ESSNA

ESSNA

inonzL

BUY AND
MORE PEOPLE
FLY CESSNA
AIRPLANES
THAN ANY OTHER MAKE

SKYLANE
1975

CESSNA AIRCRAFT COMPANY

WICHITA,

KANSAS

WORLD'S LARGEST PROOF GENERAL

DUCER
AIRCRAFT
AVIATION
SINCE

1956

OW NE R'S
MANUAL

REQUIREMENTS

SERVICING

CONGRATULATIONS

Welcome to the ranks of Cessna owners!

Your Cessna has been designed and constructed
to give you the most in performance,
and comfort.
economy,
It is our desire that you will find flying it, either for business
or pleasure,
a pleasant
and
profitable
experience.

EN Gi NE Ol L:
40F.
Aviation Grade SAE 50 Above
40F
Aviation Grade SAE 10W30 or SAE 30 Below
Multi-viscosity
for
oil with a range of SAE 10W30 is recommended
improved
Ashless
dispersant
oil, conformstarting in cold weather.
must be used.
ing to Continental Motors Specification
MHS-24A,

GRADE

as a guide to help you get the most pleasure

This owner's Manual has been prepared
about your Cessna's
It contains information
and utility from your Model 182/Skylane.
and suggestions
for its servicing
procedures,
and performance;
operating
equipment,
We urge you to read it from cover to cover, and to refer to it frequently.
and care.

--

Our interest
World-wide,
ment stands
Dealers:

NOTE
Your Cessna was delivered
from the factory
with a corrosion preventive
aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
oil conforming
to Specification
No
straight
mineral
MIL-L-6082.
--

OIL AND OIL FILTER

CHANGE
After the first 25 hours of operation,
drain engine oil sump and clean
the oil pressure
screen.
If an optional oil filter is installed,
change
filter element
at this time. Refill sump with straight mineral oil and
use until a total of 50 hours has accumulated
or oil consumption
has
then change to dispersant
oil.
stabilized;
On aircraft not equipped
drain the engine oil sump and clean the oil
with an optional
oil filter,
pressure
screen
each 50 hours thereafter.
On aircraft which have
an optional oil filter,
the oil change interval may be extended to 100hour intervals,
providing
the oil filter element is changed at 50-hour
intervals.
Change engme oil at least every 6 months even though less
than the recommended
hours have accumulated.
Reduce intervals
for
prolonged
operation
in dusty areas,
cold climates, or when short
flights and long idle periods
result
in sludging
conditions.

FACTORY
service.

--

It is designed to provide you with the most

THE CESSNA WARRANTY
comprehensive
coverage possible:
No exclusions
a.
Coverage includes parts and labor
b.
Available at Cessna Dealers world wide
c.
Best in the industry
d.
plus other important
of the warranty
Specific benefits and provisions
Care Program
book
benefits for you are contained in your Customer
service is available to you at
Warranty
supplied with your aircraft.
Cessna Dealer throughout the world upon presentation
any authorized
Care Card which establishes
your eligibility
under
of your Customer
the warranty.
--

12 QuartS.
CAPACITY
OF ENGINE SUMP
Do not operate
on less than 9 quarts.
To minimize
loss of oil through
fill to 10 quart level for normal flights of less than 3 hours
breather,
For extended
fill to 12 quarts.
These quantities
refer to oil
flight,
dipstick
level readings.
During oil and oil filter changes,
one additional quart is required when the filter element is changed.

of a Cessna.
has not ceased with your purchase
in your flying pleasure
backed by the Cessna Service Departthe Cessna Dealer Organization
are offered by most Cessna
ready to serve you. The following services

TRAINED

PERSONNEL

to provide

you with courteous

FACTORY APPROVED
SERVICE EQUIPMENT to provide
possible.
most efficient and accurate
workmanship
A STOCK OF GENUINE
need them.

CESSNA SERVICE

expert

you with the

PARTS on hand when you

FOR SERVICING
THE LATEST AUTHORITATIVE
INFORMATION
have all of the Service
CESSNA AIRPLANES,
since Cessna Dealers
and
kept current by Service Letters
Manuals and Parts Catalogs,
Service News Letters,
published by Cessna Aircraft
Company.
We urge

all Cessna

A current
is revised
Make your
awaits you

owners

to use the Cessna

Dealer

Organization

to the fullest.

accompanies
your new airplane.
The Directory
Cessna Dealer Directory
and a current copy can be obtained from your Cessna Dealer.
frequently,
flight planning aids; a warm welcome
one of your cross-country
Directory
at every Cessna Dealer.

i
182P 75
182P 75

v-iwo
o

3-7
Spark Plug Fouling,
Speaker-Phone
7-5
Switches,
Spins, 3-6
2-17
Stalls,
6-2
speed chart,
Starting
1-4, 2-10
Engine,
7-3
Static Dischargers,
Static Pressure
Alternate Source
Valve,

4o

7-2
5-5

2s--2

Maximum
with nose

height of airplane
gear depressed,
all
1prlapseh nyg

iia"teadndannosep
beacon
**Wing

installed

span of airplane
with
optionalstrobelightsinstalled.

PRINCIPAL
DIMENSIONS
I l

Flyable,
Storage,
Suction Gage, 4-3
Surfaces
aluniinum, 5-2
painted, 5-3
System,
cabin heating,
ventilating
2-8
and defrosting,
2-3
electrical,
fuel, 2-1
5-8
="
= fHow-up,
7-6
oxygen,

I
Table of Contents,
4-3
Tachometer,

36

-0"

35

-10"

iii

1-5, 2-13
before,
1-4, 2-12
6-3
data chart,
1-5
maximum
performance,
1-5
normal,
2-12
Taxiing,
Tire Pressure,
inside back cover
Transmitter
Selector
Switches,

Take-Off,

7-4

True

Airspeed

Indicator,

7-10

W
Weight
empty,
inside front cover
gross,
inside front cover
4-3
Weight and Balance,
baggage and cargo tie-down,4-4
center of gravity
moment
4-8
envelope,
loading arrangements
diagram,
4-5
4-7
loading graph,
4-6
sample loading problem,
5-2
Windshield
Windows,
Winterization
Kit, 7-1
-

MAX.6'-10"

ii

Index-5

Your

Mooring

Airplane,

5-1

Performance
Specifications,
inside front cover
Precautionary
Landing With Engine
-

N
-eCoAnbaetea
nen

rower, a-2

C2ololer,

Normal
Normal
Normal

Category Maneuvers,
Climb, 1-5
1-7
Landing,
1-5
NormalTake-Off,
Nose Gear Shock Strut,
inside

7-1
4-1

Principal
Dimensions
Diagram,
ii
ressive
Care, Cessna, 5-7

Page

cover
Quick-Drain

Valve,

Oil System,

Operations

Authorized,
Sensor

4-1
and Warning

5-8
System,
5-9
publications,
7-6
Oxygen System,
7-9
duration
calculation,
7-7
duration
chart,
7-6
operation,
7-9, inside back
servicing,
cover

Radio

SECTION

SECTION

II

OPERATING

Selector
Switches ' 7-4
7-4
diagram,
7-4
operation,
7-5
speaker-phone
switches,
transmitter selector switches,

7-4
Recovery
From Spiral Dive, 3-6
Rough Engine Operation or Loss of
3-7
Power,
carburetor
icing, 3-7
3-8
low oil pressure,
3-8
magneto
malfunction,
spark plug fouling, 3-7

CHECKLIST

DESCRIPTION

Oil, 7-12

Over-Voltage
2-5
Light,

OF CONTENTS

care ' 5-3

5-9
Publications,

back

inside back cover

capacity,
7-1
oil cooler,
non-congealing,
oil/filter
change,
inside back
cover
oil grade,
inside back cover
pressure
gage, 4-3
quick-drainvalve,
7-12
temperature gage, 4-2
2-17
Operation,
Cold Weather,
2-21
Operation, Hot Weather,
Engine,4-2
Operation Limitations,

TABLE

III

DETAILS

SECTION

IV

SECTION

SECTION

VI

SECTION

VII-

ALPHABETICAL

CARE

OF

2-1

_......

3-1
4-1

AIRPLANE........

5-1

DATA.__________...

6-1

SYSTEMS______________

7-1

THE

OPERATIONAL
OPTIONAL

LIMITATIONS........

OPERATING

PROCEDURES.____

EMERGENCY

i.i

________

AND

OPERATING
SECTION

INDEX-..........---------------_.

Index-1

Owner Follow-Up

Painted

Surfaces,

5-3

S
4-6
Sample Loading Problem,
1-7
Securing
Aircraft,
5-8 '
Servicing
Requirements,
inside back cover
engine oil, inside back cover
fuel, inside back cover
landing gear,
inside back cover
2-17
Short Field Landing,
Shoulder
Harnesses,
2-9, 2-10

the operation and performance

of
This manual describes
Model 182, the Skylane, and the Skylane II. Equipment
described
as "Optional" denotes that the subject equipment
is
is optional on the Model 182. Much of this equipment
standard
on the Skylane and Skylane II.

the

Index-4
iii

REVISED
FUELQUANTITY
DATA
LMOD
182
SKYL
ANE

1973 AIRCRAFT (SERIAL 18262251 AND ON)

1974 AIRCRAFT (ALL SERIALS)
1975 AIRCRAFT (ALL SERIALS)

Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes
have been found to contain less than the capacity published in the Owner's Manuals. Data in these
manuals indicates total usable capacities of 60 gallons for standard tanks and 79 gallons for long range
tanks; the usable capacity per tank is shown to be 31 gallons and 39 gallons respectivelY

and Circuit

Fuses

TOTAL

USABLE
BOTH TANKS

TOTAL
PER TANK

USABLE
PER TANK

CAPACITY
(STANDARD TANKS)

61 Gal.

56 Gal.

30.5 Gal.

29 Gal.

CAPACITY
(LONG RANGETANKS)

80 Gal.

75 Gal.

40 Gal.

37 Gal.

2-6

G
4-7
Graph, Loading,
Gross Weight, inside front cover
5-1
Ground Handling,
Ground Service Plug Receptacle,
7-1

All fuel capacity references in Owner'sManuals for these airplanes should be marked to reflect the
capacities in the chart below.

BOTHTANKS

Breakers,

H
Ground, 5-1
Handling,
2-9, 2-10
Shoulder,
Harnesses,
7-5
Headset-Microphone,
and Defrosting
Ventilating
Heating,
System,
Cabin, 2-8
Hot Weather Operation, 2-21

When figuring weight and balance data, consideration should be given to the reduction in weight
and change in moment/1000 which results from a reduced fuel capacity.
For quick re-computation of cruise performance data, use the information in the Cruise Performance
charts provided in the Owner'sManuals by multiplying the ENOR. HOURSand RANGE MILES figures
by 0.93 (for standard tank values) or 0.94 (for long range tank values); this will provide conservative
endurance and range based on the reduced fuel capacities.
Pages in the Owner'sManuals which are affected by the change in fuel capacity are listed in the
chart below.

Indicator,
Indicator,
Inspection
Instrument

4-2

Fuel Quantity, 4-3

7-10
True Airspeed,
5-6
Requirements,
Engine,
Markings,

1-8
Panel Diagram,
Rate of Electrical
Charge, 3-9
HarSeat Belt/Shoulder
Integrated
2-10
nesses
With Inertia Reels,
Interior
Care, 5-4
2-7
Interior
Lighting,
Instrument
Insufficient

PAGES AFFECTED

MANUAL
1973
OWNER'S
MANUAL
OWNER'S
MANUAL
1975
OWNER'S
MANUAL

Inside 2-1
Cover

2-2

2-14 4-6

4-7

5-8

64

6-5

6-6

6-7

6-8

Inside 2-1
Cover

22

2-3

2-14

4-6

4-7

6-4

6-5

6-6

6-7

6-8 Inside

Inside 2-1
Cover

22

2-3

4-6

47

6-4

6-5

6-6

6-7

6-8 Inside
Cover

THIS ADHESIVE

7-1 Inside
Cover

Cover

BACKED STICKER IS TO BE ATTACHED TO ANY

BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75
7
-

L
-

2-17
after, 1-7
1-6, 2-17
balked,
1-6
before,

Landing,

2-17
crosswind,
distance
table ' 6-9
3-1
forced,
1-7, 2-17
normai,
3-2
precautionary
with power,
2-17
short field,
Landing Gear Servicing,
inside
back cover
main/nose
wheel tire pressure,
inside back cover
nose gear shock strut servicing,
inside back cover
1-6
Let-Down,
2-6
Lighting
Equipment,
exterior
lighting, 2-6
interior
lighting, 2-7
Limitations,
Airspeed, 4-2
Limitations,
Engine Operation,

4-2

Loading Arrangements
Diagram,
Loading Graph, 4-7
4-6
Sample,
Loading Problem,
2-3
Long Range Fuel Tanks,
3-8
Low Oil Pressure,

4-5

M
5-4
MAA Plate/Finish
Trim Plate,
3-8
Magneto Malfunction,
Maneuvers
Normal
Category, 4-1
Manifold Pressure
Gage, 4-3
4-2
Airspeed Indicator,
Markings,
4-2
Engine Instrument,
Markings,
Master
Switch, 2-3
6-10
Maximum
Glide Diagram,
Maximum
Performance
Climb, 1-6
Take-Off,
Performance
Maximum
-

1-5

Maximum

Rate-Of-Climb

6-3
Microphone-Headset,
Moment Envelope,

Data

Chart,

Gravity,

7-5

Center

of

4-8
Index-3

exterior
inspection,
2-2
fuel system,
instrument
panel,

1-2

Engine,
1-4
4-2
instrument
markings,
oil, inside back cover
4-2
operation
limitations,
2-10
1-4,
starting,
Engine Failure,
after take-off, 3-1
3-1
during flight,
Enroute
Climb, 1-5, 2-14
1-6
maximum
performance,
1-5
normal,
7-1
Equipment,
Cold Weather,
Excessive
Rate of Electrical
Charge, 3-9
180
Turn in Clouds, 3-5
Executing
1-2
Exterior
Inspection
Diagram,
2-6
Exterior
Lighting,

before starting,

1-8

4-5
loading arrangements,
6-10
maximum
glide,
principal
ii
dimensions,
7-4
radio selector
switches,

taxiing, 2-11
Principal,
ii
Dimensions,
in Clouds, 3-5
Disorientation
let-downs
emergency
through
3-5
clouds,
180
turn in
executing
3-5
clouds,
from spiral
recovery
dive, 3-6
3-3
Ditching,

E
Mixture
Economy
Indicator,
2-16,
7-11
Power Supply System
Electrical
3-8
Malfunctions,
3-9
excessive
rate of charge,
3-9
insufficient
rate of charge,
System, 2-3
Electrical

ammeter,

2-5

2-6
circuit
and fuses,
breakers
ground service
plug receptacle,
7-1
2-3
master
switch,
over-voltage
sensor
and
light, 2-5
warning
2-4
schematic,
Emergency
Landing Without Engine
3-2
Power,
Let-Downs
Through
Emergency
Clouds, 3-3
Locator
Transmitter
Emergency
3-9
(ELT),
3-11
ELT operation,
inside front cover
Empty Weight,

F
5-5
3-3
3-4
electrical
fire in flight,
engine fire during start on
3-3
ground,
3-4
engine fire in flight,
3-6
Flight in Icing Conditions,
5-5
Flyable
Storage,
3-2
Forced
Landings,
3-3
ditching,
emergency landing without
3-6
engine power,
precautionary
landing with
3-2
engine power,
2-1
Fuel System,
inside back cover
capacity,
fuel grade,
inside back cover
4-3
fuel quantity indicators,
long range fuel tanks, 2-3
2-2
schematic,
tank sump quick-drain
valves,
File,
Fires,

Aircraft,

Ms

OPERATING

CHECKLIST

service,
One of the first steps in obtaining the utmost performance,
with
yourself
from your Cessna is to familiarize
and flying enjoyment
This can best be done
systems,
and controls.
equipment,
your aircraft's
Those items
this equipment while sitting in the aircraft.
by reviewing
are not obvious are covered in Section II.
whose function and operation

to
Checklist form, the steps necessary
in Pilot's
Section I lists,
in its
It is not a checklist
and safely.
operate
your aircraft
efficiently
longer, but it does cover briefly all of the
true form as it is considerably
plastic
A more convenient
points that you should know for a typical flight.
is available for
stowed in the map compartment,
enclosed checklist,
have been performed.
that all important procedures
quickly checking
in crowded terminal
for other traffic is so important
Since vigilance
be avoided in
with checklists
that preoccupation
areas, it is important
from
and performed
memorized
should be carefully
flight.
Procedures
should be quickly scanned to ensure that
Then the checklist
memory.
nothing has been missed.
are normal
characteristics
of your aircraft
or operacharacteristics
There are no "unconventional"
normal
way
respond
in
the
controls
mastered.
AII
tions that need to be
mentioned
in Sections
All airspeeds
within the entire range of operation.
airspeed
Corresponding
calibrated
I, II and III are indicated
airspeeds.
Table in Section VI.
may be obtained from the Airspeed Correction
The flight

and operational

in a11 respects.

2-3

Index-2
1-1

ALPHABETICAL

5
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.

A
After

Landing,

Care,
5-4
interior,
5-3
propeller,
4-4
Cargo and Baggage Tie-Down,
Center of Gravity Moment
4-8
Envelope,
Cessna Customer Care Program,

1-7

Aircraft,
4

file, 5-5
mooring,
securing,

INSPECTION

EXTERIOR

source vaive, static

Pressure,

Aluminum
Ammeter,
Authorized

Baggage
Balked
Before
Before
Before

Note

a.
b.
c.
d.
e.

Remove

check
is

operation

of all lights,

Operations,

5-2
4-1

4-4

and Cargo Tie-Down,

1-6, 2-17

Landing,
Landmg,
Starting

and

control

wheel lock
switch OFF
switch and check fuel quantity indicators;
Turn on master
turn off master switch
Check fuel selector
valve handle on BOTHLock with key if children
Check baggage door for security.
to occupy child's seat

Check ignition

then
are

Cabin Heating,

Ventilating

2-8
Defrosting
System,
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor
Air Temperature
4-3, 7-11

5-7
Cessna
Circuit
Climb

Progressive
Care, 5-7
2-6
Breakers
and Fuses,

enroute,
1-s, 2-14
rate-of-climb
maximum
6-3
data chart,
1-6
performance,
maximum
1-5
normal,
7-1
Cold Weather Equipment,
ground service plug
7-1
receptacle,
7-1
non-congealing
oil cooler,
alternate
static pressure
7-2
source valve,
winterization
kit, 7-1

Cold Weather Operation, 2-17

2-20
operation,
2-17
starting,
6-1
Correction Table, Airspeed,

available.

Figure
1-2

7-2
Surfaces,
2-5

1-6
1-4
Engine,
Take-Off, 1-4, 2-12
2-12
alternator
check,
2-12
magneto
check,
2-12
warm-up,

Visually check aircraft for general condition during walkremove

even small
In cold weather,
around inspection.
of frost,
ice or snow from wing, tail and
accumulations
surfaces.
control
Also, make sure that control surfaces
of ice or debris.
If a
contain no internal accumulations
night flight is planned,
make sure a flashlight

5-1
1-7

Correction Table, 6-1

7-10
True,
Indicator,
4-2
Indicator
Markings,
4-2
Limitations,

Airspeed
Airspeed
Airspeed
Airspeed
Aiternate

INDEX

and

2-17
Crosswind
Landing,
Cruise
-14EGT,
2-16
mgw
2-15,
Cruise Performance
Chart,
6-4, 6-5, 6-6, 6-7, 6-8
Gage,
Cylinder
Head Temperature
4-3

D
Gage,

Diagram,
electrical

system,

2-4
Index-1

OIL QUICK-DRAIN VALVE

valve is optionally
An oil quick-drain
offered to replace
the drain
plug in the oil sump drain port.
The valve provides
a quicker and cleaner method of draining engine oil.
To drain the oil with this valve installed, slip a hose over the end of the valve and route the hose to a suitable
container,
then push upward on the end of the valve until it snaps into the
open position.
Spring clips will hold the valve open.
use
After draining,
a screwdriver
or suitable
tool to snap the valve into the extended (closed)
position
and remove
the drain hose.
.

2
4

vis"',,'e"edda

ock,

if installed.

c.

Check

control

d
surfaces

a.

Check

aileron

for freedom

a.
b.
c.

Disconnect
wing tie-down.
Check main wheel tire for proper inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water,
sediment,
and proper fuel grade.
check fuel quantity;
Visually
then check fuel filler cap secure
and vent unobstructed.

d.

a.
b.
c.
d.
e.
f.
g.

a.
b.

c.

for freedom

of movement

of movement

and security.

static source
Inspect flight instrument
opening on side of fuse(both sides).
lage for stoppage
and spinner for nicks and security,
and proCheck propeller
peller for oil leaks.
air filter for restrictions
by dust or other
Check carburetor
matter.
foreign
Check nose wheel strut and tire for proper
inflation.
Disconnect
tie
rope.
with less than nine quarts.
Do not operate
Check oil level.
flight.
Fill to twelve quarts for extended
pull out
Before first flight of the day and after each refueling,
strainer
drain knob for about four seconds
to clear fuel strainer
water and sediment.
of possible
Check strainer
drain closed.
If water is observed,
the fuel system may contain additional
fuel
and further draining of the system at the strainer,
water,
tank sumps, and fuel selector valve drain plug will be necessary,
-down

Check main wheel tire for proper

inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickand proper fuel grade.
drain valve to check for water,
sediment,
check fuel quantity;
then check fuel filler cap secure
Visually
and vent unobstructed.

b.
c.

Remove pitot tube cover,

and check
if installed,
opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect
wing tie

a.

Check

a.

and security.

pitot

tube

-down.

aileron

for freedom

of movement

and

security.

1-1.
7-12

1-3

ENGINE.

BEFORE STARTING

COMPLETE.
Preflight
(1) Exterior
ADJUST and LOCK.
(2) Seats, Belts, Shoulder Harnesses
TEST and SET.
(3) Brakes
(4) Cowl Flaps
OPEN (move lever out of locking hole to reposition).
BOTH.
(5) Fuel Selector Valve
Equipment
OFF.
(6) Radios,
Autopilot, Electrical

CESSNA ECONOMY MIXTURE INDICATOR

--

--

--

--

--

--

INE.

STA RTINGENG

(1) Mixture
RICH.
COLD.
(2) Carburetor
Heat
(3) Propeller
HIGH RPM.
OPEN 1/2 INCH.
(4) Throttle
ASREQUIRED.
(5) Prime
(6) Master
Switch
ON.
CLEAR.
(7) Propeller Area
START (release
(8) Ignition Switch

Indicator
is an exhaust gas temperature
The Cessna Economy Mixture
aids the pilot in adjusting the cruise
(EGT) sensing device which visually
gas temperature varies
with fuel-to-air
power
Exhaust
mixture.
ratio,
between the peak EGT and the EGT at
and RPM.
the difference
However,
constant
the cruise mixture setting is essentially
and this provides
a useful
Operating instructions
are included in Section II.
leaning aid.

--

--

--

--

CARBURETOR AIR TEMPERATUREGAGE

--

--

--

--

when engine

starts).

air temperature gage may be installed

in the aircraft
A carburetor
help detect carburetor
icing conditions.
The gage is marked
with a
yellow are between
and +5C. The yellow are indicates
the carburector
temperature range where carburetor
icing can occur; a placard
on
the gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE ICING CONDITIONS.

to

NOTE
If engine

has been

overprimed,
Reduce

1/4 to 1/2 full open.

-15

start with throttle open

throttle to

idle when engine

fires.
(9)

Oil Pressure

CHECK.

--

NOTE

or high humidity
ice formation,
can cause carburetor
Visible moisture
Under cruising
the
conditions,
in idle or low power conditions.
especially
formation
of ice is usually
slow, providing time to detect the loss of
icing during take-off is
caused by the ice-. Carburetor
manifold
pressure
full-open
to ice obrare since
throttle condition is less susceptible
.the

indication
After starting, check for oil pressure
temperatures and 60
within 30 seconds in normal
If no indication
seconds in cold temperatures.
appears, shut off engine and investigate

BEFORE TA KE OF F.
-

(1) Parking
(2)
(3)

(4)
(5)
1-4

Brake
SET.
Flight Controls
FREE and CORRECT.
TAKE-OFF.
Elevator
and Rudder Trim
Fuel Selector
Valve
BOTH.
Cowl Flaps
OPEN.
--

struction.
air temperature gage needle moves into the yellow
If the carburetor
or there is an unexplained
carburetor
are during potential
icing conditions,
the
Upon regaining
pressure,
heat.
apply full carburetor
drop in manifold
by trial and error
(with heat off), determine
original manifold pressure
operation.
for ice-free
heat required
the minimum amount of carburetor
NOTE

--

--

--

--

Carburetor
heat should not be applied during take-off
unless absolutely necessary
to obtain smooth engine
acceleration
temperatures).
(usually in sub-zero
7-11

(6) Throttle
1700 RPM.
should not exceed 150 RPM
a.
Magnetos
CHECK (RPM.drop
between magnetos.)
on either magneto
or 50 RPM differential
CYCLE from high to low RPM; return to high
b.
Propeller
RPM (full in).
Heat
CHECK for RPM drop.
c.
Carburetor
--

IMPORTANT

--

Oil, grease,

or other lubricants
in contact with oxygen
fire hazard,
a serious
and such contact must be
avoided when handling oxygen equipment.

--

create

--

CHECK.
d.
Engine Instruments
CHECK (4.6
5.4 Inches Hg.).
e.
Suction
CHECK.
f.
Ammeter
and Radios
CHECK and SET.
(7) Flight Instruments
CLOSED and LOCKED.
(8) Cabin Doors and Window
Lock
Friction
ADJUST.
(9) Throttle
0 20.
(10) Wing Flaps
--

AMBIENT
TEMPERATURE
F

FILLING
PRESSURE
PSIG

AMBIENT
TEMPERATURE
F

FILLING
PRESSURE
PSIG

--

--

--

--

--

0
10
20
30
40

1600

50
60
70
80
90

1650
1700
1725
1775

1825

1875
1925
1975
2000

--

TAK E-OFF.
NORMAL TAKE-OFF.
(1)

0-20.

Wing Flaps

--

(2) Carburetor
(3)
(4)
(5)

TRUE AIRSPEED INDICATOR

Heat
COLD.
FULL THROTTLE
and 2600 RPM.
Control
LIFT NOSE WHEEL (at 60 MPH).
Climb Speed
90 MPH.
Power
Elevator

MAXIMUM
indicator
is available
to replace the standard airspeed indicator
The true airspeed
indicator
in your airplane.
has a cali
brated rotatable
ring which works in conjunction
with the airspeed indisimilar
cator dial in a manner
to the operation of a flight computer.

A true airspeed

rotate ring until pressure

TRUE AIRSPEED,
with outside air temperature in degrees
Fahrenheit.
ring opposite
airspeed on rotatable
airspeed needle.

TO OBTAIN
is aligned
read true

altitude
Then

--

--

--

--

TAKE-OFF.

PERFORMANCE

20.

(1) Wing Flaps

(2) Carburetor

--

COLD.

Heat
eers----FAULLLT
--

ROTTLE

4)
(5) Brakes

and 2600 RPM.

RELEASE.

--

MAINTAIN SLIGHTLY TAIL LOW

Control
(6) Elevator
ATTITUDE.
are cleared).
60 MPH (until all obstacles
(7) Climb Speed
80 MPH).
UP (after reaching
(8) Wing Flaps
--

--

--

NOTE
Pressure

altitude

altitude.

To obtain

should not be confused with indicated

pressure
altitude, set barometric
scale on altimeter
aItitude
to 29. 92 and read pressure
on altimeter.
Be sure to return
altimeter barometric
scale to original
barometric
setting after pressure
altitude has been obtained.

ENROUTEC LI M B.
NORMAL

CLIMB.

Airspeed
(2) Power

(1)

--

--

100-110

23 INCHES

MPH.
Hg. and 2450 RPM.
1-5

7-10

BOTH.
(3) Fuel Selector Valve
for power,
LEAN (as required
(4) Mixture
smoothness).
OPEN (as required).
(5) Cowl Flaps

OXYGEN

--

--

temperature and

PERFORMANCE

the chart.

CLIMB.

(1) Note the available oxygen pressure

shown on the pressure
gage.
on the scale on the left side of the chart,
(2) Locate this pressure
then go across the chart horizontally
to the right until you intersect

89 MPH at sea level to 85 MPH at 10,000 feet.

(1) Airspeed
and 2600 RPM.
FULL THRTLE
(2) Power
BH
(3) Fuel Selector Valve
FULL RICH (unless engine is rough).
(4) Mixture
FULL OPEN.
(5) Cowl Flaps
--

--

--

the line representing

the number of persons making the flight. After
the line, drop down vertically
intersecting
to the bottom of the chart
and read the duration
in hours given on the scale.
(3) As an example of the above procedure,
1400 psi of pressure
will
safely sustain the pilot only for nearly 6 hours and 15 minutes.
The
will sustain the pilot and three passengers
same pressure
for approximately
2 hours and 30 minutes.

--

--

CRU I SE

(1) Power

15-23 INCHES Hg.,

--

(2) Mixture
(3) Cowl Flaps

2200-2450 RPM

(no more

than

LEAN.
CLOSED.

--

--

LET- DOW N.
AS DESIRED
(1) Power
(to prevent
AS REQUIRED
Heat
(2) Carburetor
ENRICHEN
(as required)
(3) Mixture
CLOSED
(4) Cowl Flaps
--

--

carburetor

icing)

--

--

(5)

Wing Flaps
below 110 MPH).

BEFORE

--

AS DESIRED

(0-10below

160 MPH,

BOTH.
(1) Fuel Selector Valve
RICH.
(2) Mixture
HIGH RPM.
(3) Propeller
CLOSED.
(4) Cowl Flaps
ON (before closing
Heat
(5) Carburetor
80-90 MPH (flaps UP).
(6) Airspeed
--

--

--

--

--

1-6

10-40

NOTE
conChart is based on a standard
The Oxygen Duration
figuration
oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded
hoses
If orange color-coded hoses are
for the passengers.
provided
for pilot and passengers,
it will be necessary
to compute new oxygen duration figures due to the greater
of oxygen with these hoses.
This is accomconsumption
the total duration available to the
plished by computing
pilot only (from PILOT ONLY line on chart), then diby the number of persons
(pilot and
viding this duration
passengers)
using oxygen.

OXYGEN

LANDING.

--

CALCULATION.

The Oxygen Duration

Chart (figure 7-2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane.
The following procedure
outlines
the method of finding the duration from

--

MAXIMUM

DURATION

throttle).

SYSTEM SERVICING.

when fully charged,

The oxygen cylinder,
contains
approximately
70F.
48 cubic feet of oxygen,
under a pressure
of 1800 psi at
Filling
pressures
will vary,
due to the ambient temperature in the
however,
and because of the temperature rise resulting
from comfilling area,
pression
Because
of this, merely
of the oxygen.
filling to 1800 psi will
indicated
not result in a properly filled cylinder. Fill to the pressures
in the table on the following page for ambient temperature.

(7) Wing Flaps

(8) Airspeed

NOTE

should be allowed
no smoking
oxygen is being used.

For safety reasons,

while
in the aircraft
When
(1)

to

ready

use

Select mask

the

oxygen

system,

proceed

(9)

(1)
(2)
(3)
(4)
(5)
(6)

provided

to disconnec this lead from the auxiliary microphone

so that the adapter cord from the oxygen mask micro"
phone can be plugged into the ja ok.) A switch is incorporated
the microphone.
on the left hand cdntrol wheel to operate
face

7-8

ADJUST.

and adjust

metallic

nose

strap

for snug

FULL THROTTLE
and 2600 RPM.
Heat
COLD.
Wing Flaps
RETRACT
to 20.
Airspeed
80 MPH.
Wing Flaps
RETRACT
slowly.
Cowl Flaps
OPEN.
--

--

--

--

--

--

Landing
Braking

MAIN WHEELS FIRST

Roll
LOWER NOSE WHEEL
MINIMUM REQUIRED
--

--

GENTLY.

