 t for proper operation
and attempt to recycle the landing gear. Place the landing gear lever in the
GEAR DOWN position. When the GEAR DOWN light illuminates, reposition the gear lever in the GEAR UP position for another retraction attempt.
If the GEAR UP indicator light still fails to illuminate, the flight may be
continued to an airport having maintenance facilities, if practical. If gear
motor operation is audible after a period of one minute following gear
lever retraction actuation, pull the GEAR PUMP circuit breaker switch to
prevent the electric motor from overheating. In this event. remember to reengage the circuit breaker switch just prior to landing. Intermittent gear
motor operation may also be detected by momentary fluctuations of the
ammeter needle.

EXTENSION MALFUNCTIONS
Normal landing gear extension time is approximately 5 seconds. If the
landing gear will not extend normally, perform the general checks of
circuit breakers and master switch and repeat the normal extension
3-17

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL R182

procedures at a reduced airspeed of 100 KIAS. The landing gear lever must
be in the down position with the detent engaged. If efforts to extend and lock
the gear through the normal landing gear system fail, the gear can be
manually extended (as long as hydraulic system fluid has not been
completely lost) by use of the emergency hand pump. The hand pump is
located between the front seats.
A checklist is provided for step-by-step instructions for a manual gear
extension.
If gear motor operation is audible after a period of one minute
following gear lever extension actuation, pull the GEAR PUMP circuit
breaker to prevent the electric motor from overheating. In this event,
remember to re-engage the circuit breaker just prior to ]anding.

GEAR UP LANDINGS
If the landing gear remains retracted or is only partially extended, and
all efforts to fully extend it (including manual extension) have failed, plan
a wheels-up landing. In preparation for landing, reposition the larding
gear lever to GEAR UP and push the LDG GEAR and GEAR PUMP circuit
breakers in to allow the landing gear to swing into the gear wells at
touchdown. Then proceed in accordance with the checklist.

ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light;
however, the cause of these malfunctions is usually difficult to determine.
A broken alternator drive belt or wiring is most likely the cause of
alternator failures, although other factors could cause the problem. A
damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and
should be dealt with immediately. Electrical power malfunctions usually
fall into two categories: excessive rate of charge and insufficient rate of
charge. The following paragraphs describe the recommended remedy for
each situation.

EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to
accept above normal charging during the initial part of a flight. However,
3-18

CESSNA
MODEL R182

SECTION 3
EMERGENCY PROCEDURES

after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and
evaporate the electrolyte at an excessive rate. Electronic components in
the electrical system could be adversely affected by higher than normal
voltage if a faulty voltage regulator is causing the overcharging. To
preclude these possibilites, an over-voltage sensor will automatically
shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 31.5 volts. Assuming that
the malfunction was only momentary, an attempt should be made to
reactivate the alternator system. To do this, turn the avionics power switch
off, then turn both sides of the master switch off and then on again. If the
problem no longer exists, normal alternator charging will resume and the
warning light will go off. The avionics power switch should then be turned
on. If the light illuminates again, a malfunction is confirmed. In this event,
the flight should be terminated and/ or the current drain on the battery
minimized because the battery can supply the electrical system for only a
limited period of time. If the emergency occurs at night, power must be
conserved for later operation of the landing gear, wing flaps and possible
use of the landing lights during landing.

INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down
since the alternator field circuit may be placing an unnecessary load on the
system. All nonessential equipment should be turned off and the flight
terminated as soon as practical.

3-19/ (3-20 blank)

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

TABLE OF CONTENTS
Page
Introduction . . . . . . . .
Speeds For Normal Operation

4-3
4-3

CHECKLIST PROCEDURES
Preflight Inspection
Cabin . . . . .
Empennage
Right Wing, Trailing Edge
Right Wing
Nose
.
Left Wing
.
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . . .
Takeoff
.
Normal Takeoff
Short Field Takeoff
Enroute Climb . . . .
Normal Climb
Maximum Performance Climb
Cruise
Descent . . . .
Before Landing
Landing . . . .
Normal Landing
Short Field Landing
Balked Landing
After Landing . .
Securing Airplane .

4-5
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-7

4-8
4-8
4-8
4-8
4-8
4-9
4-9
4-9
4-9
4-10
4-10

4-10
4-10
4-10
4-11

4-1

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

TABLE OF CONTENTS (Continued)
Page
AMPLIFIED PROCEDURES
Starting Engine
Taxiing . . . .
Before Takeoff .
Warm-Up
Magneto Check
Alternator Check
Takeoff . . . . . .
Power Check . .
Wing Flap Settings
Crosswind Takeoff
Landing Gear Retraction
Enroute Climb . . . . . . .
Cruise
Leaning With A Cessna Economy Mixture Indicator (EGT)
Stalls . . . . .
Before Landing
Landing . . . .
Normal Landing
Short Field Landing
Crosswind Landing .
Balked Landing
Cold Weather Operation
Starting . . . . .
Operation
Hot Weather Operation
Noise Abatement

4-2

4-13
4-13
4-15
4-15
4-15
4-15
4-15
4-15
4-16
4-16
4-16
4-17
4-17
4-19
4-20
4-20
4-20
4-20
4-20
4-21
4-21
4-21
4-21
4-23
4-23
4-23

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with optional systems
can be found in Section 9.

SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum
weight of 3100 pounds and may be used for any lesser weight. However. to
achieve the performance specified in Section 5 for takeoff distance. the
speed appropriate to the particular weight must be used.
Takeoff:
70-80 KIAS
Normal Climb Out . . . . . . . . . . . . .
55 KIAS
Short Field Takeoff. Flaps 20°. Speed at 50 Feet
Enroute Climb. Flaps and Gear Up:
.90-100 KIAS
Normal
.
88 KIAS
Best Rate of Climb. Sea Level .
Best Rate of Climb, 10.000 Feet
74 KIAS
Best Angle of Climb, Sea Level
64 KIAS
Best Angle of Climb, 10,000 Feet
66 InAS
Landing Approach:
70-80 KIAS
Normal Approach, Flaps Up
65-75 KIAS
Normal Approach, Flaps 40°
Short Field Approach, Flaps 40°
63 KIAS
Balked Landing:
Maximum Power, Flaps 20° . .
75 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
112 KIAS
3100 Lbs
101 KIAS
2550 Lbs
.
2000 Lbs
.
89 KIAS
Maximum Demonstrated Crosswind Velocity:
18 KNOTS
Takeoff or Landing . . . . . . . . . . .

4-3

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

NOTE

Visually check airplane for general condition during
walk-around inspection. In cold weather, remove even
small accumulations of frost, ice or snow from wing, tail
and control surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. Prior to
flight, check that pitot heater (if installed) is warm to touch
within 30 seconds with battery and pitot heat switches on.
If a night flight is planned, check operation of all lights,
and make sure a flashlight is available.

Figure 4-1. Preflight Inspection
4-4

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
G)CABIN
1
2.
3.
4.
5.
6.
7.
8.
9.
10.

Landing Gear Lever -- DOWN.
Control Wheel Lock -- REMOVE.
Ignition Switch -- OFF.
Avionics Power Switch -- OFF'.
Master Switch -- ON.
Fuel Quantity Indicators -- CHECK QUANTITY.
Landing Gear Position Indicator Light (green) -- ILLUMINATED.
Master Switch -- OFF.
Fuel Selector Valve -- BOTH.
Baggage Door -- CHECK for security, lock with key If child's seat
is to be occupied.

WEMPENNAGE
1.

2.
3.

Rudder Gust Lock -- REMOVE.
Tail Tie-Down -- DISCONNECT.
Control Surfaces -- CHECK freedom of movement and security.

G)RIGHT WING Trailing Edge
1.

Aileron -- CHECK freedom of movement and security.

@RIGHTWING
1.

2.
3.
4.
5.

Wing Tie-Down -- DISCONNECT.
Main Wheel Tire -- CHECK for proper inflation.
Before first flight of the 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.
Fuel Quantity -- CHECK VISUALLY for desired level.
Fuel Filler Cap -- SECURE and vent unobstructed.

@NOSE
1.

2.
3.
4.

Static Source Openings (both sides of fuselage) --CHECK for
stoppage.
Propeller and Spinner -- CHECK for nicks, security and oil leaks.
Landing Lights -- CHECK for condition and cleanliness.
Carburetor Air Inlet -- CHECK for restrictions.

4-5

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES
5.
6.
7.
8.

Nose Wheel Strut and Tire -- CHECK for proper inflation.
Nose Tie-Down -- DISCONNECT.
Engine Oil Level -- CHECK. Do not operate with less than five
quarts. Fill to eight quarts for extended flight.
Before first flight of the day and after each refueling, pull out
strainer drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If water
is observed, the fuel system may contain additional water, and
further draining of the system at the strainer, fuel tank sumps, and
fuel selector valve drain plug will be necessary.

@LEFTWING
1.

2.
3.
4.

Main Wheel Tire -- CHECK 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 quick-drain
valve to check for water, sediment and proper fuel grade.
Fuel Quantity -- CHECK VISUALLY for desired level.
Fuel Filler Cap -- SECURE and vent unobstructed.

0LEFT WING Leading Edge
1.

2.
3.
4.

Pitot Tube Cover -- REMOVE and check opening for stoppage.
Fuel Tank Vent Opening -- CHECK for stoppage.
Stall Warning Vane -- CHECK for freedom of movement while
master switch is momentarily turned ON (horn should sound when
vane is pushed upward).
Wing Tie-Down -- DISCONNECT.

@LEFT WING Trailing Edge
1.

Aileron -- CHECK freedom of movement and security.

BEFORE STARTING ENGINE
1.

2.
3.
4.

Preflight Inspection -- COMPLETE.
Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
Fuel Selector Valve -- BOTH.
Avionics Power Switch, Autopilot (if installed). Electrical Equipment -- OFF.

CAUTION
The avionics power switch must be OFF during engine
start to prevent possible damage to avionics.
4-6

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182
5.
6.
7.
8.

Brakes -- TEST and SET.
Cowl Flaps -- OPEN (move lever out of locking hole to reposition).
Landing Gear Lever -- DOWN
Circuit Breakers -- CHECK IN.

STARTING ENGINE
1.

2.
3.
4.
5.
6.
7.
8.

Mixture -- RICH.
Propeller -- HIGH RPM.
Carburetor Heat -- COLD.
Throttle -- PUMP once, or as much as six times if engine is very hot;
leave open 1/ 4 inch.
Master Switch -- ON.
Propeller Area -- CLEAR.
Ignition Switch -- START (release when engine starts).
Oil Pressure -- CHECK.

BEFORE TAKEOFF
1.

2.
3.
4.
5.
6.
7.

Cabin Doors and Windows -- CLOSED and LOCKED.
Parking Brake -- SET.
Flight Controls -- FREE and CORRECT.
Flight Instruments -- SET.
Fuel Selector Valve -- BOTH.
Mixture -- RICH.
Auxilary Fuel Pump -- ON (check for rise in fuel pressure). then
OFF.
NOTE
In flight, gravity feed will normally supply satisfactory
fuel flow if the engine-driven fuel pump should fail.
However, if a fuel pump failure causes the fuel pressure to
drop below 0.5 PSI, use the auxiliary fuel pump to assure
proper engine operation.

8.
9.

Elevator and Rudder Trim -- TAKEOFF.
Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 175 RPM on
either magneto or 50 RPM differential between magnetos).
b. Propeller -- CYCLE from high to low RPM; return to high RPM
(full in).
c. Carburetor Heat -- CHECK (for RPM drop).
d. Engine Instruments and Ammeter -- CHECK.
e. Suction Gage -- CHECK.
4-7

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES
10.
11.
12.
13.
14.
15.

Avionics Power Switch -- ON.
Radios -- SET.
Autopilot (if installed) -- OFF.
Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON as
required.
Throttle Friction Lock - - ADJUST.
Parking Brake -- RELEASE.

TAKEOFF
NORMAL TAKEOFF
1.
2.
3.
4.

Wing Flaps -- 0° - 20°.
Carburetor Heat -- COLD.
Power -- FULL THROTTLE and 2400 RPM.
Elevator Control -- LIFT NOSE WHEEL at 50 KIAS.
NOTE
When the nose wheel is lifted, the gear motor may run 1-2
seconds to restore hydraulic pressure.

5.
6.
7.
8.

Climb Speed -- 70 KIAS (flaps 20°).
80 KIAS (flaps UP).
Brakes -- APPLY momentarily when airborne.
Landing Gear -- RETRACT in climb out.
Wing Flaps -- RETRACT.

SHORT FIELD TAKEOFF
1.
2.
3.
4.
5.
6.

7.
8.
9.

Wing Flaps -- 20°.
Carburetor Heat -- COLD.
Brakes -- APPLY.
Power -- FULL THROTTLE and 2400 RPM.
Brakes -- RELEASE.
Elevator Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTITUDE.
Climb Speed -- 55 KIAS until all obstacles are cleared.
Landing Gear -- RETRACT after obstacles are cleared.
Wing Flaps -- RETRACT slowly after reaching 75 KIAS.

ENROUTE CLIMB
NORMAL CLIMB
1.

4-8

Airspeed -- 90-100 KIAS.

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182
2.
3.
4.
5.

Power -- 23 INCHES Hg and 2400 RPM.
Fuel Selector Valve -- BOTH.
Mixture -- FULL RICH (mixture may be leaned above 3000 feet).
Cowl Flaps -- OPEN as required.

MAXIMUM PERFORMANCE CLIMB
1.

2.
3.
4.
5.

Airspeed -- 88 KIAS at sea level to 74 KIAS at 10,000 feet.
Power -- FULL THROTTLE and 2400 RPM.
Fuel Selector Valve -- BOTH.
Mixture -- FULL RICH (mixture may be leaned above 3000 feet).
Cowl Flaps -- FULL OPEN.

CRUISE
1.

2.
3.
4.

Power -- 15-23 INCHES Hg, 2100-2400 RPM (no more than 75o/c
power).
Elevator and Rudder Trim -- ADJUST.
Mixture - - LEAN.
Cowl Flaps -- CLOSED.

DESCENT
1.

2.
3.
4.
5.

Power -- AS DESIRED.
Carburetor Heat -- AS REQUIRED to prevent carburetor icing.
Mixture -- ENRICHEN as required.
Cowl Flaps -- CLOSED.
Wing Flaps -- AS DESIRED (0° - 10° below 140 KIAS. 10° - 40° below
95 KIAS).
NOTE
The landing gear may be used below 140 KIAS to increase
the rate of descent.

BEFORE LANDING
1.

2.
3.
4.

5.

Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
Fuel Selector Valve -- BOTH.
Landing Gear -- DOWN (below 140 KIAS).
Landing Gear - - CHECK (observe main gear down and green
indicator light illuminated.
Mixture -- RICH.

4-9

SECTION 4
NORMAL PROCEDURES

6.
7.
8.

CESSNA
MODEL R182

Carburetor Heat -- ON (apply full heat before closing throttle).
Propeller -- HIGH RPM.
Autopilot (if installed) -- OFF.

LANDING
NORMAL LANDING
1.

2.
3.
4.
5.
6.
7.

Airspeed -- 70-80 KIAS (flaps UP).
Wing Flaps -- AS DESIRED (0°_ 10° below 140 KIAS, 10°-40° below
95 KIAS).
Airspeed -- 65-75 KIAS (flaps DOWN).
Trim -- ADJUST.
Touchdown -- MAIN WHEELS FIRST.
Landing Roll -- LOWER NOSE WHEEL GENTLY.
Braking -- MINIMUM REQUIRED.

SHORT FIELD LANDING
1.

2.
3.
4.
5.
6.
7.
8.

Airspeed -- 70-80 KIAS (flaps UP).
Wing Flaps -- 40° (below 95 KIAS).
Airspeed -- MAINTAIN 63 KIAS.
Trim -- ADJUST.
Power -- REDUCE to idle as obstacle is cleared.
Touchdown -- MAIN WHEELS FIRST.
Brakes -- APPLY HEAVILY.
Wing Flaps -- RETRACT for maximum brake effectiveness.

BALKED LANDING
1.

2.
3.
4.
5.
6.

Power -- FULL THROTTLE and 2400 RPM.
Carburetor Heat -- COLD.
Wing Flaps -- RETRACT to 20°.
Climb Speed -- 75 KIAS.
Wing Flaps -- RETRACT slowly after reaching 75 KIAS.
Cowl Flaps -- OPEN.

AFTER LANDING
1.

2.
3.
1-10

Wing Flaps -- UP.
Carburetor Heat -- COLD.
Cowl Flaps -- OPEN.

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

SECURING AIRPLANE
1.

2.
3.
4.
5.
6.
7.
8.

Parking Brake - - SET.
Throttle -- IDLE.
Avionics Power Switch. Electrical Equipment -- OFF.
Mixture - - IDLE CUT -OFF (pulled full out).
Ignition Switch -- OFF.
Master Switch -- OFF.
Control Lock -- INSTALL.
Fuel Selector Valve -- RIGHT.

4-11 / (4-12 blank)

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

AMPLIFIED PROCEDURES
STARTING ENGINE
Ordinarily the engine starts easily with one or two pumps of the
throttle in warm temperatures to six or eight pumps in cold weather with
the mixture full rich. In extremely cold temperatures. it may be necessary
to prime while cranking. Weak intermittent firing followed by puffs of
black smoke from the exhaust stack indicates overpriming or flooding.
Excess fuel can be cleared from the combustion chambers by the following
procedure: Set the mixture control full lean and the throttle full open: then
crank the engine through several revolutions with the starter. Repeat the
starting procedure without any additional priming.
If the engine is underprimed (most likely 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.
If prolonged cranking is necessary. allow the starter motor to cool at
frequent intervals. since excessive heat may damage the armature.

After starting, if the oil gage does not begin to show pressure within 30
seconds in the summertime and about twj\'e that long in very cold weather,
stop engine and investigate. Lack of oil pressure can cause serWllS engine
damage. After starting, avoid the use of carburetor heat v.n1ess Icing
conditions prevail.
NOTE
Additional details concerning cold weather starting and
operation may be found under COLD WEATHER OPERATION paragraphs in this section.

TAXIING
When taxiing, it is important that speed and use of brakes be held to a
minimum and that all controls be utilized (see Taxilllg Diagram. figure 42) to maintain directional control and balance.
The carburetor heat control 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.
4-13

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

.....•
USE UP AILERON
ON LH WING AND
NEUTRAL ELEVATOR

• USE UP AILERON
• ON RH WING AND
'\' NEUTRAL ELEVATOR

.,~.. " ••......................................

·~·\I

.._.. _~

. ~m._~ _ _

=_.._ ._iOUb
USE DOWN AlLERON
ON RH WING AND
DOWN ELEVATOR

USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR

fJL--..-N\r~
,

.

NOTE

CODE
WIND DIRECTION

•

Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maintain direclion.

Figure 4-2. Taxiing Diagram

4-14

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.

BEFORE TAKEOFF
WARM-UP
Since the engine is closely cowled for efficient in-flight cooling,
precautions should be taken to avoid overheating on the ground. Full
power checks on the ground are not recommended unless the pilot has good
reason to suspect that the engine is not turning up properly.

MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows. Move
ignition 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 the L position,
note RPM and return the switch to the BOTH position. RPM drop should not
exceed 175 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the
ignition system, RPM checks at higher engine speeds will usually confirm
whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.

ALTERNATOR CHECK
Prior to flights where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system
momentarily (3 to 5 seconds) with the landing lights during the engine
runup (1700 RPM). The ammeter will remain within a needle width of the
initial reading if the alternator and voltage regulator are operating
properly.

TAKEOFF
POWER CHECK
It is important to check takeoff power early in the takeoff run. Any sign
of rough engine operation or sluggish engine acceleration is good cause
for discontinuing the takeoff.
4-15

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

Full power runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the airplane to
start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blades they should be corrected immediately
as described in Section 8 under Propeller Care.
After full power is applied, adjust the throttle friction lock clockwise to
prevent the throttle from creeping from a maximum power position.
Similar friction lock adjustment should be made as required in other flight
conditions to maintain a fixed throttle setting.

WING FLAP SETTINGS
Normal takeoffs are accomplished with wing flaps 0° to 20°. Using 20°
wing flaps reduces the ground run and total distance over an obstacle by
approximately 20 per cent. Flap deflections greater than 20° are not
approved for takeoff.
If 20° wing flaps are used for takeoff, they should be left down until all
obstacles are cleared and a safe flap retraction speed of 75 KIAS is reached.
To clear an obstacle with wing flaps 20°, an obstacle clearance speed of 55
KIAS should be used.

Soft field takeoffs are performed with 20° flaps by lifting the airplane
off the ground as soon as practical in a slightly tail-low attitude. If no
obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a safer climb speed.
With wing flaps retracted and no obstructions ahead, a climb-out speed
of 75 KIAS would be most efficient.

CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the drift
angle immediately after takeoff. With the ailerons deflected partially into
the wind, the airplane is accelerated to a speed slightly higher than
normal, and then pulled off abruptly to prevent possible settling back to
the runway while drifting. When clear of the ground, make a coordinated
turn into the wind to correct for drift.

LANDING GEAR RETRACTION
Landing gear retraction normally is started after reaching the point
over the runway where a wheels-down, forced landing on that runway
4-16

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

would become impractical. Since the landing gear swings downward
approximately two feet as it starts the retraction cycle, damage can result
by retracting it before obtaining at least that much ground clearance.
Before retracting the landing gear, the brakes should be applied
momentarily to stop wheel rotation. Centrifugal force caused by the
rapidly-spinning wheel expands the diameter of the tire. If there is an
accumulation of mud or ice in the wheel wells, the rotating wheel may rub
as it is retracted into the wheel well.

ENROUTE CLIMB
Normal climbs are performed at 90-100 KIAS with flaps up, 23 In. Hg.
or full throttle (whichever is less) and 2400 RPM for the best combination of
engine cooling, rate of climb and forward visibility. If it is necessary to
climb rapidly to clear mountains or reach favorable winds at high
alti tudes, the best rate-of-clim b speed should be used with maximum
power. This speed is 88 KIAS at sea level, decreasing to 74 KIAS at 10,000
feet.
If an obstruction ahead requires a steep climb angle, a best angle-ofclimb speed should be used with landing gear and flaps up and maximum
power. This speed is 64 KIAS at sea level, increasing to 66 KIAS at 10,000
feet.

