Cessna 182 1965 Owner's manual

..TAKE

YOUR

CESSNA

HOME

FOR

SERVICE AT THE SIGN

OF THE CESSNA

SHIELD''.

CE55

N A AIRCRAFT COMPANY

WICHITA, KANSAS

THE'1E

ARE

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CESSNAS

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SKYLANE

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WORLD'S IARGEST

PRODUCER OF

PERFORMANCE

.

SPECIFICATIONS

GROSS

WEIGHT

2800

lbs

2800

Ibs

SPEED:

Top Speed at Sea

Level

.

167 mph

1?0

mph

Cruise,

. . .

159

mph

162 mph

7570 Power at

6500 ft.

RANGE:

Cruise,

685 mi 695

mi

Cruise,

905

mi

925

mi

CONGRATULATIONS

Welcome

to the

ranks

of Cessna

Owners

!

Your

Cessna

has

been

designed

and constructed to

give

you

the

most in

performance,

economy,

and com-

fort. It

is

our

desire

that

you

will

find flying it,

either

for

business or

pleasure,

a

pleasant

and

profitable

experience.

This

Owner's

Manual

has been

prepared

as

a

guide

to help

you

get

the

most

pleasure

and utility

from

your

Model

182/Skylane.

It contains in-

formation

about

your

Cessna's

equipment,

operating

procedures,

and

performancel

and

suggestions

for its servicing and care.

We

urge

you

to read

it from

cover

to cover,

and to

refer

to

it frequently.

Our

interest in

your

flying

pleasure

has not ceased

with

your

purchase

of

a

Cessna.

World-wide,

the

Cessna

Dealer

Organization

backed by the

Cessna

Service

Department stands

ready

to serve

you.

The

following

services are offered by

most

Cessna Dealers:

FACTORY TRAINED

PERSONNEL

to

provide you

with courteous

expert service.

FACTORY APpROVED

SERVICE EQUIPMENT

to

provide you

with

the

most

efficient and accurate

workmanship

possible.

A

STOCK OF GENTIINE CESSNA SERVICE PARTS on

hand

when

you

need

them.

THE LATEST AUTHORITATIVE INFORMATION FOR

SERV-

ICING

CESSNA

AIRPLANES, since

Cessna

Dealers

have

aII

of the

Service

Manuals and

Parts Catalogs,

kept current by

Service Letters and Service News

Letters,

published

by

Cessna

Aircraft

Company.

We

urge

aII

Cessna

owners to use the Cessna Dealer Organization

to the

fullest.

A current

Cessna Dealer Directory

accompanies

your

new airplane. The

Directory

is revised

frequently, and a current copy can be obtained

from

your

Cessna

Dealer. Make

your

Directory one of

your

cross-country

flight

planning

aids; a

warm welcome

awaits

you

at

every Cessna Dealer.

75Vo Power at

6500 ft.

60 Gallons, No Reserve

7570

Power

at 6500

ft.

?9

Gallons, No Reserve

4.3

hrs

4.3

hrs

159

mph

162

mph

5.7

hrs

5.

? hrs

159 mph

162

mph

Optimum

Range

at

10,000

ft.

.

905

mi

925

mi

60

Gallons,

No

Reserve

?.6 hrs

119 mph

121 mph

Optimum Range

at

10,

000 ft.

1190

mi

1215

tni

79

GaIIons,

No Reserve

10.0

hrs

10.0

hrs

119

mph

121

mph

RATE OF CLIMB

A'I SEA LEVEL

980

fpm 980 fpm

SERVICE

CEILING

18,

900

ft

18,900

lt

TAKE-OFF:

Ground Run

625 ft

625 it

Total Distance

Over

5O-Foot Obstacle .

1205 ft

LANDING:

Ground

Roll .

590 ft 590

ft

Total Distance Over

5O-Foot Obstacle .

1350

ft

1350

ft

EMPTY WEIGHT

(Approximate) 1550

lbs

1610

lbs

BA.GGAGE

.