--

(1) Wing Flaps

(2) Carburetor
(3) Cowl Flaps

UP.
Heat
COLD.
OPEN
--

--

--

mask

to the seat you are occupyoxygen outlet located nearest

When
it.
the oxygen supply is turned
hose into
ing, and plug delivery
at the proper rate of flow for any
on, oxygen will flow continuously
altitude
without any manual adjustments
oxygen supply control knob ON
(4) Position
Oxygen is flow
in the face mask hose.
(5) Check the flow indicator
is being forced toward the mask
ing if the indicator
(6) Unplug the delivery
hose from the outlet coupling when discontin"
stops flow of oxygen.
This automatically
uing use of the oxygen system.
(7) Position
oxygen supply control knob OFF.
(3) Select

--

A FTERL A N DI N G.

sary

to

Power

Carburetor

(1) Touchdown
(2)
(3)

jack

mask

Trim

NORM A LL A ND I N G.

guxiliary

Attach

and Rudder

B A LKED LA ND I N G.

and hose.

for the pilot is of a higher flow rate

with an
it is color-coded
than those for the passengers;
The passento the plug-in fitting.
orange band adjacent
with a green band. If the airger hoses are color-coded
he may provide
higher flow hoses for
craft owner prefe11s,
In any case, it is recommended
that the
all passengers.
The pilot's
mask is
hose.
pilot use the larger
capacity
to facilitate use of the radio
equipped with a microphone
An adapter cord is furnished
with
while using oxygen.
mask to mate the mask microthe microphone-equipped
microphone
jack located under
phone lead to the
panel.
To connect the oxythe left side of the instrument
gen mask microphone,
connect the mask lead to the adapter
cord and plug the ord into the auxiliary microphone
jack.
microphone-headset
combination
has been in
(If an optional
is already
e lead from this equipment
use, the micropho
jack. It will be necesplugged into the axiliary microphone

(2)
fit.

0-40 (below
110 MPH)
70-80 MPH (flaps DOWN).

as follows:

NOTE
The hose

Elevator

--

--

SECURING

AIRCRAFT.

(1) Parking Brake

SET.
(2) Radios and Electrical
Equipment
(3) Throttle
IDLE.
--

--

OFF.

--

(4)

Mixture

--

IDLE

(5) Ignition Switch

(6) Master Switch
(7) Control Lock

--

--

--

CUT-OFF
OFF.
OFF.
INSTALLED

(pulled

full out).

1-7

INSTRUMENT

OXYGEN

PANEL

(48
1

5 6

DURATION

CHART

CUBIC FEET CAPACITY)

10 11 12 13 14 15 16 17 18 19

7 8 9

1400
I2OO
1000

44 43 42 41 40 39 38 37 36

1. I

26

35

27

32

30

25

24

23

22

21

SOO

20

400
al

31
30.
31.
32.
33.

3. Aircraft

Number
Registration
4. Map Light and Switch
(Opt.)
5. Encoding
Altimeter
Indicator
6. Localizer
Reversed
(Opt.)
Lights
Control Unit (Opt.)
7. Autopilot
(Opt.)
8. Radios and Transponder
(Opt.)
9. Rear View Mirror
(Opt.)
10. Radio Selector Switches
Switch Light
11. Radio Selector
Rheostat
(Opt.)
Dimming
Pressure
Gage
12. Manifold
and
13. Fuel Quantity Indicators
Ammeter
14. Cylinder Head Temperature,
and Oil
Oil Temperature,
Pressure
Gages

15.
16.
17.

Over-Voltage
Warning
Light
Tachometer
Indicator(Opt.)34.
Economy
Mixture
35.
Air Temperature
Carburetor

18.
Gage (Opt.)
19. Secondary Altimeter

20.

Radio

36.
37.

(Opt.)

21. Map Compartment

22. Cabin Heat,
Cabin Air and
Defroster
Control Knobs
23. Cigar Lighter
24. Wing Flap Switch
and Position
Indicator
25. Mixture
Control Knob
26. Propeller Control Knob

Figure

2-1.

38.
39.
40.
41.
42.

43.
44.

Fuel Selector Light

Fuel Selector
Valve Handle
Elevator
Trim
Control Wheel
Throttle
(With Friction
Lock)
Control Pedestal
Light
Carburetor
Heat Control Knob
Electrical
Switches
Static
Alternate
Pressure
Source Valve (Opt.)
Brake
Parking
Handle
Circuit Breakers
Instrument
and Radio Dial
Light Rheostats
Ignition
Switch
Engine
Primer
Phone Jack
Master
Switch

OXYGEN

NOTE:

This

chart

line

fitting

DURATION

is based on a pilot with

an
with
green
and passengers

Figure

6
-

(HOURS)

color-coded
oxygen
orange
color-coded
line fittings.

7-2.

1-8
7-7

$//

OXYGEN SYSTEM
oxygen system
is available for your airplane.
In this
A four
located behind the rear baggage compartsystem,
an oxygen cylinder,
the oxygen.
Cylinder
pressure
ment wall, supplies
to an opis reduced
regulator
attached to the cylinpressure
of 70 psi by a pressure
erating
An
assembly.
der.
A shutoff valve is included as part of the regulator
filler valve is located on the left side of the rear baggage
oxygen cylinder
gage
Cylinder
pressure
is indicated
compartment
by a pressure
wall.
oxygen console.
located in the overhead
-place

DESCRIPTION

OPERATING

DETAILS

The following paragraphs

describe
the systems and equipment
function and operation
is not obvious when sitting in the aircraft.
section also covers in somewhat
greater
detail some of the items
in Checklist
form in Section I that require
further
explanation.

outlets are provided;

two in the overhead oxygen console
one at each of the
ceiling just above the side windows;
microphone-equipped
positions.
One permanent,
mask is provided
pilot, and three disposable
type masks are provided for the passenAll masks are the partial-rebreathing
type equipped with vinyl
hoses and flow indicators.

Four

AND

whose
This
listed

oxygen

and two in the cabin

seating
for the
gers.
plastic

Fuel is supplied
to the engine from two tanks, one in each wing. With
fuel selector
valve on BOTH, the total usable fuel for all flight conditions is 60 gallons for the standard
tanks.

the

shutoff valve control,

located adjacent to the pilot's
oxygen
is used to shut off the supply of oxygen to the system when not in
outlet,
use.
The control
is mechanically
connected
to the shutoff valve at the
cylinder.
of the shutoff function,
With the exception
the system is completely automatic and requires
no manual regulation
for change of altitude.

A remote

OX YGEN SYSTEMOPER

DeFuel from each wing tank flows by gravity to a selector

valve.
pending upon the setting of the selector
valve, fuel from the left, right,
or both tanks flows through a fuel strainer
and carburetor
to the engine
induction
system.
valve should be in the BOTH position for take-off,
The fuel selector
and maneuvers
climb,
that involve prolonged slips or skids.
landing,
Operation from either LEFT or RIGHT tank is reserved
for cruising
flight.

A TIO N.

Prior to flight,
check to be sure that there is an adequate
oxygen
Refer
supply for the trip, by noting the oxygen pressure
gage reading.
OXYGEN DURATION CALCULATION,
to paragraph
and to the Oxygen
Chart (figure 7-2).
Duration
Also, check that the face masks and hoses
are accessible
and in good condition.
oxygen should be used by all occupants
when cruising
in the Cessna booklet "Man At Altitude,
As described
to use oxygen at altitudes lower than 10, 000 feet
it is often advisable
or
under conditions
of night flying,
fatigue,
or periods
of physiological
disturbances.
emotional
Also, the habitual and excessive
use of tobacco
or alcohol will usually necessitate
the use of oxygen at less than 10, 000
feet,
Supplemental

above 10, 000 feet.

7-6

FUEL SYSTEM.

NOTE

"

When the fuel selector

valve handle is in the BOTH
position
in cruising
flight,
unequal fuel flow from each
tank may occur if the wings are not maintained
exactly
level.
can be alleviated
Resulting
wing heaviness
gradually
by turning the selector
valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical
to measure the time required to consume all of the fuel in one tank, and, after switching
to
2-1

pilot has selected

To accomplish this, infor use.
selector
switches
labeled TR 1 and TR 2 are
TR 1 selects
the upper transmitter and TR 2 selects the lower

to the transmitter the

terlocking transmitter

VENTED FILLER CAPs

-Q

provided.

transmitter.
VENT
FUEL SELECTOR
VALVE

LEFT FUEL TANK

RIGHT FUEL TANK

To ensure maximum fuel

capacityduring
refueling,
place the fuel selector valve
handle in either LEFT or
RIGHT position
to prevent
cross-feeding.

FU EL SY ST EM
A T IC

SCHEM

TO ENGINE
FUEL
STRAINER

ENGINE

The installation
provides
certain
audio
of Cessna radio equipment
back-up capabilities
switch functions that the
and transmitter selector
pilot should be familiar
with. When the transmitter selector
switch
labeled TR 1 or TR 2 is depressed,
the audio amplifier of the corresponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier
transceiver fails, as evidenced by
in the selected
loss of speaker
audio for all radios,
depress
the transmitter selector
switch for the transceiver not in use.
is not
Since an audio amplifier
amplifier
will not affect headutilized
for headphones,
a malfunctioning
phone operation.

S PEA KE R-P HONES WITCH ES.

The speaker-phone
whether
the output of the
switches
determine
receiver
in use is fed to the headphones
or through the audio amplifier
to the speaker.
to obtain
Depress
the switch for the desired receiver
operation
speaker operation,
is desired.
or release
it if headphone

PRIMER

CODE
THROTTLE

FUEL SUPPLY
....

CARBURETOR

VENT

MICROPHONE-HEADSET

MECHANICAL
LINKAGE

A microphone-headset

combination
is offered as optional equipment.
keying switch on the left
and a microphone
the pilot can conduct radio communicawheel,
to handle a hand-held
other control operations
microphone.
need not listen to all communications.
Also, passengers
and headset jacks are located near the lower left corner
The microphone
panel.
of the instrument

the microphone-headset
side of the pilot's control
tions without interrupting
Using

MIXTURE
KNOB
CONTROL

To
ENGINE

Figure

2-2

2-2.

7-5

the

opposite
tank, expect an equal duration from the
fuel.
remaining
The airspace in both fuel tanks is interconnected
by a vent line (see figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.

RADIO SELECTOR SWITCHES

RADIO SELECTOR SWITCH OPERATION.
of the radio equipment
is normal as covered
in the respecradio manuals.
When more than one radio is installed,
an audio
switching
system is necessary.
Audio switching is accomplished
by a
series of selector switches located at the top-center of the instrument
panel.
in shape, internally
lighted,
and the face of
They are rectangular
each switch is labeled to define the system
it controls.
The selector
switches have one function when depressed
and another
function when
extended.
They are designed
to lock when pushed in to the depressed
position;
they can be extended by pressing
full in and allowing them to
release
to the extended position.
Certain combinations
of switches are
interlocked
to prevent more than one system from being utilized at the
same time. Depressing
one interlocked
switch automatically
disengages
the others.
All of the selector
switches
are lighted anytime the master
switch is on. When a switch is depressed,
brighter.
its light becomes
The light intensity
of a depressed
switch can be controlled
with a rheostat
labeled AUDIO SW, BRT located to the right of the selector
switches.
The
following information
1;he various
describes
selector
switch functions.

Operation

tive

TRANSMITTER SELECTOR SWITCH.

When

two transmitters

RADIO

are

the

installed,

SELECTOR

microphone

SWITCHES

TYPICAL ARRANGEMENT
TR

OTR

TTER
SWITCHES

REC

REC
2

'

must

SPEAKER-HEADPCHHENSE

DME

ADF

SELECTOR

(Switches control speaker-headphone function of communication

and navigation
radio equipment)

be switched

For fuel system servicing information,

ments on the inside back cover.

FU EL TANK SU MP QUICK-DRAIN

7-1.

to Servicing

Require-

V ALVES.

valve to
Each fuel tank sump is equipped with a fuel quick-drain
and grade.
and/or examination
of fuel for contamination
facilitate
draining
through the lower surface of the wing just outboard of
The valve extends
the cabin door. A sampler cup stored in the aircraft is used to examine
the fuel. Insert the probe in the sampler cup into the center of the quickdrain valve and push.
Fuel will drain from the tank sump into the sampler
on the valve is released.
cup until pressure

LONG

FUEL T A NK S.

RA NGE

Special wings with long range fuel tanks are available to replace the
and range.
standard wings and fuel tanks for greater
endurance
When
these tanks are installed,
the total usable fuel for all flight conditions is
79 gallons.

ELECTRICAL SYSTEM.
system
Electrical
energy is supplied by a 14-volt, direct-current
powered
alternator
The 12-volt
by an engine-driven
(see figure 2-3).
Power is
battery
is located aft of the rear baggage compartment
wall.
supplied to all electrical
circuits
through a split bus bar, one side consystem
circuits
taining electronic
and the other side having general electriCRI System
circuits.
Both sides of the bus are on at all times except
when either an external
power source is connected
or the starter
switch
activated to open
is turned on; then a power contactor
is automatically
circuits
the circuit to the electronics
bus. Isolating the electronic
in
this manner prevents harmful transient voltages from damaging the
trRESistors
in the electronics
equipment.
MASTER

Figure

refer

SWITCH

The master

switch

is a split-rocker

type

switch

labeled

MASTER,

7-4
2-3

However,

SYSTEM

ELECTRICAL

dows.

SCHEMATIC

meter

REGULATOR

l'

ALTERNATOR

TO

LIGHTS

TAXI

ATINEN LENGHTL

EN

LIGHTS

OVER-

LAND1NG

HTING
WHEEL

B
CONTROL

MAPPTIONAL

ga

W
Li

NAV

LIGHTS
TO ALT REG
BREAKER
ClRCull

RELAY (OPT)

TO TRANSMITTER

gg

TO HEATED PITOT & STALL

WARNING
SYSTEM (OPT)

ALT
GCARCULIGHTEEARKER)
(wlT
OVER
VOLTAGE
SENSOR

MASTik
SWITCH

N I

TO

REVERSE
POLARITY
CONTACIOR

RSC

GROUND
LPLUG
PT

In climb and cruising flight,

the airspeed and altimeter will read
in the landing approach (when instrument
However,
readings
are
MOre
important) the instruments
will generally read low.
Therefore,
the normal published approach speeds and altitudes will result in
USing
approach speed and higher approach path than normal,
& Slightly
faster
gVing
margin of safety.
RR eXtra
high.

AMMETER

ja

IGNITIONSWITCH

LIGHItNG,
TO INSTRUMENT
GLARE SHIELD
PEDESTAL LIGHTING,
MOUNTED
MAP LIGHT, COMPASS
OXYGEN
LIGHT & OPTIONAL
LIGHTING

..--

CEROR

will vary with open cabin ventilators

or wincombinations
will result
in airspeed and altiof no more than 6 MPH and 50 feet respectively.

INDICATORS,
TO FUEL QUANTITY
&
HEAD TEMP.GAGE
CYLINDER
AIR
CARBURETOR
OPTIONAL
GAGE
TEMPERATURE

TO ALT REG
CIRCutT BREAKER

COS

cabin pressures
adverse

The most
variations

LC I

TO

SPUT BUS
CONTACTOR
ADLLY
(NC

POST

OPTIONAL

TO DOME
LIGH
NG

LIGHTING
COURTESY

OPTIONAL

FLAP SYSTEM

FLAP

TO

la

BEACON

FLASHING

(OPT)

BCN

FLIGHT HOUR
RECORDER (OPT)

TO RADIO

(OPT)

TO RADIO

(0PT)

TO RADIO

(OPT)

TO RADIO

(OPT)

STATIC DISCHARGERS

RADIO4
OIL
RE

STARTER

TO INSTRUMENT
CI
T

RADIO 3

(OPT)
RADic
BATTERY
CONTACTOR

TO

AUTOMATIC

PILOT

(OPT)

AUTO PILOTTO
AUDIO

uo

,,,,

MAGNETOS

ALT REG
5

CODE
CIRCUIT

BREAKER

(PUSH-TO

COU

RESET)

AMPLIFIER

,,,,,,,

,,,

TO OVER-VOLTAGE
MASTER SWITCH
OVER-VOLIAGE

TO OPTIONAL
OR OPTIONAL
INDICATOR

OSE

SYSTEm

s Att
wans
5

TO

S*ou?
Figure

2-3.

STROBE

&

WARNING

reduces
interference
from precipof static dischargers
but it is possible
to encounter
severe
precipitation
static
static,
which might cause the loss of radio signals,
conditions
even with static
dischargers
Whenever
possible,
installed.
avoid known severe precipitation areas to prevent
loss of dependable
radio signals.
If avoidance
is
minimize
airspeed and anticipate temporary loss of radio
impractical,
signals while in these areas.
IRStallation

TO STALL WARNING
R

SENSOR

TURN COORDINATOR
TURN & BANK

ERRESISTOR

FCUASEAC

(OPT)

ar

BATTERY

If frequent
IFR flights are planned,
installation
of optional wick-type
dischargers
to improve radio communications
is recommended
forms of precipitation
during flight through dust or various
(rain, freezSnow
Under these conditions,
ing Tain,
or ice crystals).
the build-up and
from the trailing edges of the wings, rudof static electricity
discharge
propeller
tips and radio antennas can result in loss of
cler, elevators,
radio equipment.
radio signals on all communications
and navigation
USable
equipment
(Usually the ADF is first to be affected and VHF communication
iS the last to be affected).
Static

RADIO I
cHN

LIGHTS

(OPT)

RiiOn

7-3
2-4

tenance work on the airplane

tronic equipment).

electrical

system

(with

the

of elec-

exception

and is ON in
of the switch,
The left half,

the

NOTE
Electrical
power for the airplane
electrical
circuits
is provided through a split bus bar having all electronic
circuits
on one side of the bus and other electrical
circuits
on the
other side of the bus. When an external
power source is
a contactor
connected,
to
opens the circuit
automatically
portion of the split bus bar as a protection
the electronic
equipagainst
damage to the transistors in the electronic
Therement by transient voltages
from the power source.
the external power source can not be used as a
fore,
source of power when checking electronic
components.
Just

tery

before
cart),

connecting
the master

power
an external
switch should be

source

turned

(generatortype

or bat-

ON.

incorporates
a
circuit
plug receptacle
The ground service
power source will
Power from the external
protection.
versal
to the airplane.
connected
the ground service plug is correctly
no power will flow to the
connected
backwards,
is accidentally
system, thereby preventing
any damage to electrical
electrical

repolarity
flow only if
If the plug
airplane's
equipment.

and external
The battery
power circuits
to comhave been designed
the need to "jumper" across the battery contactor to close
pletely eliminate
"dead" battery.
it for charging
a completely
in the
A special fused circuit
external
power system supplies
the needed "jumper" across the contacts so
that with a "dead" battery and an external power source applied, turning
the master switch ON will close the battery contactor.

up position
and off in the down position.
labeled BAT, controls
all electrical
power
labeled ALT, controls
the alternator.

The right half

to the aircraft.

both sides of the master

Normally,
switch should be used simultaneously;
however,
the BAT side of the switch could be turned ON
to check equipment while on the ground.
separately
The ALT side of the
switch, when placed in the off position,
removes
the alternator
from the
electrical
system.
With this switch in the off position,
the entire
electrical
load is placed on the battery.
Continued
with the
operation
alternator
switch off will reduce battery
power low enough to open the
battery
remove
power from the alternator
contactor,
field, and prevent
alternator
restart.

AMMETER.
from the althe flow of current,
The ammeter
indicates
in amperes,
syselectrical
ternator to the battery or from the battery to the aircraft
tem. When the engine is operating and the master switch is ON, the
ammeter
the charging rate applied to the battery.
In the event
indicates
the output
the alternator
is not functioning
or the electrical
load exceeds
the ammeter indicates the discharge
rate of the battery.
of the alternator,
OVER-VOLTAGE

SENSOR

AND

WARNING

LIGHT.

The aircraft
is equipped with an automatic
over-voltage
protection
system
of an over-voltage
consisting
sensor behind the instrument
panel
and a red warning light, labeled HIGH VOLTAGE,
below the engine
instrument
cluster.

the

senan over-voltage
condition
occurs, the over-voltage
removes
alternator
field current
and shuts down the
alternator.
The red warning light will then turn on, indicating
to the
pilot that the alternator
is not operating
and the aircraft
battery is supplying all electrical
power.
In

event

sor automatically

STATIC PRESSURE ALTERNATE SOURCE VALVE.

A static pressure
alternate
source valve is available
to provide continued operation of the airspeed indicator,
and vertical
speed
altimeter
ob.
indicator
in the event that the static system ports or lines become

structed.
instrument
If erroneous
readings
due to water or ice
are suspected
in the static system ports or lines,
the static pressure
source
alternate
valve knob should be pul1d on, venting the static system to the cabin.
7-2

The over-voltage
sensor
may be reset by turning the master
switch
off and back on again.
If the warning
light does not illuminate,
normal
alternator
charging
has resumed;
howeveg,
if the light does illuminate
a malfunction
again,
has occurred,
and the flight should be terminated as
soon as practical.
The over-voltage
ALT portion
on.

the
turned

off

warning
of

the

master

light

may

be tested

by momentarily
turning
the BAT portion

switch and leaving

2-5

CIRCUIT

BREAKERS AND

FUSES.

Most of the electrical

in the aircraft
are protected
by "pushcircuits
to-reset" circuit breakers
mounted on the instrument
panel.
Exceptions
and the
to this are the battery contactor closing (external power) circuit,

OPTIONAL

optional clock and flight hour recorder

which have fuses mounted
circuits
near the battery.
by a manuallyAlso, the cigar lighter is protected
reset type circuit breaker
mounted directly
on the back of the lighter behind the instrument
panel.
When more than one radio is installed,
the radio transmitter relay
(which is a part of the radio installation)
is protected
by the navigation
lights circuit
breaker
labeled NAV LIGHTS.
It is important
to remember
that any malfunction
in the navigation
lights system which causes
the
circuit
breaker
to open will de-activate
both the navigation
lights and the
transmitter relay.
In this event, the navigation
light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-activate the transmitter relay and permit its usage.
Do not turn on the navigation light switch until the malfunction
has been corrected.

SYSTEMS

operating
This section contains
a description,
and perprocedures,
for some of the optional equipment which
formance
data (when applicable)
Owner's
Manual Supplements
in your Cessna.
are promay be installed
systems when installed
of other optional equipment
vided to cover operation
Dealer for a complete
Contact your Cessna
list of availin your airplane.
able optional equipment.

COLD WEATHER EQUIPMENT

LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation
lights are located in the wing tips and tail
stinger.
Two landing lights are installed
When
in the cowl nose cap.
Detaxi lighting is selected, the left cowl light illuminates
separately.
pressing
the adjacent landing light switch causes both lights to illuminate
and serve as landing lights.
Optional lighting includes a flashing beacon
which mounts on the top of the vertical
fin, two strobe lights (one in each
wing tip), and two courtesy
lights (one under each wing just outboard
of
the cabin door). All exterior lights except the courtesy lights are controlled by rocker-type
switches located on the left switch and control panel.
The courtesy
lights are operated
by a switch,
labeled UTILITY LIGHTS,
on the aft side of the left rear door post.
The flashing
beacon should not be used when flying through clouds or
the flashing light reflected from water droplets or particles
in
overcast;
the atmosphere,
at night, can produce vertigo and loss of
particularly
orientation.
The

tection.
2-6

two

high intensity
strobe lights will enhance anti-collision
the lights should be turned off when taxiing in
However,

pro-

the

W I NTER IZ A TION KIT A ND

NON CONGE A LING O I L COOLE R.
-

operation
in temperatures consistently
For continuous
below 20F,
oil cooler should be inkit and non-congealing
the Cessna winterization
The winterization
kit consists
stalled to improve engine operation.
of two
shields
to partially cover the cowl nose cap opening, one shield to cover
and insulation
for the crankcase
air intake,
breather
the carburetor
line.
breather
insulation
is approved for permathe crankcase
Once installed,
The non-congealing
oil cooler renent use in both cold and hot weather.
improved
oil flow through the
places the standard oil cooler and provides
cooler in cold weather.

GROUND
A ground
external

power

SERVICE PLUG RECEPTACLE.

to permit use of an
service plug receptacle
may be installed
and during lengthy mainsource for cold weather starting
7-1

vicinity
O SPEED

MAXIMUM

GLIDE

80 MPH (IAS)

O PROPELLER

WINDMILLING

O FLAPS UP

O ZERO WIND

----.-.-......_._._

Switches
and controls
lighted by electroluminescent
illumination.
To operate
adjust light intensity
with

-----------------

10,000
i.

8000

night flight

through

clouds,fog

or haze.

on the lower

panel are
part of the instrument
panels which do not require
light bulbs for
this lighting, turn on the NAV light switch and
the inner control knob labeled LWR PANEL.

6000
-

4000
-

during

Instrument
and control panel lighting is provided by electroluminescent
Two
flood lighting,
optional post lighting and integral
lighting.
lighting,
control knobs labeled LWR PANEL,
ENG-RADIO,
concentric
rheostat
control the intensity
control
knob labeled INSTRUMENTS
and a rheostat
switch
of instrument
selector
and control panel lighting.
A rocker-type
labeled POST-FLOOD
flood lighting or
is used to select either standard
optional post lighting.
These controls
are located on the left switch and
control panel.

non

12,000

aircraft,or

INTERIOR LIGHTING.

o non

14,000

of other

2000
O

10

GROUND

15

DISTANCE

Figure

6-6

20

25

(STATUTE MILES)

30

35

Instrument
panel flood lighting consists
of four lights located in the
glare shield above the instrument
panel and two lights in the overhead
console.
To use flood lighting,
place the POST-FLOOD
selector
switch
in the FLOOD position
and adjust light intensity with the INSTRUMENTS
control knob.
The instrument
panel may be equipped with optional post lights which
are mounted at the edge of each instrument
or control
and provide direct
lighting.
by placing the POST-FLOOD
selector
The lights are operated
switch in the POST position
and adjusting intensity with the INSTRUMENTS
control knob.
turn off flood
Switching to post lights will automatically
lighting.
The magnetic
engine instrument
radios and radio
compass,
cluster,
switches
have integral
lighting and operate
of post
independently
or flood lighting.
Compass light intensity
is controlled
by the INSTRUMENTS control knob.
Integral
lighting in the engine instrument
cluster
and radios is controlled
by the ENG-RADIO control knob. For information concerning
radio selector
switch lighting, refer to Section VII.

selector

The control pedestal

has two integral
lights and the optional overhead
oxygen console
is equipped with post lights.
This lighting is controlled
by the ENG-RADIO control knob.
Map lighting
overhead
console

6-10

by three different
may be provided
sources:
map lights,
a standard glare shield mounted

standard
map light,

2-7

and an optional control wheel map light.

The console map lights operate
in conjunction
with instrument
panel flood lighting and consist
of two
additional openings just aft of the overhead flood light openings.
These
openings
have sliding covers controlled
by small round knobs.
To use
the map lights, slide the covers open by moving the two knobs toward
each other.
Close the covers when the map lights are no longer required.
A map light, mounted in the lower surface of the glare shield, is used for
approach plates or other charts when using a control wheel
illuminating
mounted approach
plate clip.
The map light switch, labeled MAP LIGHT,
is located adjacent to the light.
To use the light, turn on the MAP LIGHT
switch and adjust intensity
with the INSTRUMENTS control knob.
The
optiorial map light mounted on the bottom of the pilot's
control wheel
illuminates
the lower portion of the cabin in front of the pilot, and is used
when checking
To
maps and other flight data during night operation.
operate
the light, turn on the NAV light switch and adjust map light intencontrol knob on the back of the control wheel pad on
sity with the rheostat
the right side.

A dome light is mounted in the ceiling of the rear cabin area as an

A slide switch adaid to loading of passengers
during night operations.
jacent to the light turns the light on and off.

HEATING, VENTILATING AND

DEFROSTING SYSTEM.

CABIN

----

---

The temperature and volume of airflow into the cabin can be regulated
of the push-pull
CABIN HEAT and
any degree desired
by manipulation
type with
CABIN AIR knobs.
Both control knobs are the double-button
intermediate
friction
locks to permit
settings.

to

NOTE
partial
heating on mild days, pull out the
For improved
CABIN AIR knob slightly when the CABIN HEAT knob is
out.
This action increases
the airflow through the system,
increasing
efficiency, and blends cool outside air with
the exhaust manifold heated air, thus eliminating the
of overheating
the system ducting.
possibility
The rotary
defrosting.

type

DEFROST

knob regulates

the airflow

for windshield

z
"<

c
p

Emg
B

"
6-9

2-8

CRUISE
EXTENDED
Standard

Wind

across

MIXTURE

RANGE

Zero

Conditions

cabin heat and ventilating

a cabin manifold just forward
Rear cabin heat and air are supplied
extending down each side of the cabin
Front

MANCE

PERFOR

Gross

Weight-

2950

Pounds

FEET

15,000

floor
from

level.
Windshield
cabin manifold.

defrost

air

air is supplied by outlet holes spaced

of the pilot's
and copilot's feet.
ducts from the manifold,
one
an outlet at the front door post at
is also supplied by a duct leading
by

two

to

the

Separate
adjustable
ventilators
air; one near each
supply additional
corner of the windshield
supplies air for the pilot and copilot, and
two optional ventilators
in the rear cabin ceiling supply air to the rear
seat passengers.
upper

60 GAL(NO RESERVE) 79 GAL(NO RESERVE)

RPM

MP

BHP

TAS
MPH

2450

16

54

150

15

50

141

14

46

16

50

2300

2200

GAL/
HOUR

RANGE
MILES

ENDR.
HOURS

RANGE
MILES

5.8

865

7.6

1140

9.8

6.1

865

8.1

1135

132

9.2

6.5

860

8.6

1130

141

9.6

6.2

885

10.4

15

47

134

9.1

6.6

880

8.7

1160

14

42

122

8.5

7.1

860

9.3

1135

16

47

136

9.1

6.6

895

8.7

1180

15

44

126

8.6

7.0

880

9.2

1160

Figure

6-8

ENDR.
HOURS

6-4 (Sheet 5 of 5).

SHOULDER HARNESSES.
Shoulder harnesses
and front seat
passengers.

passenger,

are provided
equipment
as standard
for
and as optional equipment for the rear

the

pilot

seat

Each front seat harness

is attached to a rear door post just above
window line and is stowed behind a stowage sheath mounted above the
cabin door.
fold the free end and place
To stow each front seat harness,
The optional rear seat shoulder harnesses
it behind the sheath.
are
near the lower corners
Each harness
of the aft side windows.
attached
is stowed behind a stowage sheath located above the aft side window.
fasten and adjust
To use the front and rear seat shoulder
harnesses,
seat belt first.
Remove the harness
from the stowed position,
and
lengthen
as required
and the narrow
by pulling on the end of the harness
release
metal stud firmly into the retaining
strap.
Snap the harness
slot
adjacent
to the seat belt buckle.
Then adjust to length by pulling down on
the free end of the harness.
A properly
adjusted harness
will permit
the
occupant
to lean forward enough to sit completely
erect but is tight enough
to prevent excessive
forward
movement
and contact with objects during
sudden deceleration.
Also, the pilot will want the freedom to reach all
controls
easily.

the

and removing
the shoulder harness is accomplished
Releasing
by
pulling upward on the narrow release
strap and removing
the harness
stud from the slot in the seat belt buckle.
the shoulder
In an emergency,
harness
may be removed
the seat belt first, and then pulling
by releasing
the harness over the head by pulling up on the release strap.
2-9

INTEGRATED SEAT BELT/SHOULDER

WITH INERTIA REELS.

HARNESSES

Optional integrated
seat belt/shoulder
harnesses
with inertia
reels
are available for the pilot and front seat passenger.
The seat belt/shoulder harnesses
extend from inertia reels in the cabin ceiling to attach
points inboard of the two front seats.
seat belt half and buckle
A separate
reels are located in the aft
is located outboard
of the seats.
The inertia
Inertia
reels
overhead console,
and are labeled PILOT and COPILOT.
in the event of a sudHowever,
allow complete freedom of body movement.
den deceleration,
they will lock up automatically to protect the occupants.
To use the seat belt/shoulder
adjust the metal buckle half
harness,
up far enough to allow it to be drawn across the lap of
harness
the occupant and be fastened into the outboard seat belt buckle.
Adjust
seat belt tension by pulling up on the shoulder harness.
To remove
the
seat belt/shoulder
release
the seat belt buckle and allow the
harness,
to the inboard side of the seat.
inertia
reel to draw the harness
on

the

EXTENDED

the engine starts easily with one or two strokes of the primer
temperatures to six strokes in cold weather with the throttle open
1/2 inch. In extremely
approximately
cold temperatures it may be necessary
to continue priming while cranking.
Weak intermittent
firing followed by
puffs of black smoke from the exhaust
stack indicate overpriming
or floodchambers
from the combustion
by the
fuel can be cleared
ing. Excess
Set the mixture control full lean and the throttle full
following procedure:
with the starter
open; then crank the engine through several revolutions
priming.
without any additional
Repeat the starting procedure

After starting,
if the oil gage does not begin to show pressure
within
30 seconds in the summertime
and about twice that long in very cold
can cause
Lack of oil pressure
weather,
stop engine and investigate.
serious
engine damage.
After starting,
avoid the use of carburetor
heat
unless icing conditions
prevail.