The mixture should be full rich during climb at altitudes up to 3000 feet.
Above 3000 feet, a full rich mixture setting may be used or the mixture may
be leaned for increased power. Also, the mixture may be leaned as required
for smooth engine operation. With the optional Cessna Economy Mixture
Indicator, the mixture may be leaned to maintain the EGT indicatio~
corresponding to full rich at 3000 feet. This procedure will significantly
improve high altitude clinlb performance.

CRUISE
Normal cruising is performed between 55% and 75o/c power. The
corresponding power settings and fuel consumption for various altitudes
can be determined by using your Cessna Power Computer or the data in
Section 5.
NOTE
Cruising should be done at 75% power as much as practical
until a total of 50 hours has accumulated or oil consumption has stabilized. This is to ensure proper seating of the
4-17

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

rings and is applicable to new engines, and engines in
service following cylinder replacement or top overhaul of
one or more cylinders.
The Cruise Performance Table, figure 4-3, illustrates the true airspeed
and nautical miles per gallon during cruise for various altitudes and
percent powers. This table should be used as a guide. along with the
available winds aloft information, to determine the most favorable altitudes and power setting for a given trip. The selection of cruise altitude on
the basis of the most favorable wind conditions and the use of low power
settings are significant factors that should be considered on every trip to
reduce fuel consumption.
For reduced noise levels, it is desirable to select the lowest RPM in the
green arc range for a given percent power that will provide smooth engine
operation. The cowl flaps should be opened, if necessary, to :ulaintain the
cylinder head temperature at approximately two-thirds of the normal
operating range (green arc).
Cruise performance data in this handbook and on the power computer
is based on a recommended lean mixture setting which may be established
as follows:
1.

2.

Lean the mixture until the engine becomes rough.
Enrichen the mixture to obtain smooth engine operation; then
further enrichen an equal am9unt.

For best fuel economy at 75% power or less. the engine may be operated
at the leanest mixture that results in smooth engine operation. This will
result in approximately 6% greater range than shown in this handbook
accompanied by approximately 3 knots decrease in speed.

75% POWER
ALTITUDE

KTAS

NMPG

65% POWER
KTAS

NMPG

55% POWER
KTAS

2500

148

11.0

140

11.9

131

13.0

5000

152

11.2

143

12.2

134

13.3

7500

156

11.5

147

12.5

136

13.5

-

-

- -

150

12.8

139

13.8

10,000

-

-

Standard Conditions

Figure 4-3. Cruise Performance Table
4-18

NMPG

Zero Wind

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

Any change in altitude, power or carburetor heat will require a change
in the recommended lean mixture setting and a recheck of the EGT setting
(if installed).
Carburetor ice, as evidenced by an unexplained drop in manifold
pressure, can be removed by application of full carburetor heat. Upon
regaining the original manifold pressure indication (with heat off), use the
minimum amount of heat (by trial and error) to prevent ice from forming.
Since the heated air causes a richer mixture, readjust the mixture setting
when carburetor heat is to be used continuously in cruise flight.

LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR
(EGT)
Exhaust gas temperature (EGT) as shown on the optional Cessna
Economy Mixture Indicator may be used as an aid for mixture leaning in
cruising flight at 75% power or less. To adjust the mixture. using this
indicator, lean to establish the peak EGT as a reference point and then
enrichen the mixture by a desired increment based on data in figure 4-4.
As noted in the table, operation at peak EGT provides best fuel
economy. This results in approximately 6% greater range than shown in
this handbook accompanied by approximately 3 knots decrease in speed.
When leaning the mixture under some conditions, engine roughness
may occur before peak EGT is reached. In this case, use the EGT corresponding to the onset of roughness as the reference point instead of peak
EGT.

MIXTURE
DESCRIPTION
RECOMMENDED LEAN
(Pilot's Operating Handbook
and Power Computer)
BEST ECONOMY

Figure 4-4.

EXHAUST GAS
TEMPERATURE

50 0 F Rich of Peak EGT

Peak EGT

EGT Table
4-19

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

STALLS
The stall characteristics are conventional and aural warning is
provided by a stall warning horn which sounds between 5 and 10 knots
above the stall in all configurations.
Power-off stall speeds at maximum weight for both forward and aft
C.G. positions are presented in Section 5.

BEFORE LANDING
In view of the relatively low drag of the extended landing gear and the
high allowable gear operating speed (140 KIAS), the landing gear should
be extended before entering the traffic pattern. This pl'actice will allow
more time to confirm that the landing gear is down and locked. As a further
precaution, leave the landing gear extended in go-around procedures or
traffic patterns for touch-and-go landings.
Landing gear extension can be detected by illumination of the gear
down indicator light (green), absence of a gear warning horn with the
throttle retarded below 12 inches of manifold pressure and/ or the wing
flaps extended beyond 25°, and visual inspection of the main gear position.
Should the gear indicator light fail to illuminate, the light should be
checked for a burned-out bulb by pushing to test. A burned-out bulb can be
replaced in flight with the landing gear up (amber) indicator light.

LANDING
NORMAL LANDING
Landings should be made on the main wheels Lrst 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 nose gear load. This procedure is especially important in rough field landings.

SHORT FIELD LANDING
For a short field landing, make a power-off approach at 63 KIAS with
40° flaps and land on the main wheels first. Immediately after touchdown,
lower the nose gearto the ground and apply heavy braking as required. For
maximum brake effectiveness after all three wheels are on the ground,
retract the flaps, hold full nose up elevator and apply maximum possible
brake pressure without sliding the tires.
4-20

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL R182

CROSSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting
required for the field length. Although the crab or combination method of
drift correction may be used, the wing-low method gives the best control.
After touchdown, hold a straight course with the steerable nose wheel and
occasional braking if necessary.

BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20° immediately after full power is applied. After all obstacles
are cleared and a safe altitude and airspeed are obtained, the wing flaps
should be retracted.

COLD WEATHER OPERATION
STARTING
Prior to starting on cold mornings, it is advisable to pull the propeller
through several times by hand to "break loose" or "limber" the oil, thus
conserving battery energy.
NOTE
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.
In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are 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 important. Refer to Section 7, paragraph Ground Service
Plug Receptacle, for operating details.
Cold weather starting procedures are as follows:
With Preheat:
1.

With ignition switch turned off, mixture full rich and throttle open
1/2 inch, prime the engine four to eight strokes.
4-21

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES
NOTE

Use heavy strokes of the primer for best atomization of
fuel. After priming, push primer all the way in and turn to
the locked position to avoid the possibility of the engine
drawing fuel through the primer.
2.
3.
4.
5.

6.

Propeller -- CLEAR.
Avionics Power Switch -- OFF.
Master Switch -- ON.
Throttle -- PUMP several times.
Ignition Switch -- START (release to BOTH when engine starts).

Without Preheat:
1.

2.
3.
4.
5.
6.
7.

8.
9.
10.

Prime the engine five to six strokes with mixture full rich and
throttle open 1/2 inch. Leave the primer charged and ready for a
stroke.
Propeller -- CLEAR.
Avionics Power Switch -- OFF.
Master Switch -- ON.
Pump throttle rapidly to full open four times. Return to 1/2 inch
open position.
Ignition Switch -- START.
Release ignition switch to BOTH when engine starts.
Continue to prime engine until it is running smoothly, or alternately, pump the throttle rapidly over first 1/4 of total travel.
Oil Pressure -- CHECK.
Primer -- LOCK.
NOTE
If the engine does not start during the first few attempts, or

if engine firing diminishes in strength, it is probable that
the spark plugs have been frosted over. Preheat must be
used before another start is attempted.

CAUTION
Excessive pumping of the throttle may cause raw fuel to
accumulate in the intake manifold, creating a fire hazard
in the event of a backfire. If this occurs, maintain a
cranking action to suck flames into the engine. An outside
attendant with a fire extinguisher is advised for cold starts
without preheat.
4-22

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

OPERATION
During cold weather operations, no indication will be apparent on the
oil temperature gage prior to takeoff 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 takeoff.
Rough engine operation in cold weather can be caused by a combination of an inherently leaner mixture due to the dense air and poor
vaporization and distribution of the fuEll-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.
For optimum operation of the engine in cold weather, the appropriate
use of carburetor heat may be necessary. The following procedures are
indicated as a guideline:
1.

Use the minimum carburetor heat required for smooth operation in
takeoff. climb, and cruise.
NOTE
Care should be exercised when using partial carburetor
heat to avoid icing. Partial heat may raise the carburetor
air temperature to 0° to 21°C range where icing is critical
under certain atmospheric conditions.

2.

If the airplane is equipped with a carburetor air temperature gage,

it can be used as a reference in maintaining carburetor air
temperature at or slightly above the top of the yellow arc by
application of carburetor heat.

HOT WEATHER OPERATION
The general warm temperature starting information in this section is
appropriate. Avoid prolonged engine operation on the ground.

NOISE ABATEMENT
Increased emphasis on improving the quality of our environment
requires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
4-23

CESSNA
MODEL R182

SECTION 4
NORMAL PROCEDURES

We, as pilots, can demonstrate our concern for environmental
improvement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:
1.

2.

Pilots operating aircraft under VFR over outdoor assemblies of
persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2000 feet above
the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid
prolonged flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances or
instructions, or where, in the pilot's judgment, an altitude
of less than 2000 feet is necessary for him to adequately
exercise his duty to see and avoid other aircraft.

The certificated noise level for the Model R182 at 3100 pounds maximum weight is 70.7 dB(A). No determination has been made by the Federal
Aviation Administration that the noise levels of this airplane are or should
be acceptable or unacceptable for operation at, into, or out of, any airport.

4-24

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Page
Introduction . . . . . . .
Use of Performance Charts
Sample Problem
Takeoff
Cruise . . . .
Fuel Required
Landing . . .
Figure 5-1, Airspeed Calibration - Normal Static Source
Airspeed Calibration - Alternate Static Source
Figure 5-2, Temperature Conversion Chart
Figure 5-3. Stall Speeds
.
Figure 5-4, Takeoff Distance - 3100 Lbs
.
Takeoff Distance - 2800 Lbs And 2500 Lbs
Figure 5-5, Rate Of Climb - Maximum . . . . .
Figure 5-6, Time, Fuel, And Distance To Climb Maximum Rate Of Climb . . . .
Time, Fuel, And Distance To Climb Normal Climb
.
Figure 5-7. Cruise Performance - 2000 Feet
Cruise Performance - 4000 Feet
Cruise Performance - 6000 Feet
Cruise Performance - 8000 Feet
Cruise Performance - 10,000 Feet
Cruise Performance - 12,000 Feet
Figure 5-8, Range Profile - 56 Gallons Fuel
Range Profile - 75 Gallons Fuel
Figure 5-9, Endurance Profile - 56 Gallons Fuel
Endurance Profile - 75 Gallons Fuel
Figure 5-10, Landing Distance
.

5-3
5-3
5-3
5-4
5-5
5-5
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27

5-1/(5-2 blank)

SECTION 5
PERFORMANCE

CESSNA
MODEL R182

INTRODUCTION
Performance data charts on the followiI!g pages are presented so that
you may know what to expect from the airplane under various conditions,
and also, to facilitate the planning of flights in detail and with reasonable
accuracy. The data in the charts has been computed from actual flight tests
with the airplane and engine in good condition and using average piloting
techniques.
It should be noted that the performance information presented in the
range and endurance profile charts allows for 45 minutes reserve fuel
based on 457c power. Fuel flow data for cruise is based on the recommended
lean mixture setting. Some indeterminate variables such as mixture
leaning technique, fuel metering characteristics, engine and propeller
condition, and air turbulence may account for variations of 107c or more in
range and endurance. Therefore, it is important to utilize all available
information to estimate the fuel required for the particular flight.

USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is
provided in the tables so that conservative values can be selected and used
to determine the particular performance figure with reasonable accuracy.

SAMPLE PROBLEM
The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a typical
flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight
Usable fuel

3050 Pounds
75 Gallons

TAKEOFF CONDITIONS
Field pressure altitude
Temperature
Wind component along runway
Field length

1500 Feet
28°C (16°C above standard)
12 Knot Headwind
3500 Feet

5-3

CESSNA
MODEL R182

SECTION 5
PERFORMANCE
CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enroute

720 Nauticc,J Miles
7500 Feet
16°C (16°C above standard)
10 Knot Headwind

LANDING CONDITIONS
Field pressure altitude
Temperature
Field length

2000 Feet
25°C
3000 Feet

TAKEOFF
The takeoff distance chart, figure 5-4, should be consul ted, keeping in
mind that the distances shown are based on the shon field technique.
Conservative distances can be established by reading tht~ chart at the next
higher value of weight. altitude and temperature. For example. in this
particular sample problem, the takeoff distance informacion presented for
a weight of 3100 pounds, pressure altitude of 2000 feet and a temperature of
30°C should be used and results in the following:
1085 Feet
2110 Feet

Ground roll
Total distance to clear a 50-foot obstacle

These distances are well within the available takeoff fleld length. However, a correction for the effect of wind may be made based on Note 3 of the
takeoff chart. The correction for a 12 knot headwind is:
12 Knots
9 Knots

x

10% = 13°/c Decrease

This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1085 feet x 13%)
Corrected ground roll
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
(2110 feet x 13%)
Corrected total distance
to clear 50-foot obstacle
5-4

1085
141
944 Feet

2110
274
1836 Feet

SECTION 5
PERFORMANCE

CESSNA
MODEL R182

CRUISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane's performance. A cruising
altitude and the expected wind enroute have been given for this sample
problem. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in figure 5-7, the range profile chart
presented in figure 5-8, and the endurance profile chart presented in figure
5-9.

The relationship between power and range is illustrated by the range
profile chart. Considerable fuel savings and longer range result when
lower power settings are used.
The range profile chart indicates that use of 650/( iJower at 7500 feet
yields a predicted range of 802 nautical miles with no wind. The endur'ance
profile chart shows a corresponding 5.5 hours. Using th, s information. the
estimated distance can be determined for the expected;_, knot headwind at
7500 feet as follows:
Range, zero wind
Decrease in range due to wind
(5.5 hours x 10 knot headwind)
Corrected range

802
5";

74-,,'autical Miles

This indicates that the trip can be made with·"
approximately 65% power.

t

a fuel stop using

The cruise performance chart for 8000 feet pre~ 'lire altitude is entered
using 20°C above standard temperature. These vah es most nearly correspond to the planned altitude and expected temperature conditions, The
power setting chosen is 2200 RPM and 21 inches of manifold pressure.
which results in the following:
Power
True airspeed
Cruise fuel flow

650'(
150 Knots
11.7 GPH

The power computer may be used to determine power and fuel consumption more accurately during the flight,

FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
performance information in figures 5-6 and 5-7. For this sample problem,
figure 5-6 shows that a normal climb from 2000 feet to 8000 feet requires 3.4
5-5

SECTION 5
PERFORMANCE

CESSNA
MODEL R182

gallons of fuel. The corresponding distance during the climb is 16 nautical
miles. These values are for a standard temperature and are sufficiently
accurate for most flight planning purposes. However, a further correction
for the effect of temperature may be made as noted on the climb chart. The
approximate effect of a non-standard temperature is to increase the time,
fuel, and distance by 10% for each 10°C above standard temperature, due to
the lower rate of climb. In this case, assuming a temperature 16°C above
standard, the correction would be:
16°C
lO 0 C

x

10% = 16% Increase

With this factor included, the fuel estimate would be calculated as follows:
Fuel to climb, standard temperature
Increase due to non-standard temperature
(3.4 x 16%)
Corrected fuel to climb

3.4
0.5
3.9 Gallons

Using a similar procedure for the distance during climb results in 19
nautical miles.
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance

720
-19
701 Nautical Miles

With an expected 10 knot headwind, the ground speed for cruise is
predicted to be:
150
-10
140 Knots
Therefore, the time required for the cruise portion of the trip is:
701 Nautical Miles
140 Knots

= 5.0 Hours

The fuel required for cruise is:
5.0 hours
5-6

x

11.7 gallons/hour = 58.5 Gallons

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required

2.0
3.9

58.5
64.4 Gallons

This will leave a fuel reserve of:
75.0
-64.4
10.6 Gallons
Once the flight is underway, ground speed checks will provide a more
accurate basis for estimating the time enroute and the corresponding fuel
required to complete the trip with ample reserve.

LANDING
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-10 presents landing
distance information for the short field technique. The distances corresponding to 2000 feet pressure altitude and a temperature of 30°C are as
follows:
Ground roll
Total distance to clear a 50-foot obstacle

680 Feet
1450 Feet

A correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.

5-7

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

AIRSPEED CALIBRATION
NORMAL STATIC SOURCE

FLAPS UP
KIAS
KCAS

60
66

70
73

80
81

90
90

100
99

110
109

120
118

130
128

140
137

40

50

54

59

60
65

70
73

80
81

90
90

95
95

- - - -

- - - - -

- -

40

50
58

60
65

70
73

80
81

90
91

95
96

--- --- - - - - -

50

60

150
146

160
155

170
165

FLAPS 20°
KIAS
KCAS

-

- - -

-

---

-

-

-

- - -

-

- - - - -

- - - - -

--

- - - -

- -

FLAPS 40°
KIAS
KCAS

53

- - - - -

Figure 5-1. Airspeed Calibration (Sheet 1 of 2)

5-8

- - -

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE
HEATER/VENTS AND WINDOWS CLOSED
FLAPS UP
NORMAL KIAS
ALTERNATE KIAS

60
62

72

70

80
83

90
93

100
103

110 120
113 123

50
51

60
62

70
73

80
84

90
94

95
99

40
39

50
51

60
62

70
73

80
82

90
92

130
133

140
143

- - - - -

- - - - -

-

95
96

- - - - -

-

150
153

160
163

-

- - - - -

-

-

-

-

-

-

-

-

-

-

-

FLAPS 20°
NORMAL KIAS
ALTERNATE KIAS

-

- - -

FLAPS 40°
NORMAL KIAS
ALTERNATE KIAS

-

-

-

I

HEATER/VENTS OPEN AND WINDOWS CLOSED
FLAPS UP
I\JORMAL KIAS
ALTERNATE KIAS

110 120
110 120

60
60

70
70

80
81

90
90

100
100

50
50

60
61

70
71

80
81

90
91

95
96

- - - - -

40
38

50
48

60
58

70
69

80
78

90
88

95
93

130
129

140
139

150
149

160
159

FLAPS 20°
NORMAL KIAS
ALTERNATE KIAS

- - - - -

-

- -

-

- -

-

- -

- - -

- - - - -

- - - - -

-

- -

-

-

FLAPS 40°
NORMAL KIAS
ALTERNATE KIAS

-

-

- - -

-

- -

-

- -

Figure 5-1. Airspeed Calibration (Sheet 2 of 2)

5-9

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

TEMPERATURE CONVERSION CHART

DEGREES - CELSIUS

Figure 5-2. Temperature Conversion Chart

5-10

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

STALL SPEEDS
CONDITIONS:
Power Off
NOTES:
1.
Maximum altitude loss during a stall recovery may be as much as 240 feet.
2.
KIAS values are approximate.

MOST REARWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
LBS

3100

FLAP
DEFLECTION

0°

30°

45°

60°

KIAS

KCAS

KIAS

KCAS

KIAS

KCAS

KIAS

KCAS

UP

40

54

43

58

48

64

57

76

20°

38

51

41

55

46

61

55

72

40°

35

50

38

54

43

59

52

71

MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
LBS

3100

FLAP
DEFLECTION

0°

45°

30°

60°

KIAS

KCAS

KIAS

KCAS

KIAS

KCAS

KIAS

KCAS

UP

42

55

45

59

50

65

59

78

20°

40

52

41

56

46

62

55

74

40°

37

52

40

56

45

62

54

74

Figure 5-3. Stall Speeds

fi-l1

TAKEOFF DISTANCE
MAXIMUM WEIGHT 3100 LBS
CONDITIONS:

~~acf~ ~~~

and Full Throttle Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind

ISHORT FIELDI

NOTES:
1.
Short field technique as specified in Section 4.
2.
Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum power in a full throttle,
static runup.
3.
Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
4.
Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed.
5.
For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure.
TAKEOFF
OOC
10°C
20°C
40°C
30°C
PRESS
SPEED
WEIGHT
ALT
KIAS
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
LBS
FT
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
LIFT AT
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OSS ROLL 50 FT OBS ROLL 50 FT OBS
OFF 50 FT
3100

47

55

S.L.
1000
2000
3000
4000
5000
6000
7000
8000

735
800
875
955
1045
1145
1255
1380
1520

1410
1545
1690
1860
2055
2280
2550
2870
3260

790
860
940
1030
1125
1235
1355
1490
1640

1515
1660
1820
2010
2225
2475
2775
3140
3600

850
9/5
1010
1105
1210
1330
1460
1605
1770

1625
1785
1960
2165
2405
2690
3030
3450
3990

910
995
1085
1190
1300
1430
1570
173C
- -

Figure 5-4. Takeoff Distance (Sheet 1 of 2)

-

1745
1915
2110
2340
2605
2925
3310
3805
-

-

-

975
1065
1165
1275
1395
1535
1685

1870
2060
2275
2525
2825
3185
3635

-

- -

-

-

-

-

- -

- -

-

TAKEOFF DISTANCE
2800 LBS AND 2500 LBS
ISHORT FIELDI
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES
TAKEOFF
OOC
lO o C
20°C
30°C
40°C
SPEED
PRESS
WEIGHT
KIAS
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
LSS
FT
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
LIFT AT
ROLL 50 FT OSS ROLL 50 FT OSS ROLL 50 FT OSS ROLL 50 FT OSS ROLL 50 FT OSS
OFF 50 FT
2800

45

53

S.L.
1000
2000
3000
4000
5000
6000
7000
8000

580
635
690
755
820
900
985
1080
1185

1115
1215
1325
1445
1585
1745
1925
2140
2385

625
680
745
810
885
970
1060
1165
1280

1195
1300
1420
1555
1705
1880
2080
2315
2595

670
730
800
870
950
1040
1140
1255
1380

1275
1395
1520
1670
1835
2025
2250
2510
2825

720
785
855
935
1020
1120
1225
1350
1485

1365
1490
1630
1790
1975
2185
2430
2725
3080

770
840
915
1000
1095
1200
1315
1450
1595

1460
1595
1750
1920
2125
2355
2630
2960
3365

2500

42

50

S.L.
1000
2000
3000
4000
5000
6000
7000
8000

450
490
530
580
630
690
755
825
905

870
940
1020
1110
1210
1325
1450
1595
1760

485
525
570
625
680
745
810
890
975

925
1005
1090
1190
1300
1420
1560
1715
1900

520
565
615
670
730
800
875
955
1050

990
1075
1165
1270
1390
1525
1675
1850
2050

555
605
660
720
785
855
935
1025
1130

1055
1145
1245
1360
1490
1635
1800
1990
2210

595
645
705
770
840
915
1005
1100
1210

1125
1220
1330
1455
1590
1750
1930
2140
2385

Figure 5-4.