120

lbs

120lbs

WING

LOADING: Pounds/Sq

Foot

16. 1

16.1

POWER

I,OADING: POUNdS,/HP.

L2.2

FUEL CAPACITY:

TOTAI

Standard

Tanks

65

gal.

65

gal.

Optional

Long Range Tanks

84

gal.

84

gal.

OIL

CAPACITY:

Total

12

qts 12

qts

PROPELLER:

Constant Speed

(Diameter)

.

82 inches

ENGINE: Continental

Engine

O-470-R

230 rated HP

at 2600

RPM

COPYFIGHT G]

1988

D282-13-RPC-300-5/8S

Cessna

Aircraft Company

Wichita, Kansas USA

lllllll t-

EXTE

RIOR

tttllll

I

IN SPECTION

otailoftan

/////tu

-NOTE

C

heck

general

aircraft

condition during

walk-

around

inspection. If

night tlight

is

planned,

cherk

operation of

all

Iiglrts,

and make

sure

n ltashliBht

is available.

Check

propeller

and

spinner for

nicks and

security,

and

propeller

for

oil lea-ks.

Make visul

check to insure that

fuel strainer

drain

valve is closed

alter draining operation.

Check nose

wheel strut

and

tire for

proper

i

nJlation.

Disconnect

nose tie-down,

Check carburetor

air filter for

restfictions

by

dust or

other foreign

matter.

Check

oil

level.

Do not operate

with less

than

nine

quarts.

Fi11 for

e\1ended flight.

Remove

pitot

tube cover, if

installed, and

check

pitot

tube

opening for stoppage.

Check luel tuk vent opening

for stoppage.

Also,

check luel tarlk vent

opening

provided

in right

wing when

optional long range

fuel

tanks are installed.

same

as

@.

o..

b.

c.

e.

l.

(o

".

D.

c,

T\rrn

on master switch

and

check

fuel

quantity

indicators; then turn master

switch "OFF.

"

Check ignition switch

"OFF, "

Check fuel tank selector valve handle

on

"BOTH. "

On

first Ilight of day and after each refuel-

ing,

pull

out

straitrer

drain

knob for about

four

secoods, to

clear

fuel strainer oI

pos-

sible water and sediment.

Remove

control

wheel

lock.

Check

baggage door for

security.

Remove

rudder

gust

lock, if installed.

Disconnect

tail tie-down.

Check maitr wheel

tire lor

proper

inflation.

Inspect

airspeed static

source hole

on side

of

luselage lor stoppage.

Disconnect wing

tie-down.

@".

@..

@

c.

d.

I.

rE

".

b.

Figure 1-1.

2-1-

Se ca

iorr

\

l

\

DESCRIPTION

AND OPERATING

DETAILS

The

following

paragraphs

describe

the systems

and equipment whose

function and operation

is not obvious when sitting

in the

airplane. This

section

also

covers in

somewhat

greater

detail some of

the items listed

in

Check

List

form

in

Section

I that

require

further

explanation.

FUEt SYSTEM.

Fuel

is

supplied

to the engine from

two

tanks, one

in each

wing.

The

total usable

fuel, for all flight conditions, is 60

gallons

for

standard

tanks

and 79

gallons

Ior

optional long

range tanks.

NOTE

Unusable

fuel is at

a

minimum due to the design of the

fuel

system. However, with

l/4

tank or

less,

prolonged

uncoordinated flight such as slips or skids

can uncover

the

fuel

tank outlets,

causing

fuel

starvation

and engine

stoppage when operating

on a single

tank.

Therefore,

to avoid

this

problem

with

low

fuel reserves, the fuel

selector should

be

set

at "BOTH"

position.

FueI

from each wing tank

flows by

gravity

to a selector valve.

Depending

upon the setting

of the

selector

valve,

fuel from the

left,

right,

or both

tanks flows through a

fuel

strainer

and

carburetor to the engine induction

system.

NOTE

Take off with the

fuel

selector valve

handle in the

"BOTH"

position

to

prevent

inadvertent take-off on an empty

tank.