2-10

MIXTURE

Wind

Gross

Weight-

2950

Pounds

FEET

60 GAL(NO RESERVE) 79 GAL(NO RESERVE)

GAL/
HOUR

ENDR.
HOURS

159

11.9

5.0

800

6.6

1055

154

11.2

5.4

830

7.1

1090

TAS

RPM

MP

BHP

MPH

2450

19

63

18

60

2300

2200

with a cold
likely in cold weather
priming
for
will be necessary
the cylinders begin to fire, open

is necessary,
cranking
allow the starter motor to cool at
If prolonged
since excessive
heat may damage the armature.
frequent
intervals,

Zero

RANGE

10,000

in warm

(most
If the engine is underprimed
engine) it will not fire at all. Additional
the next starting attempt. As soon as
the throttle slightly to keep it running.

conditions

Standard

STARTING ENGINE.
Ordinarily

PERFORMANC

CRUISE

*2000

RANGE
MILES

ENDR.
HOURS

RANGE

MILES

17

55

148

10.6

5.7

835

7.5

1100

16

51

141

10.0

6.0

850

7.9

1115

19

60

154

11.1

5.4

835

7.1

1100

18

56

148

10.5

5.7

850

7.5

1115

17

51

141

9.8

6.1

865

8.1

1140

16

47

133

9.2

6.5

870

8.6

1145

19

56

149

10.4

5.8

860

7.6

1135

18

52

143

9.8

6.1

875

8.1

1150

17

49

136

9.3

6.5

880

8.5

1155

16

45

128

8.7

6.9

885

9.1

1160

19

48

135

8.9

6.7

910

8.9

1200

18

44

127

8.4

7.1

905

9.4

1190

*Power

settings

in this block

Figure

represent

6-4 (Sheet

maximum

range

settings.

4 of 5).
6-7

PERFORMANCE

CRUISE
EXTENDED

conditions

Standard

Zero

RANGE

MIXTURE

Wind

Gross

Weight-

60 GAL(NORESERVE)

GAL(NO RESERVE)

GAL/

ENDR.

HOUR

HOURS

MILES

HOURS

21

71

164

13.1

4.6

750

6.0

990

20

67

159

12.4

4.8

770

6.4

1015

21

66

158

12.2

4.9

780

6.5

1025

20

62

154

11.6

5.2

800

6.8

1050

19

58

149

11.0

5.5

815

7.2

1070

18

54

144

10.5

5.7

825

7.5

1085

2450

RANGE

ENDR.

RANGE

MILES

21

62

155

11.4

5.3

815

6.9

1070

20

58

150

10.7

5.6

840

7.4

1105

19

54

145

10.2

5.9

850

7.7

1120

18

51

139

9.7

6.2

860

8.1

1135

20

50

137

9.2

6.5

890

8.6

1175

19

47

130

8.7

6.9

900

9.1

1190

18

43

122

8.1

7.4

900

9.8

1190

17

39

113

7.6

7.9

890

10.4

1175

*Power

settings

in th s block

Figure

6-6

79

TAS
MPH

%
MP

*2000

Pounds

BHP

RPM

2200

295o

FEET

7500

2300

TAXIING DIAGRAM

represent

6-4 (Sheet

maximum

range

3 of 5).

USE

UP

AILERON
LNGLAE

UR

USE
ATOR

EU

AILERON
LNGLAEVATOR

USE DOWN AILERON

ON RH WING AND
IX)WN ELEVATOR

USE DOWN AILERON

ON LH WING AND
DOWN ELEVATOR

NOTE

CODE
WIND DIRECTION

UP

tail winds require caution.

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

settings.

Figure

2-4.

2-11

TAXIING.

CRU ISEPER

The carburetor
heat knob should be pushed full in during all ground
operations
unless heat is absolutely
for smooth engine operation.
necessary
When the knob is pulled out to the heat position,
air entering the engine is
not filtered.

over loose gravel or cinders should be done at low engine

speed to avoid abrasion and stone damage to the propeller
tips. Refer to
figure 2-4 for additional taxiing instructions.

EXTENDED
Standard

Conditions

Zero

Taxiing

RANGE

MIXTURE

Wind

Gross

5000

Weight-

TAS

RPM

MP

BHP

MPH

2450

23

78

22

295o

Pounds

FEET

60 GAL(NO RESERVE)

BEFORE TAKE-OFF.

FO RM A NCE

RANGE
MILES

79

GAL(NO RESERVE)

ENDR.
HOURS

GAL/
HOUR

ENDR.
HOURS

RANGE
MILES

166

14.5

4.1

685

5.4

905

73

163

13.6

4.4

715

5.8

945
965

WARM-UP.
in-fIight
Since the engine is closely cowled for efficient
cautions should be taken to avoid overheating on the ground.
checks on the ground are not recommended
unless the pilot
to suspect that the engine is not turning up properly.

MAGNETO

precooling,
Full throttle
has good reason

The magneto check should be made at 1700 RPM as follows.

Move
ignition switch first to R position , and note RPM.
Next move switch
back to BOTH to clear the other set of plugs.
Then move switch to L
note RPM and return
RPM
position,
the switch to the BOTH position.
than
drop should not exceed 150 RPM on either magneto or show greater
50 RPM differential
between magnetos.
If there is a doubt concerning
operation
of the ignition system,
RPM checks at higher engine speed will
exists.
whether
usually confirm
a deficiency

An absence

drop may be an indication

of faulty grounding
system
or should be cause for suspicion
that
in advance of the setting specified.

of RPM

the ignition
timing is set
of

2200

of

the
*2000

ALTERNATOR CHECK.
Prior to flights
regulator
operation
positive
verification

where verification
alternator and voltage
of proper
flights),
is essential
(such as night or instrument
a
system momencan be made by loading the electrical
tarily (3 to 5 seconds) with the landing light during the engine runup (1700
The ammeter will remain within a needle width of zero if the alRPM).
are operating
ternator and voltage regulator
properly.

2-12

70

159

13.0

4.6

735

6.1

65

154

12.2

4.9

760

6. 5

1000

23

73

161

13.4

4.5

725

5.9

950

22

69

158

12.6

4.8

750

6.3

990

21

64

153

11.9

5.0

775

6.6

1020

20

60

149

11.2

5.4

800

7.1

1055

23

68

158

12.4

4.8

765

6.4

1005

22

64

153

11.7

5.1

785

6.8

1035

21

60

149

11.0

5.5

810

7.2

1070

20

57

145

10.5

5.7

830

7.5

1090

20

48

131

9.0

6.7

875

8.8

1155

19

45

125

8.5

7.1

885

9.3

1165

18

41

117

7.9

7.6

890

10.0

1170

17

37

108

7.3

8.2

885

10.8

1165

CHECK.
2300

one side
magneto

21
20

*Iower

seitings in his bloc.

Figure

represent

6-4 (Sheet

Iraximum

range

settings.

2 of 5).
6-5

TAKE-OFF.

PERFORMANCE

CRUISE

to check full-throttle
engine operation early
It is important
Any signs of rough engine operation or sluggish
engine
is good cause for discontinuing
the take-off.

off run.

EXTENDED
conditions

Standard

RANGE

Zero

MIXTURE
Gross

Wind

2500
6o

tion

Weight-

295o

Pounds

FEET
GAL(NO RESERVE)

79 GAL(NO

ENDR.

RESERVE)

MP

BHP

MPH

GAL/
HOUR

ENDR.
HOURS

RANGE

RPM
2450

23

76

161

14.2

4.2

680

5.6

22

72

157

13.4

4.5

705

5.9

930

2300

2200

*2000

TAS

MILES

HOURS

RANGE
MILES
895

21

68

154

12.7

4.7

730

6.2

960

20

63

150

12.0

5.0

750

6.6

990

23

71

157

13.1

4.6

720

6.0

945

22

67

152

12.2

4.9

750

6. 5

985

21

62

148

11.5

5.2

775

6.9

1020

20

59

144

11.0

5.5

785

7.2

1035

23

67

152

12.1

5.0

755

6.5

995

22

63

149

11.4

5.3

785

6.9

1030

21

59

144

10.8

5.6

800

7.3

1oss

20

55

140

10.2

5.9

820

7.7

1080

20

47

127

8.7

6.9

875

9.1

1155

19

43

121

8.2

7.3

885

9.6

1165

18

39

111

7.5

8.0

890

10.5

1170

17

35

101

7.0

8.6

865

11.3

1140

in

the take-

accelera-

Full throttle runups over loose gravel are especially

harmful
to
propeller
tips. When take-offs must be made over a gravel surface,
it is
that the throttle be advanced slowly.
very important
This allows the aircraft to start rolling before high RPM is developed,
and the gravel will be
blown back of the propeller
rather
than pulled into it.

After full throttle is applied, adjust the throttle friction lock clockwise to prevent
the throttle from creeping back from a maximum power
Similar friction lock adjustments
should be made as required
position.
in other flight conditions
to maintain a fixed throttle setting.
0 to 20, cowl
take-offs are accomplished
with wing flaps
Normal
Reduce power to 23 inches of
flaps open, full throttle, and 2600 RPM.
and 2450 RPM as soon as practical
pressure
manifold
to minimize engine
wear.
20

wing flaps reduces

the ground run and total distance over
by approximately
20 per cent.
Soft field take-offs are per20
formed with
flaps by lifting the aircraft
off the ground as soon as
practical
in a slightly tail-low attitude.
the aircraft
should
However,
be leveled off immediately
to accelerate to a safe climb speed.
Using

the obstacle

20 wing flaps are used for take-off, they should be left down
To clear an obstacle
with wing flaps
until all obstacles are cleared.
speed of 60 MPH should be used.
20 degrees,
an obstacle clearance
speed
are ahead,
a best "flaps up" rate-of-climb
If no obstructions
These speeds vary slightly with
of 89 MPH would be most efficient.
but they are close enough for average field elevations.
Flap
altitude,
deflections
greater
than 20 are not recommended
at any time for takeIf

off.

*Power

settings in this block represent

Figure

6-4

6-4 (Sheet

maximum

1 of 5)

range settings.

Take-offs
into strong crosswinds
are performed with the
normally
for the field length,
minimum
to minimize the drift
flap setting necessary
to a speed
after take-off. The aircraft is accelerated
angle immediately
then pulled off abruptly to prevent possible
slightly higher than normal,
make
When clear of the ground,
settling back to the runway while drifting.
turn into the wind to correct for drift.
a coordinated

2-13

955
710
490
655
460
305

485
325
195

295
185

105

0
10
20
0
10

20

55

50

2000

2000

1.
2.
3.

84

2500

NOTES:

89
87

2950

1.5

1.5

1.5

GAL.
OF
FUEL
USED

& 59 F.

82

85

87

IAS
MPH

1350

935

665

RATE
OF
CLIMB
FT/MIN

AT 5000 FT.

2.7

3.2

3.8

romSL
FUEL
USED

&t41F.

79

83

85

IAS
MPH

995

655

445

RATE
OF
CLIMB
FT/MIN

AT 10, 300 FT.

altitude.

4.1

5.2

6.8

FromSL
FUEL
USED

& 23F.

76

80

83

IAS
MPH

Figure

6-3,

clear

640

380

220

RATE
OF
CLIMB
FT/MIN

5F.

temperature

5.9

8.2

11.5

FromSL
FUEL
USED

&

AT

for

74

78

IAS
.MPH

AT

280

105

RATE
OF
CLIMB
FT/MIN

20, 000 FT.

500
335
205

840
590
380

610

900

1240

&

32

F.

-12F.

9.2

14.9

From SL
FUEL
USED

&

1005
740
515

1630
1255
915

2585
2040
1545

TOTAL TO
CLEAR 50' OBS

7500 FT.
GROUND
RUN

50 ft.

DATA
AT 15, 000 FT,

Flaps up, full throttle, 2600 RPM, mixture leaned for smooth operation
above 5000 ft.
Fuel used includes warm-up and take-off allowance.
rate of climb 30 ft./min.
for each 10F above standard day
For hot weather, decrease
particular
altitude.

1710

1210

890

RATE
OF
CLIMB
FT/MIN

SE LEVEI
IAS
MPH

for particular

855
620
425

1330
1005
720

1990
1550
1150

"ground run" and "total to

temperature

415
275
160

690
475
300

1120
840
590
745
530
355

1015
725
480

& 41 F.

RUNWAY

TOTAL TO
CLEAR 50' OBS

AT 5000 FT.
GROUND
RUN
1625
1245
910

increase
distances
(both
50 ft, obstacle"
figure.

above standard

350
225
130

575
395
245

845
595
385

AT 2500 FT. &

TOTAL TO
GROUND
RUN
CLEAR 50' OBS

50F.

MAXIMUM RATE-OF-CLIMB

distances
10%for each 25F
For operation
on a dry, grass runway,
by 7%of the "total to clear
obstacle")

1. Increase
2.

GROSS
WEIGHT
LBS.

AT

NOTES:

1350
1025
740

2500

705
490
310

0
10
20
60

.AT SEA LEVEL &

GROUND
TOTAL TO
RUN
CLEAR 50' OBS

2950

HEAD
WIND
KNOTS

59F.
MPH

@50'

DATA
DISTANCE WITH 20 FLAPS FROM HARD SURFACE

GROSS
WEIGHT
LBS.

IAS

TAKE-OFF

TAKE-OFF

STALL

SPEEDS

MPH CAS

CRUISE

PERFORMANCE
SKYLANE

CONDITION

2950 LBS.
GROSs

ANGLE OF BANK
30

FLAPS UP

64

69

FLAPS 20

59

63

60o

75%

91

57

61

OFF
Figure

6-2

PowER

55%

POWER

TAS

MPG

TAS

MPG

Sea Level

155

11. 2

148

12. 1

138

13. 5 .

3500 Feet

161

11. 6

152

12. 5

142

13. 9

6500 Feet

165

11.9

156

12.8

145

14.2

83

81

Standard

POWER

65%

ALTITUDE

WEIGHT

FLAPS 40

PowER

TAS

MPG

Conditions

Zero

Wind

AFT CG
to select the lowest RPM in
For reduced
noise levels, it is desirable
smooth
green are range for a given percent
power that will provide
engine operation.
The cowl flaps should be opened, if necessary,
to
maintain
the cylinder head temperature at approximately two-thirds of
the normal operating range (green arc).
the

data in this manual and on the power computer

Cruise performance
is
This mixture
on an extended range mixture setting.
setting results
10/o
greater
range at any particular
power setting with a
in approximately
to a best power mixture setting.
negligible
loss in airspeed when compared
An extended range mixture should be established as follows:
based

(1)

engine becomes

(2)

Pull mixture
control out slowly until
control in slightly
Push the mixture
operation;
then further enrichen an equal

to obtain smooth

A best power mixture

control twice as far from
Step 2.

rough.
engine

amount.

is approximated
by advancement of the mixture
as described
of roughness
by

the threshold

at 55/opower

or less,
the engine may be operated at the leanest
mixture
that results in smooth engine operation.
10 percent greater
This can result in approximately
range than shown in
by approximately
the cruise tables of this manual accompanied
7 MPH
decrease
in speed.
For best

fuel economy

6-2

2-15

Any change in altitude,

change in the lean mixture
(if installed).

power

or carburetor

setting and a recheck

Carburetor ice, as evidenced

drop in manifold
by an unexplained
pressure,
can be removed by application of full carburetor
heat.
Upon
indication (with heat off), use
the original manifold pressure
regaining
the minimum amount of heat (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture,
readjust
the mixture
setting when carburetor
heat is used continuously in cruising flight.
The use of full carburetor
heat is recommended
during flight in very
heavy rain to avoid the possibility
of engine stoppage due to excessive
water ingestion.
The mixture
for smoothest
setting should be readjusted
operation.

LEANING WITH A CESSNA ECONOMY

MIXTURE INDICATOR

(EGT).

(EGT) as shown on the optional Cessna

leaning in
may be used as an aid for mixture
To adjust the mixture,
using this
cruising flight at 75% power or less.
point and then
indicator,
lean to establish the peak EGT as a reference
enrichen the mixture by a desired increment based on the table below.
Exhaust gas
Economy Mixture

temperature
Indicator

only at 55% power

at peak EGT is authorized
Continuous operation
or less.
This best economy mixture
setting results in approximately
10% greater
range than shown in the cruise tables of this manual accomin speed.
panied by approximately
7 MPH decrease

MIXTURE
DESCRIPTION

BEST

POWER

EXTENDED

RANGE

(Owner's Manual and

Computer Performance)

EXHAUST GAS
TEMPERATURE
Peak EGT Minus
125F
(Enrichen)
Peak EGT Minus
75F
(Enrichen)

Of

heat will require a

of the EGT setting

RANGE

The operational
data charts on the following
pages are presented
for
purposes;
first,
so that you may know what to expect from your aircraft under various
and second, to enable you to plan your
conditions,
flights in detail and with reasonable
accuracy.

two

The data in the charts

has been compiled from actual flight tests with
aircraft
and engine in good condition and using average piloting techniques.
Note also that the range charts
for wind, navmake no allowances
igational
take-off, climb, etc.
warm-up,
errors,
You must estimate
these variables
for yourself
and make allowances accordingly.
Speeds
shown in the Cruise Performance
reflect
performance
of the Skycharts
lane configuration;
these speeds are 3 to 4 MPH faster than the Model 182.

the

that the charts contained herein are based on standard

Remember
day conditions.
For more precise
and endurpower,
fuel consumption,
ance information,
consult the Power Computer supplied with your aircraft.
With the Power Computer you can easily take into account temperature
variations
from standard at any flight altitude.

INCREASE

FROM BEST POWER

AIRSPEED

0%
FLAPS
UP

EGT

lAS

60

80

100

120

140

160

180

CAS

68

83

101

119

139

158

177

20%

DOWN
4O

IAS

40

50

60

70

80

90

100

110

83

92

102

111

CAS

55

Figure

2-16

TABLE

CORRECTION

---

---

10%
FLAPS
2O

Peak

DATA

OPERATIONAL

BEST ECONOMY
(55% Power or Less)

0R

60

66

74

6-1.
6-1

NOTE

Operation

on

the

lean

side

of peak EGT is not approved.

under some conditions,

When leaning the mixture
may occur before peak EGT is reached.
In this case,
responding
to the onset of roughness as the reference
peak EGT.

engine roughness
use the EGT corpoint instead of

STALLS.
The stall characteristics
and aural warning is proare conventional
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations.
Power-off
stall speeds at maximum gross weight and aft c.g. posiare presented
in figure 6-2 as calibrated
airspeeds since indicated
airspeeds
are unreliable
near the stall.

tion

LANDING.
NORMAL LANDING.
Landings
should be made on the main wheels first to reduce the landing speed and the subsequent need for braking
in the landing roll.
The
nose wheel is lowered gently to the runway after the speed has diminished
to avoid unnecessary
This procedure
is especially imnose gear load.
portant
in rough field landings.

SHORT FIELD LANDING.

For short field landings,
approach
at 69 MPH with
make a power-off
after touchflaps and land on the main wheels first.
Immediately
down, lower the nose gear to the ground and apply heavy braking as required.
For maximum
after all three wheels are
brake effectiveness
on the ground,
retract
the flaps, hold full nose up elevator and apply maximum possible
brake pressure
without sliding the tires.
40

CROSSWIND
When

LANDING.
landing

quired for the field

in a strong crosswind,
use
length.
Although the crab

minimum
flap setting reor combination
method of

the

2-17

drift

correction

may be used,

the

After touchdown, hold a straight

occasional

wing-low
method gives
with the steerable

the

best control.
nose wheel and

course

PUBLICATIONS.

if necessary.

braking

craft
BALKED

and flight operation

publications
aids are furnished
Various
when delivered from the factory.
These items are listed

in the airbelow.

LANDING.

the wing flap setting should be

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

COLD WEATHER OPERATION.

CUSTOMER

OWNER'S MANUALS FOR YOUR

CARE

PROGRAM

BOOK

AIRCRAFT

AVIONICS AND AUTOPILOT

e

POWER

SALES AND SERVICE

DO'S AND DON'TS ENGINE

COMPUTER
DEALER

DIRECTORY

STARTING.
Prior to starting
on a cold morning,
propeller
through several times by hand
the oil, thus conserving
battery
energy.

it is advisable
to "break loose"

pull the
or "limber,

When pulling the propeller

through by hand, treat it as
if the ignition switch is turned on. A loose or broken
ground wire on either magneto could cause the engine to

fire.
(0F
cold
and lower) weather,
the use of an external
In extremely
(for both the engine and battery) and an external
power source
preheater
to obtain positive starting and to reis recommended
whenever
possible
Pre-heat
duce wear and abuse to the engine and the electrical
system.
will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting
in extremely
When using an
cold temperatures.
power source,
external
the position of the master switch is important.
Ground Service
Refer to Section VII, paragraph
for
Plug Receptacle,
details.
operating

With

starting

procedures

are

The following additional publications,

plus many other supplies that
are applicable to your aircraft,
are available from your Cessna Dealer.

NOTE

Cold weather

BOOKLET

to

SERVICE MANUALS AND PARTS CATALOGS FOR YOUR

AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT

has a current
Your Cessna Dealer
catalog of all Customer Services
Supplies
Supplies that are available,
many of which he keeps on hand.
which are not in stock, he will be happy to order for you.

as follows:

Preheat:

(1) With ignition switch OFF, mixture full rich, and throttle open
is being
1/2", prime the engine four to eight strokes as the propeller
turned over by hand.
2-18

5-9

SERVICIN G REQUIREMENTS
For

quick and ready

tions for frequently

on the inside back

materials,
quantities,
reference,
used service
items (such as fuel, oil,
cover of this manual.

NOTE

and specificaare shown

in Section I,
INSPECTION
covered
In addition to the EXTERIOR
for your airand test requirements
COMPLETE
inspection,
servicing,
Manual
The
Service
Service Manual.
craft are detailed in the aircraft
attention at 50, 100, and 200 hour inoutlines
all items which require
and/or
tervals plus those items which require servicing, inspection,
testing at special intervals.
and test proceconduct all service,
inspection,
Since Cessna Dealers
recommended
it is
dures in accordance with applicable Service Manuals,
and begin
these requirements
that you contact your Dealer concerning
intervals.
scheduling your aircraft for service at the recommended

are acthat these requirements

Care ensures
Cessna Progressive
intervals
to comply with the 100-hour or
complished
at the required
covered.
as previously
ANNUAL inspection
Depending

Aviayour local Government

flight operations,
on various
For
or tests.
additional service, inspections,
require
should check with local aviation
owners
requirements,
the aircraft is being operated.

tion Agency may

these regulatory
officials

where

Use heavy strokes of the primer

for best atomization
of
fuel.
After priming,
push the primer
all the way in and
turn to the locked position to avoid the possibility
of the
engine drawing fuel through the primer.

etc.)

(2) Propeller

CLEAR.
Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pull carburetor
heat on after engine
until the engine is running smoothly.
--

(3)

Without

has started,

and leave

on

Preheat:

(1) Prime the engine six to eight strokes while the propeller
is
being turned by hand with mixture
full rich and throttle open 1/2".
Leave the primer
and ready for stroke.
charged
(2) Propeller
CLEAR.
(3) Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pump throttle rapidly
to full open twice. Return to 1/2"
open position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or
pump the throttle rapidly over the first 1/4 of total travel.
alternately,
CHECK.
(8) Oil pressure
Leave on until
(9) Pull carburetor
heat on after engine has started.
the engine is running smoothly.
LOCK.
(10) Primer
--

--

--

NOTE

OWNER

FOLLOW

UP SYSTEM.

Your Cessna Dealer has an Owner Follow-Up

System to notify you
when he receives
information
that applies to your Cessna.
In addition,
if you wish, you may choose to receive
similar notification,
in the form
of Service Letters,
directly
from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program
book for your use, should you choose to request
this service.
Your
Cessna Dealer will be glad to supply you with details concerning
these
follow-up
programs,
and stands ready, through his Service Department,
low-cost
to supply you with fast, efficient,
service.

5-8

the engine does not start during the first few

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

IMPORTANT
Excessive
raw fuel
ing a fire

and pumping throttle may cause

priming
accumulate
in the intake air duct, creatIf this
hazard in the event of a backfire.

to

2-19

action to suck flames

maintain
a cranking
occurs,
An outside attendant
with a fire
into the engine.
without preextinguisher
is advised for cold starts
heat

CESS N A PROGRES SIVE CA R E.

OPERATION.
on
no indication
will be apparent
operations,
During cold weather
oil temperature gage prior to take-off if outside air temperatures are
at 1000 RPM),
warm-up
period (2 to 5 minutes
very cold. After a suitable
accelerate
the engine several times to higher engine RPM. If the engine
normal and steady,
remains
and the oil pressure
accelerates
smoothly
the aircraft
is ready for take-off.

to help you
has been designed
The Cessna Progressive
Care Program
realize
maximum utilization
cost and downof your aircraft at a minimum
and maintained
in
time. Under this program,
your aircraft is inspected
The opfour operations
at 50-hour intervals during a 200-hour period.
proin a specially
erations
are recycled
each 200 hours and are recorded
vided Aircraft
is conducted.
Inspection
Log as each operation

the

can be caused by a combinain cold weather

Rough engine operation
to
the
dense air and poor vaporimixture
due
of
leaner
tion
an inherently
The
mixture
to the cylinders.
of the fuel-air
zation and distribution
during operation
on
noticeable
are especially
effects of these conditions
one magneto in ground checks where only one spark plug fires in each
cylinder.
For optimum operation
of the engine
use of carburetor
heat is recommended.
indicated
as a guideline:

in cold weather,
the appropriate
The following procedures
are

and ground check.

heat during engine warm-up
(1) Use carburetor
carburetor
for temperatures below 10F,
heat may be required
whereas partial heat could be used in temperatures between 10F
Full

and

40F.

(2) Use the minimum

in

take-off,

climb,

carburetor
and cruise.

heat

required

for smooth

operation

NOTE
When operating
in sub-zero
temperatures, care should be
exercised
when using partial carburetor
heat to avoid
icing.
Partial
heat may raise the carburetor
air temper
32
70F
ature to the
to
range where icing is critical
under
certain
atmospheric
conditions

air temperature
the aircraft is equipped with a carburetor
carburetor
air
it can be used as a reference
in maintaining
temperature at or slightly above the top of the yellow arc by application of carburetor
heat
(3) If

gage,

2-20

Care for airProgressive

The Cessna Aircraft Company recommends
and the 100-hour
craft that are being flown 200 hours or more per year,
for the Progressive
The procedures
inspection
for all other aircraft.
have been carefully worked out
Care Program
and the 100-hour inspection
The
Organization.
by the factory and are followed by the Cessna Dealer
and factorywith Cessna equipment
complete
familiarity
of Cessna Dealers
procedures
the highest level of service possible at
approved
provides
lower cost to Cessna owners.

CESS N A CU STOMER
Specific benefits
and
benefits
important
for you
GRAM book supplied with
view your Customer Care

CA RE PROGR A M.

provisions
of the CESSNA WARRANTY plus other
in your CUSTOMER
CARE PROare contained
You will want to thoroughly reyour aircraft.
at all
Program
book and keep it in your aircraft

times.
book entitle you to an initial inspecCoupons attached to the Program
Operation
No. 1 or the first 100-hour
Care
tion and either a Progressive
If
within the first 6 months of ownership at no charge to you.
inspection

the initial inspection will have been

from your Dealer,
you take delivery
to you. If you pick up your airof the aircraft
before delivery
performed
soon after
Dealer
reasonably
your
take
it
to
to
plan
craft at the factory,
allowing the
may be performed,
so the initial inspection
you take delivery,
necessary.
may
be
which
adjustments
minor
Dealer to make any
You will also want to return to your Dealer either at 50 hours for
Care Operation, or at 100 hours for your first
first Progressive
100-hour inspection
you choose to establish
depending on which program

your

inspections
will be performed
While these important
for your aircraft.
to have the
in most cases you will prefer
for you by any Cessna Dealer,
this work.
accomplish
the aircraft
from whom you purchased
Dealer

5-7

(4) Select relatively

high manifold pressure
and RPM settings for
optimum
mixture
and avoid excessive
distribution,
manual leaning in
cruising
flight.
(5) Avoid sudden throttle movements
during ground and flight opera-

operational
or those which receive
use for the first 25
only intermittent
status
Every seventh day during
hours are considered
in flyable storage
by hand through five revoluthese periods,
the propeller
should be rotated
of cortions. This action "limbers"
the oil and prevents any accumulation
rosion on engine cylinder
walls.
.

tion.
Refer

IMPORTANT

to

Section

VII for discussion

of additional

cold weather

equip-

ment.
switch is
check that the ignition
For maximum safety,
the mixture control is in
OFF, the throttle is closed,
is secured
and the aircraft
the idle cut-off position,
Do not stand
by hand.
the propeller
before rotating
blades while turning the
within the arc of the propeller
propeller.
should
After 30 days, the aircraft
runup should be made just long enough
the lower green arc range.
Excessive

or a ground
be flown for 30 minutes
produce
an oil temperature within
ground runup should be avoided.

to

excessive
of water
Engine runup also helps to eliminate
accumulations
fuel system and other air spaces in the engine.
Keep fuel tanks full
to minimize condensation
iii the tanks. Keep the battery
to
fully charged
prevent
the electrolyte
from freezing
in cold weather.
If the aircraft
is to
refer to the Service
Manual for
be stored temporarily,
or indefinitely,
proper
storage procedures.
in

the

I NSPE CT ION

REQU IREMENT S.

As required
by Federal
Aviation Regulations,
all civil aircraft of U.S.
registry
must undergo a complete
inspection
(annual) each twelve calendar
In addition to the required
months.
ANNUAL inspection,
aircraft operated
(for hire) must have a complete
commercially
inspection
every 100 hours
of operation.

HOT WEATHER OPERATION.

information
on page
The general
warm temperature starting
engine operation
appropriate.
on the ground.
Avoid prolonged

NOISE ABATEMENT.
Increased

time periods.

emphasis

on improving
the quality of our environment
of all pilots to minimize
the effect

quires renewed effort on the part

aircraft noise on the public.

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

reof

im-

and

(1) Pilots operating

aircraft under VFR over outdoor assemblies
of persons,
and park areas,
recreational
and other noise-sensitive
areas should make every effort to fly not less than 2,000 feet above
the surface,
weather
permitting,
even though flight at a lower level
may be consistent
with the provisions
of government
regulations.
(2) During departure
from or approach to an airport,
climb after
take-off and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive
areas.

In lieu of the above requirements,

an aircraft
may be inspected
in
accordance
with a progressive
inspection
schedule, which allows the work
load to be divided into smaller operations
that can be accomplished in

shorter

2-10 is

NOTE
The above recommended
procedures
do not apply where
clearances
would conflict with Air Traffic Control
or instructions,
in the pilot's
judgment, an
or where,
for him to
altitude
of less than 2, 000 feet is necessary
his duty to see and avoid other airexercise
adequately
craft.

they

The CESSNA PROGRESSIVE

CARE PROGRAM has been developed
to
provide
a modern progressive
inspection
schedule
that satisfies the omplete aircraft
inspection
requirements
of both the 100 HOUR and ANNUAL

inspections
5-6

as applicable to Cessna aircraft.

2-21

INTERIOR CARE.
the

dust and loose dirt from the upholstery

To remove
interior
with a vacuum cleaner.
regularly

and carpet,

clean

tissue or rags.
with cleansing
Blot up any spilled liquid promptly
material
firmly and hold it for
Don't pat the spot; press the blotting
several
seconds.
Continue blotting until no more liquid is taken up.
with a dull knife, then spot-clean the area
Scrape off sticky materials
used sparspot removers,
Oily spots may be cleaned with household
on the container
read the instructions
Before using any solvent,
Never satuand test it on an obscure place on the fabric to be cleaned.
rate the fabric with a volatile solvent; it may damage the padding and

ingly.

backing

the

are extremecaused by aircraft or engine malfunctions

Emergencies
are practiced.
and maintenance
inspections
ly rare if proper pre-flight
emergencies
or eliminated by careful
can be minimized
Enroute weather
weather
is encounterflight planning and good judgement when unexpected
described
arise the basic guidelines
should an emergency
ed.
However,
to correct
and applied as necessary
in this section should be considered

ENG INE FA ILURE.