Takeoff Distance (Sheet 2 of 2)

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

RATE OF CLIMB
IMAXIMUM!'

COr\IDITIONS:
Flaps Up
Gear Up
2400 RPM
Full Throttle
Mixture Full Rich
Cowl Flaps Open
NOTE:
Mixture may be leaned above 3000 feet for increased power.

WEIGHT
LBS
3100

PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000

CLIMB
SPEED
KIAS
88
85
82
80
77
74
72

RATE OF CLIMB - FPM
-20°C

OOC

20°C

40°C

1270
1110
945
785
625
465
305

1195
1035
875
715
555
395
235

1120
960
805
645
485
325
165

1045
890
730
570
415

Figure 5-5. Rate of Climb

5-14

- - - - -

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

TIME, FUEL, AND DISTANCE TO CLIMB
IMAXIMUM RATE OF CLlMS[
CONDITIONS:
Flaps Up
Gear Up
2400 RPM
Full Throttle
Mixture Full Rich
Cowl Flaps Open
Standard Temperature
NOTES:
1.
Add 2.0 gallons of fuel for engine start, taxi and takeoff allowance.
2.
Mixture may be leaned above 3000 feet for increased power.
3.
Increase time, fuel and distance by 10% for each lOoC above standard temperature.
4.
Distances shown are based on zero wind.
CLIMB
SPEED
KIAS

RATE OF
CLIMB
FPM

15

88

1140

1000

13

86

1065

2000

11

85

3000

9

4000

WEIGHT
LBS

PRESSURE
ALTITUDE
FT

3100

S.L.

TEMP

°c

FROM SEA LEVEL
TIME
MIN

°

FUEL USED
GALLONS

DISTANCE
NM

a

°

1

0.4

1

995

2

0.8

3

84

920

3

1.2

4

7

82

850

4

1.6

6

5000

5

81

775

5

2.1

8

6000

3

80

705

7

2.6

10

7000

1

78

630

8

3.1

12

8000

-1

77

560

10

3.7

15

9000

-3

76

485

12

4.4

18

10,000

-5

74

415

14

5.1

21

11,000

-7

73

340

17

6.0

25

12,000

-9

72

265

20

7.1

30

Figure 5-6. Time. Fuel. and Distance to Climb (Sheet 1 of 2)

5-15

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

TIME, FUEL, AND DISTANCE TO CLIMB
]NORMAL CLIMB - 95 KIASI
CONDITIONS:
Flaps Up
Gear Up
2400 RPM
23 Inches Hg or Full Throttle
Mixture Full Rich
Cowl Flaps Open
Standard Temperature
NOTES:
1.
Add 2.0 gallons of fuel for engine start, taxi and takeoff allowance.
2.
Mixture may be leaned above 3000 feet for increased power.
3.
Increase time, fuel and distance by 10% for each lOoC above standard temperature.
4.
Distances shown are based on zero wind.

WEIGHT
LBS

3100

RATE OF
CLIMB
FPM

PRESSURE
ALTITUDE
FT

TEMP

S.L.

15

680

1000

13

2000

°c

FROM SEA LEVEL
TIME
MIN

FUEL USED
GALLONS

DISTANCE
NM

0

0

0

680

1

0.5

2

11

680

3

1.0

5

3000

9

680

4

1.5

7

4000

7

680

6

2.0

10

5000

5

680

7

2.6

12

6000

3

640

9

3.1

15

7000

1

565

11

3.7

18

8000

-1

485

12

4.4

21

9000

-3

410

15

5.2

25

10,000

-5

330

18

6.1

30

11,000

-7

255

21

7.3

37

12,000

-9

175

26

8.8

46

Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
5-16

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
PRESSURE ALTITUDE 2000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine operation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-9°C
%
BHP

STANDARD
TEMPERATURE
11°C

20°C ABOVE
STANDARD TEMP
31°C

%
BHP

KTAS

GPH

%
BHP

KTAS

GPH

13.3
12.4
11.6

76
71
67
62

148
145
141
137

13.6
12.8
12.0
11.3

73
69
64
60

149
146
142
138

13.2
12.4
11.6
10.9

145
141
137
134

13.5
12.7
11.9
11.2

72
68
64
59

146
142
138
135

13.1
12.3
11.5
10.8

70
66
62
57

147
143
139
135

12.6
11.9
11.2
10.5

72
67
63
59

142
139
135
131

12.9
12.1
11.4
10.7

69
65
61
57

143
140
136
132

12.5
11.7
11.0
10.3

67
63
59
55

144
141
137
133

12.1
11.4
10.7
10.0

68
64
60
55
51
47

139
136
132
128
124
119

12.2
11.5
10.9
10.1
9.4
8.7

66
62
58

140
137
133
129
124
119

11.8
11.2
10.5
9.8
9.1
8.5

63
60
56
52
48
44

141
137
134
129
125
120

11.5
10.8
10.2
9.5
8.9
8.2

RPM

MP

2400

23
22
21
20

-- -

-

74
69
64

143
140
136

2300

23
22
21
20

75
71
66
61

2200

23
22
21
20

2100

23
22
21
20
19
18

KTAS

- -

GPH

-

--

54
50
45

Figure 5-7. Cruise Performance (Sheet 1 of 6)

5-17

SECTION 5
PERFORMANCE

CESSNA
MODEL R182

CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine operation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-13°C
RPM

MP

2400

23
22
21
20

2300

%
BHP

-

KTAS

GPH

STANDARD
TEMPERATURE
7°C

20°C ABOVE
STANDARD TEMP
27°C

%
BHP

KTAS

GPH

%
BHP

KTAS

GPH

-

- - -

76
71
66

148
144
140

13.7
12.8
12.0

78
73
69
64

153
149
145
141

14.0
13.2
12.4
11.6

75
71
66
62

154
150
146
142

13.6
12.8
12.0
11.2

77

72

- -

-

-

23
22
21
20

73
68
64

149
145
142
138

14.0
13.1
12.3
11.5

75
70
66
61

150
147
143
139

13.5
12.7
11.9
11.1

68
64
59

151
148
144
140

13.0
12.2
11.5
10.8

2200

23
22
21
20

74
70
65
61

146
143
139
135

13.3
12.5
11.8
11.0

71
67
63
59

148
144
140
136

12.9
12.1
11.4
10.7

69
65
61
57

149
145
141
137

12.4
11.7
11.0
10.3

2100

23
22
21
20
19
18

70
66
62
58
53
49

143
140
136
132
128
123

12.7
11.9
11.2
10.5
9.8
9.1

68
64
60
55
51
47

145
141
137
133
129
124

12.2
11.5
10.9
10.1
9.5
8.8

65
62
58
54
50
46

146
142
138
134
129
124

11.8
11.2
10.5
9.8
9.2
8.5

Figure 5-7. Cruise Performance (Sheet 2 of 6)
5-18

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
COI\J DITI ONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine ope~ation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-17°C

%

RPM

/VIP

2400

22
21
20
19

- 73
69
64

2300

23
22
21
20

- - -

2200

2100

KTAS

GPH

-

-148
145
140

- - 13.2
12.3
11.5

150
146
142

- - -

75
70
66

13.5
12.7
11.9

23
22
21
20

76
72
67
63

151
147
144
140

23
22
21
20
19
18

72
68
64
60
55
51

148
144
141
137
132
128

BHP

-

- -

Figure 5-7.

STANDARD
TEMPERATURE
3°C

%

KTAS

GPH

75
71
66
61

154
150
146
141

13.6
12.7
11.8
11.1

77
72

155
151

68
63

143

13.7
12.9
12.1
11.4

74
69
65
61

13.1
12.3
11.6
10.9
10.1
9.4

70
66
62
57
53
49

BHP

20°C ABOVE
STANDARD TEMP
23°C

%

KTAS

GPH

73
68
64
59

155
151
147
142

13.1
12.3
11.5
10.8

13.9
13.0
12.2
11,5

74
70
66
61

156
152
148
1tl4

13.4
12.6
11,8
11 1

152
148
145
141

13.3
12.5
11.7
11.0

71
67
63
59

153
150
146
141

12.8
12,1
11.4
10.7

149
145
142
137
133
128

12,6
11.9
11.2
10.5
9.8
9.1

68
64
60
56
52
48

150
146
142
138
133
128

12.2
11.5
10,8
10.2
9.5
8.8

IJ7
I

BHP

Cruise Performance lSheet 3 of 6)

5-19

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
PRESSURE ALTITUDE 8000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine operation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-21°C

%

12.7
11.9
11.1
10.3

12.6
11.8
11.1
10.3

68
63
59
54

153
149
144
139

12.2
11.4
10.7
9.9

149
145
141
136

12.1
11.3
10.6
9.9

65
60
56
52

150
146
141
136

11.7
11.0
10.3
9.5

146
142
137
132
127

11.5
10.8
10.1
9.4
8.7

61
57
53
49
45

147
142
138
133
127

11.2
10.5
9.8
9.1
8.4

13.1
12.2
11.4
10.6

70
65
61
56

152
148
143
138

148
144
140
135

12.5
11.7
11.0
10.2

67
63
58
54

145
141
137
132
127

11.9
11.2
10.5
9.7
9.0

64
59
55
51
47

21
20
19
18

73
68
63
58

151
147
142
138

2200

21
20
19
18

70
65
60
56

2100

21
20
19
18
17

66
62
57
53
49

Figure 5-7.

5-20

155
151
147
142

13.1
12.3
11.5
10.7

13.6
12.7
11.9
11.1

2300

70
66
61
57

154
150
146
141

153
149
145
140

21
20
19
18

BHP

%

GPH

73
68
63
59

76
71
66
61

2400

BHP

20°C ABOVE
STANDARD TEMP
19°C
KTAS

GPH

GPH

MP

%

KTAS

KTAS

RPM

STANDARD
TEMPERATURE
-1°C

BHP

Cruise Performance (Sheet 4 of 6)

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

CRUISE PERFORMANCE
PRESSURE ALTITUDE 10,000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine operation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-25°C
RPM

MP

2400

20
19
18
17

2300

20
19
18

2200

2100

%

KTAS

GPH

73
68
63
58

154
149
145
140

13.1
12.2
11.4
10.6

17

70
65
60
56

151
147
142
137

20
19
18
17

67
62
58
53

20
19
18
17
16

64
59
55
51
46

BHP

STANDARD
TEMPERATURE
- 5°C

%

KTAS

GPH

70
65
60
56

155
150
145
140

12,6
11.8
11.0
10.2

12.6
11.8
11.0
10.2

;) 7
63
58
53

152
. 18
138

149
144
140
134

12.1
11.3
10.5
9.8

65
60
56
51

146
141
136
131
125

11.5
10.8
10.1
9.3
8,6

61
57
53
49

Figure 5-7.

BHP

44

20°C ABOVE
STANDARD TEMP
15°C

%

KTAS

GPH

68
63
58
54

156
151
146
141

12.2
11.4
10.6
9.9

12.2
11.4
10.6
9,8

65

153
19
143

11.8
! 1.0

1J8

9,5

150
145
140
135

11.7
10.9
10.2
9.4

62
58
54
49

150
146
140

135

11.3
10.6
9.9
9,1

146
142
137
131
125

11.2
10.4
9.7
9.0
8.3

59
55
51
47

147
142
137
131
125

10.8
10.1
9.4
8.7
8.1

~

4,';
I

Cruise Perfonnanep (Shef't ;=,

BHP

61
50
52

I
I

43

103

or 6 \
5-21

SECTION 5
PERFORMANCE

CESSNA
MODEL R182

CRUISE PERFORMANCE
PRESSURE ALTITUDE 12,000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE
For best fuel economy, operate at the leanest mixture that
results in smooth engine operation or at peak EGT if an
EGT indicator is installed.

20°C BELOW
STANDARD TEMP
-29°C

20°C ABOVE
STANDARD TEMP
11°C

KTAS

GPH

%
BHP

KTAS

GPH

%
BHP

KTAS

GPH

50

149
144
138
132

11.7
10.9
10.0
9.2

62
57
53
48

150
145
139
132

11.3
10.5
9.7
8.8

60
55
51
46

151
145
139
132

10.9
10.1
9.4
8.6

18
17
16
15

62
57
53
48

147
142
136
130

11.3
10.5
9.7
8.8

60
55
51
46

148
142
136
130

10.9
10.1
9.3
8.5

58
53
49
44

148
142
136
129

10.6
9.8
9.0
8.3

18
17
16

60
55

144
139
133

10.9
10.1
9.3

58
53
48

145
139
133

10.5
9.7
9.0

56
51
47

145
139
133

10.2
9.4
8.7

18
17
16

57
52

141
136
130

10.4
9.6
8.9

55

50
46

141
136
130

10.0
9.3
8.6

53
49

142
136
129

9.7
9.0
8.3

%
BHP

RPM

MP

2400

18
17
16
15

65
60
55

2300

2200

2100

STANDARD
TEMPERATURE
-9°C

50

48

44

Figure 5-7. Cruise Performance (Sheet 6 of 6)
5-22

CESSNA
MODEL R182

SECTION 5
PERFORMANCE

RANGE PROFILE
45 MINUTES RESERVE
56 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTES:
1.
This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6.
2.
Reserve fuel is based on 45 minutes at 45% BHP and is 6.3 gallons.

12,000

10,000

I--

8000

UJ
UJ
LL

UJ

0

6000

:::>

I-I-....J

-f----------a:
W

----~

f------

1--- , - ,

ce

-+----,a:f---f-----~a: ' - '
'W
W
-.--~

0
a..

.0
a..

LD

. • LD

r--

.'

,fn_

-

t

6

jl

T

I

5

l-

;~

LD

T

7

-.-~

~-

~ ~--+--~#-

j

S.L. 4

:3

~O
0-

0
a..

ill

I---~

t

uJ

~'--I------+-'

2000 f----?f2. 1-----?f2.

I

j -

i

\

8

ENDURANCE - HOURS

Figure 5-9. Endurance Profile (Sheet 2 of 2)

5-26

~

+-~~--+-\-----+-+---+-~~

f----,.-----l-+~--_Ir~-+_-

r--~-----

i

--+-~~4-~~--+--+- -I+-,~--.-------j

~ Q;:' -+-+------~-+--_+_--__t-~-_+_~~_+____+~-+-I'

..J

«

:\r,' ;', :]

=:~~"=t~~/.~---t-1-" _ ~

9

LANDING DISTANCE
ISHORT FIELDI
CONDITIONS:
Flaps 40°
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
NOTES:
1.
Short field technique as specified in Section 4.
2.
Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
3.
For operation on a dry, grass runway, increase distances by ~O% of the "ground roll" figure.

WEIGHT
LBS

3100

OOC
40°C
30°C
20°C
10°C
SPEED
PRESS
AT
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
50 FT
FT
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
KIAS
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OSS
63

S.L.
1000
2000
3000
4000
5000
6000
7000
8000

570
590
610
635
660
685
710
735
765

1270
1305
1335
1375
1415
1455
1500
1540
1585

590
610
635
660
685
710
735
765
795

Fig'ure 5-10.

1305
1335
1375
1415
1455
1495
1540
1585
1635

610
635
655
680
705
735
760
790
820

1335
1375
1410
1450
1490
1535
1580
1630
1675

Landing Distance

630
655
680
705
730
760
790
820
850

1370
1410
1450
1490
1530
1580
1625
1675
1725

650
675
700
730
755
785
815
845
880

1400
1440
1480
1530
1570
1620
1665
1715
1770

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . .
Airplane Weighing Procedures
Weight And Balance .
Baggage Tie-Down
Equipment List

6-3
6-3

6-6
6-6

6-15

6-1/ (6-2 blank)

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST

INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for various
operations are also provided. A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm,
moment and installed equipment list for this airplane can only be found in
the appropriate weight and balance records carried in the airplane.

AIRPLANE WEIGHING PROCEDURES
1.

2.

3.
4.

5.
6.

Preparation:
a. Inflate tires to recommended operating pressures.
b. Remove the fuel tank sump quick-drain fittings and fuel
selector valve drain plug to drain all fuel.
c. Remove oil sump drain plug to drain all oil.
d. Move sliding seats to the most forward position.
e. Raise flaps to the fully retracted position.
f. Place all control surfaces in neutral position.
Leveling:
a. Place scales under each wheel (minimum scale capacity. 1000
pounds).
b. Deflate the nose tire and/ or lower or raise the nose strut to
properly center the bubble in the level (see figure 6-1).
Weighing:
a. With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
Measuring:
a. Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall.
b. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle.
left side, to a plumb bob dropped from the line between the main
wheel centers. Repeat on right side and average the measurements.
Using weights from item 3 and measurements from item 4. the
airplane weight and C.G. can be determined.
Basic Empty Weight may be determined by completing figure 6-1.
6-3

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE I
EQUIPMENT LIST
Datum (Firewall, Front Face)
Sta.O.O

~

0

$C~G.

-X

g

(Left Side of Tailcone)

A

8

L&R

N

Scale Position

Scale Reading

Tare

Left Wheel

L

Right Wheel

R

Nose Wheel

N

Sum of Net Weights (As Weighed)

W

x

~

ARM

~

(A) - (N) x (8); X

~

(

)- (

Net Weight

Symbol

) x (

)

-------

~

(

) IN.

W

Item

Weight (Lbs.) X C.G. Arm (In.)

Airplane Weight (From Item 5, page 6-3)
Add Oil:
(9 Qts at 7.5 Lbs/Gal)
Add Unusable Fuel:
(Std. Tanks (5 Gal at 6 Lbs/Gal)
L.R. Tanks (5 Gal at 6 Lbs/Gal)

-15.7
46.0
46.0

Equipment Changes
Airplane Basic Empty Weight

Figure 6-1. Sample Airplane Weighing
6-4

~

Moment/l 000
(Lbs.-In.)

SAMPLE WEIGHT AND BALANCE RECORD
(Cuntinuous History of Changes in Structure or Equipment Affecting Weight and Balance)

AI RP1LAN E

~==--=-~

J S E RI A L N UMBE R

~__

I

IT EM NO.

t

WEIGHT CHANGE
RUNNI NG BASIC
i----A--O-O-E-O--(t-j---'---R-E-M-O-V-E-O-(--)-------1 EMPTY WEIGHT

OESC R I PTI ON

OATE
in

Out

OF ARTICLE OR MOOIFiCATiON

Wt
(lb.)

Arm
(In)

Moment
/1000

Wt.
(lb.)

Arm
(In.)

Moment
/1000

Wt.
(lb.)

Moment
/1000

f----+--t----+---------------+----~-I-----+----=----+-===:===:====:==-:
----------------- -

----

f-----+---f-----+-----------------+------+------ 1---------+-----+----+----+------1

f---+-----+-----+--------------~- ~~--,-------+-------+------+-------+---------+----I
-

f---+----+---+-------------------------t------+-----+----+-----1--+------+--------j

_~ £=-=- - ~- -~-~~~--+----~-=_=--~- -I_-_ _ _'_ _ -~,-: ~-=_ :-<=

_=-----1

-

Figure 6-2. Sample Weight and Balance Record

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST

WEIGHT AND BALANCE
The following infonnation will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the Sample Problem, Loading Graph, and Center
of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and
balance records carried in your airplane, and enter them in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
In addition to the basic 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.
Use the Loading Graph to detennine the moment/l000 for each
additional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers and
baggage is based on seats positioned for average occupants and baggage items loaded in the center of these areas
as shown on the Loading Arrangements diagram. For
loadings which may differ from these, the Sample Loading
Problem lists fuselage stations for these items to indicate
their forward and aft C.G. range limitation (seat travel and
baggage area limitation). Additional moment calculations, based on the actual weight and C.G. arm (fuselage
station) of the item being loaded, must be made if the
position of the load is different from that shown on the
Loading Graph.
Total the weights and moments/l000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.

BAGGAGE TIE-DOWN
A nylon baggage net having six tie-down straps is provided as
standard equipment to secure baggage in the area aft of the rear seat
(Baggage A) and over the wheel well (Baggage B). Eight eyebolts serve as
6-6

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST

attaching points for the net. Two eyebolts for the forward tie-clown straps
are mounted on the cabin floor near each sidewall just forward of the
baggage door approximately at station 92; two eyebolts are installed on the
cabin floor slightly inboard of each sidewall just forward of the wheel well
approximately at station 109; and two eyebolts are mounted on the upper
forward surface of the wheel well slightly inboard of each sidewall
approximately at station 109. The two aft eyebolts are installed above the
aft portion of the wheel well and slightly inboard of each sidewall
approximately at station 124.
When the cabin floor (Baggage A) only is utilized for baggage, the four
eyebolts located on the cabin floor may be used, or the two forward eyebolts
on the cabin floor and the two eyebolts on the upper forward surface of the
wheel well may be used. When the upper surface of the wheel well
(Baggage B) only contains baggage, the two eyebolts on the upper forward
surface of the wheel well and the two aft eyebolts above the aft portion of
the wheel well should be used. When there is baggage in both areas, the two
forward eyebolts on the cabin floor, the two eyebolts on the upper forward
surface of the wheel well, and the two aft eyebolts above the aft portion of
the wheel well should be utilized.