However,

when

the selector is in the

"BOTH"

position,

unequal fuel flow from

eaeh

tank

may

occur after extended

flight if the

wings are

not maintained exactly

level.

Re-

I.EFT WING TANK

RIGHT WING

TANK

FUEt

SEI.ECTOR

VALVE

FUEL

SYSTEM

SCHEMATIC

TO ENGTNE

)

ENGINE PRIMER

CARBURETOR

ffi---""

MIXTURE

CONTROI KNOB

TO

ENGINE

-

sulting wing

heaviness can

be alleviated

gradually

by

turning the selector valve

handle to

tIe

tank in the

'r.heavy"

wing. The

recommended

cruise fuel management

pro-

cedure for extended

flight is to use the left and

right tank

alternately.

ETECTRICAT SYSTEM.

Electrical energy is supplied

by a l4-volt,

direct-current system

powered

by an engine-driven

alternator. The l2-volt battery is Iocated

aft

of

the rear

baggage

compartment wall.

CIRCUIT BREAKERS.

AtI electrical circuits

in the airplane,

except

the clock circuit,

are

protected

by

circuit

breakers.

The

clock has a

separate

fuse mounted

adjacent to the battery. The stall warning transmitter

and horn

circuit

and the

optional

turn-and-bank indicator circuit

are

protected

by a

single

automatically resetting circuit

breaker

mounted

behind the instrument

panel.

The cigar lighter

is

protected

by a

manually

reset type circuit

breaker mounted directly on the

back

of the

lighter

behind the instrument

panel.

The remaining circuits are

protected

by

"push-to-reset"

circuit

breakers on

the

instrument

panel.

ROTATING

BEACON

(OPT).

The rotating beacon should

not be used

when

flying through clouds

or overcast;

the

moving

beams reflected from water droplets or

particles

in the atmosphere,

particularly

at night, can

produce

vertigo and

loss

of

orientation.

CABIN HEATING,

VENTIIATING

AND

DEFROSTING

SYSTEM.

The

temperature and

volume of airflow

into tlte cabin can be regulated

to

any

degree desired by manipulation

of the

push-pull

"CABIN

HEAT"

and

"CABIN

AIR" knobs.

Both

control knobs

are the

double-button type

with

friction locks

to

permit

intermediate

settings.

NOTE

Always

pull

out

the

"CABIN

AIR' knob

slightly

when

the

2-2

Figure 2-1.

2-3

"CABIN

HEAT"

knob is out. This action

increases the

airflow

through the system,

increasing

efficiency,

and

blends cool outside air

with

the

exhaust

manifold

heated

air, thus eliminating

the

possibility

of overheating

the

system

ducting"

The rotary type

"DEFROST"

knob regulates the airflow for

windshield

defrosting.

Front

cabin heat

and ventilating

air

is

supplied

by outlet holes spaced

across

a cabin manifold

just

forward of the

pilot's

and

copilot's

feet"

Rear

cabin heat

and air

is

supplied

by two ducts

from

the

manifold,

one

extend-

ing

down each

side

of

the cabin.

Windshield

defrost air

is also supplied

by

a duct leading

from

the

cabin manifold.

Separate

adjustable ventilators

supply additional air; one

near each

upper

corner oI

the

windshield

supplies air for the

pilot

and copilot,

and

two in the

rear

cabin

ceiling

supply

air to the rear seat

passengers.

STARTING ENGINE.

Ordinarily

the

engine starts easily

with

one or two

strokes

of the

primer

in

warm

temperatures to six

strokes

in cold

weather with

the

throttle

open

approximately

t/2

inch.

In extremely

cold temperatures

it

may

be necessary to continue

priming

while

cranking.

Weak

inter-

mittent explosions

followed

by

puffs

of

black

smoke

from the exhaust

stack

indicate

overpriming or

flooding.

Excess

fuel can be cleared

from

the

combustion

chambers by the following

procedure:

Set

the mix-

ture

control fuII lean

and the throttle

full

open;

then

crank the engine

through

several

revolutions

with

the starter.