ENGINE FAILURE AFTER TAKE-OFF.

fabric.

of the seats
cleaning
If your aircraft
is equipped with leather
seating,
using a soft cloth or sponge dipped in mild soap suds.
is accomplished
will remove
traces of dirt and grease
The soap suds, used sparingly,
with a clean damp cloth.
The soap should be removed
panel and control knobs need
instrument
The plastic
trim, headliner,
Oil and grease on the control wheel
only be wiped off with a damp cloth.
with Stoddard
and control knobs can be removed with a cloth moistened
on care of
such as mentioned
solvent.
in paragraphs
Volatile solvents,
must never be used since they soften and craze the plastic.
the windshield,

MAA PLATE/FINISH

PROCEDURES

the problem.

materials.

deterSoiled upholstery
and carpet may be cleaned with a foam-type
instructions.
Keep the foam
gent, used according to the manufacturer's
to minimize
as dry as possible
and remove it with a vacuum cleaner,
wetting

EMERGENCY

Prompt
of the nose to maintain
airspeed and establish
a
lowering
glide attitude is the first response
to an engine failure after take-off.
the landing should be planned straight ahead with only
In most cases,
Altitude
and airspeed
small changes in direction
to avoid obstructions.
are seldom sufficient
to execute a 180 gliding turn necessary to return
The following procedures
assume
that adequate time
to the runway.
exists to secure the fuel and ignition systems
prior to touchdown.
(1)
(2)
(3)
(4)
(5)
(6)

AND TRIM PLATE.

the Type Certificate Number (TC), Producconcerning

Number
(PC), Model Number and Serial Number of your
Aircraft
particular
aircraft can be found on the MAA (Manufacturers
Association) plate located on the left forward doorpost.
Information

80 MPH.
Airspeed
IDLE CUT-OFF.
Mixture
Fuel Selector Valve
OFF.
OFF.
Ignition Switch
Wing Flaps
AS REQUIRED
Switch
OFF.
Master
--

--

--

--

(40

--

recommended).

--

ENGINE FAILURE DURING

FLIGHT.

tion Certificate

A Finish and Trim Plate contains

scheme and exterior
paint combination
with an applicable
used in conjunction
5-4

the interior
color
a code describing
The code may be
of the aircraft.
Parts Catalog if finish and trim in-

While
identify
is feasible,

to

(1)
(2)

gliding toward a suitable

the cause of the failure.
proceed
as follows:

Airspeed
Carburetor

--

landing area,
If

time

permits,

an effort should be made

and an engine restart

80 MPH.
Heat
ON.
--

3-1

(3)

Fuel

Valve

Selector

(4) Mixture

RICH.
Switch

PAINTED

BOTH.

--

(5) Ignition
windmilling).
(6) Primer

--

BOTH

(or START

if propeller

is not

IN and LOCKED.

--

a forced landing without power must be

the engine cannot be restarted,
procedure
executed.
for this is given in the following
A recommended

If

paragraph.

FORCEDL A ND ING S.
ENGINE POWER.

WITHOUT

EMERGENCY LANDING

nent,

SURFACES.

--

If all attempts
to restart the engine fail and a forced landing is immifield and prepare for the landing as follows:
select a suitable

(1) Airspeed

80 MPH (flaps UP)75 MPH (flaps DOWN).

--

IDLE CUT-OFF.
Valve
OFF.
Fuel Selector
OFF.
(4) Ignition Switch
(40 recommended).
(5) Wing Flaps
AS REQUIRED
(6) Master
Switch
OFF.
UNLATCH PRIOR TO TOUCHDOWN.
(7) Doors
TAIL LOW.
SLIGHTLY
(8) Touchdown
APPLY HEAVILY.
(9) Brakes

(2) Mixture

--

(3)

--

The painted exterior surfaces

of your new Cessna have a durable,
long lasting finish and, under normal
no polishing
conditions,
require
or
buffing. Approximately
15 days are required
for the paint to cure completely;
in most cases,
the curing period will have been completed prior
to delivery of the aircraft.
In the event that polishing
or buffing is required within the curing period,
it is recommended
that the work be done
by someone
experienced in handling uncured paint.
Any Cessna Dealer
can accomplish
this work.

the painted surfaces can be kept bright by washing with

Generally,
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois.
Harsh or abrasive
soaps or detergents
which cause corrosion or scratches
should never be used.
Remove stubborn oil and
grease
with a cloth moistened
with Stoddard solvent.
Waxing is unnecessary
to keep the painted surfaces bright.
However,
if desired,
the aircraft may be waxed with a good automotive
A
wax.
heavier
coating of wax on the leading edges of the wings and tail and on
the engine nose cap and propeller
spinner
will help reduce the abrasion
encountered
in these areas.

--

--

--

--

--

--

LANDING

PRECAUTIONARY

WITH ENGINE

POWER.

one should drag the landBefore attempting

an "off airport"
landing,
to inspect the terrain for obstructions
ing area at a safe but low altitude
as follows:
proceeding
and surface conditions,
20
selected
field with flaps
and 75 MPH airspeed,
area for touchdown for the next landing approach.
noting the preferred
Then retract
flaps upon reaching
a safe altitude
and airspeed.
Switches
OFF.
(2) Radio, Electrical
40 (on final approach).
(3) Wing Flaps
75 MPH.
(4) Airspeed
Switch
OFF.
(5) Master
(6) Doors
UNLATCH PRIOR TO TOUCHDOWN.
TAIL LOW.
SLIGHTLY
(7) Touchdown

When the aircraft

is parked outside in cold climates
and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces
with chemical
during ice removal
liquids.
A 50-50 solution
of isopropyl
alcohol and water will satisfactorily
remove
ice accumulawithout damaging
the paint.
A solution with more than 50c/oalcohol
While applying
is harmful
and should be avoided.
the de-icing solution,
keep it away from the windshield
and cabin windows since the alcohol will
attack the plastic
and may cause it to craze.

tions

PROPELLER CARE.

(1) Drag over

--

--

--

--

--

--

3-2

Preflight
inspection
of propeller
blades for nicks,
and wiping them
occasionally
with an oily cloth to clean off grass and bug stains will asparticsure long, trouble-free service.
Small nicks on the propeller,
ularly near the tips and on the leading edges,
out as
should be dressed
soon as possible
since these nicks produce
stress
concentrations,
and if
ignored,
may result in cracks.
Never use an alkaline
cleaner
on the
remove
blades;
grease
and dirt with carbon tetrachloride or Stoddard
solvent.

5-3

WINDSHIELD-WINDOWS.

(8)

Ignition

(9) Brakes
The plastic
and windows should be cleaned with an aircraft
windshield
windshield
cleaner.
Apply the cleaner sparingly
with soft cloths,
and rub
with moderate
pressure
until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner
is not available,
moistened
with Stoddard solvent

soft cloths

the plastic can be cleaned

to remove oil and grease,

with

use gasoline,

alcohol,

benzine,

acetone,
carbon
fluid, lacquer
These mait to craze.

tetrachloride, fire extinguisher

or anti-ice
thinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause
Follow
Rinse
plastic
attracts

by carefully

washing with a mild detergent

and plenty of water.
dry with a clean moist chamois.
Do not rub the
with a dry cloth since this builds up an electrostatic
charge which
dust. Waxing with a good commercial
wax will finish the cleaning
job. A thin, even coat of wax, polished out by hand with clean soft flannel
will fill in minor scratches
cloths,
and help prevent further
scratching.

thoroughly, then

Do not use a canvas cover on

since the cover

sleet is anticipated

the

windshield
may scratch

unless freezing
rain
plastic
surface.

DITCHING.
or jettisoning heavy objects located
Prepare
for ditching by securing
of
in the baggage area, and collect folded coats or cushions for protection
on 121. 5 MHz
Mayday message
face at touchdown. Transmit
occupant's
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel
to swells.
(2) Approach with flaps 40 and sufficient power for a 300 ft/min
at 70 MPH.
rate of descent
(3) Unlatch the cabin doors.
descent
until touchdown in level attitude.
(4) Maintain a continuous
height
Avoid a landing flare because of difficulty in judging aircraft
over a water surface.
(5) Place folded coat or cushion in front of face at time of touch-

NOTE
Never

Switch
OFF.
APPLY HEAVILY.
--

--

down.
open winIf necessary,
through cabin doors.
(6) Evacuate aircraft
pressure
so that door
for equalizing
dow to flood cabin compartment
can be opened.
of cabin.
(7) Inflate life vests and raft (if available) after evacuation
for more than a few
on for flotation
cannot be depended
The aircraft
minutes.

or

the

FIRES.
ENGINE FIRE DURING

A LUMINUM SURFA CES.

The clad aluminum

surfaces

of your Cessna may be washed with clear

water to remove
dirt; oil and grease
with gasoline,
may be removed
naphtha,
carbon tetrachloride or other non-alkaline
solvents.
Dulled
aluminum
surfaces may be cleaned effectively
with an aircraft
aluminum
polish-

After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance
and retard
corrosion.
Regular
recommended
operated
waxing is especially
for airplanes
in
against corrosion
salt water areas as a protection
5-2

START ON

GROUND.

cold weather
during a difficult
Improper
starting procedures
which could ignite fuel that has accumulated
can cause a backfire
as follows:
In this event, proceed
intake duct.
(1)

start
in

the

in an attempt to get a start which would suck

and into the
fuel through the carburetor
and accumulated

Continue cranking

the flames

engine.
run the engine at 1700 RPM for a few
(2) If the start is successful,
it down to inspect the damage.
minutes
before shutting
for two or
continue
cranking
(3) If engine start is unsuccessful,
obtain
three minutes with throttle full open while ground attendants
fire extinguishers.
3-3

(4) When ready to extinguish

fire, discontinue
and turn
cranking
switch, ignition switch, and fuel selector
off master
valve.
seat cushion,
wool blanket,
(5) Smother flames with fire extinguisher,
air filter if it
If practical,
try to remove carburetor
or loose dirt.
is ablaze.
and repair or replace
(6) Make a thorough inspection
of fire damage,
another flight.
before conducting
components
damaged

ENGINE FIRE IN FLIGHT.

Although engine fires are extremely
should be taken if one is encountered:

rare

in flight,

the

following

steps

CUT-OFF.
(2) Fuel Selector
Valve
OFF.
(3) Master Switch
OFF.
(4) Cabin Heat and Air
OFF (except wing vents).
(5) Airspeed
100 MPH. If fire is not extinguished,
increase
glide speed to find an airspeed which will provide an incombustible
mixture.

(1) Mixture

IDLE

--

--

--

'

o
-

__

__

CARE

8 0 10 Rr

THE

OF

AIRPLANE

If your aircraft
is to retain that new-plane
performance
and dependarequirements
inspection and maintenance
must be followed.
certain
bility,
mainof lubrication
It is wise to follow a planned schedule
and preventive
tenance based on climatic and flying conditions encountered in your 10cality.
and take advantage of his
Keep in touch with your Cessna Dealer,
and experience.
He knows your airplane and how to maintain
knowledge
and oil changes
are necessary,
it. He will remind you when lubrications
services.
and about other seasonal and periodic

--

--

GROUND

HA ND LIN G.

maneuvered
by hand with the
with a vehicle,
do not
either side of center,
of
or damaircraft
is towed or pushed over a
watch that the normal
cushioning action
rough surface
during hangaring,
of the nose strut does not cause excessive vertical
movement
of the tail
contact with low hangar doors or structure.
A flat nose
and the resulting
tail height.
tire or deflated strut will also increase
The aircraft

Execute

a forced landing as outlined

in preceeding

ELECTRICAL FIRE IN FLIGHT.

The initial indication
of an electrical
fire is usually
the odor
The following procedure
should then be used:
burning insulation.
(1)
(2)

Master

Switch

--

Fire

If fire
continuance
(5)
(6)
(7)

(except Ignition

Air/Heat
Extinguisher

Master

of

--

Switch)
OFF.
CLOSED.
ACTIVATE
(if available).
--

power

is necessary

for

Switch
ON.
Breakers
CHECK for faulty circuit;
do not reset.
Radio/Electrical
Switches
ON one at a time, with delay
after each until short circuit is localized.
(8) Vents/Cabin
Air/Heat
OPEN when it is ascertained
that fire
extinguished.
is completely
--

--

--

--

3-4

and safely

When
29

towing

MOORING YOUR AIRPLANE.

--

appears
out and electrical
of flight:

Circuit

easily

OFF.

All Other Switches

(3) Vents/Cabin
(4)

is most

tow-bar attached to the nose wheel.

exceed the nose gear turning angle
If the
age to the gear will result.

paragraphs.

tie-down procedure
against
damage to
is your best precaution
Proper
by gusty or strong winds.
To tie down your aircraft
your parked aircraft
proceed
securely,
as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface
control
lock over the fin and rudder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
and secure each rope to
strength) to the wing and tail-down fittings,
a ramp tie-down.
(4) Tie a sufficiently
strong rope to the nose gear torque link and
secure it to a ramp tie-down.
(5) Install a pitot tube cover.
5-1

DISORIENTATION

IN CLOUDS.

In the event of a vacuum system failure

during flight in marginal
gyro and gyro horizon will be disabled,
and the
weather,
the directional
pilot will have to rely on the turn coordinator
or the turn and bank indicainstructions
assume
tor if he inadvertently
flies into clouds.
The following
that only the electrically-powered
turn coordinator
or the turn and bank
proficient
in
indicator
is operative,
and that the pilot is not completely
partial
flying.
panel instrument

EXECUTING A 180

TURN IN CLOUDS.

back

Upon entering
as follows:

the

clouds,

an immediate

plan

should

be made

to turn

(1) Note the time of the minute hand and observe

the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates
the nearest half-minute,
initiate
rate left turn, holding the turn coordinator
a standard
symbolic
aircraft wing opposite the lower left index mark for 60
seconds.
the miniature
Then roll back to level flight by leveling
aircraft.
(3) Check accuracy of the turn by observing
the compass heading
which should be the reciprocal
of the original heading.
(4) If necessary,
adjust heading primarily
with skidding motions
rather
than rolling motions so that the compass will read more

accurately.
(5) Maintain
altitude and airspeed
by cautious
application of elevator
control.
Avoid overcontrolling
by keeping the hands off the control
wheel and steering
only with rudder.

EMERGENCY

L
I,

(SGNGOd)

4-8

8
IHDIEM

8
liVHORIV

8
GSGVOS

LET-DOWNS

THROUGH

CLOUDS.

for an emergency
descent
If possible,
obtain radio clearance
through
clouds.
To guard against
a spiral dive, choose an easterly
or westerly
heading to minimize
compass
card swings due to changing bank angles.
In addition, keep hands off the control wheel and steer a straight course
with rudder
control by monitoring
the turn coordinator.
Occasionally
to hold an approxicheck the compass
heading and make minor corrections
mate course.
Before descending
into the clouds, set up a stabilized letdown condition
as follows:
(1)
(2)

Apply full rich mixture.

Use full carburetor
heat.
3-5

(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
Adjust the elevator
trim tab for a stabilized
descent
at 90 MPH.
(5) Keep hands off the control wheel.
and make corrections
by rudder alone.
(6) Monitor turn coordinator
rudder force, if present.
(7) Adjust rudder trim to relieve
unbalanced
(8) Check trend of compass
card movement
and make cautious
(4)

with rudder
corrections
to stop
(9) Upon breaking out of clouds,

the turn.
resume

normal

cruising

flight.

RECOVERY FROM A SPIRAL DIVE.

If a spiral

is encountered,

proceed

as follows:

Close the throttle.

aileron and rudder control to
(2) Stop the turn by using coordinated
align the symbolic airplane in the turn coordinator
with the horizon
(1)

reference

line.

to slowly reduce
apply control wheel back pressure
to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
heading.
rudder
straight
Adjust rudder trim to relieve unbalanced
(3) Cautiously

the

indicated

force,

(6)
(7)

turb
(8)
sume

airspeed

if present.
Apply carburetor
heat.
but avoid using enough power
Clear engine occasionally,
the trimmed glide.
power
out of clouds, apply normal
cruising
Upon breaking

to

oo

dis-

and re-

flight.

SPINS
tent

in
spins are prohibited
Intentional
spin occur, the following
recovery

this aircraft
technique

Should an inadverbe used.

should

throttle to

idle position.
opposite
to the direction of rotation.
turn, move the control wheel forward of
neutral
in a brisk motion.
(4) As rotation stops, neutralize
rudder,
and make a smooth redive.
covery from the resulting
(1)

Retard

(2) Apply full rudder

(3) After one-fourth

FLIGHT IN ICING
Although flying
3-6

CONDITIONS.

in known icing

conditions

is prohibited,

an unexpected

4-7

icing

encounter
(1)

should be handled

as follows:

pitot heat switch ON (if installed).

to obtain an outside air temperaback or change altitude
ture that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster
control
clockwise
to obtain maximum defroster
airflow..
(4) Increase
ice build-up on propeller
engine speed to minimize
blades.
(5) Watch for signs of carburetor
air filter ice and apply carburetor
heat as required.
loss in manifold
pressure
could
An unexplained
be caused by carburetor
Lean the mixice or air intake filter ice.
ture if carburetor
heat is used continuously.
(6) Plan a landing at the nearest
airport.
rapid
With an extremely
ice build-up, select a suitable "off airport"
landing site.
(7) With an ice accumulation
of 1/4 inch or more on the wing leading
be prepared
higher stall speed.
for significantly
edges,
(8) Leave wing flaps retracted.
With a severe ice build-up on the
horizontal
tail, the change in wing wake airflow direction caused by
effectiveness.
wing flap extension
could result
in a loss of elevator
(9) Perform
a landing approach using a forward slip, if necessary,
for improved
visibility.
(10) Approach at 90 to 100 MPH, depending
upon the amount of ice
accumulation.
(11) Perform
a landing in level attitude.
Turn

(2) Turn

--

O
>-

.
0..

ROUGH

ENGINE

CARBURETOR

OR LOSS OF POWER.

ICING.

An unexplained
and eventual engine roughdrop in manifold pressure
ness may result from the formation
of carburetor
To clear the ice,
ice.
apply full throttle and pull the carburetor
heat knob full out until the engine runs smoothly;
then remove carburetor
heat and readjust
the throttle.
If conditions
require
the continued use of carburetor heat in cruise flight,
use the minimum
to prevent ice from forming
amount of heat necessary
and lean the mixture slightly for smoothest
engine operation.

..

4-6

OPERATION

<

SPARK PLUG FOULING.

in flight may be caused by one or more
A slight engine roughness
spark plugs becoming fouled by carbon or lead deposits.
This may be
verified by turning the ignition switch momentarily
from BOTH to either

3-7

is
L or R position.
An obvious power loss in single ignition operation
that spark plugs are
evidence
Assuming
of spark plug or magneto trouble.
the more likely cause, lean the mixture to the normal lean setting for
dedoes not clear up in several minutes,
flight.
If the problem
cruising
If
termine if a richer mixture setting will produce smoother operation.
to the nearest airport for repairs using the BOTH position of
not, proceed
dictates the use of a single
the ignition switch unless extreme roughness
ignition position.

MAGNETO

MALFUNCTION.

of magor misfiring
is usually evidence
A sudden engine roughness
neto problems.
Switching from BCYI'H to either L or R ignition switch
Select different
position will identify which magneto is malfunctioning.
operaif continued
power settings
and enrichen the mixture to determine
If not, switch to the good magneto
tion on BOTH magnetos is practicable.
airport for repairs.
and proceed to the nearest

LOW OIL PRESSURE.

by normal
oil temperature, there
is accompanied
If low oil pressure
valve is malfunctioning.
gage or relief
the oil pressure
is a possibility
cause for an immediate
A leak in the line to the gage is not necessarily
an orifice in this line will prevent a sudden
precautionary
landing because
a landing at the nearest airloss of oil from the engine sump. However,
port would be advisable
to inspect the source of trouble.

An optional cargo tie-down kit consisting

of nine tie-down attachments
to remove the rear seat (and child's seat, if
is available if it is desired
and utilize the rear cabin area to haul cargo.
installed)
Two tie-down attachments clamp to the aft end of the two outboard front seat rails and are
locked in place by a bolt which must be tightened to a minimum
of fifty
inch pounds.
Seven tie-down attachments
bolt to standard attach points in
the cabin floor, including three rear seat mounting points.
The seven
attach points are located as follows: two are located slightly inboard and
just aft of the rear door posts approximately
at station 69; two utilize the
aft outboard mounting points of the rear seat; one utilizes
the rearmost
mounting point of the aft center attach point for the rear seat approximately at station 84 (a second mounting
point is located just forward
of this
point but is not used); and two are located just forward
of the center baggage net tie-down eyebolts
approximately
at station 108. The maximum
allowable cabin floor loading of the rear cabin area is 200 pounds/square
when items with small or sharp support areas are carried,
foot; however,
the installation
of a 1/4" plywood floor is recommended
to protect the aircraft structure.
The maximum
rated load weight capacity
for each of the
seven tie-downs is 140 pounds and for the two seat rail tie-downs is 100
pounds.
Rope, strap,
or cable used for tie-down should be rated at a
minimum
of ten times the load weight capacity of the tie-down fittings
used.
Weight and balance
calculations
for cargo in the area of the rear
seat, baggage and hatshelf area can be figured on the Loading Graph using
or Cargo and/or
the lines labeled 2nd Row Passengers
Baggage or
Passengers
on Child's Seat.

loss of oil pressure

is accompanied
by a rise in oil temperreason
to suspect an engine failure is imminent.
Reduce
engine power immediately
and select a suitable forced landing field.
Leave the engine running at low power during the approach,
using only
the minimum power required to reach the desired touchdown spot.
If a total
ture, there is

ELECTRICAL POWER

SUPPLY SYSTEM MALFUNCTIONS.

power supply system can be detected

Malfunctions
in the electrical
by
periodic
of the ammeter and over-voltage
monitoring
warning light; howis usually difficult to determine.
ever, the cause of these malfunctions
A broken alternator
drive belt or wiring is the most likely cause of altercould cause the problem.
A damaged
nator failures,
although other factors
can also cause malfunctions.
or improperly
adjusted voltage regulator
an electrical
emergency
and should be
Problems
of this nature constitute
power malfunctions
dealt with immediately,
Electrical
usually fall into
3-8

LOADING
ARRANGEMENTS

C.G.
ARM

-motorvassessercesteroveravar

seats
on adjustable
occupant.
average
66gic"e

positioned
for
Numbers
in par
end andaafttY

, 37(32-50)

74
range.
**Arms
areas

measured
shown.

to the center

of

the
97

C.G.
ARM

he

ftbaggagewall

sta onntitir

(approximate
cn

fflicaespa

determiningthelocationofbaggage
area tuseiage stations.

74

WL

BAGGAGE

.
37
(32.50)

2NDROW

CHILDSEAT

C.G.
ARM

44

,,1115

97

-,

2NDROW

37-

132-50)

CARGO

**74

-JL
BAGGAGE
A

44

BAGGAGE
B

**115

97

A
BAGGAGE
BAGGAGE
B

.gg

OPTIONAL

SEATING

STANDARD
SEATING

2ND ROW
SEAT REMOVED

4-5

and are included in

on revised
weight and balance records,
aircraft
file.
In addition to the licensed
empty weight
and moment noted on these records,
the c.g. arm (fuselage
station) is also shown, but need not be used on the Sample
Loading Problem.
The moment which is shown must be
divided by 1000 and this value used as the moment/1000
on
the loading problem.

the

the moment/1000
for each addi
Use the Loading Graph to determine
then list these on the loading problem.
item to be carried;

tional

NOTE
for the pilot, passengers,
Graph information
is based on seats positioned
baggage/cargo
and hatshelf
items
or hatshelf
for average occupants
and baggage/cargo
loaded in the center of these areas as shown on the
For loadings which may
diagram.
Loading Arrangements
lists
differ from these, the Sample Loading Problem
Loading

fuselage
their forstatins
for these items to indicate
(seat travel and
ward and aft c. g. range limitation
area limitation).
Additional
baggage/cargo
or hatshelf
moment
based on the actual weight and
calculations,
of the item being loaded,
c. g. arm (fuselage
station)
from
of the load is different
must be made if the position
that shown on the Loading Graph.

Total the weights and moments/1000

and plot these values on the
of Gravity Moment Envelope
whether
the point falls
to determine
within the envelope, and if the loading is acceptable.

two

categories:
The paragraphs

excessive
rate
below describe

of charge and insufficient

rate of charge.
the recommended
remedy for each situa-

tion.
EXCESSIVE

RATE

OF CHARGE.

After engine starting

and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to accept above normal
charging
during the initial part of a flight.
However,
after thirty minutes
of cruising
flight, the ammeter should be indicating
If the charging
rate were
less than two needle widths of charging current.
to remain above this value on a long flight, the battery would overheat and
evaporate
the electrolyte
at an excessive rate.
Electronic
components
in
the electrical system could be adversely
affected
by higher than normal
voltage if a faulty voltage regulator
setting is causing the overcharging.
To preclude
these possibilities,
an over-voltage
sensor will automatically
shut down the alternator
and the over-voltage
light will illuminate
warning
if the charge voltage reaches
approximately
16 volts.
Assuming that the
malfunction
was only momentary,
an attempt should be made to reactivate
To do this, turn both sides of the master
the alternator system.
switch
off and then on again.
If the problem
no longer exists, normal
alternator
and the warning
charging
will resume
light will go off. If the light comes
on again, a malfunction
is confirmed.
In this event, the flight should be
terminated and/or the current drain on the battery minimized
because
the
battery can supply the electrical system for only a limited period of time.
If the emergency
for later use
occurs at night, power must be conserved
of the landing light and flaps during landing.

Center

BAGGAGE

AND CARGO

TIE-DOWN

baggage net having six tie-down straps

is provided as stanto secure baggage in the area aft of the rear seat and on
the hatshelf.
serve as attaching points for the net. Two eyeSix eyebolts
tie-down straps are mounted on the cabin floor near
bolts for the forward
at station
just forward of the baggage door approximately
each sidewall
mount on the floor slightly inboard of each side92; two center eyebolts
wall just aft of the baggage door approximately
109; the two aft
at station
eyebolts
secure
at the top of the rear baggage wall at station 124. If an
optional child's
seat is installed,
will be
only the center and aft eyebolts
needed for securing
the net in the area remaining
behind the seat.
A
on the baggage door defines the weight limitations
in the baggage
placard
areas.
A nylon

dard

4-4

equipment

INSUFFICIENT

RATE

OF CHARGE.

If the ammeter indicates

rate in flight, the
a continuous
discharge
alternator
is not supplying
power to the system and should be shut down
since the alternator
field circuit
may be placing an unnecessary
load on
the system.
All non-essential
equipment
should be turned OFF and the
flight terminated as soon as practicaL

EMERGENCYLOC

A TORTR A NSM ITTER (ELT).

dual-frequency
of a self-contained
radio transmitconsists
power supply,
and is activated
by an impact of 5g or more
The ELT emits an omnidirecin a crash landing.
as may be experienced
frequencies
tional signal on the international
distress
of 121. 5 and 243. O
MHz.
General aviation and commercial
the FAA, and CAP
aircraft,
The ELT

ter and battery

3-9

Followby the military.

monitor
121.5 MHz, and 243.0 MHz is monitored
the ELT will provide line-of-sight
ing a crash landing,
transmission up to
of ELT transmissions
is affected by
100 miles at 10, 000 feet The duration
At temperatures of +70 to +130F, continuous
ambient temperature.
transmission for 115 hours can be expected; a temperature of -40F will
shorten the duration to 70 hours.
.

OIL PRESSURE GAGE.

Idling Pressure
Normal Operating
Maximum
Pressure

Range
.

FUEL QUANTITY
INDICATORS.
Empty
(2. 5 gaHons unusable
each tank in normal
with fuel selector valve on BOTH.)

10 psi (red line)

30-60 psi (green arc)
100 psi (red line)
.

E(redline)
maneuvers

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

The ELT is readily

identified
as a bright orange unit mounted
rear baggage compartment
wall on the left side of the fuselage.

the

behind
To

flight

CYLINDER HEAD TEMPERATURE GAGE.

Normal Operating
Range
DoNotExceed.................

MANIFOLD
Normal

PRESSURE

GAGE.
Range

Operating

CARBURETOR
AIR
Icing Range
.

2.

FUNCTION
ON

OFF

ARM

3.

for access

SELECTOR

SWITCH (3-position

Deactivates
and following
Activates
or more

transmitter.

200

.2600

in.

.15-23

(OPT).
-15

(greenarc)

RPM (green arc)

RPM (red line)

2200-2450

GAGE

TEMPERATURE
.

-460F

4. 6-5.4

to
in.

Hg
5C

Hg

(green arc)
(yellow

arc)

(greenarc)

Used

toggle switch):

Used

during

for

test

shipping,

WEIGHT

purposes

storage

AND BALANCE.

The following
information
will enable you to operate
your Cessna
within the prescribed
weight and center of gravity limitations.
To figure
weight and balance,
use the Sample Loading Problem,
Loading Graph,
and Center of Gravity Moment Envelope as follows:

rescue.

transmitter

only when

"g" switch

receives

to

mounted

5g

impact.

RECEPTACLE

Connection

antenna

Take the licensed

empty weight and moment from appropriate
weight
and balance
records
carried
in your airplane,
and write them down in the
column titled YOUR AIRPLANE
on the Sample Loading Problem.

on

NOTE

tailcone.
Figure

3-10

to battery.

transmitter instantly.
Activates
and if "g" switch is inoperative.

ANTENNA
of the

top

speed)

GAGE (GYRO SYSTEM).

SUCTION
Normal Operating
Range

Awa

Removable

460F(redline)

Range
Normal Operating
Do Not Exceed (Engine rated

COVER

TACHO METER.

ELT
CONTROL
PANEL

1.

3-1.

The licensed
empty
Weight and Balance

weight and moment are recorded

on the
and Installed
Equipment
Data sheet, or

4-3

AIRSPEED LIMITATIONS (CAS).

is a list of the certificated
for the aircraft

airspeed

calibrated

The following

limitations

(CAS)

panel

unit, pull the rear wall loose from the adhesive

it in position.
secure
The ELT is operated
by a control
forward facing end of the unit (see figure 3-1).

to the

gain access

fasteners

which

the

at

Never Exceed Speed (glideor dive, smooth

Structural
Cruising Speed
Maximum
Flaps Extended
Maximum
Speed,
10
Flaps
10 40
Flaps
*Maneuvering
Speed
.

air)

*The maximum
speed
control travel.

160 MPH
110 MPH
126 MPH

abrupt

you may use

at which

198 MPH
160 MPH

(1) NORMAL OPERATION:

As long as the function selector
the ELT automatically
activates
remains
in the ARM position,
following an impact of 5g or more over a short time period.
If "g" switch
(2) ELT FAILURE:.
minor crash landing, gain access
selector switch in the ON position.

actuation

to the

ELT

the

of

certificated

switch

is questioned following
and place the function

(3) PRIOR TO SIGHTING RESCUE AIRCRAFT:

Do not activate
radio transceiver.
battery.

Conserve

aircraft

(4) AFTER SIGHTING RESCUE AIRCRAFT:

Place ELT function seswitch in the OFF position,
radio interference.
preventing
Attempt contact with rescue aircraft with the radio transceiver
set to a frequency
of 121. 5 MHz.
If no contact is established,
return
the function selector switch to ON immediately.
lector

AIRSPEED IN DICATOR MA RKIN GS

The following is a list
(CAS) for the aircraft

ELT OPERATION.

airspeed

calibrated

markings

Exceed (glideor dive,

Caution Range
Normal
Operating Range
Flap Operating Range

smooth air)

Never

198 MPH (red line)

160-198 MPH (yellow arc)

68-160

(greenarc)

MPH

63-110 MPH (white arc)

(5)

the

FOLLOWING RESCUE:
OFF

position,

Place

ELT

terminating emergency

function selector

switch in

transmissions.

a lightning strike or an
ACTIVATION:
Following
(6) INADVERTENT
hard landing,
the ELT may activate although no emerexceptionally
Select 121. 5 MHz on your radio transceiver.
gency exists.
If
the ELT can be heard transmitting, place the function selector switch
in the OFF position;
return the switch to ARM.
then immediately

ENGINE OPERATION LIMITATIONS.

Power

and Speed

230 BHP at 2600 RPM

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE GAGE.
Normal Operating
Range
Do Not Exceed
.

4-2

240F

Green Arc
(red

line)
3-11

Jecties H
OPERATING

LIMITATIONS

OPERATIONS AUTHORIZED.
Your

Cessna

the requirements
for airworthiness
as set forth
Government,
and is certificated
under FAA Type CerCessna Model No. 182P.

exceeds

the United States

tificate No. 3A13 as
by

The aircraft
may be equipped
Your Cessna Dealer will be happy
best suited to your needs.

for day,

to assist

night, VFR, or IFR operation.

equipment
you in selecting

Your aircraft
must be operated
with all FAA-approved
in accordance
markings
and placards
in the aircraft.
If there is any information
in this
section which contradicts
the FAA-approved
and placards,
it is
markings
to be disregarded.

MANEUVERS-NORMAL

CATEGORY.