6-7

e.G.
ARM

LOADING
ARRANGEMENTS
* Pilot

or passenger center of gravity on
adjustable seats positioned for average
occupant. Numbers in parenthesis indicate
forward and aft limits of occupant center
of gravity range.

** Baggage

*37--H~

(32-50)

97

CHILD SEAT
BAGGAGE

**121-~r---

NOTE: The aft baggage wall (approximate station 134)
can be used as a convenient interior reference
point for determining the location of baggage
area fuselage stations.

*37---+t(32-50)

74---++-~

11 0 - -

area center of gravity.

e.G.
ARM

134--.....---.....J
OPTIONAL
SEATING

Figure 6-3. Loading Arrangements

74---++--::::-:-.

**97

BAGGAGE A

11 0 - - BAGGAGE B
**121---t--

134-- .....---.....J
STANDARD
SEATING

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CABIN HEIGHT MEASUREMENTS

•

I

I
f------48
f - - - - - ' - 6 5 1/.

'I.
6831.

------1

65 3

LFIREWALL

DOOR OPENING DIMENSIONS
WIDTH
(TOP)

32
15)/.

CABINDOOR
1
BAGGAGEDOOR

I(BOTTOM)
WIDTH
I (FRONT)
HEIGHT I HEIGHT
(R EAR \
1

36 h

I

15

1.

WIDTH

~=

LI N E

38 11,

41
22

3

=

e LWR WINDOW

*

20 Iii

CABIN FLOOR

CABIN WIDTH MEASUREMENiS
INSTRUMENT PANEL

~

•

, - - - - REAR DOORPOST BULKHEAD

----f-L---~

r- TIE

/TIc=--j'f /~

_----::;:::::i-.-:;----=-

e41'1,
*34

e42
*3

DOW N RI N G S (8)

e34'/,*31

I
CABIN
STATIONS 0
ICG ARMS)

20

30

i

:

40

50

I

I

I

60
70
65.3

I
80

90

100

110

I J0

Figure 6-4. Internal Cabin Dimensions

6-9

SAMPLE
LOADING PROBLEM
1.

Basic Empty Weight (Use the data pertaining
to your airplane as it is presently equipped.
Includes unusable fuel and full oil)

SAMPLE AIRPLANE
Weight
(Ibs.)

Moment
(lb.-ins.
/1000)

Weight
(Ibs.)

~B
1808

62.0

Long Range Tanks (75 Gal. Maximum)

450

21.6

3.

Pilot and Front Passenger (Sta. 32 to 50)

340

12.6

4.

Second Row Passengers

340

25.2

5.

Baggage (Area "A") or Passenger on Child's
Seat (Station 82 to 110) 120 Lbs. Maximum

120

11.6

54

6.5

3112

139.5

2.

YOUR AIRPLANE

w (z.-Jo:»

1872- .\S btf,C;~S.1

Usable Fuel (At 6 Lbs.lGal.)
Standard Tanks (56 Gal. Maximum)

6.

Baggage - Aft (Area "B")
(Station 110 to 134) 80 Lbs. Maximum

7.

RAMP WEIGHT AND MOMENT

8.

Fuel allowance for engine start, taxi and runup

9.

TAKEOFF WEIGHT AND MOMENT
(Subtract step 8 from step 7)

10.

- 12

3100

Locate this point (3100 at 138.9) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.

Figure 6-5. Sample Loading Problem

- .6
"_.
138.9

Moment
(lb.-ins.
/1000)

~

_.~,-

_._---..

LOAD MOMENT/lOOO (KI LOG RAM-MI LLIMETE RS)

0

50

150

100

200

250

300

350

400

500
450

225

LOADING GRAPH

200

400
175
350

UJ

UJ
0
Z
::J

0
~
lI

CJ

~
150  ~.

.: . '., :~ V.':. ,: :.'

.. ..

.... ....

.. .

t

.. ..

..

f-1050

t •

--' 2200 t - - _ t -...........t-_.__~~+--+--+- .........+--+---+-~'L_+_-_+_--+--.---+--h-_+ ........._+....,.'_'+'+-_+-'·....,·_'-t-1000

::/::

/:

2100 t-o---+--t---J+--+--+--+--+---+-' '

::/:

2000

~j4-'- - + - - - + - - h - - r_

./.

.. ,. ::1;

_+---++---+_-+__-+-~ 950

....

t---.--t--t1/~:-+
:--+--+-.-.-+-----t-~.'J-1400

. ~: :

;,..

3000

>-1350

...

2900

..

/
/:

,

.

-1300

2800
· . -1250

Vi
0

z

:::J

2700

. ...
.

2
f-I

LU

...
.

. .

./ ..

2600

~

~

/

....

.

a::

·

.

LU

f-~

...

,

·.

.

2500

-1150

~

LU

Z

...
·

.

~1100

2400

«
-'
0-

a::

4:
0

2300

0

«

S

t:J
0

-'
;:;2

-1200

4:
0

a::

I

z

:'5
0-

..

~«

2200

f--1050

LU

0

«

•. I:
...

1

,I

CENTER OF GRAVITY
LIMITS

S
1000

I:

2100

950

2()()()

-900

1900

....
· .
40

41

42

43

44

INCHES AFT OF DATUM (STA 0.0)

Figure 6-8. Center of Gravity Limits

45

46

47

- 850

48

Weight I Balance & Equipment List Revision

Page #: 1

Air 88 Inc. dba CROWNAIR - CWNR273K
WB ID #:
AlC Tail #:
Register Name:
Address:
City, State, PC:

3753 John J. Montgomery Drive San Diego CA 92123
619-277·1453
113
AlC Make:
N133BW
AlC Model:
MR. GUSTAVE W. SCHWARTZ
AlC Serial #:
1063 S. PARRISH LANE
WORef#:
POWEL BUTTE, OR 97753
WB Date:

Previous data taken from document dated 27-Jan-1995

Model I Part #

CESSNA
182RG
R18200450
50158
10-Jan-2000

Previous useful load = 1223.45

Description
Previous data ->

Weight

CG/Arrtl

Moment

1876.55

34.77

65261.68

NO ITEMS REMOVED
"INSTALLED
SVS III

PRECISE FLT STANDBY VACUUM SYS

2.40

-3.00

-720

INSTALLED

1 Items @

2.40

-3.00

-7.20

NEW DATA»

NEW USEFUL LOAD

1878.95

34.73

6525448

= 1221.05

NEW NC WEIGHT: 1878.95
NEW AlC C.G. ARM: 34.73
NEW AlC USEFUL LOAD: 1221.05

NEW Ale

~ENT, 652544e

~

l

~

Authorized Individual: C

L'

"
NR273K DONALD MAUGHAN

"

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Cic1.1 r m j n 13TX 330 T:;; p"

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I../idt).::r
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St

18200450

5

34.47

64535.28

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17.00

25.50

8.50

11.00

'33.50

11.00

50.50

11 ,,00

4E.20

1t:.. " :20

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17.00

51 .00

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187:?

PSE PM 70008 Audio
F'a ne.l
Garmin GNS 530

FIELD
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~Jr'1EPY
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3.

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4.

KR-86/KA-448 ADF

5.

KT-7G Transponder

1:1..00

-156.20

16.00

,-·36. DO

11 .00

-6'3.30
-15'3.47

·····Cj 3()
u

NElrJ DATA

..,.. :?:

n

()()

12.00

-35.00

18(:.3

a

(~.I~;

34.53

54353.55

NEW EMPTY WEIGHT
~J EL·)

E \"1 F' T Y lrJ E I Ci HT C. '3 "

13 F: IJ S S L·j E I C:i H T

1853 • '35 L BS •
.........."....".

a

•

•

"

...."...,,,,,,,,,".....,,..........

NEl,.J USEFUL l_OriD

"

•

•

"

•

•

"

•

"

•

•

"

"

•

•

n

•

•

•

•

•

•

•

•

•

•

•

•

"

•

34.53 INS.
3100.00 LBS.
1236.05 LBS.

)

.-

RAMONA A\mJi'o.,;S
2450 MONTECITO ROAD
RAMONA, CA. 92065
FAA REPAIR STATION #XRMR802K

REVISED WEIGHT AND BALANCE FOR

N133BW

TYPE Ale CESSNA

SIN

R182

R18200450

PREVIOUS WEIGHT AND BALANCE:
EMPTY WEIGHT:
MOMENT:

I

34.53

1863.951 EWCG:

1236.05

64363.651 USELOAD:

EQUIPMENT REMOVED-

ARM

WEIGHT

MOMENT
686.3226

9.14
3

75.09
15

3

15

2

15

30

ELT

1.7

135

229.5

Panels

2.5
3

11.7

29.25

17

51
0

24.34

45.85343468

1116.0726

KCS 55A system
Attitude Gvro
Turn Coord
VSI

car stereo

ITOTAL REMOVED
NEW EQUIPMENT'

WEIGHT

Stec 55X comp
roll servo
Ipitch servo
trim servo
turn Coordinator
ELT 450 MHZ

ARM

45
45

MOMENT

2.7

15

2.9

30

40.5
87

29

136

394.4

2.9
1.8

145
15

420.5
27

2

135

270

2.5

11.7

29.25

ASPEN EFD 1000

2.9

15

43.5

ASPEN ACU

0.8

18

14.4

ASPEN RSM

0.2

136

27.2
0

21.6

62.67361111

1353.75

Panels

TOTAL INSTALLED

REVISED EMPTY WEIGHT:

1861.21

DATE

C.G.:

34.70931673 CERT#:

MOMENT:

64601.3274

MAX RAMP:

3100

Dave Hainline
THIS WEIGHT AND BALAN
LOGBOOK ENTRIES

REVISED USEFUL LOAD:

1238.79

CESSNA
MODEL R182

SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST

EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment
available for this airplane. A separate equipment list of items installed in your
specific airplane is provided in your aircraft file. The following list and the specific
list for your airplane have a similar order of listing.
This equipment list provides the following information:
An item number gives the identification number for the item. Each number is
prefixed with a letter which identifies the descriptive grouping (example: A. Powerplant & Accessories) under which it is listed. Suffix letters
identify the equipment as a required item, a standard item or an optional
item. Suffix letters are as follows:
-R = required items of equipment for FAA certification
-5 = standard equipment items
-0 = optional equipment items replacing required or standard
items
-A = optional equipment items which are in addition to
required or standard items
A reference drawing column provides the drawing number for the item.
NOTE
If additiona I equipment is to be installed, it must be done in
accordance with the reference drawing, accessory kit instructions, or a separate FAA approval.
Columns showing weight (in pounds) and arm (in inches) provide the weight
and center of gravity location for the equipment.
NOTE
L:nless otherwise indicated, true values (not net change
values) for the weight and arm are shown. Positive arms are
distances aft of the airplane datum; negative arms are distances forward of the datum.
l'lOTE
Asterisks (*) after the item weight and arm indicate complete
assembly installations. Some major components of the assembly are listed on the lines immediately following. The summation of these major components does not necessarily equal the
complete assembly installation.

6-15

EQUIPMENT LIST DESCRIPTION

ITEM NO

.:'\01-P

flD 5-R
lIC9-R

A17-5

/l~

2-5

tl'33-K
A3 7- R..

r,41-P

A61-S

A70-S
A73-A

':~J(

UH: LYlL-1ING r:-:'40-J3C 51) Ei\PL 2524
f:\E,\JCIX '-1~G'HW (IMPULS~ [(lUPLI I\JG)
C 6:-~ PI IP f Tf1 R
M'\:} V[L SC H t R L F P.
5TA~TEK
P: 2023 -) 10 1

1 7 • 7t
14. {,,"

7.2

6.2
1.2
3. 1

3.1

9.3--

2.8
5.0

1.2

55.0
55.0

-7.2«
-7.2
-7.2
-7.2

ITEM NO
~J

4 - R- 2

'\J4-::<-)

P16-R

EQUIPMENT LIST DESCRIPTION
-.-/ t- F E: L £. TIP f f, S Y 5 • () ex: Ni: c::: r:: :; tAP
V, t- ttL
(:,1 (( AlL e: '1'- AL U"l I f\ L\1 )
TIP E
6- PL 't RAT E0
rH A( k v. i\ L L
TU R E
Wt-CEL [. TIPE flSY. S.JCX5 r-,i]Sf ':;(:t\R
\~t-f:-fL
(MCCt.ULE:'y-ALU M I,\V'1)
TIRE
t-PL't Rtd(:D RLACKv.ALL
TU8E
AXLE, STA~j[AQD OUT'y :'1C\1f\ GEAR (SeT
( •

(Ol-P,-l
CO l-Q- 2
(Ol-f]
(J 4-R
(oj 7-A
(10-6

ct 9-c)
(22-A

C23-A
C31- A

(34-5

C'+O- A
Cd-A

C46- A

t l f ( TF I CAL

5 Y STf.:

M

REF DRAWING
CIA 3 () 18 BU 13 3

WT LBS
10.0

3.6
5.3

Cl630:JRJLl8

1. 1

3.6

5.3
[>=

2)

1. 1

1.9

0541124-1

ARM INS
-7.2-7.2
-7.2

-7.2

-7.2
-7.2
-7.2
-7.2
58.0

S

RAT T E~ Y 24 V') L T
14 A ,"1 P -f I r: UR
eATTERY 24 VJLT 14 A->,\P-H('L;Q
PATTEPY 24 vOLT
17 td<\P-HOUR
REGULATCi-{ 28 VOLT
GRI1UN[1 SERVICE PLUG KECEPHCLE
'=LfCTkIC ElEVAnn TPI,~ If\STL
DR I VE A 5 Y
VOL T. REG UL AHP
AC TLJA Tnp A C; 't pc XC HA NGE l
t-EtlTIW; SYSTFM, PITUT f.. SHILL WAR~JlNC;
SW ITCH
LISt-TS, INST::'<'LMEI~T PUST
PANEL LIGHTS, E:LEC T;(O-LU~I t\F SCUd
L I GH S , Cn UP Tf S Y (N ETC t-< AN(, E )
AU)< •
FUEL P UM P
CETECTnPS, NAvIGATIP-l LIGHT
(SET CF Zl
!l MN I FL ASH NG bE ACU N LI GH T
LIGHT ASSY
(IN FIN 11 P)
fL~Sr[F, ASSY
(IN FIN TIP)
LOACING PESISTOR,
ST~(1RE LIGrTS INSTL.
(t\ET (rlA'JGfl
P GWf f< SUP P L 't p,i 5 TL •
nPT I'jING TIPS(C7232CC-2t,-27) REPLACES
S T[' T Irs ( C 723 C0- 14 , -1 5 ) ~H I (H
I~, CL UDt S L I GH T 1\ S Y
( SET OF T !,oj n)
P(j~EF
U~HT
(SET GF T~O)
L IGrT H~STL, cr \oil MOUNTEC LAt\DI NG f.. TAXI
LIGf1T BULRS (SET OF 2J

Jd70060-1
(.614001-0101
(614001-U 1J2
(6110,)2-0105
2270(;03-1
2270007-1
1260153-3
C611003-0lJ1

27.0
22.8
24.8

0.5
3. 1

4. It
3.3

0.3

-4.5

-4.5
-4.5
-0.7
-2.5
217.7-

221.0
21t.0

1260074-7
0770724-3

0.5

26.5

?201003

0.5
2.1

17.5
1 t .5

0770419

07(;Of15-11

NEG

0.5

C291506 -01) 1
07Ul013-1,-2

1.8
NEGL

0701042-3
(621001-0102
(594502-0102

0.4

1.8·'0.7

CR95-6
0701018-4
0701018 -5 [. -6

0.2
3.5+-

(622006

0.4

-I)

1U 1

C622J08-) 102
22700J2

GE-45'-1l

3.4

2.4

1. 6l'
1.0

61.7

- 1 .2

208.6253.0
253.0
212.0
44.4-

44.4

42.0
46.7

- 213.1

-37.0

ITEM NO

EQUIPMENT LIST DESCRIPTION
u.

r ) l-~

[ Jl-n

C;iJ

l'U

4-A
7-~

1
C0 7-('- 2
C10-tl-l
C1b-A-I
f\) 7-11-

r U- A- 2
C1f-A-3
C22-/\

[25-S

C28-R

CJ34-i.<

C4C1-A

S~I~SITlvE

<::F I" SIT ! Vr

(F EfT £ /V, I LLI fl ,:. ) s)
ALTI''''ilH:P, SFf\~lTlvE (?C FT. FAPKINGC;)
U T W, E T F !; INS Tl
SE (f] ,'\JLJ LJ NIT
ENCGDIU; t..LTIMeiLp
U1CHES hG. (PH,2JI0ES
r. EL r, CAT H, C <: T!J. J\ L TI !-\f Tf-:' K )
EN CCl 0 I U; Al TIM f- F K, f:: E:: T .\ I\, C ~ ILL ILl IH S
( f< E(J LI P f- ~ i:. F U' (4 TIN G S TA t\ rJAR l) TY P '::
Al TIMETE-R)
~ l TIT LJ U:
H C'"' [) [ k (L) tIN D )
GAC f, C/h R UP C Te'R A I R TF,., H= ~ A 1 L:-< t:
El ;:: CHI C LL 'If: K
CCMPASS,"1t,(J!\.E:TIC [.
CUI\T
INSTFLMf'd Cl L<::lcf.<, c:t\GIl\t E rLEl
IN,) ICATlJ" T"JSHllATIUN, ECC"-CMY MI XTUR~
EGT 1''4 rIC 1\ Tr: R

l~E~Mn(ourLF D~rBc
Tt-EPiiler·l'pl~ LEALJ I-.IRF
(Ie)
G'r;~11 SYSHM
Ii'<~Tl. (\J)~ /:..l TC-PI
f)IRE:CT1L~AL INI,IC,lITUR

[;0 4-n- 1

06 4-LJ- 2

l'6 7- A
1'7:?-Q
Cd ')-S
C3 ':i-::;

WT LBS

ARM INS

C661UbLt-J217
120110d-12
lj7J1(;2b-l
(bt FJ 71 -l) 1] 1
Ub 1071-::; lJ ('

0.6
0.2

COD1uZ5-CI02
1213et31-1
121373::'

1.0
1.0
3.0

16.0
Ib.5
14.4
15.3
15.3
15.3

1~13T32

3.U

14.0

,

13.6
15.3
I t . f,

If\5TRUt-'E:NTS

11" i \ I C tl T( ""
:. I ~ S p ~ l::;
11'.: ;: Ie: Ti \ ' , F U L\ I f. S t-' E L: D
( "- F' T CH ,'. N() r= )
STtI1 Ie .tL TE:Q~t,Tf:: A H
snLf.cr:
I\l T Ir--'ETfh.
AL T I 'A FT f R,

REF DRAWING

U;T)

AlTITUDE I\I['IC6TCF
t-05fS, FITlINGS, S::::"E'\->~, CLAIJPS tTC.
Gnr SYSTE/.- It'.,!STL. FlR f',f\'v-C-M!\TIr 300t.
AUTlP1LC1T
elF t- C T I (1 N1\ L I \,' I~ I
111 P
t. T! T T UC t- 1 t'." [ I CAT (
ClkFCTIO\JAL IMdCt\T1If. ~ITH IJ(;vABLF HE'A[I,~(;
F\!L:[-X PlI!,IF~,
.f\, l.LT(:I-JILCT (LSlJ \<;ITI-1
CtL.-S A\'O f<[PL,\
S Si[ fJlRECiICNAL
1I\J[I("- TrW)
rc-JUI.:M eTE~,
I~ ST\
L,'· "TJ C ~
>; F CC ~ . I) I u
Ir, I~ C:,11,,elL i='R F S Uf.- f
\0, 1 Te H
CAl Fr '1:A\, I ill l P ;:: SSlJ .{ r
rAG E, I l T S [>:: to I
H"1P~ kc. TLkr
T AC ~r M f T t. k I '" ~ T A Lt\TIC"', i.:NGlt'.Je

07l)1(,:JY-~

22u1JJ:5-1
C,t,t 4S ,);i -~) 1) 1
P l3c 7'-1-3
(6"'9502 -0 211
07"JutJ'i-:
(:168501-0211
C ) 6 d ~ U 1 -0 2 J 4
C66b5J1-02J6
07J1030-2
(661075-0101
C661U7h-OlJ2
eJ70103b-1
~OT6J

C6t1u7t
12J112t

2 1 J4-1

4 J,2 -) lJ 1
1 1 -1

1:)

623:-uIJl
~

2

807-0101
D J1

0.3

1.0
1 .0

c:;

i:2

0.4

1.1

1.3

o • 7~
0.4

0.1
O. 1
5. S'·
2.7

16. J

14.0

20 .5
It. S
8.2 10
17.1
- 20.:5

-0.3

13. 3~

2.2
1.0

6.7·

14.1
14.4
11.1
13. O~

3.2
2.2

1:?0
14.4

1. 1

O. f.

0.2

u.2

O.Y

O. 1
o. g.

14 .. 1

7.d'¥.

1.4

- I •J

15.8

28.5

13.8$:

EQUIPMENT LIST DESCRIPTION

REF DRAWING

Crl k [ I f\i G He f-< Hi lJ I C A Tel R
THf- FL F xI8LE 5rt-F T US':: S 1oC'J-24)
!,\lCJICAT'lf<., TIJP~' [Ud:;IINATOR
INuICAT(f.<, TUF-f\ CUI'RLJINAHJR (f-JP 1\.(."1. '5)
INUICAT[' f.., Rt·H ':F CLP'\6

C6td02J-01l7
5-1605-2

ITEM NO
F-: ~

s-s

H-U-1

1-5

E.