The aircraft is certificated

in the normal
category.
The normal
to aircraft intended for non-aerobatic
operations.
category
is applicable
incidental
to normal flying, stalls (except
These include any maneuvers
and turns in which the angle of bank is not more
than 60. In
whip stalls)
connection
with the foregoing,
the following gross weight and flight load
apply:
factors
GrossWeight
Flight

29501bs

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

Load Factor:
*FlapsUp................+3.8
*FlapsDown...............+2.0
*The

design

all cases,

load factors
structure

the

-1.52

are 150/o of the above,

meets

or exceeds

design

and in
loads.

4-1

AIRSPEED LIMITATIONS (CAS).

is a list of the certificated
for the aircraft

airspeed

calibrated

The following

limitations

(CAS)

panel

unit, pull the rear wall loose from the adhesive

it in position.
secure
The ELT is operated
by a control
forward facing end of the unit (see figure 3-1).

to the

gain access

fasteners

which

the

at

Never Exceed Speed (glideor dive, smooth

Structural
Cruising Speed
Maximum
Flaps Extended
Maximum
Speed,
10
Flaps
10 40
Flaps
*Maneuvering
Speed
.

air)

*The maximum
speed
control travel.

160 MPH
110 MPH
126 MPH

abrupt

you may use

at which

198 MPH
160 MPH

(1) NORMAL OPERATION:

As long as the function selector
the ELT automatically
activates
remains
in the ARM position,
following an impact of 5g or more over a short time period.
If "g" switch
(2) ELT FAILURE:.
minor crash landing, gain access
selector switch in the ON position.

actuation

to the

ELT

the

of

certificated

switch

is questioned following
and place the function

(3) PRIOR TO SIGHTING RESCUE AIRCRAFT:

Do not activate
radio transceiver.
battery.

Conserve

aircraft

(4) AFTER SIGHTING RESCUE AIRCRAFT:

Place ELT function seswitch in the OFF position,
radio interference.
preventing
Attempt contact with rescue aircraft with the radio transceiver
set to a frequency
of 121. 5 MHz.
If no contact is established,
return
the function selector switch to ON immediately.
lector

AIRSPEED IN DICATOR MA RKIN GS

The following is a list
(CAS) for the aircraft

ELT OPERATION.

airspeed

calibrated

markings

Exceed (glideor dive,

Caution Range
Normal
Operating Range
Flap Operating Range

smooth air)

Never

198 MPH (red line)

160-198 MPH (yellow arc)

68-160

(greenarc)

MPH

63-110 MPH (white arc)

(5)

the

FOLLOWING RESCUE:
OFF

position,

Place

ELT

terminating emergency

function selector

switch in

transmissions.

a lightning strike or an
ACTIVATION:
Following
(6) INADVERTENT
hard landing,
the ELT may activate although no emerexceptionally
Select 121. 5 MHz on your radio transceiver.
gency exists.
If
the ELT can be heard transmitting, place the function selector switch
in the OFF position;
return the switch to ARM.
then immediately

ENGINE OPERATION LIMITATIONS.

Power

and Speed

230 BHP at 2600 RPM

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE GAGE.
Normal Operating
Range
Do Not Exceed
.

4-2

240F

Green Arc
(red

line)
3-11

Followby the military.

monitor
121.5 MHz, and 243.0 MHz is monitored
the ELT will provide line-of-sight
ing a crash landing,
transmission up to
of ELT transmissions
is affected by
100 miles at 10, 000 feet The duration
At temperatures of +70 to +130F, continuous
ambient temperature.
transmission for 115 hours can be expected; a temperature of -40F will
shorten the duration to 70 hours.
.

OIL PRESSURE GAGE.

Idling Pressure
Normal Operating
Maximum
Pressure

Range
.

FUEL QUANTITY
INDICATORS.
Empty
(2. 5 gaHons unusable
each tank in normal
with fuel selector valve on BOTH.)

10 psi (red line)

30-60 psi (green arc)
100 psi (red line)
.

E(redline)
maneuvers

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

The ELT is readily

identified
as a bright orange unit mounted
rear baggage compartment
wall on the left side of the fuselage.

the

behind
To

flight

CYLINDER HEAD TEMPERATURE GAGE.

Normal Operating
Range
DoNotExceed.................

MANIFOLD
Normal

PRESSURE

GAGE.
Range

Operating

CARBURETOR
AIR
Icing Range
.

2.

FUNCTION
ON

OFF

ARM

3.

for access

SELECTOR

SWITCH (3-position

Deactivates
and following
Activates
or more

transmitter.

200

.2600

in.

.15-23

(OPT).
-15

(greenarc)

RPM (green arc)

RPM (red line)

2200-2450

GAGE

TEMPERATURE
.

-460F

4. 6-5.4

to
in.

Hg
5C

Hg

(green arc)
(yellow

arc)

(greenarc)

Used

toggle switch):

Used

during

for

test

shipping,

WEIGHT

purposes

storage

AND BALANCE.

The following
information
will enable you to operate
your Cessna
within the prescribed
weight and center of gravity limitations.
To figure
weight and balance,
use the Sample Loading Problem,
Loading Graph,
and Center of Gravity Moment Envelope as follows:

rescue.

transmitter

only when

"g" switch

receives

to

mounted

5g

impact.

RECEPTACLE

Connection

antenna

Take the licensed

empty weight and moment from appropriate
weight
and balance
records
carried
in your airplane,
and write them down in the
column titled YOUR AIRPLANE
on the Sample Loading Problem.

on

NOTE

tailcone.
Figure

3-10

to battery.

transmitter instantly.
Activates
and if "g" switch is inoperative.

ANTENNA
of the

top

speed)

GAGE (GYRO SYSTEM).

SUCTION
Normal Operating
Range

Awa

Removable

460F(redline)

Range
Normal Operating
Do Not Exceed (Engine rated

COVER

TACHO METER.

ELT
CONTROL
PANEL

1.

3-1.

The licensed
empty
Weight and Balance

weight and moment are recorded

on the
and Installed
Equipment
Data sheet, or

4-3

and are included in

on revised
weight and balance records,
aircraft
file.
In addition to the licensed
empty weight
and moment noted on these records,
the c.g. arm (fuselage
station) is also shown, but need not be used on the Sample
Loading Problem.
The moment which is shown must be
divided by 1000 and this value used as the moment/1000
on
the loading problem.

the

the moment/1000
for each addi
Use the Loading Graph to determine
then list these on the loading problem.
item to be carried;

tional

NOTE
for the pilot, passengers,
Graph information
is based on seats positioned
baggage/cargo
and hatshelf
items
or hatshelf
for average occupants
and baggage/cargo
loaded in the center of these areas as shown on the
For loadings which may
diagram.
Loading Arrangements
lists
differ from these, the Sample Loading Problem
Loading

fuselage
their forstatins
for these items to indicate
(seat travel and
ward and aft c. g. range limitation
area limitation).
Additional
baggage/cargo
or hatshelf
moment
based on the actual weight and
calculations,
of the item being loaded,
c. g. arm (fuselage
station)
from
of the load is different
must be made if the position
that shown on the Loading Graph.

Total the weights and moments/1000

and plot these values on the
of Gravity Moment Envelope
whether
the point falls
to determine
within the envelope, and if the loading is acceptable.

two

categories:
The paragraphs

excessive
rate
below describe

of charge and insufficient

rate of charge.
the recommended
remedy for each situa-

tion.
EXCESSIVE

RATE

OF CHARGE.

After engine starting

and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to accept above normal
charging
during the initial part of a flight.
However,
after thirty minutes
of cruising
flight, the ammeter should be indicating
If the charging
rate were
less than two needle widths of charging current.
to remain above this value on a long flight, the battery would overheat and
evaporate
the electrolyte
at an excessive rate.
Electronic
components
in
the electrical system could be adversely
affected
by higher than normal
voltage if a faulty voltage regulator
setting is causing the overcharging.
To preclude
these possibilities,
an over-voltage
sensor will automatically
shut down the alternator
and the over-voltage
light will illuminate
warning
if the charge voltage reaches
approximately
16 volts.
Assuming that the
malfunction
was only momentary,
an attempt should be made to reactivate
To do this, turn both sides of the master
the alternator system.
switch
off and then on again.
If the problem
no longer exists, normal
alternator
and the warning
charging
will resume
light will go off. If the light comes
on again, a malfunction
is confirmed.
In this event, the flight should be
terminated and/or the current drain on the battery minimized
because
the
battery can supply the electrical system for only a limited period of time.
If the emergency
for later use
occurs at night, power must be conserved
of the landing light and flaps during landing.

Center

BAGGAGE

AND CARGO

TIE-DOWN

baggage net having six tie-down straps

is provided as stanto secure baggage in the area aft of the rear seat and on
the hatshelf.
serve as attaching points for the net. Two eyeSix eyebolts
tie-down straps are mounted on the cabin floor near
bolts for the forward
at station
just forward of the baggage door approximately
each sidewall
mount on the floor slightly inboard of each side92; two center eyebolts
wall just aft of the baggage door approximately
109; the two aft
at station
eyebolts
secure
at the top of the rear baggage wall at station 124. If an
optional child's
seat is installed,
will be
only the center and aft eyebolts
needed for securing
the net in the area remaining
behind the seat.
A
on the baggage door defines the weight limitations
in the baggage
placard
areas.
A nylon

dard

4-4

equipment

INSUFFICIENT

RATE

OF CHARGE.

If the ammeter indicates

rate in flight, the
a continuous
discharge
alternator
is not supplying
power to the system and should be shut down
since the alternator
field circuit
may be placing an unnecessary
load on
the system.
All non-essential
equipment
should be turned OFF and the
flight terminated as soon as practicaL

EMERGENCYLOC

A TORTR A NSM ITTER (ELT).

dual-frequency
of a self-contained
radio transmitconsists
power supply,
and is activated
by an impact of 5g or more
The ELT emits an omnidirecin a crash landing.
as may be experienced
frequencies
tional signal on the international
distress
of 121. 5 and 243. O
MHz.
General aviation and commercial
the FAA, and CAP
aircraft,
The ELT

ter and battery

3-9

is
L or R position.
An obvious power loss in single ignition operation
that spark plugs are
evidence
Assuming
of spark plug or magneto trouble.
the more likely cause, lean the mixture to the normal lean setting for
dedoes not clear up in several minutes,
flight.
If the problem
cruising
If
termine if a richer mixture setting will produce smoother operation.
to the nearest airport for repairs using the BOTH position of
not, proceed
dictates the use of a single
the ignition switch unless extreme roughness
ignition position.

MAGNETO

MALFUNCTION.

of magor misfiring
is usually evidence
A sudden engine roughness
neto problems.
Switching from BCYI'H to either L or R ignition switch
Select different
position will identify which magneto is malfunctioning.
operaif continued
power settings
and enrichen the mixture to determine
If not, switch to the good magneto
tion on BOTH magnetos is practicable.
airport for repairs.
and proceed to the nearest

LOW OIL PRESSURE.

by normal
oil temperature, there
is accompanied
If low oil pressure
valve is malfunctioning.
gage or relief
the oil pressure
is a possibility
cause for an immediate
A leak in the line to the gage is not necessarily
an orifice in this line will prevent a sudden
precautionary
landing because
a landing at the nearest airloss of oil from the engine sump. However,
port would be advisable
to inspect the source of trouble.

An optional cargo tie-down kit consisting

of nine tie-down attachments
to remove the rear seat (and child's seat, if
is available if it is desired
and utilize the rear cabin area to haul cargo.
installed)
Two tie-down attachments clamp to the aft end of the two outboard front seat rails and are
locked in place by a bolt which must be tightened to a minimum
of fifty
inch pounds.
Seven tie-down attachments
bolt to standard attach points in
the cabin floor, including three rear seat mounting points.
The seven
attach points are located as follows: two are located slightly inboard and
just aft of the rear door posts approximately
at station 69; two utilize the
aft outboard mounting points of the rear seat; one utilizes
the rearmost
mounting point of the aft center attach point for the rear seat approximately at station 84 (a second mounting
point is located just forward
of this
point but is not used); and two are located just forward
of the center baggage net tie-down eyebolts
approximately
at station 108. The maximum
allowable cabin floor loading of the rear cabin area is 200 pounds/square
when items with small or sharp support areas are carried,
foot; however,
the installation
of a 1/4" plywood floor is recommended
to protect the aircraft structure.
The maximum
rated load weight capacity
for each of the
seven tie-downs is 140 pounds and for the two seat rail tie-downs is 100
pounds.
Rope, strap,
or cable used for tie-down should be rated at a
minimum
of ten times the load weight capacity of the tie-down fittings
used.
Weight and balance
calculations
for cargo in the area of the rear
seat, baggage and hatshelf area can be figured on the Loading Graph using
or Cargo and/or
the lines labeled 2nd Row Passengers
Baggage or
Passengers
on Child's Seat.

loss of oil pressure

is accompanied
by a rise in oil temperreason
to suspect an engine failure is imminent.
Reduce
engine power immediately
and select a suitable forced landing field.
Leave the engine running at low power during the approach,
using only
the minimum power required to reach the desired touchdown spot.
If a total
ture, there is

ELECTRICAL POWER

SUPPLY SYSTEM MALFUNCTIONS.

power supply system can be detected

Malfunctions
in the electrical
by
periodic
of the ammeter and over-voltage
monitoring
warning light; howis usually difficult to determine.
ever, the cause of these malfunctions
A broken alternator
drive belt or wiring is the most likely cause of altercould cause the problem.
A damaged
nator failures,
although other factors
can also cause malfunctions.
or improperly
adjusted voltage regulator
an electrical
emergency
and should be
Problems
of this nature constitute
power malfunctions
dealt with immediately,
Electrical
usually fall into
3-8

LOADING
ARRANGEMENTS

C.G.
ARM

-motorvassessercesteroveravar

seats
on adjustable
occupant.
average
66gic"e

positioned
for
Numbers
in par
end andaafttY

, 37(32-50)

74
range.
**Arms
areas

measured
shown.

to the center

of

the
97

C.G.
ARM

he

ftbaggagewall

sta onntitir

(approximate
cn

fflicaespa

determiningthelocationofbaggage
area tuseiage stations.

74

WL

BAGGAGE

.
37
(32.50)

2NDROW

CHILDSEAT

C.G.
ARM

44

,,1115

97

-,

2NDROW

37-

132-50)

CARGO

**74

-JL
BAGGAGE
A

44

BAGGAGE
B

**115

97

A
BAGGAGE
BAGGAGE
B

.gg

OPTIONAL

SEATING

STANDARD
SEATING

2ND ROW
SEAT REMOVED

4-5

O
>-

0..

4-6

..

--

<
*

icing

encounter

should be handled

ICING.

ENGINE

as follows:

OPERATION

OR LOSS OF POWER.

(1) Turn pitot heat switch ON (if installed).

(2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster
control
clockwise
to obtain maximum defroster
airflow..
(4) Increase
ice build-up on propeller
engine speed to minimize
blades.
(5) Watch for signs of carburetor
air filter ice and apply carburetor
heat as required.
loss in manifold
pressure
could
An unexplained
be caused by carburetor
Lean the mixice or air intake filter ice.
ture if carburetor
heat is used continuously.
(6) Plan a landing at the nearest
airport.
rapid
With an extremely
ice build-up, select a suitable "off airport"
landing site.
(7) With an ice accumulation
of 1/4 inch or more on the wing leading
be prepared
higher stall speed.
for significantly
edges,
(8) Leave wing flaps retracted.
With a severe ice build-up on the
horizontal
tail, the change in wing wake airflow direction caused by
effectiveness.
wing flap extension
could result
in a loss of elevator
(9) Perform
a landing approach using a forward slip, if necessary,
for improved
visibility.
(10) Approach at 90 to 100 MPH, depending
upon the amount of ice
accumulation.
(11) Perform
a landing in level attitude.

ROUGH
CARBURETOR

to

An unexplained
and eventual engine roughdrop in manifold pressure
ness may result from the formation
of carburetor
To clear the ice,
ice.
apply full throttle and pull the carburetor
heat knob full out until the engine runs smoothly;
then remove carburetor
heat and readjust
the throttle.
If conditions
require
the continued use of carburetor heat in cruise flight,
prevent
ice from forming
engine operation.
use the minimum
amount of heat necessary
and lean the mixture slightly for smoothest

SPARK PLUG FOULING.

in flight may be caused by one or more
A slight engine roughness
spark plugs becoming fouled by carbon or lead deposits.
This may be
verified by turning the ignition switch momentarily
from BOTH to either

3-7

proceed

as follows:

(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
trim tab for a stabilized
descent
at 90 MPH.
(4) Adjust the elevator
(5) Keep hands off the control wheel.
and make corrections
by rudder alone.
(6) Monitor turn coordinator
rudder force, if present.
(7) Adjust rudder trim to relieve
unbalanced
(8) Check trend of compass
card movement
and make cautious
with rudder
corrections
to stop the turn.
(9) Upon breaking out of clouds, resume normal cruising flight.

is encountered,

RECOVERY FROM A SPIRAL DIVE.

If a spiral

technique

this aircraft

Should an inadverbe used.

should

(1) Close the throttle.

aileron and rudder control to
(2) Stop the turn by using coordinated
align the symbolic airplane in the turn coordinator
with the horizon
line.
reference
to slowly reduce
(3) Cautiously apply control wheel back pressure
the indicated airspeed to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
heading.
rudder
straight
Adjust rudder trim to relieve unbalanced
force,
if present.
(6) Apply carburetor
heat.
but avoid using enough power to dis(7) Clear engine occasionally,
glide.
power and reout of clouds, apply normal
cruising

turb the trimmed

(8) Upon breaking

sume flight.

in
spins are prohibited
Intentional
spin occur, the following
recovery

SPINS
tent

the

conditions

CONDITIONS.

in known icing

is prohibited,

an unexpected

(1) Retard throttle to idle position.

of rotation.
(2) Apply full rudder opposite to the direction
(3) After one-fourth
turn, move the control wheel forward of
neutral
in a brisk motion.
neutralize
stops,
rudder,
and make a smooth redive.
resulting
from

(4) As rotation

covery

Although flying

FLIGHT IN ICING

3-6

oo

4-7

4-8

L
I,

(SGNGOd)

IHDIEM

8
liVHORIV

8
GSGVOS

DISORIENTATION

the

IN CLOUDS.

an immediate

TURN IN CLOUDS.
clouds,

plan

should

be made

to turn

In the event of a vacuum system failure

during flight in marginal
gyro and gyro horizon will be disabled,
and the
weather,
the directional
pilot will have to rely on the turn coordinator
or the turn and bank indicainstructions
assume
tor if he inadvertently
flies into clouds.
The following
that only the electrically-powered
turn coordinator
or the turn and bank
proficient
in
indicator
is operative,
and that the pilot is not completely
partial
flying.
panel instrument

Upon entering
as follows:

EXECUTING A 180

back

rolling

motions
so

that the

adjust heading

of the turn by observing

the compass heading
reciprocal
of the original heading.
primarily
with skidding motions
will read more
compass

(1) Note the time of the minute hand and observe

the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates
the nearest half-minute,
initiate
rate left turn, holding the turn coordinator
a standard
symbolic
aircraft wing opposite the lower left index mark for 60
seconds.
the miniature
Then roll back to level flight by leveling
aircraft.
(3) Check accuracy
which should be the

than

(4) If necessary,
rather

accurately.

LET-DOWNS
THROUGH
CLOUDS.

(5) Maintain
altitude and airspeed
by cautious
application of elevator
control.
Avoid overcontrolling
by keeping the hands off the control
wheel and steering
only with rudder.

EMERGENCY

Apply full rich mixture.

Use full carburetor
heat.

for an emergency
descent
If possible,
obtain radio clearance
through
clouds.
To guard against
a spiral dive, choose an easterly
or westerly
heading to minimize
compass
card swings due to changing bank angles.
In addition, keep hands off the control wheel and steer a straight course
with rudder
control by monitoring
the turn coordinator.
Occasionally
to hold an approxicheck the compass
heading and make minor corrections
mate course.
Before descending
into the clouds, set up a stabilized letdown condition
as follows:
(1)
(2)

3-5

(4) When ready to extinguish

fire, discontinue
and turn
cranking
switch, ignition switch, and fuel selector
off master
valve.
seat cushion,
wool blanket,
(5) Smother flames with fire extinguisher,
air filter if it
If practical,
try to remove carburetor
or loose dirt.
is ablaze.
and repair or replace
(6) Make a thorough inspection
of fire damage,
another flight.
before conducting
components
damaged

ENGINE FIRE IN FLIGHT.

Although engine fires are extremely
should be taken if one is encountered:

rare

in flight,

the

following

steps

CUT-OFF.
(2) Fuel Selector
Valve
OFF.
(3) Master Switch
OFF.
(4) Cabin Heat and Air
OFF (except wing vents).
(5) Airspeed
100 MPH. If fire is not extinguished,
increase
glide speed to find an airspeed which will provide an incombustible
mixture.

(1) Mixture

IDLE

--

--

--

'

o
-

__

__

CARE

8 0 10 Rr

THE

OF

AIRPLANE

If your aircraft
is to retain that new-plane
performance
and dependarequirements
inspection and maintenance
must be followed.
certain
bility,
mainof lubrication
It is wise to follow a planned schedule
and preventive
tenance based on climatic and flying conditions encountered in your 10cality.
and take advantage of his
Keep in touch with your Cessna Dealer,
and experience.
He knows your airplane and how to maintain
knowledge
and oil changes
are necessary,
it. He will remind you when lubrications
services.
and about other seasonal and periodic

--

--

GROUND

HA ND LIN G.

maneuvered
by hand with the
with a vehicle,
do not
either side of center,
of
or damaircraft
is towed or pushed over a
watch that the normal
cushioning action
rough surface
during hangaring,
of the nose strut does not cause excessive vertical
movement
of the tail
contact with low hangar doors or structure.
A flat nose
and the resulting
tail height.
tire or deflated strut will also increase
The aircraft

Execute

a forced landing as outlined

in preceeding

ELECTRICAL FIRE IN FLIGHT.

The initial indication
of an electrical
fire is usually
the odor
The following procedure
should then be used:
burning insulation.
(1)
(2)

Master

Switch

--

Fire

If fire
continuance
(5)
(6)
(7)

(except Ignition

Air/Heat
Extinguisher

Master

of

--

Switch)
OFF.
CLOSED.
ACTIVATE
(if available).
--

power

is necessary

for

Switch
ON.
Breakers
CHECK for faulty circuit;
do not reset.
Radio/Electrical
Switches
ON one at a time, with delay
after each until short circuit is localized.
(8) Vents/Cabin
Air/Heat
OPEN when it is ascertained
that fire
extinguished.
is completely
--

--

--

--

3-4

and safely

When
29

towing

MOORING YOUR AIRPLANE.

--

appears
out and electrical
of flight:

Circuit

easily

OFF.

All Other Switches

(3) Vents/Cabin
(4)

is most

tow-bar attached to the nose wheel.

exceed the nose gear turning angle
If the
age to the gear will result.

paragraphs.

tie-down procedure
against
damage to
is your best precaution
Proper
by gusty or strong winds.
To tie down your aircraft
your parked aircraft
proceed
securely,
as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface
control
lock over the fin and rudder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
and secure each rope to
strength) to the wing and tail-down fittings,
a ramp tie-down.
(4) Tie a sufficiently
strong rope to the nose gear torque link and
secure it to a ramp tie-down.
(5) Install a pitot tube cover.
5-1

WINDSHIELD-WINDOWS.

(8)

Ignition

(9) Brakes
The plastic
and windows should be cleaned with an aircraft
windshield
windshield
cleaner.
Apply the cleaner sparingly
with soft cloths,
and rub
with moderate
pressure
until all dirt, oil scum and bug stains are removed.
Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner
is not available,
moistened
with Stoddard solvent

soft cloths

the plastic can be cleaned

to remove oil and grease,

with

use gasoline,

alcohol,

benzine,

acetone,
carbon
fluid, lacquer
These mait to craze.

tetrachloride, fire extinguisher

or anti-ice
thinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause
Follow
Rinse
plastic
attracts

by carefully

washing with a mild detergent

and plenty of water.
dry with a clean moist chamois.
Do not rub the
with a dry cloth since this builds up an electrostatic
charge which
dust. Waxing with a good commercial
wax will finish the cleaning
job. A thin, even coat of wax, polished out by hand with clean soft flannel
will fill in minor scratches
cloths,
and help prevent further
scratching.

thoroughly, then

Do not use a canvas cover on

since the cover

sleet is anticipated

the

windshield
may scratch

unless freezing
rain
plastic
surface.

DITCHING.
or jettisoning heavy objects located
Prepare
for ditching by securing
of
in the baggage area, and collect folded coats or cushions for protection
on 121. 5 MHz
Mayday message
face at touchdown. Transmit
occupant's
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel
to swells.
(2) Approach with flaps 40 and sufficient power for a 300 ft/min
at 70 MPH.
rate of descent
(3) Unlatch the cabin doors.
descent
until touchdown in level attitude.
(4) Maintain a continuous
height
Avoid a landing flare because of difficulty in judging aircraft
over a water surface.
(5) Place folded coat or cushion in front of face at time of touch-

NOTE
Never

Switch
OFF.
APPLY HEAVILY.
--

--

down.
open winIf necessary,
through cabin doors.
(6) Evacuate aircraft
pressure
so that door
for equalizing
dow to flood cabin compartment
can be opened.
of cabin.
(7) Inflate life vests and raft (if available) after evacuation
for more than a few
on for flotation
cannot be depended
The aircraft
minutes.

or

the

FIRES.
ENGINE FIRE DURING

A LUMINUM SURFA CES.

The clad aluminum

surfaces

of your Cessna may be washed with clear

water to remove
dirt; oil and grease
with gasoline,
may be removed
naphtha,
carbon tetrachloride or other non-alkaline
solvents.
Dulled
aluminum
surfaces may be cleaned effectively
with an aircraft
aluminum
polish-

After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance
and retard
corrosion.
Regular
recommended
operated
waxing is especially
for airplanes
in
against corrosion
salt water areas as a protection
5-2

START ON

GROUND.

cold weather
during a difficult
Improper
starting procedures
which could ignite fuel that has accumulated
can cause a backfire
as follows:
In this event, proceed
intake duct.
(1)

start
in

the

in an attempt to get a start which would suck

and into the
fuel through the carburetor
and accumulated

Continue cranking

the flames

engine.
run the engine at 1700 RPM for a few
(2) If the start is successful,
it down to inspect the damage.
minutes
before shutting
for two or
continue
cranking
(3) If engine start is unsuccessful,
obtain
three minutes with throttle full open while ground attendants
fire extinguishers.
3-3

(3)

Fuel

Valve

Selector

(4) Mixture

RICH.
Switch

PAINTED

BOTH.

--

(5) Ignition
windmilling).
(6) Primer

--

BOTH

(or START

if propeller

is not

IN and LOCKED.

--

a forced landing without power must be

the engine cannot be restarted,
procedure
executed.
for this is given in the following
A recommended

If

paragraph.

FORCEDL A ND ING S.
ENGINE POWER.

WITHOUT

EMERGENCY LANDING

nent,

SURFACES.

--

If all attempts
to restart the engine fail and a forced landing is immifield and prepare for the landing as follows:
select a suitable

(1) Airspeed

80 MPH (flaps UP)75 MPH (flaps DOWN).

--

IDLE CUT-OFF.
Valve
OFF.
Fuel Selector
OFF.
(4) Ignition Switch
(40 recommended).
(5) Wing Flaps
AS REQUIRED
(6) Master
Switch
OFF.
UNLATCH PRIOR TO TOUCHDOWN.
(7) Doors
TAIL LOW.
SLIGHTLY
(8) Touchdown
APPLY HEAVILY.
(9) Brakes

(2) Mixture

--

(3)

--

The painted exterior surfaces

of your new Cessna have a durable,
long lasting finish and, under normal
no polishing
conditions,
require
or
buffing. Approximately
15 days are required
for the paint to cure completely;
in most cases,
the curing period will have been completed prior
to delivery of the aircraft.
In the event that polishing
or buffing is required within the curing period,
it is recommended
that the work be done
by someone
experienced in handling uncured paint.
Any Cessna Dealer
can accomplish
this work.

the painted surfaces can be kept bright by washing with

Generally,
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois.
Harsh or abrasive
soaps or detergents
which cause corrosion or scratches
should never be used.
Remove stubborn oil and
grease
with a cloth moistened
with Stoddard solvent.
Waxing is unnecessary
to keep the painted surfaces bright.
However,
if desired,
the aircraft may be waxed with a good automotive
A
wax.
heavier
coating of wax on the leading edges of the wings and tail and on
the engine nose cap and propeller
spinner
will help reduce the abrasion
encountered
in these areas.

--

--

--

--

--

--

LANDING

PRECAUTIONARY

WITH ENGINE

POWER.

one should drag the landBefore attempting

an "off airport"
landing,
to inspect the terrain for obstructions
ing area at a safe but low altitude
as follows:
proceeding
and surface conditions,
20
selected
field with flaps
and 75 MPH airspeed,
area for touchdown for the next landing approach.
noting the preferred
Then retract
flaps upon reaching
a safe altitude
and airspeed.
Switches
OFF.
(2) Radio, Electrical
40 (on final approach).
(3) Wing Flaps
75 MPH.
(4) Airspeed
Switch
OFF.
(5) Master
(6) Doors
UNLATCH PRIOR TO TOUCHDOWN.
TAIL LOW.
SLIGHTLY
(7) Touchdown

When the aircraft

is parked outside in cold climates
and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces
with chemical
during ice removal
liquids.
A 50-50 solution
of isopropyl
alcohol and water will satisfactorily
remove
ice accumulawithout damaging
the paint.
A solution with more than 50c/oalcohol
While applying
is harmful
and should be avoided.
the de-icing solution,
keep it away from the windshield
and cabin windows since the alcohol will
attack the plastic
and may cause it to craze.

tions

PROPELLER CARE.

(1) Drag over

--

--

--

--

--

--

3-2

Preflight
inspection
of propeller
blades for nicks,
and wiping them
occasionally
with an oily cloth to clean off grass and bug stains will asparticsure long, trouble-free service.
Small nicks on the propeller,
ularly near the tips and on the leading edges,
out as
should be dressed
soon as possible
since these nicks produce
stress
concentrations,
and if
ignored,
may result in cracks.
Never use an alkaline
cleaner
on the
remove
blades;
grease
and dirt with carbon tetrachloride or Stoddard
solvent.

5-3

INTERIOR CARE.
the

dust and loose dirt from the upholstery

To remove
interior
with a vacuum cleaner.
regularly

and carpet,

clean

tissue or rags.
with cleansing
Blot up any spilled liquid promptly
material
firmly and hold it for
Don't pat the spot; press the blotting
several
seconds.
Continue blotting until no more liquid is taken up.
with a dull knife, then spot-clean the area
Scrape off sticky materials
used sparspot removers,
Oily spots may be cleaned with household
on the container
read the instructions
Before using any solvent,
Never satuand test it on an obscure place on the fabric to be cleaned.
rate the fabric with a volatile solvent; it may damage the padding and

ingly.

backing

the

are extremecaused by aircraft or engine malfunctions

Emergencies
are practiced.
and maintenance
inspections
ly rare if proper pre-flight
emergencies
or eliminated by careful
can be minimized
Enroute weather
weather
is encounterflight planning and good judgement when unexpected
described
arise the basic guidelines
should an emergency
ed.
However,
to correct
and applied as necessary
in this section should be considered

ENG INE FA ILURE.

ENGINE FAILURE AFTER TAKE-OFF.

fabric.

of the seats
cleaning
If your aircraft
is equipped with leather
seating,
using a soft cloth or sponge dipped in mild soap suds.
is accomplished
will remove
traces of dirt and grease
The soap suds, used sparingly,
with a clean damp cloth.
The soap should be removed
panel and control knobs need
instrument
The plastic
trim, headliner,
Oil and grease on the control wheel
only be wiped off with a damp cloth.
with Stoddard
and control knobs can be removed with a cloth moistened
on care of
such as mentioned
solvent.
in paragraphs
Volatile solvents,
must never be used since they soften and craze the plastic.
the windshield,

MAA PLATE/FINISH

PROCEDURES

the problem.

materials.

deterSoiled upholstery
and carpet may be cleaned with a foam-type
instructions.
Keep the foam
gent, used according to the manufacturer's
to minimize
as dry as possible
and remove it with a vacuum cleaner,
wetting

EMERGENCY

Prompt
of the nose to maintain
airspeed and establish
a
lowering
glide attitude is the first response
to an engine failure after take-off.
the landing should be planned straight ahead with only
In most cases,
Altitude
and airspeed
small changes in direction
to avoid obstructions.
are seldom sufficient
to execute a 180 gliding turn necessary to return
The following procedures
assume
that adequate time
to the runway.
exists to secure the fuel and ignition systems
prior to touchdown.
(1)
(2)
(3)
(4)
(5)
(6)

AND TRIM PLATE.

the Type Certificate Number (TC), Producconcerning

Number
(PC), Model Number and Serial Number of your
Aircraft
particular
aircraft can be found on the MAA (Manufacturers
Association) plate located on the left forward doorpost.
Information

80 MPH.
Airspeed
IDLE CUT-OFF.
Mixture
Fuel Selector Valve
OFF.
OFF.
Ignition Switch
Wing Flaps
AS REQUIRED
Switch
OFF.
Master
--

--

--

--

(40

--

recommended).