U 'J-r<

EJ 5-(1

~O

E:J

7-S

7-(]
r() 9-<;
~ l1- A

~,23-S
E~7-')

F27-'1
35-6.-1
35- A- 2
~ 7-C
3G-A

43-A
'tc,-

~

50-A
51-1\
53-A
<:;

5-5

r:;q-A

') ')-s
b 5-A

:3<-'-0

SEA T,
SEAT,
SE~l,

CASTI\

WT LBS

ARM INS

0.7

16.<;
3.0

0.2
1. ~

C6bl003-o:>05

15.0

1.3

15.0
15.4

13.0
24.0
13.0
24.0
23.0
8.4
6.9
0.9
1.0
0.6
3.6

44.0
41.5
44.0
41.5
80.5
103.5
104.4
101.1

S2275 -3
5174t- -ltO & -41
0701026-1

1.6

37.0
74.5
74.5

(E5-1154

0.0

0701(165 -F

2.3
1.4

4232D-002t~

C66108J

-e 10 1

1.0

Accr~~nnATIC~S

ACJ L S TA !~ L t. F (; Ref, f,. r T HTICLLt,lIf\IG vLR1. AlJJ.
Ar:JLJSTtt3LF FCFt [. t.FT -

PI LeT
- PILOT
cr-PILflT
- cr-PILCT

SEAT, AF-1
1214124-1
1214125-2
.~214004-1

22010ll1-1
J714050-1
S 1 74t -5
52275 -3
52275-201
0701077-1

CES-1154

0701017 -4
0701084-1
1201124-2 f,
1~15073-1

1215073-1

1201041-1

0701024-1
G715G46-1
1215J42-1
0760101-4
1260243 -'-i

1.6

1.8
2.0

-3

3.6
J. 1
0.9
0.9
0.3
1.0
0.1
0.5

8.5

NEG

37.0

37.0
92.0

62.3
47.0
45.5
62.3
16.0
41.0
87.0
16.0
33.0
27.5

122.0
16.1

EQUIPMENT LIST DESCRIPTION

ITEM NO
M

I(

J ArK

Fg~-R

~EAIING

50 y; I TC t-<,

FJ1-R

FJ1-C-2
F04-F<.

GH-A

GJ 7-1I

G13-A

Glb-A

G1 c,- A

G?2-S
G25-S

C~8-S

G::1-A

r:S ')--~-

J

(;')5-A-2

Gb 7-A
G:lS-A

Gq 2-4

P A~. E L

PL~C4F
QZ~9U?7-2
F I;: f f XT 11\1 ( U I Sf-:=:
h\ I\J fJ -r y [1::': ( Fe? , , - 1\ I TH v I U .L 0 .L '-t -1
STA"'[l\f.[) P ILil T SEA 11
F If-\t EXTI~JGLI SHE~-, I-AI\JD TYPE: (FO~ uSE wITH 0701014-2
VF R TIC ALAC J LSI I M; P I LeT SEA TI
R LJ 0 [E F P E: [A lEX ENS IJ N <:;
(D E: ALE R
I '" S T L. )
:J70104b-1
W1"HRIlATIO~ KIT, t:NGIH
2201JJ2-1
\oJ INC S,
EXT END EG k AN G:: F l E L
(1\ E 1 CHANG E )
0720700-11 [.-12
~

ARM INS

rv I C

A1'<

PLACtRL, UPtY~.T{(·I\AL LI~I14T1Ci\S-VFR DAY
PLACM,C, OPE~A1I1N:'L LI~ITATICI\JS-VFK DAYN 10-T
PLA(AFC, (PEC-3

~~~

hIT h

~ Ie
I~JCICATCR
H. STL •
~3e,lC-ICCC 1[\('.

4CC

~UC
"'-I ') L,j, L
l.[PLACES 4t St G-I000
INC.
EIThER 3CC OR 4(0 ~ Ie
4 f. f 2 c- 1 ~ 1 0 FfPLACES 4tbt:O-1000
I'"
~cc !\, IC
CINL 'y
C A EL F I,~j~TL.
C ES 51\, A 40C Gl IL E SLJPE
R E CF I VEl:
f\-l,43R
""'CU,T
Vn. r; 1 IL S l"J L 1 c'~ TOR
1/\/-:3 Et A
(E XCH l\ I\G E)
MI TFM, A I~; S TL
( MU UN Tf 0 Cf\; I-.INDSHIELD)
hIP IN G
C ES SN A 1.,00 GLfDSU>Jf I'll Th 3CG VCRII LS
INCICATCP( IN-38tAC Iv.ITH AL TC~A TI (
Rt.CIfIl CE'\jTEPING REPLACE S 11\ -386 A
IN[ICI11('F-\oI1. C HAf'-JGE I S I\E G.LN SLA VE 0
"'SI IN S TL •
I- S I !t\STL.
IN 0 ICA TUf<
("CuN T
VOf-30

e '\1 L Y
3920182 -8

OF

-I.J

- 1. 1

15.5

,

Z

t;r:j

Z~(j.)

t-3tD
~~
3950136
3910157-11
42100-0000
.36450 -0 000
46860-20JO
3960119 -4
3950136

3910 1 <; 5 -~~
3930195-1
'1'469li-2000

41038 -0000
3940252-1
4- 7240 -DJOJ
43270 -0 OCJ 0
39:>0136
3 q 1 0 1 g 3-8
3930: 1 ~ -2
C5 8 2 1 0 3 -l) lJ 2
39402-'3-1

(5821)3-C301

3'140228-1
C5d9~J2-J20 1

2270G06 -1.-2
39bO 117-1
3950136
3910158-39
3930112-1
9'7681
3940226-1
SSc83
99916
3940227-1

~~

0.4
4.6"
2. 1
0.3

10.0
8& .g«
132.4

0.1
0.3..

15.5
2C,.6$:
44.0

1.8

132.4

7 • 5~
5.2 f
it.9

38.4.
14.0-

1. 1·

132.1·

0.2
1.2
19.3·
3.9"
3.8
8.518.4
4. 4~

55.0
103.6
14.0.
14.0
1 32. ot:

rn~

>-3Z
0

t;r:j

0 • .5
0.'1

4.2

0.2
0.3
2.2
2 2 • 74.4"
4.3

9.8"

144.5152.1

62.1

100.8
11.71 30. 0-'

4~'

tJ o

t;r:jt;r:j

H.5

0.8
5.

~

0

144.0.

~rn

~rn

I-"Z
~~

ITEM NO

EQUIPMENT LIST DESCRIPTION

REF DRAWING

H12-A-l

H12-A-2

I'! IF If\I(:
Tf--I~r: :.sCC

t"

1 t - i,- 2

H;2-t.-?

D~~:f:L

( T I- E S f
v, I FIr-., G

I~.STL.

P fl. Q T SIr" S TAL Lf D I 1\ A un 11

CESSi\J!' ~UC T"f'NS;)[jl\[cR
FAr-.,SCtIV[P I'SH.
H j~ I>J SC >: IV i::: ~
( :< T- 3 ~ CA I
~~[U,T
£. SLPPl:FoTS
fI N T t i\j NAP! S T L
v, IF 11\' G
CE::Si\jt 4'J( FAi~SP(l""lJ~:R
(Sl/lF'iS ITF'" H1u-A-l

r

0.2
0.3

2.8

39SD~36

Hf I~CEPT
:::'1~C1:::?-lt hT-,..SC;A
XC\ik li\STL
f< f: P L !:. C E S 3 \) ~ C 1 : 2- 1 5 ,N f C; •
~ T.
CHAN GE )
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EQUIPMENT LIST DESCRIPTION

ITEM NO

u-

VH

ANT~i\i"t

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A

1-52- A
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2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.

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16.
17.
18.
19.
20.
21.
22.

0.....,

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23.
24.
25.
26.
27.
28.

Auxiliary Mike Jack and
Phone Jack
Clock
Suction Gage
Flight Instrument Group
Airplane Registration Number
Fuel Pressure Gage
Carburetor Air Temperature Gage
Approach Plate Light and Switch
Encoding Altimeter
DME
Omni Course Indicators
Autopilot Control Unit
Transponder
Marker Beacon Indicator
Lights and Switches
Rear V iew Mirror
Audio Control Panel
Radios
Manifold Pressure Gage
Fuel Quantity Indicators and Ammeter
Tachometer
Over-Voltage Warning Light
Cylinder Head Temperature, Oil
Temperature, and Oil Pressure Gages
Economy Mixture Indicator
Flight Hour Recorder
ADF Bearing Indicator
Secondary Altimeter
Additional Radio and
Instrument Space
Map Compartment

29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.

Defroster Control Knob
Cabin Air Control Knob
Cigar Lighter
Cabin Heat Control Knob
Wing Flap Switch and
Position Indicator
Mixture Control Knob
Propeller Control Knob
Throttle (With Friction Lock)
Carburetor Heat Control Knob
Rudder Trim Control Wheel
Microphone
Cowl Flap Control Lever
Fuel Selector Valve Handle
Fuel Selector Light
Elevator Trim Control Wheel
Control Pedestal Light
Landing Gear Lever
Landing Gear Position
Indicator Lights
Static Pressure Alternate
Source Valve
Parking Brake Handle
Electrical Switches
Circuit Breakers
Instrument and Radio Dial
Light Rheostat Control Knobs
Ignition Switch
Auxiliary Fuel Pump Switch
Primer
Master Switch

~()

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W-..J

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

stiffeners, center upper and lower skin panels, and two left and two right
wrap-around skin panels which also form the leading edges. The horizontal stabilizer also contains the elevator trim tab actuator. Construction of
the elevator consists of formed leading edge skins, a forward spar, ribs,
torque tube and bellcrank, left upper and lower "V" type corrugated skins,
and right upper and lower "V" type corrugated skins incorporating a
trailing edge cut-out for the trim tab. The elevator trim tab consists of a
spar and upper and lower "V" type corrugated skins. Both elevator tip
leading edge extensions incorporate balance weights.

FLIGHT CONTROLS
The airplane's flight control system (see figure 7-1) consists of
conventional aileron, rudder, and elevator control surfaces. The control
surfaces are manually operated through mechanical linkage using a
control wheel for the ailerons and elevator, and rudder/brake pedals for
the rudder. The elevator control system is equipped with downsprings
which provide improved stability in flight.
Extensions are available for the rudder /brake pedals. They consist of a
rudder pedal face, two spacers and two spring clips. To install an extension, place the clip on the bottom of the extension under the bottom of the
rudder pedal and snap the top clip over the top of the rudder pedal. Check
that the extension is firmly in place. To remove the extensions, reverse the
above procedures.

TRIM SYSTEMS
Manually-operated rudder and elevator trim is provided (see figure 71). Rudder trimming is accomplished through a bungee connected to the
rudder control system and a trim control wheel mounted on the control
pedestal. Rudder trimming is accomplished by rotating the horizontally
mounted trim control wheel either left or right to the desired trim position.
Rotating the trim wheel to the right will trim nose-right; conversely.
rotating it to the left will trim nose-left. Elevator trimming is accomplished through the elevator trim tab by utilizing the vertically mounted
trim control wheel. Forward rotation of the trim wheel will trim nosedown; conversely, aft rotation will trim nose-up. The airplane may also be
equipped with an electric elevator trim system. For details concerning this
system, refer to Section 9, Supplements.

INSTRUMENT PANEL
The instrument panel (see figure 7 -2) is designed around the basic "T"
configuration. The gyros are located immediately in front of the pilot, and
7-8

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

arranged vertically. The airspeed indicator and altimeter are located to the
left and right of the gyros, respectively. The remainder of the flight
instruments are located around the basic "T". The fuel pressure gage,
suction gage and carburetor air temperature gage are located below the
flight instruments, and to the left of the pilot's control column. Avionics
equipment is stacked approximately on the centerline of the panel, with
the right side of the panel containing the manifold pressure gage, tachometer, map compartment, and space for additional instruments and avionics
equipment. The engine instrument cluster and fuel quantity indicators are
on the right side of the avionics stack near the top of the panel. A switch and
control panel, at the lower edge of the instrument panel, contains most of
the switches, controls, and circuit breakers necessary to operate the
airplane. The left side of the panel contains the master switch, engine
primer, auxiliary fuel pump switch, ignition switch, light intensity
controls, electrical switches, circuit breakers, landing gear indicator
lights and landing gear lever. The center area contains the carburetor heat
control, throttle, propeller control, and mixture control. The right side of
the panel contains the wing flap switch and indicator, cabin heat, cabin air.
and defroster control knobs and the cigar lighter. A pedestal, extending
from the switch and control panel to the floorboard, contains the elevator
and rudder trim control wheels, cowl flap control lever, and microphone
bracket. The fuel selector valve handle is located at the base of the pedestal.
A parking brake handle is mounted under the switch and control panel, in
front of the pilot. A static pressure alternate source valve control knob
may also be installed below the switch and control panel adjacent to the
parking brake handle.
For details concerning the instruments, switches, circuit breakers, and
controls on this panel, refer in this section to the description of the systems
to which these items are related.

GROUND CONTROL
Effective ground control while taxiing is accomplished through nose
wheel steering by using the rudder pedals; left rudder pedal to steer left and
right rudder pedal to steer right. When a rudder pedal is depressed. a
spring-loaded steering bun gee (which is connected to the nose gear and to
the rudder bars) will turn the nose wheel through an arc of approximately
15° each side of center. By applying either left or right brake, the degree of
turn may be increased up to 30° each side of center.
Moving the airplane by hand is most easily accomplished by attaching
a tow bar to the nose gear strut. If a tow bar is not available, or pushing is
required, use the wing struts as push points. Do not use the vertical or
horizontal surfaces to move the airplane. If the airplane is to be towed by
7-9

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

vehicle, never turn the nose wheel more than 30° either side of center or
structural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential
braking and nose wheel steering during taxi, is approximately 27 feet. To
obtain a minimum radius turn during ground handling, the airplane may
be rotated around either main landing gear by pressing down on a tailcone
bulkhead just forward of the horizontal stabilizer to raise the nose wheel
off the ground.

WING FLAP SYSTEM
The wing flaps are of the single-slot type (see figure 7-3), and are
extended or retracted by positioning the wing flap switch lever on the
instrument panel to the desired flap deflection position. The switch lever is
moved up or down in a slotted panel that provides mechanical stops at the
10° and 20° positions. For flap settings greater than 10°, move the switch
lever to the right to clear the stop and position it as desired. A scale and
pointer on the left side of the switch lever indicates flap travel in degrees.

"""

Figure 7-3. Wing Flap System
7-10

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

The wing flap system circuit is protected by a 15-ampere circuit breaker,
labeled FLAP, on the left side of the switch and control panel.
A gear warning interconnect switch is incorporated in the flap system,
and sounds a warning horn when the flaps are extended beyond 25° with the
landing gear retracted,

LANDING GEAR SYSTEM
The landing gear is a retractable, tricycle type with a steerable nose
wheel and two main wheels. Shock absorption is provided by the tubular
spring-steel main landing gear struts and the air/ oil nose gear shock strut.
Each main gear wheel is equipped with a hydraulically actuated disc-type
brake on the inboard side of each wheel.
The landing gear extension, retraction, and main gear down lock
operation is accomplished by hydraulic actuators powered by an
electrically-driven hydraulic power pack (see figure 7-7). The power pack
is located aft of the firewall between the pilot's and copilot's rudder pedals.
The hydraulic system fluid level may be checked by utilizing the dipstick/ filler cap located on the top right side of the power pack adjacent to
the motor mounting flange. The system should be checked at 25-hour
intervals, and anytime a hydraulic failure in the system requires the use of
the emergency hand pump to extend the landing gear. If the fluid level is at
or below the ADD line on the dipstick; hydraulic fluid (MIL-H-5606) should
be added to maintain the level to the top ofthe dipstick / filler cap opening.
A normal operating pressure of 1000 PSI to 1500 PSI is automatically
maintained in the landing gear system, and is sufficient to provide a
positive up lock pressure on the main landing gear. The nose gear
incorporates an over-center mechanical linkage which provides a positive
mechanical up and down lock. Mechanically-actuated wheel well doors
are provided for the nose gear. The doors open when the nose gear extends.
and close when it retracts.
Power pack operation is started and stopped by a pressure switch. and
hydraulic pressure is directed by the landing gear lever. Two position
indicator lights are provided to show landing gear position. The landing
gear system is also equipped with a nose gear safety (squat) switch. an
emergency extension hand pump. and a gear-up warning system.

LANDING GEAR LEVER
The landing gear lever is located on the switch and control panel to the
7-11

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

right of the electrical switches. The lever has two positions, labeled GEAR
UP and GEAR DOWN, which give a mechanical indication of the gear
position selected. From either position, the lever must be pulled out to
clear a detent before it can be repositioned; operation of the landing gear
system will not begin until the lever has been repositioned. After the lever
has been repositioned, it directs hydraulic pressure within the system to
actuate the gear to the selected position.

LANDING GEAR POSITION INDICATOR LIGHTS
Two position indicator lights, adjacent to the landing gear control
lever, indicate that the gear is either up or down and locked. Both the gearup (amber) and gear-down (green) lights are the press-to-test type,
incorporating dimming shutters for night operation. If an indicator light
bulb should burn out, it can be replaced in flight with the bulb from the
remaining indicator light.

LANDING GEAR OPERATION
To retract or extend the landing gear, pull out on the gear lever and
move it to the desired position. After the lever is positioned, the power pack
will create pressure in the system and actuate the landing gear to the
selected position. During a normal cycle, the gear locks up or down, limit
switches close, and the indicator light comes on (amber for up and green
for down) indicating completion of the cycle. After indicator light illumination, the power pack will continue to run until the flUld pressure reaches
1500 PSI, opens the pressure switch, and turns the power pack off.
Whenever fluid pressure in the system drops below 1000 PSI, the pressure
switch will close and start power pack operation, except when the nose
gear safety (squat) switch is open.
The safety (squat) switch, actuated by the nose gear, electrically
prevents inadvertent retraction whenever the nose gear strut is compressed by the weight of the airplane. When the nose gear is lifted off the
runway during takeoff, the squat switch will close, which may cause the
power pack to operate for 1 to 2 seconds and return system pressure to 1500
PSI in the event pressure has dropped below 1000 PSI. A switch type circuit
breaker is also provided in the system as a maintenance safety feature.
With the switch pulled out, landing gear operation is prevented. After
maintenance is completed, and prior to flight, the switch should be pushed
back in.

EMERGENCY HAND PUMP
A hand-operated hydraulic pump, located between the front seats, is
provided for manual extension of the landing geal in the event of a
hydraulic system failure. The landing gear cannot be retracted with the
7-12

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

hand pump. To utilize the pump, extend the handle forward, and pump
vertically. For complete emergency procedures, refer to Section 3.

LANDING GEAR WARNING SYSTEM
The airplane is equipped with a landing gear warning system designed
to help prevent the pilot from inadvertently making a wheels-up landing.
The system consists of a throttle actuated switch which is electrically
connected to a dual warning unit. The warning unit is connected to the
airplane speaker.
When the throttle is retarded below approximately 12 inches of
manifold pressure at low altitude (master switch on). the throttle linkage
will actuate a switch which is electrically connected to the gear warning
portion of a dual warning unit. If the landing gear is retracted (or not down
and locked), an intermittent tone will be heard on the airplane speaker. An
interconnect switch in the wing flap system also sounds the horn when the
wing flaps are extended beyond 25° with the landing gear retracted.

BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the
rear passenger seats to the aft cabin bulkhead. A baggage shelL above the
wheel well, extends aft from the aft cabin bulkhead. Access to the baggage
compartment and the shelf is gained through a lockable baggage door on
the left side of the airplane, or from within the airplane cabin. A baggage
net with six tie-down straps is provided for securing baggage. and is
attached by tying the straps to tie-down rings provided in the airplane. For
further information on baggage tie-down. refer to Section 6. When loading
the airplane. children should not be placed or permitted in the baggage
compartment, and any material that may be hazardous to the airplane or
occupants should not be placed anywhere in the airplane. For baggage
area and door dimensions, refer to Section 6.

SEATS
The seating arrangement consists of two separate adjustable seats for
the pilot and front passenger, a split-backed fixed seat in the rear. and a
child's seat (if installed) aft of the rear seats. The pilot's and front
passenger's seats are available in two different designs: four-way and sixway adjustable.
7-13

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

Four-way seats may be moved forward or aft, and the seat back angle
changed. To position either seat, lift the tubular handle under the center of
the seat, slide the seat into position, release the handle, (',nd check that the
seat is locked in place. The seat back is spring-load~~d to the vertical
position. To adjust its position, lift the lever under the right front corner of
the seat. reposition the back, release the lever, and check that the back is
locked in place. The seat backs will also fold full forward.
The six-way seats may be moved forward or aft, ad,justed for height.
and the seat back angle is infinitely adjustable. Position ;he seat by lifting
the tubular handle, under the center of the seat bottom, 1nd slide the seat
into position; then release the lever and check that the seat is locked in
place. Raise or lower the seat by rotating a large cranK under the right
corner of the left seat and the left corner of the right seat. Seat back angle is
adjustable by rotating a small crank under the left correr of the left seat
and the right corner of the right seat. The seat bottom angle will change as
the seat back angle changes, providing proper support. The seat backs will
also fold full forward.
The rear passengers' seats consist of a fixed one-piece seat bottom with
individually adjustable seat backs. Two adjustment levers, on the left and
right rear corners of the seat bottom, are used to adjus: the angle of the
respective seat backs. To adjust either seat back, lift the adjustment lever
and reposition the back. The seat backs are spring-loaded to the vertical
position.
A child's seat may be installed aft of the rear passenger seats, and is
held in place by two brackets mounted on the floorboard. The seat is
designed to swing upward into a stowed position against the aft cabin
bulkhead when not in use. To stow the seat, rotate the seat bottom up and aft
as far as it will go. When not in use, the seat should be kept in the stowed
position.
Headrests are available for any of the seat configul':ttions except the
child's seat. To adjust the headrest, apply enough pressure to it to raise or
lower it to the desired level. The headrest may be removed at any time by
raising it until it disengages from the top of the seat back.

SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see figure 7-4). The
pilot's and front passenger's seats are also equipped with separate
shoulder harnesses; separate shoulder harnesses are also available for the
rear seat positions. Integrated seat belt/ shoulder harnesses with inertia

7-14

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

reels can be furnished for the pilofs and front passenger's seat positions 1i
desired.

SEAT BELTS
The seat belts used with the pilot's and front passenger's seats, and the
child's seat (if installed). are attached to fittings on the floorboard. The
buckle half is inboard of each seat and the link half IS outboard of each seat.
The belts for the rear seat are attached to the seat frame, with the Imk
halves on the left and right sides of the seat bottom. and the buckles at the
center of the seat bottom,
To use the seat belts for the front seats, position the seat as desired, and
then lengthen the link half of the belt as needed by graspmg the sides of the
link and pulling against the belt. Insert and lock the belt link into the
buckle. Tighten the belt to a snug fit. Seat belts for the rear seats. and the
child's seat. are used in the same manner as the belts for the front seats. To
release the seat belts, grasp the top of the buckle oppos, ~e the link and pull
upward.

SHOULDER HARNESSES
Each front seat shoulder harness is attached to rear doorpost above
the window line and is stowed behind a stowage s'::'ath above the cabin
door. To stow the harness, fold it and place it behind he sheath. When rear
seat shoulder harnesses are furnished, they are a 'tched adjacent to the
lower corners of the aft side windows. Each rear ::,,'at harness is stowed
behind a stowage sheath above an aft side window, .. 0 harness is available
for the child's seat.
To use a front or rear seat shoulder harness, fasten and adjust the seat
belt first. Lengthen the harness as required by pulling on the connecting
link on the end of the harness and the narrow release strap. Snap the
connecting link firmly onto the retaining stud on the seat belt link half.
Then adjust to length. A properly adjusted harness will permit the
occupant to lean forward enough to sit completely erect, but prevent
excessive forward movement and contact with objects during sudden
deceleration. Also, the pilot will want the freedom to reach all controls
easily.
Removing the shoulder harness is accomplished by pulling upward on
the narrow release strap, and removing the harness connecting link from
the stud on the seat belt link. In an emergency, the shoulder harness may be
removed by releasing the seat belt first and allowing the harness, still
attached to the link half of the seat belt. to drop to the side of the seat.

7-15

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
STANDARD SHOULDER
HARNESS

;~:":':~ .,',':,': ,:~: ~ ';:'" ,~./
1\1~1 I!<--,II

t

...........

tl ilt, Jl)

'IIUl'UlEHII\!{';r:i~

~

l'U',';ECTI"(, iI';I'
,llId

(PILOT'S SEAT SHOWN)

,
\

"';.

II

\'

SEAT BELT/SHOULDER
HARNESS WITH INERTIA
,

REEL

.... ,.:

,I

/

.........

.......
.........
.....

......,.

.....••.

.............•.

... :;- ..

.......... /.

\.';1). ciIlO.llllEH. IL\H';Eci.ci
!(r.1AI';]'.l,oTU)

/,

...

:'

y\. "\./

.;r:,\TI1L11II';I'IlAI.I-----.1\

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.....:. j

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..... ,~...
HilT .ciIlUtl.lJl.H IL\ll';Ecici
\11.11 ';T,\HU 1.1';1'
11 J,-';ltl',T JIIIK lust IH,1,)\I," s!lilulclt'r
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'11

~ldF1St:lhk)

"'<:'

Figure 7-4. Seat Belts and Shoulder Harnesses
7-16

/

....

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

INTEGRATED SEAT BELT/SHOULDER HARNESSES WITH
INERTIA REELS
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 located in the cabin top structure, through slots in
the overhead console marked PILOT and COPILOT, to attach points
inboard of the two front seats. A separate seat belt half and buckle is
located outboard of the seats. Inertia reels allow complete freedom of body
movement. However, in the event of a sudden deceleration, they will lock
automatically to protect the occupants.
To use the seat belt/ shoulder harness, position the adjustable metal
link on the harness at about shoulder level, pull the link and harness
downward, and insert the link in the seat belt buckle. Adjust belt tension
across the lap by pulling upward on the shoulder harness. Removal is
accomplished by releasing the seat belt buckle, which will allow the
inertia reel to pull the harness inboard of the seat.

ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of
two entry doors, one on each side of the cabin at the front seat positions
(refer to Section 6 for cabin and cabin door dimensions). The doors
incorporate a recessed exterior door handle, a conventional interior door
handle, a key-operated door lock (left door only), a door stop mechanism.
and an openable window in the left door. An openable right door window is
also available.
To open the doors from outside the airplane, utilize the recessed door
handle near the aft edge of each door. Depress the forward end of the handle
to rotate it out of its recess, and then pull outboard. To close or open the
doors from inside the airplane, use the combination door handle and arm
rest. The inside door handle has three positions and a placard at its base
which reads OPEN, CLOSE, and LOCK. The handle is spring-loaded to the
CLOSE (up) position. When the door has been pulled shut and latched. lock
it by rotating the door handle forward to the LOCK position (flush with the
arm rest). When the handle is rotated to the LOCK position, an over-center
action will hold it in that position. Both cabin doors should be locked prior
to flight, and should not be opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to
improper closing does not constitute a need to land the
7-17

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

airplane. The best procedure is to set up the airplane in a
trimmed condition at approximately 80 KIAS, open a
window, momentarily shove the door outward slightly,
and forcefully close and lock the door.
Exit from the airplane is accomplished by rotating the door handle
from the LOCK position, past the CLOSE position, aft to the OPEN position
and pushing the door open. To lock the airplane, lock the right cabin door
with the inside handle, close the left cabin door, and using the ignition key.
lock the door.
The left cabin door is equipped with an openable window which is held
in the closed position by a detent equipped latch on the lower edge of the
window frame. To open the window, rotate the latch upward. The window is
equipped with a spring-loaded retaining arm which will help rotate the
window outward and hold it there. An open able window is also available
for the right door, and functions in the same manner as the left window. If
required, either window may be opened at any speed up to 182 KIAS. The
cabin top windows (if installed), rear side windows, and rear window are of
the fixed type and cannot be opened.

CONTROL LOCKS
A control lock is provided to lock the ailerons and elevator control
surfaces in a neutral position and prevent damage to these systems by
wind buffeting while the airplane is parked. The lock consists of a shaped
steel rod with a red metal flag attached to it. The flag is labeled CONTROL
LOCK, REMOVE BEFORE STARTING ENGINE. To install the control
lock, align the hole in the top of the pilot's control wheel shaft with the hole
in the top of the shaft collar on the instrument panel and insert the rod into
the aligned holes. Proper installation of the lock will place the red flag over
the ignition switch. In areas where high or gusty winds occur, a control
surface lock should be installed over the vertical stabilizer and rudder. The
control lock and any other type of locking device should be removed prior
to starting the engine.

ENGINE
The airplane is powered by a horizontally-opposed, six-cylinder,
overhead-valve, air-cooled, carbureted engine with a wet sump oil system.
The engine is a Lycoming Model 0-540-J3C5D and is rated at 235 horsepower at 2400 RPM. Major accessories include a starter, belt-driven alternator, and propeller governor on the front of the engine and dual magnetos
encased in a single drive housing, fuel pump, vacuum pump, and full-flow
7-18

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

oil filter on the rear of the engine.

ENGINE CONTROLS
Engine manifold pressure is controlled by a throttle located on the
lower center portion of the instrument panel. The throttle operates in a
conventional manner; in the full forward position, the throttle is open, and
in the full aft position, it is closed. A friction lock, which is a round knurled
disk, is located at the base of the throttle and is operated by rotating the
lock clockwise to increase friction or counterclockwise to decrease it.
The mixture control, mounted near the propeller control, is a red knob
with raised points around the circumference and is equipped with a lock
button in the end of the knob. The rich position is full forward, and full aft is
the idle cut-off position. For small adjustments, the control may be moved
forward by rotating the knob clockwise, and aft by rotating the knob
counterclockwise. For rapid or large adjustments, the knob may be moved
forward or aft by depressing the lock button in the end of the control. and
then positioning the control as desired.

EI\IGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil
pressure gage, oil temperature gage, cylinder head temperature gage,
tachometer, manifold pressure gage and fuel pressure gage. An economy
mixture (EGT) indicator and carburetor air temperature gage are also
available.
The oil pressure gage, located on the right side of the instrument panel.
is operated by oil pressure. A direct pressure oil line from the engine
delivers oil at engine operating pressure to the oil pressure gage. Gage
markings indicate that minimum idling pressure is 25 PSI (red line). the
normal operating range is 60 to 90 PSI (green arc), and maximum pressure
is 100 PSI (red line).
Oil temperature is indicated by a gage adjacent to the oil pressure
gage. The gage is a Bourdon-type instrument connected by a capillary tube
to a temperature bulb in the engine. Oil temperature limitations are the
normal operating range (green arc) which is 38°C (100°F) to U8 c C (245 C F).
and the maximum (red line) which is U8°C (245°F).
The cylinder head temperature gage, under the left fuel quantity
indicator, is operated by an electrical-resistance type temperature sensor
on the engine which receives power from the airplane electrical system.
Temperature limitations are the normal operating range (green arc) which
is 93 c C (200°F) to 260°C (500°F) and the maximum (red line) which is 260°C
(500°F).
7-19

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

The engine-driven mechanical tachometer is located on the lower right
side of the instrument panel. The instrument is calibrated in increments of
100 RPM and indicates both engine and propeller speed. An hour meter
below the center of the tachometer dial records elapsed engine time in
hours and tenths. Instrument markings include a normal operating range
(green arc) of 2100 to 2400 RPM, and a maximum (red line) of 2400 RPM.
The manifold pressure gage is located on the right side of the instrument panel above the tachometer. The gage is direct reading and indicates
induction air manifold pressure in inches of mercury. It has a normal
operating range (green arc) of 15 to 23 inches of mercury.
The fuel pressure gage, located below the flight; instruments, and
slightly to the left of the control column, indicates fuel pressure to the
carburetor. Gage markings indicate that minimum pressure is 0.5 PSI (red
line), normal operating range is 0.5 to 8 PSI (green arc), and maximum
pressure is 8 PSI (red line).
An economy mixture (EGT) indicator is available for the airplane and
is located on the right side of the instrument panel. A thermocouple probe
in the left exhaust stack assembly measures exhaust gas temperature and
transmits it to the indicator. The indicator serves as a vi sual aid to the pilot
in adjusting the mixture during climb or cruise as described in Section 4.
Exhaust gas temperature varies with fuel-to-air ratic" power, and RPM.
However, the difference between the peak EGT and the EGT at the desired
mixture setting is essentially constant and this provides a useful leaning