--

ENGINE FAILURE DURING

FLIGHT.

tion Certificate

A Finish and Trim Plate contains

scheme and exterior
paint combination
with an applicable
used in conjunction
5-4

the interior
color
a code describing
The code may be
of the aircraft.
Parts Catalog if finish and trim in-

While
identify
is feasible,

to

(1)
(2)

gliding toward a suitable

the cause of the failure.
proceed
as follows:

Airspeed
Carburetor

--

landing area,
If

time

permits,

an effort should be made

and an engine restart

80 MPH.
Heat
ON.
--

3-1

formation
is needed.
This
left forward
doorpost.

is located

plate

adjacent

to the MAA

plate

on

the

FILE.

AIRCRAFT

There are miscellaneous

that are a
data, information
and licenses
part of the aircraft
file.
The following
is a checklist
for that file.
In
Aviation
check should be made of the latest Federal
addition,
a periodic
Regulations
to ensure that all data requirements
are met.

A.

To be displayed

(1) Aircraft
(2) Aircraft
(3) Aircraft
Form 556).
B.

in

at all times:

the aircraft

Airworthiness

Certificate

Certificate
Registration
Radio Station License,

To be carried

in

the aircraft

if

(FAA Form 8100-2).

(FAA Form 8050-3).

transmitter

installed

(FCC

at all times:

(1) Weight and Balance, and associated

papers
(latest copy of
Repair and Alteration Form,
FAA Form 337, if applicable).
(2) Aircraft Equipment
List.

C.

To be made
(1)

Aircraft

(2)

Engine

available

the

upon request:

Log Book.
Log Book.

Most of the items listed are required

by the United States Federal
Aviation Regulations.
of other nations may require
Since the Regulations
and data, owners of exported aircraft should check with
other documents
their individual requirements.
their own aviation officials to determine

Cessna recommends
that these items, plus the Owner's Manual,
Computer, Pilot's Checklist, Customer Care Program
book and
in the aircraft
Customer Care Card, be carried
at all times.
Power

FLYABLE STORAGE.
Aircraft

placed

in non-operational

storage

for a maximum

of 30 days

5-5

(4) Select relatively

high manifold pressure
and RPM settings for
optimum
mixture
and avoid excessive
distribution,
manual leaning in
cruising
flight.
(5) Avoid sudden throttle movements
during ground and flight opera-

operational
or those which receive
use for the first 25
only intermittent
status
Every seventh day during
hours are considered
in flyable storage
by hand through five revoluthese periods,
the propeller
should be rotated
of cortions. This action "limbers"
the oil and prevents any accumulation
rosion on engine cylinder
walls.
.

tion.
Refer

IMPORTANT

to

Section

VII for discussion

of additional

cold weather

equip-

ment.
switch is
check that the ignition
For maximum safety,
the mixture control is in
OFF, the throttle is closed,
is secured
and the aircraft
the idle cut-off position,
Do not stand
by hand.
the propeller
before rotating
blades while turning the
within the arc of the propeller
propeller.
should
After 30 days, the aircraft
runup should be made just long enough
the lower green arc range.
Excessive

or a ground
be flown for 30 minutes
produce
an oil temperature within
ground runup should be avoided.

to

excessive
of water
Engine runup also helps to eliminate
accumulations
fuel system and other air spaces in the engine.
Keep fuel tanks full
to minimize condensation
iii the tanks. Keep the battery
to
fully charged
prevent
the electrolyte
from freezing
in cold weather.
If the aircraft
is to
refer to the Service
Manual for
be stored temporarily,
or indefinitely,
proper
storage procedures.
in

the

I NSPE CT ION

REQU IREMENT S.

As required
by Federal
Aviation Regulations,
all civil aircraft of U.S.
registry
must undergo a complete
inspection
(annual) each twelve calendar
In addition to the required
months.
ANNUAL inspection,
aircraft operated
(for hire) must have a complete
commercially
inspection
every 100 hours
of operation.

HOT WEATHER OPERATION.

information
on page
The general
warm temperature starting
engine operation
appropriate.
on the ground.
Avoid prolonged

NOISE ABATEMENT.
Increased

time periods.

emphasis

on improving
the quality of our environment
of all pilots to minimize
the effect

quires renewed effort on the part

aircraft noise on the public.

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

reof

im-

and

(1) Pilots operating

aircraft under VFR over outdoor assemblies
of persons,
and park areas,
recreational
and other noise-sensitive
areas should make every effort to fly not less than 2,000 feet above
the surface,
weather
permitting,
even though flight at a lower level
may be consistent
with the provisions
of government
regulations.
(2) During departure
from or approach to an airport,
climb after
take-off and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive
areas.

In lieu of the above requirements,

an aircraft
may be inspected
in
accordance
with a progressive
inspection
schedule, which allows the work
load to be divided into smaller operations
that can be accomplished in

shorter

2-10 is

NOTE
The above recommended
procedures
do not apply where
clearances
would conflict with Air Traffic Control
or instructions,
in the pilot's
judgment, an
or where,
for him to
altitude
of less than 2, 000 feet is necessary
his duty to see and avoid other airexercise
adequately
craft.

they

The CESSNA PROGRESSIVE

CARE PROGRAM has been developed
to
provide
a modern progressive
inspection
schedule
that satisfies the omplete aircraft
inspection
requirements
of both the 100 HOUR and ANNUAL

inspections
5-6

as applicable to Cessna aircraft.

2-21

action to suck flames

maintain
a cranking
occurs,
An outside attendant
with a fire
into the engine.
without preextinguisher
is advised for cold starts
heat

CESS N A PROGRES SIVE CA R E.

OPERATION.
on
no indication
will be apparent
operations,
During cold weather
oil temperature gage prior to take-off if outside air temperatures are
at 1000 RPM),
warm-up
period (2 to 5 minutes
very cold. After a suitable
accelerate
the engine several times to higher engine RPM. If the engine
normal and steady,
remains
and the oil pressure
accelerates
smoothly
the aircraft
is ready for take-off.

to help you
has been designed
The Cessna Progressive
Care Program
realize
maximum utilization
cost and downof your aircraft at a minimum
and maintained
in
time. Under this program,
your aircraft is inspected
The opfour operations
at 50-hour intervals during a 200-hour period.
proin a specially
erations
are recycled
each 200 hours and are recorded
vided Aircraft
is conducted.
Inspection
Log as each operation

the

can be caused by a combinain cold weather

Rough engine operation
to
the
dense air and poor vaporimixture
due
of
leaner
tion
an inherently
The
mixture
to the cylinders.
of the fuel-air
zation and distribution
during operation
on
noticeable
are especially
effects of these conditions
one magneto in ground checks where only one spark plug fires in each
cylinder.
For optimum operation
of the engine
use of carburetor
heat is recommended.
indicated
as a guideline:

in cold weather,
the appropriate
The following procedures
are

and ground check.

heat during engine warm-up
(1) Use carburetor
carburetor
for temperatures below 10F,
heat may be required
whereas partial heat could be used in temperatures between 10F
Full

and

40F.

(2) Use the minimum

in

take-off,

climb,

carburetor
and cruise.

heat

required

for smooth

operation

NOTE
When operating
in sub-zero
temperatures, care should be
exercised
when using partial carburetor
heat to avoid
icing.
Partial
heat may raise the carburetor
air temper
32
70F
ature to the
to
range where icing is critical
under
certain
atmospheric
conditions

air temperature
the aircraft is equipped with a carburetor
carburetor
air
it can be used as a reference
in maintaining
temperature at or slightly above the top of the yellow arc by application of carburetor
heat
(3) If

gage,

2-20

Care for airProgressive

The Cessna Aircraft Company recommends
and the 100-hour
craft that are being flown 200 hours or more per year,
for the Progressive
The procedures
inspection
for all other aircraft.
have been carefully worked out
Care Program
and the 100-hour inspection
The
Organization.
by the factory and are followed by the Cessna Dealer
and factorywith Cessna equipment
complete
familiarity
of Cessna Dealers
procedures
the highest level of service possible at
approved
provides
lower cost to Cessna owners.

CESS N A CU STOMER
Specific benefits
and
benefits
important
for you
GRAM book supplied with
view your Customer Care

CA RE PROGR A M.

provisions
of the CESSNA WARRANTY plus other
in your CUSTOMER
CARE PROare contained
You will want to thoroughly reyour aircraft.
at all
Program
book and keep it in your aircraft

times.
book entitle you to an initial inspecCoupons attached to the Program
Operation
No. 1 or the first 100-hour
Care
tion and either a Progressive
If
within the first 6 months of ownership at no charge to you.
inspection

the initial inspection will have been

from your Dealer,
you take delivery
to you. If you pick up your airof the aircraft
before delivery
performed
soon after
Dealer
reasonably
your
take
it
to
to
plan
craft at the factory,
allowing the
may be performed,
so the initial inspection
you take delivery,
necessary.
may
be
which
adjustments
minor
Dealer to make any
You will also want to return to your Dealer either at 50 hours for
Care Operation, or at 100 hours for your first
first Progressive
100-hour inspection
you choose to establish
depending on which program

your

inspections
will be performed
While these important
for your aircraft.
to have the
in most cases you will prefer
for you by any Cessna Dealer,
this work.
accomplish
the aircraft
from whom you purchased
Dealer

5-7

SERVICIN G REQUIREMENTS
For

quick and ready

tions for frequently

on the inside back

materials,
quantities,
reference,
used service
items (such as fuel, oil,
cover of this manual.

NOTE

and specificaare shown

in Section I,
INSPECTION
covered
In addition to the EXTERIOR
for your airand test requirements
COMPLETE
inspection,
servicing,
Manual
The
Service
Service Manual.
craft are detailed in the aircraft
attention at 50, 100, and 200 hour inoutlines
all items which require
and/or
tervals plus those items which require servicing, inspection,
testing at special intervals.
and test proceconduct all service,
inspection,
Since Cessna Dealers
recommended
it is
dures in accordance with applicable Service Manuals,
and begin
these requirements
that you contact your Dealer concerning
intervals.
scheduling your aircraft for service at the recommended

are acthat these requirements

Care ensures
Cessna Progressive
intervals
to comply with the 100-hour or
complished
at the required
covered.
as previously
ANNUAL inspection
Depending

Aviayour local Government

flight operations,
on various
For
or tests.
additional service, inspections,
require
should check with local aviation
owners
requirements,
the aircraft is being operated.

tion Agency may

these regulatory
officials

where

Use heavy strokes of the primer

for best atomization
of
fuel.
After priming,
push the primer
all the way in and
turn to the locked position to avoid the possibility
of the
engine drawing fuel through the primer.

etc.)

(2) Propeller

CLEAR.
Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pull carburetor
heat on after engine
until the engine is running smoothly.
--

(3)

Without

has started,

and leave

on

Preheat:

(1) Prime the engine six to eight strokes while the propeller
is
being turned by hand with mixture
full rich and throttle open 1/2".
Leave the primer
and ready for stroke.
charged
(2) Propeller
CLEAR.
(3) Turn master
switch ON.
(4) Turn ignition switch to START.
(5) Pump throttle rapidly
to full open twice. Return to 1/2"
open position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or
pump the throttle rapidly over the first 1/4 of total travel.
alternately,
CHECK.
(8) Oil pressure
Leave on until
(9) Pull carburetor
heat on after engine has started.
the engine is running smoothly.
LOCK.
(10) Primer
--

--

--

NOTE

OWNER

FOLLOW

UP SYSTEM.

Your Cessna Dealer has an Owner Follow-Up

System to notify you
when he receives
information
that applies to your Cessna.
In addition,
if you wish, you may choose to receive
similar notification,
in the form
of Service Letters,
directly
from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program
book for your use, should you choose to request
this service.
Your
Cessna Dealer will be glad to supply you with details concerning
these
follow-up
programs,
and stands ready, through his Service Department,
low-cost
to supply you with fast, efficient,
service.

5-8

the engine does not start during the first few

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

IMPORTANT
Excessive
raw fuel
ing a fire

and pumping throttle may cause

priming
accumulate
in the intake air duct, creatIf this
hazard in the event of a backfire.

to

2-19

drift

correction

may be used,

the

After touchdown, hold a straight

occasional

wing-low
method gives
with the steerable

the

best control.
nose wheel and

course

PUBLICATIONS.

if necessary.

braking

craft
BALKED

and flight operation

publications
aids are furnished
Various
when delivered from the factory.
These items are listed

in the airbelow.

LANDING.

the wing flap setting should be

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

COLD WEATHER OPERATION.

CUSTOMER

OWNER'S MANUALS FOR YOUR

CARE

PROGRAM

BOOK

AIRCRAFT

AVIONICS AND AUTOPILOT

e

POWER

SALES AND SERVICE

DO'S AND DON'TS ENGINE

COMPUTER
DEALER

DIRECTORY

STARTING.
Prior to starting
on a cold morning,
propeller
through several times by hand
the oil, thus conserving
battery
energy.

it is advisable
to "break loose"

pull the
or "limber,

When pulling the propeller

through by hand, treat it as
if the ignition switch is turned on. A loose or broken
ground wire on either magneto could cause the engine to

fire.
(0F
cold
and lower) weather,
the use of an external
In extremely
(for both the engine and battery) and an external
power source
preheater
to obtain positive starting and to reis recommended
whenever
possible
Pre-heat
duce wear and abuse to the engine and the electrical
system.
will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting
in extremely
When using an
cold temperatures.
power source,
external
the position of the master switch is important.
Ground Service
Refer to Section VII, paragraph
for
Plug Receptacle,
details.
operating

With

starting

procedures

are

The following additional publications,

plus many other supplies that
are applicable to your aircraft,
are available from your Cessna Dealer.

NOTE

Cold weather

BOOKLET

to

SERVICE MANUALS AND PARTS CATALOGS FOR YOUR

AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT

has a current
Your Cessna Dealer
catalog of all Customer Services
Supplies
Supplies that are available,
many of which he keeps on hand.
which are not in stock, he will be happy to order for you.

as follows:

Preheat:

(1) With ignition switch OFF, mixture full rich, and throttle open
is being
1/2", prime the engine four to eight strokes as the propeller
turned over by hand.
2-18

5-9

Any change in altitude,

change in the lean mixture
(if installed).

power

or carburetor

setting and a recheck

Carburetor ice, as evidenced

drop in manifold
by an unexplained
pressure,
can be removed by application of full carburetor
heat.
Upon
indication (with heat off), use
the original manifold pressure
regaining
the minimum amount of heat (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture,
readjust
the mixture
setting when carburetor
heat is used continuously in cruising flight.
The use of full carburetor
heat is recommended
during flight in very
heavy rain to avoid the possibility
of engine stoppage due to excessive
water ingestion.
The mixture
for smoothest
setting should be readjusted
operation.

LEANING WITH A CESSNA ECONOMY

MIXTURE INDICATOR

(EGT).

(EGT) as shown on the optional Cessna

leaning in
may be used as an aid for mixture
To adjust the mixture,
using this
cruising flight at 75% power or less.
point and then
indicator,
lean to establish the peak EGT as a reference
enrichen the mixture by a desired increment based on the table below.
Exhaust gas
Economy Mixture

temperature
Indicator

only at 55% power

at peak EGT is authorized
Continuous operation
or less.
This best economy mixture
setting results in approximately
10% greater
range than shown in the cruise tables of this manual accomin speed.
panied by approximately
7 MPH decrease

MIXTURE
DESCRIPTION

BEST

POWER

EXTENDED

RANGE

(Owner's Manual and

Computer Performance)

EXHAUST GAS
TEMPERATURE
Peak EGT Minus
125F
(Enrichen)
Peak EGT Minus
75F
(Enrichen)

Of

heat will require a

of the EGT setting

RANGE

The operational
data charts on the following
pages are presented
for
purposes;
first,
so that you may know what to expect from your aircraft under various
and second, to enable you to plan your
conditions,
flights in detail and with reasonable
accuracy.

two

The data in the charts

has been compiled from actual flight tests with
aircraft
and engine in good condition and using average piloting techniques.
Note also that the range charts
for wind, navmake no allowances
igational
take-off, climb, etc.
warm-up,
errors,
You must estimate
these variables
for yourself
and make allowances accordingly.
Speeds
shown in the Cruise Performance
reflect
performance
of the Skycharts
lane configuration;
these speeds are 3 to 4 MPH faster than the Model 182.

the

that the charts contained herein are based on standard

Remember
day conditions.
For more precise
and endurpower,
fuel consumption,
ance information,
consult the Power Computer supplied with your aircraft.
With the Power Computer you can easily take into account temperature
variations
from standard at any flight altitude.

INCREASE

FROM BEST POWER

AIRSPEED

0%
FLAPS
UP

EGT

lAS

60

80

100

120

140

160

180

CAS

68

83

101

119

139

158

177

20%

DOWN
4O

IAS

40

50

60

70

80

90

100

110

83

92

102

111

CAS

55

Figure

2-16

TABLE

CORRECTION

---

---

10%
FLAPS
2O

Peak

DATA

OPERATIONAL

BEST ECONOMY
(55% Power or Less)

0R

60

66

74

6-1.
6-1

STALL

SPEEDS

MPH CAS

CRUISE

PERFORMANCE
SKYLANE

CONDITION

2950 LBS.
GROSs

ANGLE OF BANK
30

FLAPS UP

64

69

FLAPS 20

59

63

60o

75%

91

57

61

OFF
Figure

6-2

PowER

55%

POWER

TAS

MPG

TAS

MPG

Sea Level

155

11. 2

148

12. 1

138

13. 5 .

3500 Feet

161

11. 6

152

12. 5

142

13. 9

6500 Feet

165

11.9

156

12.8

145

14.2

83

81

Standard

POWER

65%

ALTITUDE

WEIGHT

FLAPS 40

PowER

TAS

MPG

Conditions

Zero

Wind

AFT CG
to select the lowest RPM in
For reduced
noise levels, it is desirable
smooth
green are range for a given percent
power that will provide
engine operation.
The cowl flaps should be opened, if necessary,
to
maintain
the cylinder head temperature at approximately two-thirds of
the normal operating range (green arc).
the

data in this manual and on the power computer

Cruise performance
is
This mixture
on an extended range mixture setting.
setting results
10/o
greater
range at any particular
power setting with a
in approximately
to a best power mixture setting.
negligible
loss in airspeed when compared
An extended range mixture should be established as follows:
based

(1)

engine becomes

(2)

Pull mixture
control out slowly until
control in slightly
Push the mixture
operation;
then further enrichen an equal

to obtain smooth

A best power mixture

control twice as far from
Step 2.

rough.
engine

amount.

is approximated
by advancement of the mixture
as described
of roughness
by

the threshold

at 55/opower

or less,
the engine may be operated at the leanest
mixture
that results in smooth engine operation.
10 percent greater
This can result in approximately
range than shown in
by approximately
the cruise tables of this manual accompanied
7 MPH
decrease
in speed.
For best

fuel economy

6-2

2-15

TAKE-OFF
TAKE-OFF
GROSS
WEIGHT
LBS.

MPH

2950

60

HEAD
WIND
KNOTS

IAS

@50'

2500

55

2000

50

NOTES:

DATA

DISTANCE WITH 20 FLAPS FROM HARD SURFACE

50F.

59F.

.AT SEA LEVEL &

GROUND
TOTAL TO
RUN
CLEAR 50' OBS

705

AT 5000 FT.

AT 2500 FT. &

TOTAL TO
GROUND
RUN
CLEAR 50' OBS

GROSS
WEIGHT
LBS.

& 41 F.

AT

7500 FT.

&

32

F.

GROUND
RUN

TOTAL TO
CLEAR 50' OBS

GROUND
RUN

TOTAL TO
CLEAR 50' OBS

0
10
20

1350
1025
740

845
595
385

1625
1245
910

1015
725
480

1990
1550
1150

1240

490
310

610

2585
2040
1545

0
10
20

485
325
195

955
710
490

575
395
245

1120
840
590

690
475
300

1330
1005
720

840
590
380

1630
1255
915

0
10

295

20

105

655
460
305

350
225
130

745
530
355

415
275
160

855
620
425

500
335
205

1005
740
515

185

distances
10%for each 25F
For operation
on a dry, grass runway,
by 7%of the "total to clear
obstacle")

temperature

1. Increase

above standard

2.

increase
distances
(both
50 ft, obstacle"
figure.

for particular

SE LEVEI

IAS
MPH

RATE
OF
CLIMB
FT/MIN

& 59 F.
GAL.
OF
FUEL
USED

AT 5000 FT.
IAS
MPH

RATE
OF
CLIMB
FT/MIN

&t41F.
romSL
FUEL
USED

900

altitude.

"ground run" and "total to

MAXIMUM RATE-OF-CLIMB
AT

RUNWAY

clear

DATA

AT 10, 300 FT.

& 23F.

AT 15, 000 FT,

&

RATE
OF
CLIMB
FT/MIN

FromSL
FUEL
USED

IAS
MPH

FromSL
FUEL
USED

6.8

83

IAS
MPH

50 ft.

RATE
OF
CLIMB
FT/MIN

5F.

AT
IAS
.MPH

20, 000 FT.

RATE
OF
CLIMB
FT/MIN

&

-12F.

From SL
FUEL
USED

2950

89

890

1.5

87

665

3.8

85

445

2500

87

1210

1.5

85

935

3.2

83

655

5.2

80

380

8.2

78

105

14.9

2000

84

1710

1.5

82

1350

2.7

79

995

4.1

76

640

5.9

74

280

9.2

NOTES:

1.
2.
3.

220

Flaps up, full throttle, 2600 RPM, mixture leaned for smooth operation
above 5000 ft.
Fuel used includes warm-up and take-off allowance.
rate of climb 30 ft./min.
for each 10F above standard day
For hot weather, decrease
particular
altitude.

Figure

6-3,

11.5

temperature

for

TAKE-OFF.

PERFORMANCE

CRUISE

to check full-throttle
engine operation early
It is important
Any signs of rough engine operation or sluggish
engine
is good cause for discontinuing
the take-off.

off run.

EXTENDED
conditions

Standard

RANGE

Zero

MIXTURE
Gross

Wind

2500
6o

tion

Weight-

295o

Pounds

FEET
GAL(NO RESERVE)

79 GAL(NO

ENDR.

RESERVE)

MP

BHP

MPH

GAL/
HOUR

ENDR.
HOURS

RANGE

RPM
2450

23

76

161

14.2

4.2

680

5.6

22

72

157

13.4

4.5

705

5.9

930

2300

2200

*2000

TAS

MILES

HOURS

RANGE
MILES
895

21

68

154

12.7

4.7

730

6.2

960

20

63

150

12.0

5.0

750

6.6

990

23

71

157

13.1

4.6

720

6.0

945

22

67

152

12.2

4.9

750

6. 5

985

21

62

148

11.5

5.2

775

6.9

1020

20

59

144

11.0

5.5

785

7.2

1035

23

67

152

12.1

5.0

755

6.5

995

22

63

149

11.4

5.3

785

6.9

1030

21

59

144

10.8

5.6

800

7.3

1oss

20

55

140

10.2

5.9

820

7.7

1080

20

47

127

8.7

6.9

875

9.1

1155

19

43

121

8.2

7.3

885

9.6

1165

18

39

111

7.5

8.0

890

10.5

1170

17

35

101

7.0

8.6

865

11.3

1140

in

the take-

accelera-

Full throttle runups over loose gravel are especially

harmful
to
propeller
tips. When take-offs must be made over a gravel surface,
it is
that the throttle be advanced slowly.
very important
This allows the aircraft to start rolling before high RPM is developed,
and the gravel will be
blown back of the propeller
rather
than pulled into it.

After full throttle is applied, adjust the throttle friction lock clockwise to prevent
the throttle from creeping back from a maximum power
Similar friction lock adjustments
should be made as required
position.
in other flight conditions
to maintain a fixed throttle setting.
0 to 20, cowl
take-offs are accomplished
with wing flaps
Normal
Reduce power to 23 inches of
flaps open, full throttle, and 2600 RPM.
and 2450 RPM as soon as practical
pressure
manifold
to minimize engine
wear.
20

wing flaps reduces

the ground run and total distance over
by approximately
20 per cent.
Soft field take-offs are per20
formed with
flaps by lifting the aircraft
off the ground as soon as
practical
in a slightly tail-low attitude.
the aircraft
should
However,
be leveled off immediately
to accelerate to a safe climb speed.
Using

the obstacle

20 wing flaps are used for take-off, they should be left down
To clear an obstacle
with wing flaps
until all obstacles are cleared.
speed of 60 MPH should be used.
20 degrees,
an obstacle clearance
speed
are ahead,
a best "flaps up" rate-of-climb
If no obstructions
These speeds vary slightly with
of 89 MPH would be most efficient.
but they are close enough for average field elevations.
Flap
altitude,
deflections
greater
than 20 are not recommended
at any time for takeIf

off.

*Power

settings in this block represent

Figure

6-4

6-4 (Sheet

maximum

1 of 5)

range settings.

Take-offs
into strong crosswinds
are performed with the
normally
for the field length,
minimum
to minimize the drift
flap setting necessary
to a speed
after take-off. The aircraft is accelerated
angle immediately
then pulled off abruptly to prevent possible
slightly higher than normal,
make
When clear of the ground,
settling back to the runway while drifting.
turn into the wind to correct for drift.
a coordinated

2-13

TAXIING.

CRU ISEPER

The carburetor
heat knob should be pushed full in during all ground
operations
unless heat is absolutely
for smooth engine operation.
necessary
When the knob is pulled out to the heat position,
air entering the engine is
not filtered.

over loose gravel or cinders should be done at low engine

speed to avoid abrasion and stone damage to the propeller
tips. Refer to
figure 2-4 for additional taxiing instructions.

EXTENDED
Standard

Conditions

Zero

Taxiing

RANGE

MIXTURE

Wind

Gross

5000

Weight-

TAS

RPM

MP

BHP

MPH

2450

23

78

22

295o

Pounds

FEET

60 GAL(NO RESERVE)

BEFORE TAKE-OFF.

FO RM A NCE

RANGE
MILES

79

GAL(NO RESERVE)

ENDR.
HOURS

GAL/
HOUR

ENDR.
HOURS

RANGE
MILES

166

14.5

4.1

685

5.4

905

73

163

13.6

4.4

715

5.8

945
965

WARM-UP.
in-fIight
Since the engine is closely cowled for efficient
cautions should be taken to avoid overheating on the ground.
checks on the ground are not recommended
unless the pilot
to suspect that the engine is not turning up properly.

MAGNETO

precooling,
Full throttle
has good reason

The magneto check should be made at 1700 RPM as follows.

Move
ignition switch first to R position , and note RPM.
Next move switch
back to BOTH to clear the other set of plugs.
Then move switch to L
note RPM and return
RPM
position,
the switch to the BOTH position.
than
drop should not exceed 150 RPM on either magneto or show greater
50 RPM differential
between magnetos.
If there is a doubt concerning
operation
of the ignition system,
RPM checks at higher engine speed will
exists.
whether
usually confirm
a deficiency

An absence

drop may be an indication

of faulty grounding
system
or should be cause for suspicion
that
in advance of the setting specified.

of RPM

the ignition
timing is set
of

2200

of

the
*2000

ALTERNATOR CHECK.
Prior to flights
regulator
operation
positive
verification

where verification
alternator and voltage
of proper
flights),
is essential
(such as night or instrument
a
system momencan be made by loading the electrical
tarily (3 to 5 seconds) with the landing light during the engine runup (1700
The ammeter will remain within a needle width of zero if the alRPM).
are operating
ternator and voltage regulator
properly.

2-12

70

159

13.0

4.6

735

6.1

65

154

12.2

4.9

760

6. 5

1000

23

73

161

13.4

4.5

725

5.9

950

22

69

158

12.6

4.8

750

6.3

990

21

64

153

11.9

5.0

775

6.6

1020

20

60

149

11.2

5.4

800

7.1

1055

23

68

158

12.4

4.8

765

6.4

1005

22

64

153

11.7

5.1

785

6.8

1035

21

60

149

11.0

5.5

810

7.2

1070

20

57

145

10.5

5.7

830

7.5

1090

20

48

131

9.0

6.7

875

8.8

1155

19

45

125

8.5

7.1

885

9.3

1165

18

41

117

7.9

7.6

890

10.0

1170

17

37

108

7.3

8.2

885

10.8

1165

CHECK.
2300

one side
magneto

21
20

*Iower

seitings in his bloc.

Figure

represent

6-4 (Sheet

Iraximum

range

settings.

2 of 5).
6-5

PERFORMANCE

CRUISE
EXTENDED

conditions

Standard

Zero

RANGE

MIXTURE

Wind

Gross

Weight-

60 GAL(NORESERVE)

GAL(NO RESERVE)

GAL/

ENDR.

HOUR

HOURS

MILES

HOURS

21

71

164

13.1

4.6

750

6.0

990

20

67

159

12.4

4.8

770

6.4

1015

21

66

158

12.2

4.9

780

6.5

1025

20

62

154

11.6

5.2

800

6.8

1050

19

58

149

11.0

5.5

815

7.2

1070

18

54

144

10.5

5.7

825

7.5

1085

2450

RANGE

ENDR.

RANGE

MILES

21

62

155

11.4

5.3

815

6.9

1070

20

58

150

10.7

5.6

840

7.4

1105

19

54

145

10.2

5.9

850

7.7

1120

18

51

139

9.7

6.2

860

8.1

1135

20

50

137

9.2

6.5

890

8.6

1175

19

47

130

8.7

6.9

900

9.1

1190

18

43

122

8.1

7.4

900

9.8

1190

17

39

113

7.6

7.9

890

10.4

1175

*Power

settings

in th s block

Figure

6-6

79

TAS
MPH

%
MP

*2000

Pounds

BHP

RPM

2200

295o

FEET

7500

2300

TAXIING DIAGRAM

represent

6-4 (Sheet

maximum

range

3 of 5).

USE

UP

AILERON
LNGLAE

UR

USE
ATOR

EU

AILERON
LNGLAEVATOR

USE DOWN AILERON

ON RH WING AND
IX)WN ELEVATOR

USE DOWN AILERON

ON LH WING AND
DOWN ELEVATOR

NOTE

CODE
WIND DIRECTION

UP

tail winds require caution.

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

settings.

Figure

2-4.

2-11

INTEGRATED SEAT BELT/SHOULDER

WITH INERTIA REELS.

HARNESSES

Optional integrated
seat belt/shoulder
harnesses
with inertia
reels
are available for the pilot and front seat passenger.
The seat belt/shoulder harnesses
extend from inertia reels in the cabin ceiling to attach
points inboard of the two front seats.
seat belt half and buckle
A separate
reels are located in the aft
is located outboard
of the seats.
The inertia
Inertia
reels
overhead console,
and are labeled PILOT and COPILOT.
in the event of a sudHowever,
allow complete freedom of body movement.
den deceleration,
they will lock up automatically to protect the occupants.
To use the seat belt/shoulder
adjust the metal buckle half
harness,
up far enough to allow it to be drawn across the lap of
harness
the occupant and be fastened into the outboard seat belt buckle.
Adjust
seat belt tension by pulling up on the shoulder harness.
To remove
the
seat belt/shoulder
release
the seat belt buckle and allow the
harness,
to the inboard side of the seat.
inertia
reel to draw the harness
on

the

EXTENDED

the engine starts easily with one or two strokes of the primer
temperatures to six strokes in cold weather with the throttle open
1/2 inch. In extremely
approximately
cold temperatures it may be necessary
to continue priming while cranking.
Weak intermittent
firing followed by
puffs of black smoke from the exhaust
stack indicate overpriming
or floodchambers
from the combustion
by the
fuel can be cleared
ing. Excess
Set the mixture control full lean and the throttle full
following procedure:
with the starter
open; then crank the engine through several revolutions
priming.
without any additional
Repeat the starting procedure

After starting,
if the oil gage does not begin to show pressure
within
30 seconds in the summertime
and about twice that long in very cold
can cause
Lack of oil pressure
weather,
stop engine and investigate.
serious
engine damage.
After starting,
avoid the use of carburetor
heat
unless icing conditions
prevail.