aid. The indicator is equipped with a manually positioned reference
pointer which is especially useful for leaning during ~limb.
A carburetor air temperature gage may be installed on the left side of
the instrument panel to help detect carburetor icing conditions. The gage is
marked in 5° increments from -30°C to +30°C, and has a yellow arc between
-15°C and +5°C which indicates the temperature range most conducive to
icing in the carburetor. A placard on the lower half of the gage face reads
KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE CARBURETOR ICING CONDITIONS.

NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full
range of use. It is, however, suggested that cruising be accomplished at
65C?/o to 75% power until a total of 50 hours has accumulated or oil
consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive
oil in the engine. If, during the first 25 hours, oil must be added, use only
7-20

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

aviation grade straight mineral oil conforming to Specification No. MILL-6082.

ENGINE OIL SYSTEM
Oil for engine lubrication and propeller governor operation is supplied from a sump on the bottom of the engine. The capacity of the sump is 8
quarts (one additional quart is contained in the engine oil filter). Oil is
drawn from the sump through a filter screen on the end of a pickup tube to
the engine-driven oil pump. Oil from the pump passes through an oil
pressure screen, full flow oil filter, a pressure relief valve at the rear of the
right oil gallery, and a thermostatically controlled remote oil cooler. Oil
from the remote cooler is then circulated to the left gallery and propeller
governor. The engine parts are then lubricated by oil from the galleries.
After lubricating the engine, the oil returns to the sump by gravity. The
filter adapter in the full flow oil filter is equipped with a bypass valve
which will cause lubricating oil to bypass the filter in the event the filter
becomes plugged, or the oil temperature is extremely cold.
An oil dipstick is located at the rear of the engine on the right side. and
an oil filler tube is on top of the crankcase near the front of the engine. The
dipstick and oil filler are accessible through doors on the engine cowling.
The engme should not be operated on less than five quarts of oil. To
minimIze loss of oil through the breather, fill to seven quarts for normal
flights of less than three hours. For extended flight. fill to eight quarts
i dipstIck indication only). For engine oil grade and specifications. refer to
Section 8 of this handbook.
An oil quick-drain valve is available to replace the drain plug on the
bottom of the oil sump. and provides quicker, cleaner draining of the
engIne oil. To drain the oil with this valve installed. slip a hose over the end
of the valve and push upward on the end of the valve untIl it snaps into the
open position. Spring clips will hold the valve open. After draining. use a
suitable tool to snap the valve into the extended (closed) position and
remove the drain hose.

IGNITION-STARTER SYSTEM
Engine ignition is provided by two engine-driven magnetos encased in
a. single drive housing, and two spark plugs in each cylinder. The right

magneto fires the lower left and upper right spark plugs. and the left
magneto fires the lower right and upper left spark plugs. Normal operation is conducted with both magnetos due to the more complete burning of
the fuel-air mixture with dual ignition.
Ignition and starter operation is controlled by a rotary type switch

7-21

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

located on the left switch and control panel. The switc"1 is labeled clockwise, OFF, R, L, BOTH, and START. The engine should te operated on both
magnetos (BOTH position) except for magneto checks. The Rand L
positions are for checking purposes and emergency use only. When the
switch is rotated to the spring-loaded START position (with the master
switch in the ON position), the starter contactor is energized and the
starter will crank the engine. When the switch is released, it will automatically return to the BOTH position.

AIR INDUCTION SYSTEM
The engine air induction system receives ram air ',hrough an intake
scoop in the upper left hand engine cowling. The intake S200P is covered by
an air filter which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters an airbox. After
passing through the airbox, induction air enters the inlet in the carburetor
which is below the engine. and is then ducted to the I:mgine cylinders
through intake manifold tubes. In the event carburetor ,ce is encountered
or the intake filter becomes blocked. alternate heated air can be obtained
from a shroud around the left muffler through a duct to a val ve, in the
a.irbox, operated by the carburetor heat control on the cnstrument panel.
Heated air from the muffler shroud is obtained from unfiltered air inside
the cowling. Use offull carburetor heat at full throttle will result in aloss of
approximately one inch of manifold pressure.

EXHAUST SYSTEM
Exhaust gas from each cylinder passes through ris2r assemblies to a
muffler and tailpipe on each side of the engine. Shrou(,s are constructed
around the outside of the mufflers to form heating chambers. The left
muffler supplies heat to the carburetor. and the right muffler supplies heat
to the cabin.

CARBURETOR AND PRIMING SYSTEM
The engine is equipped with a horizontally-mounted. up-draft, floattype, fixed jet carburetor mounted below the engine adjacent to the
firewall, The carburetor is equipped with anenclosed accelerator pump, an
idle cut-off mechanism, and a manual mixture control. Fuel is delivered
from the fuel system to the carburetor by gravity flow and the enginedriven fuel pump. In the carburetor, fuel is atomized, proportionally mixed
with intake air, and delivered to the cylinders through intake manifold
tubes. The proportion of atomized fuel to air is controllec, within limits, by
the mixture control located on the lower center portion of the instrument
panel.
For easy starting in cold weather, the engine is equipped with a

7-22

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

manual primer. The primer is actually a small pump which draws fuel
from the fuel strainer when the plunger is pulled out. and injects it into the
engine intake ports when the plunger is pushed back in. The plunger is
equipped with a lock and, after being pushed full in. must be rotated either
left or right until the knob cannot be pulled out.

COO LI N G SYSTEM
Ram air for engine cooling enters through two intake openings in the
front 0f the engine cowling. The cooling air is directed through the remote
oil 800ler (behind the left intake opening). a.::ld around the cylinders and
other areas of the engine by baffling, and is then exhausted through cowl
flaps on the lower aft edge of the cowling. The cowl flaps are mechanically
0perated from the cabin by means of a cowl flap lever on the right side of
the control pedestal. The pedestal is labeled OPEN. COWL FLAPS.
CLOSED. Before starting the engine, and throughout takeoff and high
power operation. the cowl flap lever should be placed in the OPEN position
for maximum cooling. This is accomplished by moving the lever to the
right to clear a detent, then moving the lever up to the OPEN position.
Anytime the lever is repositioned, it must first be moved to the right. While
in cruise flight, cowl flaps should be adjusted to keep the cylinder head
temperature at approximately two-thirds of the normal operating range
(green arc). During extended let-downs. the cowl flaps should be completely closed by pushing the cowl flap lever down to the CLOSED
position.
A winterization kit is available and consists of two clips and two
baffles which attach to the air intakes in the cowling nose cap. and a
placard to be installed on the instrument panel. This equipment should be
installed for operations in temperatures consistently below -7 G C (20°F).

PROPELLER
The airplane has an all-metal, two-bladed, constant-speed. governorregulated propeller. A setting introduced into the governor with the
propeller control establishes the propeller speed, and thus the engine
speed to be maintained. The governor then controls flow of engine oil.
boosted to high pressure by the governing pump. to or from a piston in the
propeller hub. Oil pressure acting on the piston twists the blades toward
high pitch (low RPM). When oil pressure to the piston in the propeller hub
is relieved, centrifugal force, assisted by an internal spring. twists the
blades toward low pitch (high RPM).
A control knob on the lower center portion of the instrument panel is
used to set the propeller and control engine RPM as desired for various

7-23

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

flight conditions. The knob is labeled PROPELLER. PUSH INCR RPM.
When the control knob is pushed in. blade pitch will decrease, giving a
higher RPM. When the control knob is pulled out, the blade pitch increases,
thereby decreasing RPM. The propeller control knob is equipped with a
vernier feature which allows slow or fine RPM adjustments by rotating the
knob clockwise to increase RPM, and counterclockwise to decrease it. To
make rapid or large adjustments, depress the button on the end of the
control knob and reposition the control as desired.

FUEL SYSTEM
The airplane may be equipped with either a standard fuel system or
long range system (see figure 7-6). Both systems consist af two vented fuel
tanks (one in each wing), a four-position selector val ve. fuel strainer,
manual primer, engine-driven fuel pump, auxiliary fuel pump. and
carburetor. Refer to figure 7-5 for fuel quantity data for both systems.
Fuel flows by gravity from the two wing tanks to a four-position
selector valve, labeled BOTH. RIGHT. LEFT. and OFF. With the selector
valve in either the BOTH, RIGHT, or LEFT position. fuel flows through a
strainer to the engine-driven fuel pump, and from the pump to the
carburetor. When the auxiliary fuel pump is operating, it dr8,ws fuel from a
tee located between the strainer and the engine-driver fuel pump, and
delivers it to the carburetor. From the carburetor, mixed ruel and air flows
to the cylinders through intake manifold tubes. The manual primer draws
its fuel from the fuel strainer and injects it into the engine intake ports.
Fuel system venting is essential to system operation. Complete
blockage of the venting system will result in collapsing of the bladder

FUEL QUANTITY DATA (U. S. GALLONS)
TOTAL
USABLE FUEL
ALL FLIGHT
COf\IDITIONS

TOTAL
UNUSABLE
FUEL

TOTAL
FUEL
VOLUME

STANDAR D
(30.5 Gal. Each)

56

5

61

LONG RANGE
(40 Gal. ECJch)

75

5

80

TANKS

Figure 7-5. Fuel Quantity Data
7-24

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

VENTED FILLER CAPS ~

r=----'\C-~'-

rfP'--------r--------,

___'~-,---;.-------,

r------,

r-----r-....,...-.,-....,...-.,-----....j

VENT
FUEL SELECTOR
VALVE

LEFT FUEL TANK

RIGHT FUEL TANK

J==
!i

FeEL
STR-\I!'EH

TO ENGINE
INTAKE •
PORTS

ENGINE
PRIMEH

.-\L·XlLIAHY
FeEL peMP
SWITCH?

~

FeEL
PHE:iSL'J{E
G.\GE

THROTTLE

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CONTROL KNOB

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-=-===---==-::-", ,.::::::::::::::::::::~-_-_- __===

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1() LL f T /\NIJ
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lil AI, I)(JV\"N I ()CK~;

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Figure 7-7. Hydraulic System

Oil

WUO PSI ON
i~UU

1'51 Of- f

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each
main landing gear wheel. Each brake is connected, by a hydraulic line, to a
master cylinder attached to each of the pilot's rudder pedals. The brakes
are operated by applying pressure to the top of either the left (pilot's) or
right (copilot's) set of rudder pedals, which are interconnected. When the
airplane is parked, both main wheel brakes may be set by utilizing the
parking brake which is operated by a handle under the left side of the
instrument panel. To apply the parking brake, set the brakes with the
rudder pedals, pull the handle aft, and rotate it 90 0 down.
For maximum brake life, keep the brake system properly maintained,
and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need of
immediate attention. If, during taxi or landing roll, braking action
decreases, let up on the pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases. pumping
the pedals should build braking pressure. If one brake becomes weak or
fails. use the other brake sparingly while using opposite rudder. as
required, to offset the good brake.

ELECTRICAL SYSTEM
Electrical energy (see figure 7-8) is supplied by a 28-volt. directcurrent system powered by an engine-driven. 50-amp alternator. A 24-vol t.
14-amp hour battery (or 17-amp hour battery. if installed) is located on the
right forward portion of the firewall. Power is supplied to most general
electrical and all avionics circuits through the primary bus bar and the
avionics bus bar, which are interconnected by an avionics power switch.
The primary bus is on anytime the master switch is turned on. and is not
affected by starter or external power usage. Both bus bars are on anytime
the master and avionics power switches are turned on.

CAUTIOI\I
Prior to turning the master switch on or off. starting the
engine. or applying an external power source. the avionics
power switch, labeled A VN PWR. should be turned off to
prevent any harmful transient voltage from damaging the
avionics equipment.
7-29

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

f'~'G======T===========·tU

,----,--------(00[---

~. ~

'",

1

Figure 7-8. Electrical System
7-30

CESSNA
MODEL R182

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER. and
is ON in the up position and off in the down position. The right half of the
switch, labeled BAT, controls all electrical power to the airplane. The left
half. labeled ALT. controls the alternator.
Normally. both sides of the master switch should be used simultcmeously; however, the BAT side of the switch could be turned ON separately
to check equipment while on the ground. To check or use a\'ionics
equipment or radios while on the ground, the avionics power switch must
be tun1F~d ON. The ALT side of the switch. when placed in the off position.
removes the alternator from the electrical system. With this s\vitch in the
off position, the entire electrical load is placed on the battery. Continued
operation with the alternator switch in the o!£ position \~Till reduce battery
power low enough to open the battery contactor, remove power from the
alternator field, and prevent alternator restart.

AVIONICS POWER SWITCH
Electrical power from the airplane primary bus to the aVIOnics bus
(see figure 7-8) is controlled by a single rocker-type circuit breaker-switch
labeled A VN PWR. The switch is located on the right side of the avionics
circuit breaker panel and is 01\ .1 he up positlOn and OFF: r\ the down
position. With the switch in the OFF r>osition. no electrical p(''.ver vei il be
applied to the avionics equipment. I'Pg;"c(1 .",. of the POS"iti o l
~h~' ma~.,ter
switch or the individual equipment switches '1'he avionF':s pen",.. sv.';tch
also functions as a circuit breaker. If an electrical malfunction should
occur and cause the circuit breaker to open, electrical power to the avionics
equipment will be interrupted and the switch breaker 'Nlll autornatically
move to the OFF position. If this occurs. allow the circui: breaker
approximately two minutes to cool before placing the breaker In the ON
position again. If the circuit breaker opens again, do not reset it. The
avionics power switch should be placed in the OFF poslt,on prior to
turning the master switch on or off, starting the engine. or appl,ving an
external power source, and may be utilized in place of the individual
avionics equipment switches.
c

;

AMMETER
The ammeter indicates the flow of current In amperes. from the
alternator to the b2.ttery or from the battery to the airplane electrical
system. When the engine is operating and the master switch is turned Oil,
the ammeter indicates the charging rate applied to the battery. In the event
the alternator is not functioning or the electrical load exceeds the output of
the alternator, the ammeter indicates the battery discharge rate.
7-31

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, near the manifold
pressure gage.
In the event an over-voltage condition occurs, the over-voltage sensor
automatically removes alternator field current and shuts down the alternator. The warning light will then turn on, indicating to the pilot that the
alternator is not operating and the battery is supplying all electrical
power.
The over- voltage sensor may be reset by turning off the avionics power
switch and then turning the master switch off and back on again. If the
warning light does not illuminate, normal alternator charging has
resumed; however, if the light does illuminate again, a malfunction has
occurred, and the flight should be terminated as soon as practical. In either
case, the avionics power switch may be turned on again if required.
The warning light may be tested by momentarily turning off the ALT
portion of the master switch and leaving the BAT portion turned on.

CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the a.irplane are protected by "push-toreset" circuit breakers mounted on the lower left side of the switch and
control panel. The landing gear circuit is protected by a push-pull type
circuit breaker on the lower left side of the switch and control panel. In
addition to the individual circuit breakers, a single-rocker type circuit
breaker-switch, labeled A VN PWR on the avionics pa~lel, located between
the left forward doorpost and the switch and control panel, also protects the
avionics systems.. The cigar lighter is protected by a manually-reset type
circuit breaker on the back of the lighter, and a fuse behind the instrument
panel. The control wheel map light (if installed) is protected by the NAV
LTG HTS circuit breaker and a fuse behind the instrument panel. Electrical
circuits which are not protected by circuit breakers are the battery
contactor closing (external power) circuit, clock circuit, and flight hour
recorder circuit. These circuits are protected by fuses mounted adjacent to
the battery.

GROUND SERVICE PLUG RECEPTACLE
A ground service plug receptacle may be installed to permit the use of
an external power source (generator type or battery cart) for cold weather
starting and during lengthy maintenance work on the airplane electrical
7-32

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

system. The receptacle is located behind a door on the left side of the
fuselage near the aft edge of the cowling.
NOTE
If no avionics equipment is to be used or worked on, the
avionics power switch should be turned off. If maintenance

is required on the avionics equipment, it is advisable to
utilize a battery cart external power source to prevent
damage to the avionics equipment by transient voltage. Do
not crank or start the engine with the avionics power
switch turned on.
Just before connecting an external power source (generator type or
battery cart), the avionics power switch should be turned off, and the
master switch turned on.
The ground service plug receptacle circuit incorporates a polarity
reversal protection. Power from the external power source will flow only.if
the ground service plug is correctly connected to the airplane. If the plug is
accidentally connected backwards, no power will flow to the electrical
system, thereby preventing any damage to electrical equipment.
The battery and external power circuits have been designed to completely eliminate the need to "jumper" across the battery contactor to close
it for charging a completely "dead" battery. A special fused circuit in the
external power system supplies the needed "jumper" across the contacts
so that with a "dead" battery and an external power source applied, turning
on the master switch will close the battery contactor.

LIGHTING SYSTEMS
EXTERIOR LIGHTING
Conventional navigation lights are located on the wing tips and tail
stinger, and dual landing lights are installed in the cowl nose cap.
Additional lighting is available and includes a strobe light on each wing
tip, a flashing beacon on top of the vertical stabilizer, and two courtesy
lights, one under each wing, just outboard of the cabin door. The courtesy
lights are operated by a switch located on the left rear door post. All
exterior lights, except the courtesy lights, are controlled by rocker type
switches on the left switch and control panel. The switches are ON in the up
position and off in the down position.
The flashing beacon should not be used when flying through clouds or

7-33

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

overcast; the flashing light reflected from water droplets or particles in the
atmosphere, particularly at night, can produce vertigo and loss of orientation.
The high intensity strobe lights will enhance anti-collision protection.
However, the lights should be turned off when taxiing in the vicinity of
other airplanes, or during night flight through clouds, fog or haze.

INTERIOR LIGHTING
Instrument and control panel lighting is provided by flood and integral
lighting, with electroluminescent and post lighting also available. Rheostats and control knobs, located on the left switch and control panel, control
the intensity of all lighting. The following paragraphs describe the
various lighting systems and their controls.
Switches and controls on the switch and control panel are lighted by
electroluminescent panels which do not require light bulbs for illumination. To utilize this lighting, turn on the NAV light sWitch and adjust light
intensity with the small (inner) control knob of the concentric control
knobs labeled EL PANEL, ENG-RADIO.
Instrument panel flood lighting consists of four red flood lights on the
underside of the antiglare shield, and two red flood lights in the forward
part of the overhead console. The lights are utilized by adjusting light
intensity with the large (outer) control knob of the concentric control
knobs labeled POST, FLOOD. Flood lighting may be used in combination
with post lighting by adjusting post light intensity with the small (inner)
control knob.
The instrument panel may be equipped with post lights which are
mounted at the edge of each instrument or control and provide direct
lighting. To operate the post lights, adjust light intensity with the small
(inner) control knob of the concentric control knobs labeled POST. FLOOD.
To combine post and flood lighting, adjust flood light intensity with the
large (outer) control knob.
The engine instrument cluster, radio equipment, and magnetic compass have integral lighting and operate independently of post or flood
lighting. The light intensity of instrument cluster, magnetic compass. and
radio equipment lighting is controlled by the large (outer) control knob of
the concentric control knobs labeled EL PANEL, ENG-RADIO. If the
airplane is equipped with avionics incorporating incandescent digital
readouts, the ENG-RADIO (large outer) control knob controls the light
intensity of the digital readouts. For daylight operation, the control knob
should be rotated full counterclockwise to produce maximum light inten7-34

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

sity for the digital readouts only. Clockwise rotation of the control knob
will provide normal variable light intensity for nighttime operation.
The control pedestal has two integral lights. Pedestal light intensity is
controlled by the large (outer) control knob of the concentric control knobs
labeled EL PANEL, ENG-RADIO.
Map lighting is provided by overhead console map lights and an
antiglare shield mounted map light. The airplane may also be equipped
with a control wheel map light. The overhead console map lights operate in
conjunction with instrument panel flood lighting and consist of two
openings just aft of the red instrument panel flood lights. The map light
openings have sliding covers controlled by small round knobs which
uncover the openings when moved toward each other. The covers should be
kept closed unless the map lights are required. A map light and toggle
switch, moun ted in front of the pilot on the underside of the antiglare
shield, is used for illuminating approach plates or other charts when using
a control wheel mounted approach plate holder. The switch is labeled MAP
LIGHT, ON, OFF and light intensity is controlled by the FLOOD (large
outer) control knob. The pilot's control wheel map light (if installed)
illuminates the lower portion of the cabin in front of the pilot, and is used
for checking maps and other flight data during night operation. The light is
utilized by turning on the NAV light switch, and adjusting light intensity
with the rheostat control knob on the bottom of the control wheel.
The airplane is equipped with a dome light aft of the overhead console.
The light is operated by a slide-type switch, aft of the light lens, which
turns the light on when moved to the right.
The most probable cause of a light failure is a burned out bulb:
however, in the event any of the lighting systems fail to illuminate when
turned on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there is no obvious indication of a
short circuit (smoke or odor), turn off the light switch of the affected lights,
reset the breaker. and turn the switch on again. If the breaker opens again.
do not reset it.

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 control knobs (see figure 7-9). Both control knobs are the
double button type with locks to permit intermediate settings.

7-35

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

RIGHT
MUFFLER
SHROUD

HEATER
VALVE
FRONT CABIN
AIR OUTLET

VENTILATING
AIR DOOR
CABIN AIR
CONTROL
CABIN HEAT
CONTROL

DEFRa3TER
CONTROL

0"
r----,

~'~REAR CABIN ~tf-J
AIR OUTLETS

0"

,..-----.

/8

~\
ADJUSTABLE
VENTILATORS

/

(J7

~

AIRFLOW
ADJUSTMENT
WHEELS
~

~

;:;

ADJUSTABLE
AIH OUTLETS

CODE

¢

RAM AIR FLOW

~

VENTILATING AIR

~

HEATED AIR

~

BLENDED AIR
MECHANICAL
CONNECTION

Figure 7-9. Cabin Heating, Ventilating, and Defrostmg System
7-36

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

NOTE
For improved partial heating on mild days, pull out the
CABIN AIR knob slightly when the CABIN HEAT knob is
out. This action increases the airflow through the system,
increasing efficiency, and blends cool outside air with the
exhaust manifold heated air, thus eliminating the possibility of overheating the system ducting.
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
extending down each side of the cabin to an outlet at the front door post at
floor level. Windshield defrost air is also supplied by a duct leading from
the cabin manifold to an outlet on top of the antiglare shield. Defrost air
flow is controlled by a rotary type knob labeled DEFROST.
For cabin ventilation, pull the CABIN AIR knob out, with the CABIN
HEA T knob pushed full in. To raise the air temperature, pull the CABIN
HEAT knob out until the desired temperature is attained. Additional heat
is available by pulling the knob out farther; maximum heat is available
with the CABIN HEAT knob pulled out and the CABIN AIR knob pushed
full in.
Separate adjustable ventilators supply additional ventilation air to
the cabin. One near each upper corner of the windshield supplies air for the
pilot and copilot, and two ventilators are available for the rear cabin area
to supply air to the rear seat passengers. Each rear ventilator outlet can be
adjusted in any desired direction by moving the entire outlet to direct the
airflow up or down, and by moving a tab protruding from the center of the
outlet left or right to obtain left or right airflow. Ventilation airflow may be
closed off completely, or partially closed according to the amount of
airflow desired, by rotating an adjustment wheel adjacent to the outlet.

PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, rate-of-climb
indicator and altimeter. The system is composed of either an unheated or
heated pitot tube mounted on the lower surface of the left wing, two
external static ports on the left and right sides of the forward fuselage, and
the associated pI umbing necessary to connect the instrumen ts to the
sources.
The heated pitot system consists of a heating element in the pitot tube.

7-37

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

a rocker-type switch labeled PITOT HEAT, a 10-amp circuit breaker on the
switch and control panel, and associated wiring. When the pitot heat
switch is turned on, the element in the pitot tube is heated electrically to
maintain proper operation in possible icing conditions. Pitot heat should
be used only as required.
A static pressure alternate source valve may be installed adjacent to
the parking brake, and can be used if the external static source is
malfunctioning. This valve supplies static pressure from inside the cabin
instead of the external static ports.
If erroneous instrument readings are suspected due to water or ice in
the pressure line going to the standard external static pressure source. the
alternate static source valve should be pulled on.

Pressures within the cabin will vary with open cabin ventilators and
windows. Refer to Sections 3 and 5 for the effect of varying cabin pressures
on airspeed and altimeter readings.

AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour.
Limitation and range markings include the white arc (37 to 95 knots). green
arc (42 to 143 knots), yellow arc (143 to 182 knots), and a red line (182 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable
ring which works in conjunction with the airspeed indicator dial in a
manner similar to the operation of a flight computer. To operate the
indicator, first rotate the ring until pressure altitude is aligned with
outside air temperature in degrees Fahrenheit. Pressure altitude should
not be confused with indicated altitude. To obtain pressure altitude,
momentarily set the barometric scale on the altimeter to 29.92 and read
pressure altitude on the altimeter. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been
obtained. Having set the ring to correct for altitude and temperature. read
the true airspeed shown on the rotatable ring by the indicator pointer. For
best accuracy, the indicated airspeed should be corrected to calibrated
airspeed by referring to the Airspeed Calibration chart in Section 5.
Knowing the calibrated airspeed, read true airspeed on the ring opposite
the calibrated airspeed.

RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator depicts airplane rate of climb or descent in
,teet per minute. The pointer is actuated by atmospheric )ressure changes

resulting from changes of altitude as supplied by the static source.

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob
near the lower left portion of the indicator provides adjustment of the
instrument's barometric scale to the current altimeter setting.

VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-10) provides the
suction necessary to operate the attitude indicator and directional indicator. The system consists of a vacuum pump mounted on the engine. a
vacuum relief valve and vacuum system air filter on the aft side of the
firewall below the instrument panel, and instruments (including a suction
gage) on the left side of the instrument panel.

ATTITUDE INDICATOR
The attitude indicator gives a visual indication of flight attitude. Bank
attitude is presented by a pointer at the top of the indicator relative to the
bank scale which has index marks at 10 0 ,20 0 ,30 0 ,60 0 , and 90 0 either side of
the center mark. Pitch and roll attitudes are presented by a miniature
airplane in relation to the horizon bar. A knob at the bottom of the
instrument is provided for in-flight adjustment of the miniature airplane
to the horizon bar for a more accurate flight attitude indication.

DIRECTIONAL INDICATOR
A directional indicator displays airplane heading on a compass card in
relation to a fixed simulated airplane image and index. The directional
indicator will precess slightly over a period of time. Therefore, the
compass card should be set in accordance with the magnetic compass just
prior to takeoff, and occasionally re-adjusted on extended flights. A knob
on the lower left edge of the instrument is used to adjust the compass card
to correct for any precession.

SUCTION GAGE