2-10

MIXTURE

Wind

Gross

Weight-

2950

Pounds

FEET

60 GAL(NO RESERVE) 79 GAL(NO RESERVE)

GAL/
HOUR

ENDR.
HOURS

159

11.9

5.0

800

6.6

1055

154

11.2

5.4

830

7.1

1090

TAS

RPM

MP

BHP

MPH

2450

19

63

18

60

2300

2200

with a cold
likely in cold weather
priming
for
will be necessary
the cylinders begin to fire, open

is necessary,
cranking
allow the starter motor to cool at
If prolonged
since excessive
heat may damage the armature.
frequent
intervals,

Zero

RANGE

10,000

in warm

(most
If the engine is underprimed
engine) it will not fire at all. Additional
the next starting attempt. As soon as
the throttle slightly to keep it running.

conditions

Standard

STARTING ENGINE.
Ordinarily

PERFORMANC

CRUISE

*2000

RANGE
MILES

ENDR.
HOURS

RANGE

MILES

17

55

148

10.6

5.7

835

7.5

1100

16

51

141

10.0

6.0

850

7.9

1115

19

60

154

11.1

5.4

835

7.1

1100

18

56

148

10.5

5.7

850

7.5

1115

17

51

141

9.8

6.1

865

8.1

1140

16

47

133

9.2

6.5

870

8.6

1145

19

56

149

10.4

5.8

860

7.6

1135

18

52

143

9.8

6.1

875

8.1

1150

17

49

136

9.3

6.5

880

8.5

1155

16

45

128

8.7

6.9

885

9.1

1160

19

48

135

8.9

6.7

910

8.9

1200

18

44

127

8.4

7.1

905

9.4

1190

*Power

settings

in this block

Figure

represent

6-4 (Sheet

maximum

range

settings.

4 of 5).
6-7

CRUISE
EXTENDED
Standard

Wind

across

MIXTURE

RANGE

Zero

Conditions

cabin heat and ventilating

a cabin manifold just forward
Rear cabin heat and air are supplied
extending down each side of the cabin
Front

MANCE

PERFOR

Gross

Weight-

2950

Pounds

FEET

15,000

floor
from

level.
Windshield
cabin manifold.

defrost

air

air is supplied by outlet holes spaced

of the pilot's
and copilot's feet.
ducts from the manifold,
one
an outlet at the front door post at
is also supplied by a duct leading
by

two

to

the

Separate
adjustable
ventilators
air; one near each
supply additional
corner of the windshield
supplies air for the pilot and copilot, and
two optional ventilators
in the rear cabin ceiling supply air to the rear
seat passengers.
upper

60 GAL(NO RESERVE) 79 GAL(NO RESERVE)

RPM

MP

BHP

TAS
MPH

2450

16

54

150

15

50

141

14

46

16

50

2300

2200

GAL/
HOUR

RANGE
MILES

ENDR.
HOURS

RANGE
MILES

5.8

865

7.6

1140

9.8

6.1

865

8.1

1135

132

9.2

6.5

860

8.6

1130

141

9.6

6.2

885

10.4

15

47

134

9.1

6.6

880

8.7

1160

14

42

122

8.5

7.1

860

9.3

1135

16

47

136

9.1

6.6

895

8.7

1180

15

44

126

8.6

7.0

880

9.2

1160

Figure

6-8

ENDR.
HOURS

6-4 (Sheet 5 of 5).

SHOULDER HARNESSES.
Shoulder harnesses
and front seat
passengers.

passenger,

are provided
equipment
as standard
for
and as optional equipment for the rear

the

pilot

seat

Each front seat harness

is attached to a rear door post just above
window line and is stowed behind a stowage sheath mounted above the
cabin door.
fold the free end and place
To stow each front seat harness,
The optional rear seat shoulder harnesses
it behind the sheath.
are
near the lower corners
Each harness
of the aft side windows.
attached
is stowed behind a stowage sheath located above the aft side window.
fasten and adjust
To use the front and rear seat shoulder
harnesses,
seat belt first.
Remove the harness
from the stowed position,
and
lengthen
as required
and the narrow
by pulling on the end of the harness
release
metal stud firmly into the retaining
strap.
Snap the harness
slot
adjacent
to the seat belt buckle.
Then adjust to length by pulling down on
the free end of the harness.
A properly
adjusted harness
will permit
the
occupant
to lean forward enough to sit completely
erect but is tight enough
to prevent excessive
forward
movement
and contact with objects during
sudden deceleration.
Also, the pilot will want the freedom to reach all
controls
easily.

the

and removing
the shoulder harness is accomplished
Releasing
by
pulling upward on the narrow release
strap and removing
the harness
stud from the slot in the seat belt buckle.
the shoulder
In an emergency,
harness
may be removed
the seat belt first, and then pulling
by releasing
the harness over the head by pulling up on the release strap.
2-9

and an optional control wheel map light.

The console map lights operate
in conjunction
with instrument
panel flood lighting and consist
of two
additional openings just aft of the overhead flood light openings.
These
openings
have sliding covers controlled
by small round knobs.
To use
the map lights, slide the covers open by moving the two knobs toward
each other.
Close the covers when the map lights are no longer required.
A map light, mounted in the lower surface of the glare shield, is used for
approach plates or other charts when using a control wheel
illuminating
mounted approach
plate clip.
The map light switch, labeled MAP LIGHT,
is located adjacent to the light.
To use the light, turn on the MAP LIGHT
switch and adjust intensity
with the INSTRUMENTS control knob.
The
optiorial map light mounted on the bottom of the pilot's
control wheel
illuminates
the lower portion of the cabin in front of the pilot, and is used
when checking
To
maps and other flight data during night operation.
operate
the light, turn on the NAV light switch and adjust map light intencontrol knob on the back of the control wheel pad on
sity with the rheostat
right side.

the

A dome light is mounted in the ceiling of the rear cabin area as an

A slide switch adaid to loading of passengers
during night operations.
jacent to the light turns the light on and off.

HEATING, VENTILATING AND

DEFROSTING SYSTEM.

CABIN

NOTE

The temperature and volume of airflow into the cabin can be regulated
of the push-pull
CABIN HEAT and
to any degree desired by manipulation
type with
CABIN AIR knobs.
Both control knobs are the double-button
intermediate
friction
locks to permit
settings.

type
DEFROST

knob regulates

the airflow
for windshield

partial
heating on mild days, pull out the
For improved
CABIN AIR knob slightly when the CABIN HEAT knob is
out.
This action increases
the airflow through the system,
increasing
efficiency, and blends cool outside air with
the exhaust manifold heated air, thus eliminating the
of overheating
the system ducting.
possibility
The rotary
defrosting.
2-8

z
"<

----

c
p
,

Emg

---

"
6-9

vicinity
O SPEED

MAXIMUM

GLIDE

80 MPH (IAS)

O PROPELLER

WINDMILLING

O FLAPS UP

O ZERO WIND

----.-.-......_._._

Switches
and controls
lighted by electroluminescent
illumination.
To operate
adjust light intensity
with

-----------------

10,000
i.

8000

night flight

through

clouds,fog

or haze.

on the lower

panel are
part of the instrument
panels which do not require
light bulbs for
this lighting, turn on the NAV light switch and
the inner control knob labeled LWR PANEL.

6000
-

4000
-

during

Instrument
and control panel lighting is provided by electroluminescent
Two
flood lighting,
optional post lighting and integral
lighting.
lighting,
control knobs labeled LWR PANEL,
ENG-RADIO,
concentric
rheostat
control the intensity
control
knob labeled INSTRUMENTS
and a rheostat
switch
of instrument
selector
and control panel lighting.
A rocker-type
labeled POST-FLOOD
flood lighting or
is used to select either standard
optional post lighting.
These controls
are located on the left switch and
control panel.

non

12,000

aircraft,or

INTERIOR LIGHTING.

o non

14,000

of other

2000
O

10

GROUND

15

DISTANCE

Figure

6-6

20

25

(STATUTE MILES)

30

35

Instrument
panel flood lighting consists
of four lights located in the
glare shield above the instrument
panel and two lights in the overhead
console.
To use flood lighting,
place the POST-FLOOD
selector
switch
in the FLOOD position
and adjust light intensity with the INSTRUMENTS
control knob.
The instrument
panel may be equipped with optional post lights which
are mounted at the edge of each instrument
or control
and provide direct
lighting.
by placing the POST-FLOOD
selector
The lights are operated
switch in the POST position
and adjusting intensity with the INSTRUMENTS
control knob.
turn off flood
Switching to post lights will automatically
lighting.
The magnetic
engine instrument
radios and radio
compass,
cluster,
switches
have integral
lighting and operate
of post
independently
or flood lighting.
Compass light intensity
is controlled
by the INSTRUMENTS control knob.
Integral
lighting in the engine instrument
cluster
and radios is controlled
by the ENG-RADIO control knob. For information concerning
radio selector
switch lighting, refer to Section VII.

selector

The control pedestal

has two integral
lights and the optional overhead
oxygen console
is equipped with post lights.
This lighting is controlled
by the ENG-RADIO control knob.
Map lighting
overhead
console

6-10

by three different
may be provided
sources:
map lights,
a standard glare shield mounted

standard
map light,

2-7

CIRCUIT

BREAKERS AND

FUSES.

Most of the electrical

in the aircraft
are protected
by "pushcircuits
to-reset" circuit breakers
mounted on the instrument
panel.
Exceptions
and the
to this are the battery contactor closing (external power) circuit,

OPTIONAL

optional clock and flight hour recorder

which have fuses mounted
circuits
near the battery.
by a manuallyAlso, the cigar lighter is protected
reset type circuit breaker
mounted directly
on the back of the lighter behind the instrument
panel.
When more than one radio is installed,
the radio transmitter relay
(which is a part of the radio installation)
is protected
by the navigation
lights circuit
breaker
labeled NAV LIGHTS.
It is important
to remember
that any malfunction
in the navigation
lights system which causes
the
circuit
breaker
to open will de-activate
both the navigation
lights and the
transmitter relay.
In this event, the navigation
light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-activate the transmitter relay and permit its usage.
Do not turn on the navigation light switch until the malfunction
has been corrected.

SYSTEMS

operating
This section contains
a description,
and perprocedures,
for some of the optional equipment which
formance
data (when applicable)
Owner's
Manual Supplements
in your Cessna.
are promay be installed
systems when installed
of other optional equipment
vided to cover operation
Dealer for a complete
Contact your Cessna
list of availin your airplane.
able optional equipment.

COLD WEATHER EQUIPMENT

LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation
lights are located in the wing tips and tail
stinger.
Two landing lights are installed
When
in the cowl nose cap.
Detaxi lighting is selected, the left cowl light illuminates
separately.
pressing
the adjacent landing light switch causes both lights to illuminate
and serve as landing lights.
Optional lighting includes a flashing beacon
which mounts on the top of the vertical
fin, two strobe lights (one in each
wing tip), and two courtesy
lights (one under each wing just outboard
of
the cabin door). All exterior lights except the courtesy lights are controlled by rocker-type
switches located on the left switch and control panel.
The courtesy
lights are operated
by a switch,
labeled UTILITY LIGHTS,
on the aft side of the left rear door post.
The flashing
beacon should not be used when flying through clouds or
the flashing light reflected from water droplets or particles
in
overcast;
the atmosphere,
at night, can produce vertigo and loss of
particularly
orientation.
The

tection.
2-6

two

high intensity
strobe lights will enhance anti-collision
the lights should be turned off when taxiing in
However,

pro-

the

W I NTER IZ A TION KIT A ND

NON CONGE A LING O I L COOLE R.
-

operation
in temperatures consistently
For continuous
below 20F,
oil cooler should be inkit and non-congealing
the Cessna winterization
The winterization
kit consists
stalled to improve engine operation.
of two
shields
to partially cover the cowl nose cap opening, one shield to cover
and insulation
for the crankcase
air intake,
breather
the carburetor
line.
breather
insulation
is approved for permathe crankcase
Once installed,
The non-congealing
oil cooler renent use in both cold and hot weather.
improved
oil flow through the
places the standard oil cooler and provides
cooler in cold weather.

GROUND
A ground
external

power

SERVICE PLUG RECEPTACLE.

to permit use of an
service plug receptacle
may be installed
and during lengthy mainsource for cold weather starting
7-1

tenance work on the airplane

tronic equipment).

electrical

system

(with

the

of elec-

exception

and is ON in
of the switch,
The left half,

the

NOTE
Electrical
power for the airplane
electrical
circuits
is provided through a split bus bar having all electronic
circuits
on one side of the bus and other electrical
circuits
on the
other side of the bus. When an external
power source is
a contactor
connected,
to
opens the circuit
automatically
portion of the split bus bar as a protection
the electronic
equipagainst
damage to the transistors in the electronic
Therement by transient voltages
from the power source.
the external power source can not be used as a
fore,
source of power when checking electronic
components.
Just

tery

before
cart),

connecting
the master

power
an external
switch should be

source

turned

(generatortype

or bat-

ON.

incorporates
a
circuit
plug receptacle
The ground service
power source will
Power from the external
protection.
versal
to the airplane.
connected
the ground service plug is correctly
no power will flow to the
connected
backwards,
is accidentally
system, thereby preventing
any damage to electrical
electrical

repolarity
flow only if
If the plug
airplane's
equipment.

and external
The battery
power circuits
to comhave been designed
the need to "jumper" across the battery contactor to close
pletely eliminate
"dead" battery.
it for charging
a completely
in the
A special fused circuit
external
power system supplies
the needed "jumper" across the contacts so
that with a "dead" battery and an external power source applied, turning
the master switch ON will close the battery contactor.

up position
and off in the down position.
labeled BAT, controls
all electrical
power
labeled ALT, controls
the alternator.

The right half

to the aircraft.

both sides of the master

Normally,
switch should be used simultaneously;
however,
the BAT side of the switch could be turned ON
to check equipment while on the ground.
separately
The ALT side of the
switch, when placed in the off position,
removes
the alternator
from the
electrical
system.
With this switch in the off position,
the entire
electrical
load is placed on the battery.
Continued
with the
operation
alternator
switch off will reduce battery
power low enough to open the
battery
remove
power from the alternator
contactor,
field, and prevent
alternator
restart.

AMMETER.
from the althe flow of current,
The ammeter
indicates
in amperes,
syselectrical
ternator to the battery or from the battery to the aircraft
tem. When the engine is operating and the master switch is ON, the
ammeter
the charging rate applied to the battery.
In the event
indicates
the output
the alternator
is not functioning
or the electrical
load exceeds
the ammeter indicates the discharge
rate of the battery.
of the alternator,
OVER-VOLTAGE

SENSOR

AND

WARNING

LIGHT.

The aircraft
is equipped with an automatic
over-voltage
protection
system
of an over-voltage
consisting
sensor behind the instrument
panel
and a red warning light, labeled HIGH VOLTAGE,
below the engine
instrument
cluster.

the

senan over-voltage
condition
occurs, the over-voltage
removes
alternator
field current
and shuts down the
alternator.
The red warning light will then turn on, indicating
to the
pilot that the alternator
is not operating
and the aircraft
battery is supplying all electrical
power.
In

event

sor automatically

STATIC PRESSURE ALTERNATE SOURCE VALVE.

A static pressure
alternate
source valve is available
to provide continued operation of the airspeed indicator,
and vertical
speed
altimeter
ob.
indicator
in the event that the static system ports or lines become

structed.
instrument
If erroneous
readings
due to water or ice
are suspected
in the static system ports or lines,
the static pressure
source
alternate
valve knob should be pul1d on, venting the static system to the cabin.
7-2

The over-voltage
sensor
may be reset by turning the master
switch
off and back on again.
If the warning
light does not illuminate,
normal
alternator
charging
has resumed;
howeveg,
if the light does illuminate
a malfunction
again,
has occurred,
and the flight should be terminated as
soon as practical.
The over-voltage
ALT portion
on.

the
turned

off

warning
of

the

master

light

may

be tested

by momentarily
turning
the BAT portion

switch and leaving

2-5

However,

SYSTEM

ELECTRICAL

dows.

SCHEMATIC

meter

REGULATOR

l'

ALTERNATOR

TO

LIGHTS

TAXI

ATINEN LENGHTL

EN

LIGHTS

OVER-

LAND1NG

HTING
WHEEL

B
CONTROL

MAPPTIONAL

ga

W
Li

NAV

LIGHTS
TO ALT REG
BREAKER
ClRCull

RELAY (OPT)

TO TRANSMITTER

gg

TO HEATED PITOT & STALL

WARNING
SYSTEM (OPT)

ALT
GCARCULIGHTEEARKER)
(wlT
OVER
VOLTAGE
SENSOR

MASTik
SWITCH

N I

TO

REVERSE
POLARITY
CONTACIOR

RSC

GROUND
LPLUG
PT

In climb and cruising flight,

the airspeed and altimeter will read
in the landing approach (when instrument
However,
readings
are
MOre
important) the instruments
will generally read low.
Therefore,
the normal published approach speeds and altitudes will result in
USing
approach speed and higher approach path than normal,
& Slightly
faster
gVing
margin of safety.
RR eXtra
high.

AMMETER

ja

IGNITIONSWITCH

LIGHItNG,
TO INSTRUMENT
GLARE SHIELD
PEDESTAL LIGHTING,
MOUNTED
MAP LIGHT, COMPASS
OXYGEN
LIGHT & OPTIONAL
LIGHTING

..--

CEROR

will vary with open cabin ventilators

or wincombinations
will result
in airspeed and altiof no more than 6 MPH and 50 feet respectively.

INDICATORS,
TO FUEL QUANTITY
&
HEAD TEMP.GAGE
CYLINDER
AIR
CARBURETOR
OPTIONAL
GAGE
TEMPERATURE

TO ALT REG
CIRCutT BREAKER

COS

cabin pressures
adverse

The most
variations

LC I

TO

SPUT BUS
CONTACTOR
ADLLY
(NC

POST

OPTIONAL

TO DOME
LIGH
NG

LIGHTING
COURTESY

OPTIONAL

FLAP SYSTEM

FLAP

TO

la

BEACON

FLASHING

(OPT)

BCN

FLIGHT HOUR
RECORDER (OPT)

TO RADIO

(OPT)

TO RADIO

(0PT)

TO RADIO

(OPT)

TO RADIO

(OPT)

STATIC DISCHARGERS

RADIO4
OIL
RE

STARTER

TO INSTRUMENT
CI
T

RADIO 3

(OPT)
RADic
BATTERY
CONTACTOR

TO

AUTOMATIC

PILOT

(OPT)

AUTO PILOTTO
AUDIO

uo

,,,,

MAGNETOS

ALT REG
5

CODE
CIRCUIT

BREAKER

(PUSH-TO

COU

RESET)

AMPLIFIER

,,,,,,,

,,,

TO OVER-VOLTAGE
MASTER SWITCH
OVER-VOLIAGE

TO OPTIONAL
OR OPTIONAL
INDICATOR

OSE

SYSTEm

s Att
wans
5

TO

S*ou?
Figure

2-3.

STROBE

&

WARNING

reduces
interference
from precipof static dischargers
but it is possible
to encounter
severe
precipitation
static
static,
which might cause the loss of radio signals,
conditions
even with static
dischargers
Whenever
possible,
installed.
avoid known severe precipitation areas to prevent
loss of dependable
radio signals.
If avoidance
is
minimize
airspeed and anticipate temporary loss of radio
impractical,
signals while in these areas.
IRStallation

TO STALL WARNING
R

SENSOR

TURN COORDINATOR
TURN & BANK

ERRESISTOR

FCUASEAC

(OPT)

ar

BATTERY

If frequent
IFR flights are planned,
installation
of optional wick-type
dischargers
to improve radio communications
is recommended
forms of precipitation
during flight through dust or various
(rain, freezSnow
Under these conditions,
ing Tain,
or ice crystals).
the build-up and
from the trailing edges of the wings, rudof static electricity
discharge
propeller
tips and radio antennas can result in loss of
cler, elevators,
radio equipment.
radio signals on all communications
and navigation
USable
equipment
(Usually the ADF is first to be affected and VHF communication
iS the last to be affected).
Static

RADIO I
cHN

LIGHTS

(OPT)

RiiOn

7-3
2-4

the

opposite
tank, expect an equal duration from the
fuel.
remaining
The airspace in both fuel tanks is interconnected
by a vent line (see figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.

RADIO SELECTOR SWITCHES

RADIO SELECTOR SWITCH OPERATION.
of the radio equipment
is normal as covered
in the respecradio manuals.
When more than one radio is installed,
an audio
switching
system is necessary.
Audio switching is accomplished
by a
series of selector switches located at the top-center of the instrument
panel.
in shape, internally
lighted,
and the face of
They are rectangular
each switch is labeled to define the system
it controls.
The selector
switches have one function when depressed
and another
function when
extended.
They are designed
to lock when pushed in to the depressed
position;
they can be extended by pressing
full in and allowing them to
release
to the extended position.
Certain combinations
of switches are
interlocked
to prevent more than one system from being utilized at the
same time. Depressing
one interlocked
switch automatically
disengages
the others.
All of the selector
switches
are lighted anytime the master
switch is on. When a switch is depressed,
brighter.
its light becomes
The light intensity
of a depressed
switch can be controlled
with a rheostat
labeled AUDIO SW, BRT located to the right of the selector
switches.
The
following information
1;he various
describes
selector
switch functions.

Operation

tive

TRANSMITTER SELECTOR SWITCH.

When

two transmitters

RADIO

are

the

installed,

SELECTOR

microphone

SWITCHES

TYPICAL ARRANGEMENT
TR

OTR

TTER
SWITCHES

REC

REC
2

'

must

SPEAKER-HEADPCHHENSE

DME

ADF

SELECTOR

(Switches control speaker-headphone function of communication

and navigation
radio equipment)

be switched

For fuel system servicing information,

ments on the inside back cover.

FU EL TANK SU MP QUICK-DRAIN

7-1.

to Servicing

Require-

V ALVES.

valve to
Each fuel tank sump is equipped with a fuel quick-drain
and grade.
and/or examination
of fuel for contamination
facilitate
draining
through the lower surface of the wing just outboard of
The valve extends
the cabin door. A sampler cup stored in the aircraft is used to examine
the fuel. Insert the probe in the sampler cup into the center of the quickdrain valve and push.
Fuel will drain from the tank sump into the sampler
on the valve is released.
cup until pressure

LONG

FUEL T A NK S.

RA NGE

Special wings with long range fuel tanks are available to replace the
and range.
standard wings and fuel tanks for greater
endurance
When
these tanks are installed,
the total usable fuel for all flight conditions is
79 gallons.

ELECTRICAL SYSTEM.
system
Electrical
energy is supplied by a 14-volt, direct-current
powered
alternator
The 12-volt
by an engine-driven
(see figure 2-3).
Power is
battery
is located aft of the rear baggage compartment
wall.
supplied to all electrical
circuits
through a split bus bar, one side consystem
circuits
taining electronic
and the other side having general electriCRI System
circuits.
Both sides of the bus are on at all times except
when either an external
power source is connected
or the starter
switch
activated to open
is turned on; then a power contactor
is automatically
circuits
the circuit to the electronics
bus. Isolating the electronic
in
this manner prevents harmful transient voltages from damaging the
trRESistors
in the electronics
equipment.
MASTER

Figure

refer

SWITCH

The master

switch

is a split-rocker

type

switch

labeled

MASTER,

7-4
2-3

pilot has selected

To accomplish this, infor use.
selector
switches
labeled TR 1 and TR 2 are
TR 1 selects
the upper transmitter and TR 2 selects the lower

to the transmitter the

terlocking transmitter

VENTED FILLER CAPs

-Q

provided.

transmitter.
VENT
FUEL SELECTOR
VALVE

LEFT FUEL TANK

RIGHT FUEL TANK

To ensure maximum fuel

capacityduring
refueling,
place the fuel selector valve
handle in either LEFT or
RIGHT position
to prevent
cross-feeding.

FU EL SY ST EM
A T IC

SCHEM

TO ENGINE
FUEL
STRAINER

ENGINE

The installation
provides
certain
audio
of Cessna radio equipment
back-up capabilities
switch functions that the
and transmitter selector
pilot should be familiar
with. When the transmitter selector
switch
labeled TR 1 or TR 2 is depressed,
the audio amplifier of the corresponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier
transceiver fails, as evidenced by
in the selected
loss of speaker
audio for all radios,
depress
the transmitter selector
switch for the transceiver not in use.
is not
Since an audio amplifier
amplifier
will not affect headutilized
for headphones,
a malfunctioning
phone operation.

S PEA KE R-P HONES WITCH ES.

The speaker-phone
whether
the output of the
switches
determine
receiver
in use is fed to the headphones
or through the audio amplifier
to the speaker.
to obtain
Depress
the switch for the desired receiver
operation
speaker operation,
is desired.
or release
it if headphone

PRIMER

CODE
THROTTLE

FUEL SUPPLY
....

CARBURETOR

VENT

MICROPHONE-HEADSET

MECHANICAL
LINKAGE

A microphone-headset

combination
is offered as optional equipment.
keying switch on the left
and a microphone
the pilot can conduct radio communicawheel,
to handle a hand-held
other control operations
microphone.
need not listen to all communications.
Also, passengers
and headset jacks are located near the lower left corner
The microphone
panel.
of the instrument

the microphone-headset
side of the pilot's control
tions without interrupting
Using

MIXTURE
KNOB
CONTROL

To
ENGINE

Figure

2-2

2-2.

7-5

$//

OXYGEN SYSTEM
oxygen system
is available for your airplane.
In this
A four
located behind the rear baggage compartsystem,
an oxygen cylinder,
the oxygen.
Cylinder
pressure
ment wall, supplies
to an opis reduced
regulator
attached to the cylinpressure
of 70 psi by a pressure
erating
An
assembly.
der.
A shutoff valve is included as part of the regulator
filler valve is located on the left side of the rear baggage
oxygen cylinder
gage
Cylinder
pressure
is indicated
compartment
by a pressure
wall.
oxygen console.
located in the overhead
-place

DESCRIPTION

OPERATING

DETAILS

The following paragraphs

describe
the systems and equipment
function and operation
is not obvious when sitting in the aircraft.
section also covers in somewhat
greater
detail some of the items
in Checklist
form in Section I that require
further
explanation.

outlets are provided;

two in the overhead oxygen console
one at each of the
ceiling just above the side windows;
microphone-equipped
positions.
One permanent,
mask is provided
pilot, and three disposable
type masks are provided for the passenAll masks are the partial-rebreathing
type equipped with vinyl
hoses and flow indicators.

Four

AND

whose
This
listed

oxygen

and two in the cabin

seating
for the
gers.
plastic

Fuel is supplied
to the engine from two tanks, one in each wing. With
fuel selector
valve on BOTH, the total usable fuel for all flight conditions is 60 gallons for the standard
tanks.

the

shutoff valve control,

located adjacent to the pilot's
oxygen
is used to shut off the supply of oxygen to the system when not in
outlet,
use.
The control
is mechanically
connected
to the shutoff valve at the
cylinder.
of the shutoff function,
With the exception
the system is completely automatic and requires
no manual regulation
for change of altitude.

A remote

OX YGEN SYSTEMOPER

DeFuel from each wing tank flows by gravity to a selector

valve.
pending upon the setting of the selector
valve, fuel from the left, right,
or both tanks flows through a fuel strainer
and carburetor
to the engine
induction
system.
valve should be in the BOTH position for take-off,
The fuel selector
and maneuvers
climb,
that involve prolonged slips or skids.
landing,
Operation from either LEFT or RIGHT tank is reserved
for cruising
flight.

A TIO N.

Prior to flight,
check to be sure that there is an adequate
oxygen
Refer
supply for the trip, by noting the oxygen pressure
gage reading.
OXYGEN DURATION CALCULATION,
to paragraph
and to the Oxygen
Chart (figure 7-2).
Duration
Also, check that the face masks and hoses
are accessible
and in good condition.
oxygen should be used by all occupants
when cruising
in the Cessna booklet "Man At Altitude,
As described
to use oxygen at altitudes lower than 10, 000 feet
it is often advisable
or
under conditions
of night flying,
fatigue,
or periods
of physiological
disturbances.
emotional
Also, the habitual and excessive
use of tobacco
or alcohol will usually necessitate
the use of oxygen at less than 10, 000
feet,
Supplemental

above 10, 000 feet.

7-6

FUEL SYSTEM.

NOTE

"

When the fuel selector

valve handle is in the BOTH
position
in cruising
flight,
unequal fuel flow from each
tank may occur if the wings are not maintained
exactly
level.
can be alleviated
Resulting
wing heaviness
gradually
by turning the selector
valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical
to measure the time required to consume all of the fuel in one tank, and, after switching
to
2-1

INSTRUMENT

OXYGEN

PANEL

(48
1

5 6

DURATION

CHART

CUBIC FEET CAPACITY)

10 11 12 13 14 15 16 17 18 19

7 8 9

1400
I2OO
1000

44 43 42 41 40 39 38 37 36

1. I

26

35

27

32

30

25

24

23

22

21

SOO

20

400
al

31
30.
31.
32.
33.

3. Aircraft

Number
Registration
4. Map Light and Switch
(Opt.)
5. Encoding
Altimeter
Indicator
6. Localizer
Reversed
(Opt.)
Lights
Control Unit (Opt.)
7. Autopilot
(Opt.)
8. Radios and Transponder
(Opt.)
9. Rear View Mirror
(Opt.)
10. Radio Selector Switches
Switch Light
11. Radio Selector
Rheostat
(Opt.)
Dimming
Pressure
Gage
12. Manifold
and
13. Fuel Quantity Indicators
Ammeter
14. Cylinder Head Temperature,
and Oil
Oil Temperature,
Pressure
Gages

15.
16.
17.

Over-Voltage
Warning
Light
Tachometer
Indicator(Opt.)34.
Economy
Mixture
35.
Air Temperature
Carburetor

18.
Gage (Opt.)
19. Secondary Altimeter

20.

Radio

36.
37.

(Opt.)

21. Map Compartment

22. Cabin Heat,
Cabin Air and
Defroster
Control Knobs
23. Cigar Lighter
24. Wing Flap Switch
and Position
Indicator
25. Mixture
Control Knob
26. Propeller Control Knob

Figure

2-1.

38.
39.
40.
41.
42.

43.
44.

Fuel Selector Light

Fuel Selector
Valve Handle
Elevator
Trim
Control Wheel
Throttle
(With Friction
Lock)
Control Pedestal
Light
Carburetor
Heat Control Knob
Electrical
Switches
Static
Alternate
Pressure
Source Valve (Opt.)
Brake
Parking
Handle
Circuit Breakers
Instrument
and Radio Dial
Light Rheostats
Ignition
Switch
Engine
Primer
Phone Jack
Master
Switch

OXYGEN

NOTE:

This

chart

line

fitting

DURATION

is based on a pilot with

an
with
green
and passengers

Figure

6
-

(HOURS)

color-coded
oxygen
orange
color-coded
line fittings.

7-2.

1-8
7-7

(7) Wing Flaps

(8) Airspeed

NOTE

should be allowed
no smoking
oxygen is being used.

For safety reasons,

while
in the aircraft
When
(1)

to

ready

use

Select mask

the

oxygen

system,

proceed

(9)

(1)
(2)
(3)
(4)
(5)
(6)

provided

to disconnec this lead from the auxiliary microphone

so that the adapter cord from the oxygen mask micro"
phone can be plugged into the ja ok.) A switch is incorporated
the microphone.
on the left hand cdntrol wheel to operate
face

7-8

ADJUST.

and adjust

metallic

nose

strap

for snug

FULL THROTTLE
and 2600 RPM.
Heat
COLD.
Wing Flaps
RETRACT
to 20.
Airspeed
80 MPH.
Wing Flaps
RETRACT
slowly.
Cowl Flaps
OPEN.
--

--

--

--

--

--

Landing
Braking

MAIN WHEELS FIRST

Roll
LOWER NOSE WHEEL
MINIMUM REQUIRED
--

--

GENTLY.

--

(1) Wing Flaps

(2) Carburetor
(3) Cowl Flaps

UP.
Heat
COLD.
OPEN
--

--

--

mask

to the seat you are occupyoxygen outlet located nearest

When
it.
the oxygen supply is turned
hose into
ing, and plug delivery
at the proper rate of flow for any
on, oxygen will flow continuously
altitude
without any manual adjustments
oxygen supply control knob ON
(4) Position
Oxygen is flow
in the face mask hose.
(5) Check the flow indicator
is being forced toward the mask
ing if the indicator
(6) Unplug the delivery
hose from the outlet coupling when discontin"
stops flow of oxygen.
This automatically
uing use of the oxygen system.
(7) Position
oxygen supply control knob OFF.
(3) Select

--

A FTERL A N DI N G.

sary

to

Power

Carburetor

(1) Touchdown
(2)
(3)

jack

mask

Trim

NORM A LL A ND I N G.

guxiliary

Attach

and Rudder

B A LKED LA ND I N G.

and hose.

for the pilot is of a higher flow rate

with an
it is color-coded
than those for the passengers;
The passento the plug-in fitting.
orange band adjacent
with a green band. If the airger hoses are color-coded
he may provide
higher flow hoses for
craft owner prefe11s,
In any case, it is recommended
that the
all passengers.
The pilot's
mask is
hose.
pilot use the larger
capacity
to facilitate use of the radio
equipped with a microphone
An adapter cord is furnished
with
while using oxygen.
mask to mate the mask microthe microphone-equipped
microphone
jack located under
phone lead to the
panel.
To connect the oxythe left side of the instrument
gen mask microphone,
connect the mask lead to the adapter
cord and plug the ord into the auxiliary microphone
jack.
microphone-headset
combination
has been in
(If an optional
is already
e lead from this equipment
use, the micropho
jack. It will be necesplugged into the axiliary microphone

(2)
fit.

0-40 (below
110 MPH)
70-80 MPH (flaps DOWN).

as follows:

NOTE
The hose

Elevator

--

--

SECURING

AIRCRAFT.

(1) Parking Brake

SET.
(2) Radios and Electrical
Equipment
(3) Throttle
IDLE.
--

--

OFF.

--

(4)

Mixture

--

IDLE

(5) Ignition Switch

(6) Master Switch
(7) Control Lock

--

--

--

CUT-OFF
OFF.
OFF.
INSTALLED

(pulled

full out).

1-7

BOTH.
(3) Fuel Selector Valve
for power,
LEAN (as required
(4) Mixture
smoothness).
OPEN (as required).
(5) Cowl Flaps

OXYGEN

--

--

temperature and

PERFORMANCE

the chart.

CLIMB.

(1) Note the available oxygen pressure

shown on the pressure
gage.
on the scale on the left side of the chart,
(2) Locate this pressure
then go across the chart horizontally
to the right until you intersect

89 MPH at sea level to 85 MPH at 10,000 feet.

(1) Airspeed
and 2600 RPM.
FULL THRTLE
(2) Power
BH
(3) Fuel Selector Valve
FULL RICH (unless engine is rough).
(4) Mixture
FULL OPEN.
(5) Cowl Flaps
--

--

--

the line representing

the number of persons making the flight. After
the line, drop down vertically
intersecting
to the bottom of the chart
and read the duration
in hours given on the scale.
(3) As an example of the above procedure,
1400 psi of pressure
will
safely sustain the pilot only for nearly 6 hours and 15 minutes.
The
will sustain the pilot and three passengers
same pressure
for approximately
2 hours and 30 minutes.

--

--

CRU I SE

(1) Power

15-23 INCHES Hg.,

--

(2) Mixture
(3) Cowl Flaps

2200-2450 RPM

(no more

than

LEAN.
CLOSED.

--

--

LET- DOW N.
AS DESIRED
(1) Power
(to prevent
AS REQUIRED
Heat
(2) Carburetor
ENRICHEN
(as required)
(3) Mixture
CLOSED
(4) Cowl Flaps
--

--

carburetor

icing)

--

--

(5)

Wing Flaps
below 110 MPH).

BEFORE

--

AS DESIRED

(0-10below

160 MPH,

BOTH.
(1) Fuel Selector Valve
RICH.
(2) Mixture
HIGH RPM.
(3) Propeller
CLOSED.
(4) Cowl Flaps
ON (before closing
Heat
(5) Carburetor
80-90 MPH (flaps UP).
(6) Airspeed
--

--

--

--

--

1-6

10-40

NOTE
conChart is based on a standard
The Oxygen Duration
figuration
oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded
hoses
If orange color-coded hoses are
for the passengers.
provided
for pilot and passengers,
it will be necessary
to compute new oxygen duration figures due to the greater
of oxygen with these hoses.
This is accomconsumption
the total duration available to the
plished by computing
pilot only (from PILOT ONLY line on chart), then diby the number of persons
(pilot and
viding this duration
passengers)
using oxygen.

OXYGEN

LANDING.

--

CALCULATION.

The Oxygen Duration

Chart (figure 7-2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane.
The following procedure
outlines
the method of finding the duration from

--

MAXIMUM

DURATION

throttle).

SYSTEM SERVICING.

when fully charged,

The oxygen cylinder,
contains
approximately
70F.
48 cubic feet of oxygen,
under a pressure
of 1800 psi at
Filling
pressures
will vary,
due to the ambient temperature in the
however,
and because of the temperature rise resulting
from comfilling area,
pression
Because
of this, merely
of the oxygen.
filling to 1800 psi will
indicated
not result in a properly filled cylinder. Fill to the pressures
in the table on the following page for ambient temperature.

(6) Throttle
1700 RPM.
should not exceed 150 RPM
a.
Magnetos
CHECK (RPM.drop
between magnetos.)
on either magneto
or 50 RPM differential
CYCLE from high to low RPM; return to high
b.
Propeller
RPM (full in).
Heat
CHECK for RPM drop.
c.
Carburetor
--

IMPORTANT

--

Oil, grease,

or other lubricants
in contact with oxygen
fire hazard,
a serious
and such contact must be
avoided when handling oxygen equipment.

--

create

--

CHECK.
d.
Engine Instruments
CHECK (4.6
5.4 Inches Hg.).
e.
Suction
CHECK.
f.
Ammeter
and Radios
CHECK and SET.
(7) Flight Instruments
CLOSED and LOCKED.
(8) Cabin Doors and Window
Lock
Friction
ADJUST.
(9) Throttle
0 20.
(10) Wing Flaps
--

AMBIENT
TEMPERATURE
F

FILLING
PRESSURE
PSIG

AMBIENT
TEMPERATURE
F

FILLING
PRESSURE
PSIG

--

--

--

--

--

0
10
20
30
40

1600

50
60
70
80
90

1650
1700
1725
1775

1825

1875
1925
1975
2000

--

TAK E-OFF.
NORMAL TAKE-OFF.
(1)

0-20.

Wing Flaps

--

(2) Carburetor
(3)
(4)
(5)

TRUE AIRSPEED INDICATOR

Heat
COLD.
FULL THROTTLE
and 2600 RPM.
Control
LIFT NOSE WHEEL (at 60 MPH).
Climb Speed
90 MPH.
Power
Elevator

MAXIMUM
indicator
is available
to replace the standard airspeed indicator
The true airspeed
indicator
in your airplane.
has a cali
brated rotatable
ring which works in conjunction
with the airspeed indisimilar
cator dial in a manner
to the operation of a flight computer.

A true airspeed

rotate ring until pressure

TRUE AIRSPEED,
with outside air temperature in degrees
Fahrenheit.
ring opposite
airspeed on rotatable
airspeed needle.

TO OBTAIN
is aligned
read true

altitude
Then

--

--

--

--

TAKE-OFF.

PERFORMANCE

20.

(1) Wing Flaps

(2) Carburetor

--

COLD.

Heat
eers----FAULLLT
--

ROTTLE

4)
(5) Brakes

and 2600 RPM.

RELEASE.

--

MAINTAIN SLIGHTLY TAIL LOW

Control
(6) Elevator
ATTITUDE.
are cleared).
60 MPH (until all obstacles
(7) Climb Speed
80 MPH).
UP (after reaching
(8) Wing Flaps
--

--

--

NOTE
Pressure

altitude

altitude.

To obtain

should not be confused with indicated

pressure
altitude, set barometric
scale on altimeter
aItitude
to 29. 92 and read pressure
on altimeter.
Be sure to return
altimeter barometric
scale to original
barometric
setting after pressure
altitude has been obtained.

ENROUTEC LI M B.
NORMAL

CLIMB.

Airspeed
(2) Power

(1)

--

--

100-110

23 INCHES

MPH.
Hg. and 2450 RPM.
1-5

7-10

ENGINE.

BEFORE STARTING

COMPLETE.
Preflight
(1) Exterior
ADJUST and LOCK.
(2) Seats, Belts, Shoulder Harnesses
TEST and SET.
(3) Brakes
(4) Cowl Flaps
OPEN (move lever out of locking hole to reposition).
BOTH.
(5) Fuel Selector Valve
Equipment
OFF.
(6) Radios,
Autopilot, Electrical

CESSNA ECONOMY MIXTURE INDICATOR

--

--

--

--

--

--

INE.

STA RTINGENG

(1) Mixture
RICH.
COLD.
(2) Carburetor
Heat
(3) Propeller
HIGH RPM.
OPEN 1/2 INCH.
(4) Throttle
ASREQUIRED.
(5) Prime
(6) Master
Switch
ON.
CLEAR.
(7) Propeller Area
START (release
(8) Ignition Switch

Indicator
is an exhaust gas temperature
The Cessna Economy Mixture
aids the pilot in adjusting the cruise
(EGT) sensing device which visually
gas temperature varies
with fuel-to-air
power
Exhaust
mixture.
ratio,
between the peak EGT and the EGT at
and RPM.
the difference
However,
constant
the cruise mixture setting is essentially
and this provides
a useful
Operating instructions
are included in Section II.
leaning aid.

--

--

--

--

CARBURETOR AIR TEMPERATUREGAGE

--

--

--

--

when engine

starts).

air temperature gage may be installed

in the aircraft
A carburetor
help detect carburetor
icing conditions.
The gage is marked
with a
yellow are between
and +5C. The yellow are indicates
the carburector
temperature range where carburetor
icing can occur; a placard
on
the gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE ICING CONDITIONS.

to

NOTE
If engine

has been

overprimed,
Reduce

1/4 to 1/2 full open.

-15

start with throttle open

throttle to

idle when engine

fires.
(9)

Oil Pressure

CHECK.

--

NOTE

or high humidity
ice formation,
can cause carburetor
Visible moisture
Under cruising
the
conditions,
in idle or low power conditions.
especially
formation
of ice is usually
slow, providing time to detect the loss of
icing during take-off is
caused by the ice-. Carburetor
manifold
pressure
full-open
to ice obrare since
throttle condition is less susceptible
.the

indication
After starting, check for oil pressure
temperatures and 60
within 30 seconds in normal
If no indication
seconds in cold temperatures.
appears, shut off engine and investigate

BEFORE TA KE OF F.
-

(1) Parking
(2)
(3)

(4)
(5)
1-4

Brake
SET.
Flight Controls
FREE and CORRECT.
TAKE-OFF.
Elevator
and Rudder Trim
Fuel Selector
Valve
BOTH.
Cowl Flaps
OPEN.
--

struction.
air temperature gage needle moves into the yellow
If the carburetor
or there is an unexplained
carburetor
are during potential
icing conditions,
the
Upon regaining
pressure,
heat.
apply full carburetor
drop in manifold
by trial and error
(with heat off), determine
original manifold pressure
operation.
for ice-free
heat required
the minimum amount of carburetor
NOTE

--

--

--

--

Carburetor
heat should not be applied during take-off
unless absolutely necessary
to obtain smooth engine
acceleration
temperatures).
(usually in sub-zero
7-11

OIL QUICK-DRAIN VALVE

valve is optionally
An oil quick-drain
offered to replace
the drain
plug in the oil sump drain port.
The valve provides
a quicker and cleaner method of draining engine oil.
To drain the oil with this valve installed, slip a hose over the end of the valve and route the hose to a suitable
container,
then push upward on the end of the valve until it snaps into the
open position.
Spring clips will hold the valve open.
use
After draining,
a screwdriver
or suitable
tool to snap the valve into the extended (closed)
position
and remove
the drain hose.
.

2
4

vis"',,'e"edda

ock,

if installed.

c.

Check

control

d
surfaces

a.

Check

aileron

for freedom

a.
b.
c.

Disconnect
wing tie-down.
Check main wheel tire for proper inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water,
sediment,
and proper fuel grade.
check fuel quantity;
Visually
then check fuel filler cap secure
and vent unobstructed.

d.

a.
b.
c.
d.
e.
f.
g.

a.
b.

c.

for freedom

of movement

of movement

and security.

static source
Inspect flight instrument
opening on side of fuse(both sides).
lage for stoppage
and spinner for nicks and security,
and proCheck propeller
peller for oil leaks.
air filter for restrictions
by dust or other
Check carburetor
matter.
foreign
Check nose wheel strut and tire for proper
inflation.
Disconnect
tie
rope.
with less than nine quarts.
Do not operate
Check oil level.
flight.
Fill to twelve quarts for extended
pull out
Before first flight of the day and after each refueling,
strainer
drain knob for about four seconds
to clear fuel strainer
water and sediment.
of possible
Check strainer
drain closed.
If water is observed,
the fuel system may contain additional
fuel
and further draining of the system at the strainer,
water,
tank sumps, and fuel selector valve drain plug will be necessary,
-down

Check main wheel tire for proper

inflation.
Before first flight of day and after each refueling,
use sampler
cup and drain small quantity of fuel from fuel tank sump quickand proper fuel grade.
drain valve to check for water,
sediment,
check fuel quantity;
then check fuel filler cap secure
Visually
and vent unobstructed.

b.
c.

Remove pitot tube cover,

and check
if installed,
opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect
wing tie

a.

Check

a.

and security.

pitot

tube

-down.

aileron

for freedom

of movement

and

security.

1-1.
7-12

1-3

ALPHABETICAL

5
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.

A
After

Landing,

Care,
5-4
interior,
5-3
propeller,
4-4
Cargo and Baggage Tie-Down,
Center of Gravity Moment
4-8
Envelope,
Cessna Customer Care Program,

1-7

Aircraft,
4

file, 5-5
mooring,
securing,

INSPECTION

EXTERIOR

source vaive, static

Pressure,

Aluminum
Ammeter,
Authorized

Baggage
Balked
Before
Before
Before

Note

a.
b.
c.
d.
e.

Remove

check
is

operation

of all lights,

Operations,

5-2
4-1

4-4

and Cargo Tie-Down,

1-6, 2-17

Landing,
Landmg,
Starting

and

control

wheel lock
switch OFF
switch and check fuel quantity indicators;
Turn on master
turn off master switch
Check fuel selector
valve handle on BOTHLock with key if children
Check baggage door for security.
to occupy child's seat

Check ignition

then
are

Cabin Heating,

Ventilating

2-8
Defrosting
System,
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor
Air Temperature
4-3, 7-11

5-7
Cessna
Circuit
Climb

Progressive
Care, 5-7
2-6
Breakers
and Fuses,

enroute,
1-s, 2-14
rate-of-climb
maximum
6-3
data chart,
1-6
performance,
maximum
1-5
normal,
7-1
Cold Weather Equipment,
ground service plug
7-1
receptacle,
7-1
non-congealing
oil cooler,
alternate
static pressure
7-2
source valve,
winterization
kit, 7-1

Cold Weather Operation, 2-17

2-20
operation,
2-17
starting,
6-1
Correction Table, Airspeed,

available.

Figure
1-2

7-2
Surfaces,
2-5

1-6
1-4
Engine,
Take-Off, 1-4, 2-12
2-12
alternator
check,
2-12
magneto
check,
2-12
warm-up,

Visually check aircraft for general condition during walkremove

even small
In cold weather,
around inspection.
of frost,
ice or snow from wing, tail and
accumulations
surfaces.
control
Also, make sure that control surfaces
of ice or debris.
If a
contain no internal accumulations
night flight is planned,
make sure a flashlight

5-1
1-7

Correction Table, 6-1

7-10
True,
Indicator,
4-2
Indicator
Markings,
4-2
Limitations,

Airspeed
Airspeed
Airspeed
Airspeed
Aiternate

INDEX

and

2-17
Crosswind
Landing,
Cruise
-14EGT,
2-16
mgw
2-15,
Cruise Performance
Chart,
6-4, 6-5, 6-6, 6-7, 6-8
Gage,
Cylinder
Head Temperature
4-3

D
Gage,

Diagram,
electrical

system,

2-4
Index-1

exterior
inspection,
2-2
fuel system,
instrument
panel,

1-2

Engine,
1-4
4-2
instrument
markings,
oil, inside back cover
4-2
operation
limitations,
2-10
1-4,
starting,
Engine Failure,
after take-off, 3-1
3-1
during flight,
Enroute
Climb, 1-5, 2-14
1-6
maximum
performance,
1-5
normal,
7-1
Equipment,
Cold Weather,
Excessive
Rate of Electrical
Charge, 3-9
180
Turn in Clouds, 3-5
Executing
1-2
Exterior
Inspection
Diagram,
2-6
Exterior
Lighting,

before starting,

1-8

4-5
loading arrangements,
6-10
maximum
glide,
principal
ii
dimensions,
7-4
radio selector
switches,

taxiing, 2-11
Principal,
ii
Dimensions,
in Clouds, 3-5
Disorientation
let-downs
emergency
through
3-5
clouds,
180
turn in
executing
3-5
clouds,
from spiral
recovery
dive, 3-6
3-3
Ditching,

E
Mixture
Economy
Indicator,
2-16,
7-11
Power Supply System
Electrical
3-8
Malfunctions,
3-9
excessive
rate of charge,
3-9
insufficient
rate of charge,
System, 2-3
Electrical

ammeter,

2-5

2-6
circuit
and fuses,
breakers
ground service
plug receptacle,
7-1
2-3
master
switch,
over-voltage
sensor
and
light, 2-5
warning
2-4
schematic,
Emergency
Landing Without Engine
3-2
Power,
Let-Downs
Through
Emergency
Clouds, 3-3
Locator
Transmitter
Emergency
3-9
(ELT),
3-11
ELT operation,
inside front cover
Empty Weight,

F
5-5
3-3
3-4
electrical
fire in flight,
engine fire during start on
3-3
ground,
3-4
engine fire in flight,
3-6
Flight in Icing Conditions,
5-5
Flyable
Storage,
3-2
Forced
Landings,
3-3
ditching,
emergency landing without
3-6
engine power,
precautionary
landing with
3-2
engine power,
2-1
Fuel System,
inside back cover
capacity,
fuel grade,
inside back cover
4-3
fuel quantity indicators,
long range fuel tanks, 2-3
2-2
schematic,
tank sump quick-drain
valves,
File,
Fires,

Aircraft,

Ms

OPERATING

CHECKLIST

service,
One of the first steps in obtaining the utmost performance,
with
yourself
from your Cessna is to familiarize
and flying enjoyment
This can best be done
systems,
and controls.
equipment,
your aircraft's
Those items
this equipment while sitting in the aircraft.
by reviewing
are not obvious are covered in Section II.
whose function and operation

to
Checklist form, the steps necessary
in Pilot's
Section I lists,
in its
It is not a checklist
and safely.
operate
your aircraft
efficiently
longer, but it does cover briefly all of the
true form as it is considerably
plastic
A more convenient
points that you should know for a typical flight.
is available for
stowed in the map compartment,
enclosed checklist,
have been performed.
that all important procedures
quickly checking
in crowded terminal
for other traffic is so important
Since vigilance
be avoided in
with checklists
that preoccupation
areas, it is important
from
and performed
memorized
should be carefully
flight.
Procedures
should be quickly scanned to ensure that
Then the checklist
memory.
nothing has been missed.
are normal
characteristics
of your aircraft
or operacharacteristics
There are no "unconventional"
normal
way
respond
in
the
controls
mastered.
AII
tions that need to be
mentioned
in Sections
All airspeeds
within the entire range of operation.
airspeed
Corresponding
calibrated
I, II and III are indicated
airspeeds.
Table in Section VI.
may be obtained from the Airspeed Correction
The flight

and operational

in a11 respects.

2-3

Index-2
1-1

REVISED
FUELQUANTITY
DATA
LMOD
182
SKYL
ANE

1973 AIRCRAFT (SERIAL 18262251 AND ON)

1974 AIRCRAFT (ALL SERIALS)
1975 AIRCRAFT (ALL SERIALS)

Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes
have been found to contain less than the capacity published in the Owner's Manuals. Data in these
manuals indicates total usable capacities of 60 gallons for standard tanks and 79 gallons for long range
tanks; the usable capacity per tank is shown to be 31 gallons and 39 gallons respectivelY

and Circuit

Fuses

TOTAL

USABLE
BOTH TANKS

TOTAL
PER TANK

USABLE
PER TANK

CAPACITY
(STANDARD TANKS)

61 Gal.

56 Gal.

30.5 Gal.

29 Gal.

CAPACITY
(LONG RANGETANKS)

80 Gal.

75 Gal.

40 Gal.

37 Gal.

2-6

G
4-7
Graph, Loading,
Gross Weight, inside front cover
5-1
Ground Handling,
Ground Service Plug Receptacle,
7-1

All fuel capacity references in Owner'sManuals for these airplanes should be marked to reflect the
capacities in the chart below.

BOTHTANKS

Breakers,

H
Ground, 5-1
Handling,
2-9, 2-10
Shoulder,
Harnesses,
7-5
Headset-Microphone,
and Defrosting
Ventilating
Heating,
System,
Cabin, 2-8
Hot Weather Operation, 2-21

When figuring weight and balance data, consideration should be given to the reduction in weight
and change in moment/1000 which results from a reduced fuel capacity.
For quick re-computation of cruise performance data, use the information in the Cruise Performance
charts provided in the Owner'sManuals by multiplying the ENOR. HOURSand RANGE MILES figures
by 0.93 (for standard tank values) or 0.94 (for long range tank values); this will provide conservative
endurance and range based on the reduced fuel capacities.
Pages in the Owner'sManuals which are affected by the change in fuel capacity are listed in the
chart below.

Indicator,
Indicator,
Inspection
Instrument

4-2

Fuel Quantity, 4-3

7-10
True Airspeed,
5-6
Requirements,
Engine,
Markings,

1-8
Panel Diagram,
Rate of Electrical
Charge, 3-9
HarSeat Belt/Shoulder
Integrated
2-10
nesses
With Inertia Reels,
Interior
Care, 5-4
2-7
Interior
Lighting,
Instrument
Insufficient

PAGES AFFECTED

MANUAL
1973
OWNER'S
MANUAL
OWNER'S
MANUAL
1975
OWNER'S
MANUAL

Inside 2-1
Cover

2-2

2-14 4-6

4-7

5-8

64

6-5

6-6

6-7

6-8

Inside 2-1
Cover

22

2-3

2-14

4-6

4-7

6-4

6-5

6-6

6-7

6-8 Inside

Inside 2-1
Cover

22

2-3

4-6

47

6-4

6-5

6-6

6-7

6-8 Inside
Cover

THIS ADHESIVE

7-1 Inside
Cover

Cover

BACKED STICKER IS TO BE ATTACHED TO ANY

BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75
7
-

L
-

2-17
after, 1-7
1-6, 2-17
balked,
1-6
before,

Landing,

2-17
crosswind,
distance
table ' 6-9
3-1
forced,
1-7, 2-17
normai,
3-2
precautionary
with power,
2-17
short field,
Landing Gear Servicing,
inside
back cover
main/nose
wheel tire pressure,
inside back cover
nose gear shock strut servicing,
inside back cover
1-6
Let-Down,
2-6
Lighting
Equipment,
exterior
lighting, 2-6
interior
lighting, 2-7
Limitations,
Airspeed, 4-2
Limitations,
Engine Operation,

4-2

Loading Arrangements
Diagram,
Loading Graph, 4-7
4-6
Sample,
Loading Problem,
2-3
Long Range Fuel Tanks,
3-8
Low Oil Pressure,

4-5

M
5-4
MAA Plate/Finish
Trim Plate,
3-8
Magneto Malfunction,
Maneuvers
Normal
Category, 4-1
Manifold Pressure
Gage, 4-3
4-2
Airspeed Indicator,
Markings,
4-2
Engine Instrument,
Markings,
Master
Switch, 2-3
6-10
Maximum
Glide Diagram,
Maximum
Performance
Climb, 1-6
Take-Off,
Performance
Maximum
-

1-5

Maximum

Rate-Of-Climb

6-3
Microphone-Headset,
Moment Envelope,

Data

Chart,

Gravity,

7-5

Center

of

4-8
Index-3

Your

Mooring

Airplane,

5-1

Performance
Specifications,
inside front cover
Precautionary
Landing With Engine
-

N
-eCoAnbaetea
nen

rower, a-2

C2ololer,

Normal
Normal
Normal

Category Maneuvers,
Climb, 1-5
1-7
Landing,
1-5
NormalTake-Off,
Nose Gear Shock Strut,
inside

7-1
4-1

Principal
Dimensions
Diagram,
ii
ressive
Care, Cessna, 5-7

Page

cover
Quick-Drain

Valve,

Oil System,

Operations

Authorized,
Sensor

4-1
and Warning

5-8
System,
5-9
publications,
7-6
Oxygen System,
7-9
duration
calculation,
7-7
duration
chart,
7-6
operation,
7-9, inside back
servicing,
cover

Radio

SECTION

SECTION

II

OPERATING

Selector
Switches ' 7-4
7-4
diagram,
7-4
operation,
7-5
speaker-phone
switches,
transmitter selector switches,

7-4
Recovery
From Spiral Dive, 3-6
Rough Engine Operation or Loss of
3-7
Power,
carburetor
icing, 3-7
3-8
low oil pressure,
3-8
magneto
malfunction,
spark plug fouling, 3-7

CHECKLIST

DESCRIPTION

Oil, 7-12

Over-Voltage
2-5
Light,

OF CONTENTS

care ' 5-3

5-9
Publications,

back

inside back cover

capacity,
7-1
oil cooler,
non-congealing,
oil/filter
change,
inside back
cover
oil grade,
inside back cover
pressure
gage, 4-3
quick-drainvalve,
7-12
temperature gage, 4-2
2-17
Operation,
Cold Weather,
2-21
Operation, Hot Weather,
Engine,4-2
Operation Limitations,

TABLE

III

DETAILS

SECTION

IV

SECTION

SECTION

VI

SECTION

VII-

ALPHABETICAL

CARE

OF

2-1

_......

3-1
4-1

AIRPLANE........

5-1

DATA.__________...

6-1

SYSTEMS______________

7-1

THE

OPERATIONAL
OPTIONAL

LIMITATIONS........

OPERATING

PROCEDURES.____

EMERGENCY

i.i

________

AND

OPERATING
SECTION

INDEX-..........---------------_.

Index-1

Owner Follow-Up

Painted

Surfaces,

5-3

S
4-6
Sample Loading Problem,
1-7
Securing
Aircraft,
5-8 '
Servicing
Requirements,
inside back cover
engine oil, inside back cover
fuel, inside back cover
landing gear,
inside back cover
2-17
Short Field Landing,
Shoulder
Harnesses,
2-9, 2-10

the operation and performance

of
This manual describes
Model 182, the Skylane, and the Skylane II. Equipment
described
as "Optional" denotes that the subject equipment
is
is optional on the Model 182. Much of this equipment
standard
on the Skylane and Skylane II.

the

Index-4
iii

v-iwo
o

3-7
Spark Plug Fouling,
Speaker-Phone
7-5
Switches,
Spins, 3-6
2-17
Stalls,
6-2
speed chart,
Starting
1-4, 2-10
Engine,
7-3
Static Dischargers,
Static Pressure
Alternate Source
Valve,

4o

7-2
5-5

2s--2

Maximum
with nose

height of airplane
gear depressed,
all
1prlapseh nyg

iia"teadndannosep
beacon
**Wing

installed

span of airplane
with
optionalstrobelightsinstalled.

PRINCIPAL
DIMENSIONS
I l

Flyable,
Storage,
Suction Gage, 4-3
Surfaces
aluniinum, 5-2
painted, 5-3
System,
cabin heating,
ventilating
2-8
and defrosting,
2-3
electrical,
fuel, 2-1
5-8
="
= fHow-up,
7-6
oxygen,

I
Table of Contents,
4-3
Tachometer,

36

-0"

35

-10"

iii

1-5, 2-13
before,
1-4, 2-12
6-3
data chart,
1-5
maximum
performance,
1-5
normal,
2-12
Taxiing,
Tire Pressure,
inside back cover
Transmitter
Selector
Switches,

Take-Off,

7-4

True

Airspeed

Indicator,

7-10

W
Weight
empty,
inside front cover
gross,
inside front cover
4-3
Weight and Balance,
baggage and cargo tie-down,4-4
center of gravity
moment
4-8
envelope,
loading arrangements
diagram,
4-5
4-7
loading graph,
4-6
sample loading problem,
5-2
Windshield
Windows,
Winterization
Kit, 7-1
-

MAX.6'-10"

ii

Index-5

REQUIREMENTS

SERVICING

CONGRATULATIONS

Welcome to the ranks of Cessna owners!

Your Cessna has been designed and constructed
to give you the most in performance,
and comfort.
economy,
It is our desire that you will find flying it, either for business
or pleasure,
a pleasant
and
profitable
experience.

EN Gi NE Ol L:
40F.
Aviation Grade SAE 50 Above
40F
Aviation Grade SAE 10W30 or SAE 30 Below
Multi-viscosity
for
oil with a range of SAE 10W30 is recommended
improved
Ashless
dispersant
oil, conformstarting in cold weather.
must be used.
ing to Continental Motors Specification
MHS-24A,

GRADE

as a guide to help you get the most pleasure

This owner's Manual has been prepared
about your Cessna's
It contains information
and utility from your Model 182/Skylane.
and suggestions
for its servicing
procedures,
and performance;
operating
equipment,
We urge you to read it from cover to cover, and to refer to it frequently.
and care.

--

Our interest
World-wide,
ment stands
Dealers:

NOTE
Your Cessna was delivered
from the factory
with a corrosion preventive
aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
oil conforming
to Specification
No
straight
mineral
MIL-L-6082.
--

OIL AND OIL FILTER

CHANGE
After the first 25 hours of operation,
drain engine oil sump and clean
the oil pressure
screen.
If an optional oil filter is installed,
change
filter element
at this time. Refill sump with straight mineral oil and
use until a total of 50 hours has accumulated
or oil consumption
has
then change to dispersant
oil.
stabilized;
On aircraft not equipped
drain the engine oil sump and clean the oil
with an optional
oil filter,
pressure
screen
each 50 hours thereafter.
On aircraft which have
an optional oil filter,
the oil change interval may be extended to 100hour intervals,
providing
the oil filter element is changed at 50-hour
intervals.
Change engme oil at least every 6 months even though less
than the recommended
hours have accumulated.
Reduce intervals
for
prolonged
operation
in dusty areas,
cold climates, or when short
flights and long idle periods
result
in sludging
conditions.

FACTORY
service.

--

It is designed to provide you with the most

THE CESSNA WARRANTY
comprehensive
coverage possible:
No exclusions
a.
Coverage includes parts and labor
b.
Available at Cessna Dealers world wide
c.
Best in the industry
d.
plus other important
of the warranty
Specific benefits and provisions
Care Program
book
benefits for you are contained in your Customer
service is available to you at
Warranty
supplied with your aircraft.
Cessna Dealer throughout the world upon presentation
any authorized
Care Card which establishes
your eligibility
under
of your Customer
the warranty.
--

12 QuartS.
CAPACITY
OF ENGINE SUMP
Do not operate
on less than 9 quarts.
To minimize
loss of oil through
fill to 10 quart level for normal flights of less than 3 hours
breather,
For extended
fill to 12 quarts.
These quantities
refer to oil
flight,
dipstick
level readings.
During oil and oil filter changes,
one additional quart is required when the filter element is changed.

of a Cessna.
has not ceased with your purchase
in your flying pleasure
backed by the Cessna Service Departthe Cessna Dealer Organization
are offered by most Cessna
ready to serve you. The following services

TRAINED

PERSONNEL

to provide

you with courteous

FACTORY APPROVED
SERVICE EQUIPMENT to provide
possible.
most efficient and accurate
workmanship
A STOCK OF GENUINE
need them.

CESSNA SERVICE

expert

you with the

PARTS on hand when you

FOR SERVICING
THE LATEST AUTHORITATIVE
INFORMATION
have all of the Service
CESSNA AIRPLANES,
since Cessna Dealers
and
kept current by Service Letters
Manuals and Parts Catalogs,
Service News Letters,
published by Cessna Aircraft
Company.
We urge

all Cessna

A current
is revised
Make your
awaits you

owners

to use the Cessna

Dealer

Organization

to the fullest.

accompanies
your new airplane.
The Directory
Cessna Dealer Directory
and a current copy can be obtained from your Cessna Dealer.
frequently,
flight planning aids; a warm welcome
one of your cross-country
Directory
at every Cessna Dealer.

i
182P 75
182P 75

ESSNA
ESSNA

inonzL

BUY AND
MORE PEOPLE
FLY CESSNA
AIRPLANES
THAN ANY OTHER MAKE

SKYLANE
1975

CESSNA AIRCRAFT COMPANY

WICHITA,

KANSAS

WORLD'S LARGEST PROOF GENERAL

DUCER
AIRCRAFT
AVIATION
SINCE

1956

OW NE R'S
MANUAL