The suction gage, located below the flight instruments, is calibrated in
inches of mercury and indicates suction available for operation of the
attitude and directional indicators. The desired suction range is 4.5 to 5.4
inches of mercury. A suction reading below this range may indicate a
system malfunction or improper adjustment, and in this case, the indicators should not be considered reliable.
7-39

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

CODE

c:::::J

OVERBOARD
VENT LI NE

INLET AIR

E:;:::;:::::::::~ V AC UUM

I~\

~ DISCHARGE AIR

VACUUM
PUMP

VACUUM RELIEF VALVE

ATTITUDE
II\IDICATOR

• I

t

SUCTION
GAGE

/~

.-

(~.\

It

!

.-

j\

~L.s
...
~
~

.-

-"".0 N •

:~

o

0

0

0

0

0

0

0

0

0

0

0°0°0°0

VACUUM SYSTEM
AIR FILTER

!

~~i~::.:.:.:::::::::::::::::::::::~:.:::::::::::::::::::::::::::~:.:::::::::::::::::::::::~~:

Figure 7-10. Vacuum System
7-40

o

0

000

! t\

DI RECTIONAL
INDICATOR

{
::::.i:
.•:.::
.••:.•

o

o

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

STALL WARNING SYSTEM
The airplane is equipped with a vane-type stall warning unit, in the
leading edge of the left wing, which is electrically connected to a stall
warning horn under the map compartment. A 5-amp circuit breaker
protects the stall warning system. The vane in the wing senses the change
in airflow over the wing, and operates the warning horn at airspeeds
between 5 and 10 knots above the stall in all configurations.
If the airplane has a heated stall warning system, the vane and sensor
unit in the wing leading edge is equipped with a heating element. The
heated part of the system is operated by the PITOT HEAT switch, and is
protected by the PITOT HEAT circuit breaker.

The stall warning system should be checked during the pre-flight
inspection by momentarily turning on the master switch and actuating the
vane in the wing. The system is operational if the warning horn sounds as
the vane is pushed upward.

AVIONICS SUPPORT EQUIPMENT
The airplane may, at the owner's discretion, be equipped with various
types of avionics support equipment such as an audio control paneL
microphone-headset, and static dischargers. The following paragraphs
discuss these items.

AUDIO CONTROL PANEL
Operation of radio equipment is covered in Section 9 of this handbook.
When one or more radios is installed, a transmitter/ audio switching
system is provided (see figure 7-11). The operation of this switching
system is described in the following paragraphs.

TRANSMITIER SELECTOR SWITCH
A rotary type transmitter selector switch, labeled XMTR SEL. is
provided to connect the microphone to the transmitter the pilot desires to
use. To select a transmitter, rotate the switch to the number corresponding
to that transmitter. The numbers 1,2 and 3 above the switch correspond to
the top, second and third transceivers in the avionics stack.

The audio amplifier in the N A V / COM radio is required for speaker and
transmitter operation. The amplifier is automatically selected. along with
7-41

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
AUTOMATIC AUDIO SELECTION

I
AlITa

~-

SPEAKER
NAV/COM
1

2

0 -

0 -

I

ADF

3

1

2

0 -

0 -

00FF

PHONE

I

AUTOMATIC AUDIO
SE LECTOR SWITCH

1

AUDIO SE LECTOR
SWITCH (TYPICAL)

As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in
the SPEAKER position, and the NAV/COM 1,2 and 3 and ADF 1 and 2 audio
selector switches are in the OFF position. With the switches set as shown, the pilot
will transmit on the number 1 transmitter and hear the number 1 NAV/COM receiver through the airplane speaker.

INDIVIDUAL AUDIO SELECTION

1 2 3
~

~

~

- - - - - - SP EA KER - - - - - - ,
NAV/COM
ADF
AUTO
1
2
3
1
2

XMTR

TRANSMITTE R
SE LECTOR
SWITCH

5 EL

-I-

0-0-Q-00FF
L----:;;-----''r--

PH ONE

......1

~----------...,

--------..;~----------'

AUTOMATIC AUDIO
SELECTOR SWITCH

AUDIO SELECTOR
SWITCH (TYPICAL)

As illustrated, the number 1 transmitter is selected, the AUTO selector switch is
in the OFF position, the number 1 NAV/COM receiver is in the PHONE position,
and the number 1 ADF is in the SPEAKER position. With the switches set as
shown, the pilot will transmit on the number 1 transmitter and hear the number
1 NAV/COM receiver on a headset, while the passengers are listening to the ADF
audio through the airplane speaker. If another audio selector switch is placed in
either the PHONE or SPEAKER position, itwill be heard simultaneously with
either the number 1 NA V /COM or number 1 AD F respectively.

Figure 7-11. Audio Control Panel
7-42

CESSNA
MODEL R182

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

the transmitter, by the transmitter selector switch. As an example, if the
number 1 transmitter is selected, the audio amplifier in the associated
NAV / COM receiver is also selected, and functions as the amplifier for ALL
speaker audio. In the event the audio amplifier in use fails, as evidenced by
loss of all speaker audio and transmitting capability of the selected
transmitter, select another transmitter. This should re-establish speaker
audio and transmitter operation. Since headset audio is not affected by
audio amplifier operation, the pilot should be aware that, while utilizing a
headset, the only indication of audio amplifier failure is loss of the selected
transmitter. This can be verified by switching to the speaker function.

AUTOMATIC AUDIO SELECTOR SWITCH
A toggle switch, labeled AUTO, can be used to automatically match the
appropriate NAV / COM receiver audio to the transmitter being selected.
To utilize this automatic feature, leave all NAV / COM receiver switches in
the OFF (center) position, and place the AUTO selector switch in either the
SPEAKER or PHONE position, as desired. Once the AUTO selector switch
is positioned, the pilot may then select any transmitter and its associated
NAV / COM receiver audio simultaneously with the transmitter selector
switch. If automatic audio selection is not desired, the AUTO selector
switch should be placed in the OFF (center) position.
NOTE
Cessna radios are equipped with sidetone capability (monitoring of the operator's own voice transmission). Sidetone
will be heard on either the airplane speaker or a headset as
selected with the AUTO selector switch. Sidetone may be
eliminated by placing the AUTO selector switch in the OFF
position, and utilizing the individual radio selector
switches.

AUDIO SELECTOR SWITCHES
The audio selector switches, labeled NAV / COM 1, 2 and 3 and ADF 1
and 2, allow the pilot to initially pre-tune all NAV / COM and ADF
receivers, and then individually select and listen to any receiver or
combination of receivers. To listen to a specific receiver, first check that
the AUTO selector switch is in the OFF (center) position, then place the
audio selector switch corresponding to that receiver in either the
SPEAKER (up) or PHONE (down) position. To turn off the audio of the
selected receiver, place that switch in the OFF (center) position. If desired.
the audio selector switches can be positioned to permit the pilot to listen to
one receiver on a headset while the passengers listen to another receiver
on the airplane speaker.
The ADF 1 and 2 switches may be used anytime ADF audio is desired. If
7-43

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA
MODEL R182

the pilot wants only ADF audio, for station identification or other reasons,
the AUTO selector switch (if in use) and all other audio selector switches
should be in the OFF position. If simultaneous ADF and N A V / COM audio
is acceptable to the pilot, no change in the existing switch positions is
required. Place the ADF 1 or 2 switch in either the SPEAKER or PHONE
position and adjust radio volume as desired.
NOTE
If the NAV / COM audio selector switch corresponding to

the selected transmitter is in the PHONE position with the
AUTO selector switch in the SPEAKER position, all audio
selector switches placed in the PHONE position will
automatically be connected to both the airplane speaker
and any headsets in use.

MICROPHONE-HEADSET
The microphone-headset combination consists of the microphone and
headset combined in a single unit and a microphone keying switch located
on the left side of the pilot's control wheel. The microphone-headset
permits the pilot to conduct radio communications w lthout interrupting
other control operations to handle a hand-held micr'Jphone. Also. passengers need not listen to all communications. The microphone and
headset jacks are located near the lower left corner of tlh~ instrument panel.

STATIC DISCHARGERS
If frequent IFR flights are planned, installation of wick-type static
dischargers is recommended to improve radio comlTunications during
flight through dust or various forms of precipitation (rain. snow or ice
crystals). Under these conditions, the build-up and discharge of static
electricity from the trailing edges of the wings, rudder, elevator. propeller
tips. and radio antennas can result in loss of usable rldio signals on all
communications and navigation radio equipment. Usuc:,Jly the ADF is first
to be affected and VHF communication equipment is tht~ last to be affected.

Installation of static dischal'gers reduces interference from precipitation static. but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible. avoid known severe preCIpitation areas to prevem loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
signals 'Nhile in these areas.
7-44

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

SECTION 8
AIRPLANE HANDLING)
SERVICE & MAINTENANCE
TABLE OF CONTENTS
Page
Introduction . . . . . .
Identification Plate
Owner Follow-Up System
Publications
Airplane File
.....
Airplane Inspection Periods
FAA Required Inspections
Cessna Progressive Care
Cessna Customer Care Program
Pilot Conducted Preventive Maintenance
Alterations or Repairs
Ground Handling
Towing
Parking
Tie-Down
Jacking
Leveling .
Flyable Storage
Servicing
Engine Oil . .
Fuel . .
Landing Gear
Cleaning and Care
\Vindshield- \Vindows
Painted Surfaces
p, opeller Care
Landing Gear Care
Engine Care
Interior Care .

8-3
8-3
8-3
8-3
8-4

8-5
8-5
8-6
8-6

8-7
8-7
8-7
8-7
8-7
8-8
8-8
8-9
8-9
8-9
8-10
8-11
8-11
8-11

8-11
8-12
8-1 :3
8-1:3
8-1:)

St:3

8-1/ (8-2 blank)

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

INTRODUCTION
This section contains factory-recommended procedures for proper
ground handling and routine care and servicing of your Cessna. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new-plane performance and
dependability. It is wise to follow a planned schedule of lubrication and
preventive maintenance based on climatic and flying conditions encountered in your locality.
Keep in touch with your Cessna Dealer and take advantage of his
knowledge and experience. He knows your airplane and how to maintain
it. He will remind you when lubrications and oil changes are necessary.
and about other seasonal and periodic services.

IDENTIFICATION PLATE
All correspondence regarding your airplane El10uld include the
SERIAL NUMBER. The Serial Number, Model Number, Production Certificate Number (PC) and Type Certificate Number (TC'i 2an be found on the
Identification Plate, located on the left forward doorpc;st. Located adjacent
to the Identification Plate is a Finish and Trim Plate ',\7hich contains a code
describing the interior color scheme and exterior palat combination of the
airplane. The code may be used in conjunction wifh an applicable Parts
Catalog if finish and trim information is needed.

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. to supply
you with fast. efficient, low-cost service.

PUBLICATIONS
Various publications and flight operation aids are furnished in the

8-3

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

CESSNA
MODEL R182

airplane when delivered from the factory. These items are listed below.
•

CUSTOMER CARE PROGRAM BOOK

•

PILOT'S OPERATING HANDBOOK/ SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS AND AUTOPILOT

•

PILOT'S CHECKLISTS

•

POWER COMPUTER

•

SALES AND SERVICE DEALER DIRECTORY

The following additional publications, plus many other supplies that
are applicable to your airplane, are available from your Cessna Dealer.
•

SERVICE MANUALS AND PARTS CATALOGS FOn YOUR
AIRPLANE
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT

Your Cessna Dealer has a Customer Care Supplies Catalog covering
all available items, many of which he keeps on hand. He will be happy to
place an order for any item which is not in stock.

AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part
of the airplane file. The following is a checklist for that file. In addition, a
periodic check should be made of the latest Federal Aviation Regulations
to ensure that all data requirements are met.
A. To be displayed in the airplane at all times:
1.

2.
3.
B.

To be carried in the airplane at all timt;s:
1.

2.
8-4

Aircraft Airworthiness Certificate (FAA Form 8100-2).
Aircraft Registration Certificate (FAA Form 8050 -3).
Aircraft Radio Station License, if transmitter install~d (FCC Form
556).

Weight and Balance. and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if ap plicable).
Equipment List.

CESSNA
MODEL R182

C.

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

To be made available upon request:
1.
2.

Airplane Log Book.
Engine Log Book.

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 airplanes not registered in the United
States should check with their own aviation officials to determine their
individual requirements.
Cessna recommends that these items, plus the Pilot's Operating
Handbook, Pilot's Checklists, Power Computer, Customer Care Program
book and Customer Care Card, be carried in the airplane at all times.

AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil aircraft of U.S.
registry must undergo a complete inspection (annual) each twelve
calendar months. In addition to the required ANNUAL inspection, aircraft
IJperated commercially (for hire) must have a complete inspection every
100 hours of operation.
The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane. engine, propeller and components. It is the responsibility of the owner / opera tor to ensure compllance
with all applicable airworthiness directives and. when the inspections are
,·epetitive. to take appropriate steps to prevent inadvertent noncompliance.
In 'lieu of the 100 HOUR and ANNUAL inspection requirements. an
airplane may be inspected in accordance with a progressive mspe r tiol1
schedule. which allows the work load to be divided into smaller oDeratlons
that can be accomplished in shorter time periods.
The CESS~ A PROGRESSIVE CARE PROGRAM has been developed
'() prrn'de ,1. "lode.r-Il prc:~ressive inspection schedule thc:tt satlsifies the
,'omplete airplane inspection requirements of both the 100 HOl'R and
·\NNTAL inspections as applicable to Cessna airplanes The program
assists the owner in his respons 'hility to comply with all FAA mspectlOn
r·'~quirements. while ensuring tl me]y replacement of life-limi ted parts ane!
lclhe1''?:1cP tn factor:v-recnmmended inspection intervals and maintenance
proce(1\lreS

8-5

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

CESSNA
MODEL R182

CESSNA PROGRESSIVE CARE
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your airplane at a minimum cost and
downtime. Under this program, your airplane is inspected and maintained
in four operations at 50-hour intervals during a 200-hour period. The
operations are recycled each 200 hours and are recorded in a specially
provided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for
airplanes that are being flown 200 hours or more per yea]', and the 100-hour
inspection for all other airplanes. The procedures for the Progressive Care
Program and the 100-hour inspection have been carefully worked out by
the factory and are followed by the Cessna Dealer Organization. The
complete familiarity of Cessna Dealers with Cessna equipment and
factory-approved procedures provides the highest level of service possible at lower cost to Cessna owners.
Regardless of the inspection method selected by the owner, he should
keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement
that properly certified agencies or personnel accomplish all required FAA
inspections and most of the manufacturer recommended inspections.

CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the CESSNA WARRANTY plus
other important benefits for you are contained in your CUSTOMER CARE
PROGRAM book supplied with your airplane. You will want to thoroughly
review your Customer Care Program book and keep it in your airplane at
all times.
Coupons attached to the Program book entitle you to an initial
inspection and either a Progressive Care Operation No.1 or the first 100hour inspection within the first 6 months of ownership at no charge to you.
If you take delivery from your Dealer, the initial inspection will have been
performed before delivery of the airplane to you. If you pick up your
airplane at the factory, plan to take it to your Dealer reasonably soon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours for your
first Progressive Care Operation, or at 100 hours for your first 100-hour
inspection depending on which program you choose to establish for your
airplane. While these important inspections will be performed for Yi)U by
any Cessna Dealer, in most cases you will prefer to have the Dealer from
whom you purchased the airplane accomplish this work.
8-6

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

PILOT CONDUCTED PREVENTIVE
MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air
carrier is authorized by FAR Part 43 to perform limited maintenance on his
airplane. Refer to FAR Part 43 for a list of the specific maintenance
operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry
should refer to the regulations of the country of certification for information on preventive maintenance that may
be performed by pilots.
A Service Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed. Your
Cessna Dealer should be contacted for further information or for required
maintenance which must be accomplished by appropriately licensed
personnel.

ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the
airplane to ensure that airworthiness of the airplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel.

GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nose wheel. When towing with a vehicle. do not
exceed the nose gear turning angle of 30° either side of center, or damage to
the gear will result. If the airplane is towed or pushed over a rough surface
during hangaring, watch that the normal cushioning action of the nose
strut does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire or
deflated strut will also increase tail height.

PARKING
When parking the airplane, head into the wind and set the parking
8-7

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

brakes. Do not set the parking brakes during cold weather when accumulated moisture may freeze the brakes, or when the brakes are overheated.
Close the cowl flaps, install the control wheel lock and chock the wheels. In
severe weather and high wind conditions, tie the airplane down as outlined
in the following paragraph.

TIE-DOWN
Proper tie-down procedure is the best precaution against damage to
the parked airplane by gusty or strong winds. To tie-down the airplane
securely, proceed as follows:
1.

2.
3.
4.
5.

Set the parking brake and install the control lvheel lock.
Install a surface control lock over the fin and rudder.
Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing and tail tie-down fittings and secure each
rope to a ramp tie-down.
Tie a rope (no chains or cables) to the nose gear torque link and
secure to a ramp tie-down.
Install a pitot tube cover.

JACKING
When a requirement exists to jack one or both ma.in gear. the entire
airplane should be jacked by using the wing jack points. Refer to the
Service Manual for specific procedures and equipment required.
If nose gear maintenance is required, the nose wheel may be raised off
the ground by pressing down on a tailcone bulkhead. just forward of the
horizontal stabilizer. and allowing the tail to rest on thl~ tail tie-down ring.

NOTE
Do not apply pressure on the elevator or outboard :-itabilizer surfaces. When pushing on the tailcone. always apply
pressure at the bulkhead to avoid buckling thf~ skin.
To assist in raising and holding the nose wheel off the ground. weight
down the tail by placmg sand-bags. or suitable weights on each side of the
horizontal stablizer, next to the fuselage. If ground anchors are available.
the tail should be securelY tied down.
NOTE
Ensure that the Eose Wl 'j be held off 1,;';8
!'i ;, ,hL~[ ali
(:onditions by means (~t suitable stands \ 'it h 'Jrts ,Hider
weight supporting bulkheads near the IlOE.>e of tYe airplane.
J

8-8

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

LEVELING
Longitudinal leveling of the airplane is accomplished by placing a
level on the leveling screws located on the left side of the tailcone. Deflate
the nose tire and/ or lower or raise the nose strut to properly center the
bubble in the level. Corresponding points on both upper door sills may be
used to level the airplane laterally.

FLYABLE STORAGE
Airplanes pI Ci-ced in non-operatIOnal storage for a maximum of 30 days
or those which n~ceive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propeller should be rotated by hand through five
revolutions. This Ci-ctlon "limbers" the oil and prevents any accumulation
of corrosion on engine cylinder walls.

WARNING
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mIxture control is in the idle
cut-off position, and the airplane is secured before rotating
the propeller by hand. Do not stand within the arc of the
propeller blades while turning the propeller.
After 30 days. the airplane should be flown for 30 minutes or a ground
run up should be made just long enough to produce an oil temperature
within the lower green arc range. Excessive ground runup should be
avoided.
l<:ngine runup also helps to elimmate excessive accumulations of
water in the fue 1 system and other air spaces in the engine. Keep fuel tanks
full to minimize condensation in the tanl{s. Keep the battery fully charged
t" prevent the electrolyte from freezing III cold weather. If the airplane is to
be stored temporarily. or indefinitely. refer to the Service Manual for
proper storage procedures.

SERVIClNG
.;.ll additIOn to the PFlEFLIGHT INSPECTION covered in Section 4.
COM PLETF servicin g. inspection. and test n~quirel1lentsfor your airpl ,tne
a! e detailed in th f ' ' ' V i ce
an ual. The Gel", 1 (]C Manual ou tlines ali ll~ms
which require attention at :,0,100, and 200 huur intervals plus those Items
which require servicing. nspection, and! or testing at special intervals.

8-9

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

CESSNA
MODEL R182

Since Cessna Dealers conduct all service, inspecbon, and test procedures in accordance with applicable Service Manuals, it is recommended
that you contact your Cessna Dealer concerning these requirements and
begin scheduling your airplane for service at the rcommended intervals.
Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100-hour or ANNUAL
inspection as previously covered.
Depending on various flight operations, your.ocal Government
Aviation Agency may require additional service, inspections, or tests. For
these regulatory requirements, owners should check with local aviation
officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifications for frequently used service items are as follows:

ENGINE OIL
GRADE AND VISCOSITY FOR TEMPERATURE RANGE -The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first 25
hours of operation, and the following oils used as specified for the
average ambient air temperature in the operating area.
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
supply during the first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (gO°F).
SAE 30 between -18°C (O°F) and 21°C (70°F).
SAE 20 below -12°C (10°F).
MIL-L-22851 Ashless Dispersant Oil: This oil must be used after the
first 50 hours or oil consumption has stabilized.
SAE 40 or SAE 50 above 16°C (60°F).
SAE 40 between -1°C (30°F) and 32°C (gO°F).
SAE 30 or SAE 40 between -18°C (O°F) and 21°C (70°F).
SAE 30 below -12°C (10°F).
CAPACITY OF ENGINE SUMP - - 8 Quarts.
Do not operate on less than 5 quarts. To minimize loss of oil through
breather. fill to 7 quart level for normal flights of less than 3 hours. For
extended flight, fill to 8 quarts. These quantities refer to oil dipstick
level readings. During oil and oil filter changes. one additional quart is
required when the filter is changed.
8-10

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

CESSNA
MODEL R182

OIL AND OIL FILTER CHANGE -After the first 25 hours of operation, drain engine oil sump and change
the filter. Refill sump with straight mineral oil and use until a total of
50 hours has accumulated or oil consumption has stabilized: then
change to dispersant oil. Drain the engine oil sump and change the
filter each 50 hours thereafter. The oil change interval may be extended
to 100-hour intervals, providing the oil filter is changed at 50-hour
intervals. Change engine 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.

FUEL
APPROVED FUEL GRADES (AND COLORS) -100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
CAPACITY EACH STANDARD TANK -- 30.5 Gallons.
CAPACITY EACH LONG RANGE TANK -- 40.0 Gallons.
NOTE
To ensure maximum fuel capacity during refueling, place
the fuel selector valve handle in either LEFT or RIGHT
position to prevent cross-feeding.

LAI\lDING GEAR
NOSE WHEEL TIRE PRESSURE -- 50 PSI on 5.00-5, 6-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE -- 68 PSI on 15 x 6.00-6, 6-Ply Rated Tires.
NOSE GEAR SHOCK STRUT -Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to 55
PSI with no load on strut.
HYDRAULIC FLUID RESERVOIR -- Check every 25 hours and service
with MIL-H-5606 hydraulic fluid.

CLEANING AND CARE
WINDSHIELD-WINDOWS
The plastic windshield and windows should be cleaned with an aircraft
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.

8-11

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

If a windshield cleaner is not available, the plastic can be cleaned with
soft cloths moistened with Stoddard solvent to remove oil and grease.

NOTE
Never use gasoline, benzine, alcohol, acetone, carbon
tetrachloride, fire extinguisher or anti-ice fluid, lacquer
thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze.
Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the cleaning
job. A thin, even coat of wax, polished out by hand with clean soft flannel
cloths. will fill in minor scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.

PAINTED SURFACES
The painted exterior surfaces of your new Cessna have a durable, long
lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure completely; in most cases, the curing period will have been completed prior to
delivery of the airplane. 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.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois. Harsh or abrasive soaps or detergents which cause 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 airplane may be waxed with a good automotive wax. A heavier
coating of wax on the leading edges of the wings and tail i:Lnd on the engine
nose cap and propeller spinner will help reduce the abra:;ion encountered
in these areas.
When the airplane is parked outside in cold climates and it is necessary
to remove ice before flight, care should be taken to protect the painted
surfaces during ice removal with chemical liquids. A SO-50 solution of
isopropyl alcohol and water will satisfactorily remove ic e accumulations
8-12

CESSNA
MODEL R182

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

without damaging the paint. A solution with more than 50o/c alcohol is
harmful and should be avoided. While applying 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.

PROPELLER CARE
Preflight inspection of propeller blades for nicks. and wiping them
occasionally wi th an oily cloth to clean off grass and bug stains will assure
long, trouble-free service. Small nicks on the propeller. particularly near
the tips and on the leading edges, should be dressed out as soon as possible
since these nicks produce stress concentrations, and ifignored, may result
in cracks. Never use an alkaline cleaner on the blades: remove grease and
di rt with carbon tetrachloride or Stoddard sol ven t.

LANDING GEAR CARE
Cessna Dealer's mechanics have been trained in the proper adjustment
and rigging procedures on the airplane hydraulic system. To assure
trouble-free gear operation, have your Cessna Dealer check the gear
regularly and make any necessary adjustments. Only properly trained
mechanics should attempt to repair or adjust the landing gear.

ENGINE CARE
The engine may be cleaned with Stoddard solvent or equivalent. then
dried thoroughly

CAUTION
Particular care should be given to electrical eqtllpment
before cleaning. Cleaning fluids should not bp allowed to
'?r1 tel' magnetos. starter. alternator and tilE' lIke Frntect
these components before saturating' the eng-me with sn}I.'ents. All other opernngs should a i so 1]e covered bef\\rp
,0 leaning the engine assembly. Caus:ir cleanin.g so]ntlC>TIS
should be used cautiously and shOUld alwa~.'s \le pr0p""']~'
n<=.:utralized after their use.

INTERIOR CARE
Tn remove dust and loose dirt from the l:}'Jholster\- :ld·· ~.. ,ot. =-Ie:m the
mterior regularly with a vacuum cleaner

8-13

SECTION 8
HANDLING, SERVICE
& MAINTENANCE

CESSNA
MODEL R182

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
sparingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never saturate
the fabric with a volatile solvent; it may damage the padding and backing
materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to the manufacturer's instructions. To minimize
wetting the fabric, keep the foam as dry as possible and remove it with a
vacuum cleaner.
If your airplane is equipped with leather seating, cleaning of the seats
is accomplished using a soft cloth or sponge dipped in mild soap suds. The
soap suds, used sparingly, will remove traces of dirt and grease. The soap
should be removed with a clean damp cloth.

The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a damp cloth. Oil and grease on the control wheel and
control knobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of the
windshield, must never be used since they soften and craze the plastic.

8-14

CESSNA
MODEL R182

SECTION 9
SUPPLEMENTS

SECTION 9
SUPPLEMENTS
(Optional Systems Description

& Operating Procedures)
TABLE OF CONTENTS
Introd uction
Supplements:
Emergency Locator Transmitter (ELT)
(4 pages)
Electric Elevator Trim System
(2 pages)
Cessna 300 Nav/Com (Type RT-385A)
(8 pages)
Cessna 300 Nav/Com (Type RT-385A) With Cessna 400
Area Navigation System (Type RN-478A)
(8 pages)
Cessna 300 ADF (Type R-546E)
.
(6 pages)
Cessna 300 Transponder (Type RT-359A) And Optional
Encoding Altimeter (Type EA-401A) . . . . . . .
(6 pages)
Cessna 300 Transponder (Type RT-359A) And Optional
Altitude Encoder (Blind)
(6 pages)
DME (Type 190)
.
(4 pages)
HF Transceiver (Type PT10-A)
(4 pages)
8SB HF Transceiver (Type ASB-125)
(4 pages)
Cessna 400 Nav / Com (Type RT-485A)
. (10 pages)
Cessna 400 Nav/Com (Type RT-485A) With Cessna 400
Area Navigation System (Type RN-478A)
. (10 pages)
Cessna 400 Area Navigation System (Type RN-478A)
(6 pages)
Cessna 400 ADF (Type R-446A) . . . . .
(6 pages)
Cessna 400 DME (Type R-476A) . . . . . . . . . .
(4 pages)
(4 pages)
Cessna 400 Marker Beacon (Type R-402A) . . . . .
Cessna 400 Transponder (Type RT-459A) And Optional
(6 pages)
Encoding Altimeter (Type EA-401A) . . . . . . .
Cessna 400 Transponder (Type RT-459A) And Optional
(6 pages)
Altitude Encoder (Blind)
.
(4 pages)
Cessna 400 Glide Slope (Type R-443B) . . . . . . .
(6 pages)
Cessna Horizontal Situation Indicator (Type IG-832C)
(6 pages)
Cessna 200A Navomatic Autopilot (Type AF-295B)
(6 pages)
Cessna 300A Navomatic Autopilot (Type AF-395A) .

9-1

SECTION 9
SUPPLEMENTS

CESSNA
MODEL R182

INTRODUCTION
This section consists of a series of supplements, each covering a single
optional system which may be installed in the airplane. Each supplement
contains a brief description, and when applicable, operating limitations,
emergency and normal procedures, and performance. Other routinely
installed items of optional equipment, whose function and operational
procedures do not require detailed instructions, are discussed in Section 7.

9-2



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