Repeat

the

starting

procedure

without

any additi.onal

priming.

If

the engine is underprimed

(most

likely in cold

weather with

a cold

engine) it

wiII

not fire at aII.

Additional

priming

wiII

be necessary

for the

attempt.

As soon

as

the

cylinders

begin to

fire,

open

the

throttle slightly

to

keep it running.

If

prolonged

cranking is

necessary,

allow the

starter

motor to

cool

at frequent intervals, since excessive heat

may

damage the armature.

2-4

-

TAXIING-DIAGRAM-\rl'

, 3

J

L

I

\

USE UP

AILERON

ON

LH WING

AND

NEUTRAL

ELEVATOR

USE

UP AILERON

ON

RH WING AND

NEUTRAL

ELEVATOR

)

{

itrr[I-:-'Tr..,,t1

il'

I

i

I

--L.l

:.lL

/

i

\il

rl

(

USE

DOWN AILERON

ON LH WING AND

MWN ELEVATOR

USE

DOWN AILERON

ON RH WING

AND

DOWN ELEVATOR

I

a

D

)

*r*o DrRECrroN

NOTE

Strong

quartering

tail winds

require caution.

Avoid sudden bursts of the

throttle and

sharp

braking

vhen the

airplane is in this

attitude

Use the

steerable nose wheel

and rudder to

maintain

direction.

Figure

2-2.

2-5

TAXIING.

The carburetor

air heat

knob

should be

pushed

full

in during

all

grourxc

operations

unless

heat is

absolutely

necessary

for

smooth

engine

operation.

when

the knob

is

pulled

out to

the heat

position,

air

entering the

engine

is

not filtered.

Thxiing

over

loose

gravel

or cirxCers

should be done

at low

engine

speed to

avoid

abrasion

and

stone damage

to

the

propeller

tips.

BEFORE

TAKE-OFF.

.Since

the

engine is

closely

cowled for

efficient

in-flight

cooling, pre_

cautions

should be taken

to

avoid

overheating

on the

ground.

FuIl throtile

checks

on

the

ground

are

not recommended

unless

the

pilot

has

good

reason

to suspect

that

the

engine is

not

turning up

properly.

The magneto

check

should

be made

at

1200

RpM

with the

propeller

in

Jlat

pitch

as follows:

Move

the ignition

switch first

to

"R"

position

and

note

RPM.

Then move

switch

back to

"Borlil

position

to clear

the

other

set

of

plugs.

Then move

switch to

"L"

position

and note

RpM.

Ttre dif-

ference

between

the two

magnetos

operated

singly

should not

be more

than

50

RPM.

rf there

is

a doubt

concerning

the

operation

of the

ignition

sys-

tem,

RPM

checks

at a higher

engine

speed

wiII

usually

conrirm

whether

a deficiency

exists.

An

absence

of RPM drop

may

be

an indication

of

faulty

grounding

of

one side

of

the

ignition

system

or

should be cause

for

suspicion

that

the

magrreto

timing has

been

"bumped-up"

and

is

set in

advance

of the

setting

specified.

TAKE-OFF.

It is important

to check

fuIl-throttle

engine

operation

early in

the take-

off run.

Any

signs

of roirgh

engine

operation

or

sluggish

engine accelera-

tion is

good

cause

for

discontinuing

the take-off.

firII

throttle runups

over loose

gravel

are

especially

harmful

to

propeller

tips.

when

take-offs

must

be made

over a

gravel

surface,

it is

very important

that

the

throttte

be advanced

slowly.

This allows

the

air-

2-6

plane

to start

rolling before high

RPM

is developed, and

tle

gravel

will

be

blown back of

the

propeller

rather than

pulled

into

it.

Most

engine

wear

occurs

from improper operation

before the

engine

is up to normal operating

temperatures,

and

operating

at high

powers

and

RPM's.

For this

rea"son

the

use

of

maximum

power

for

take-off should

be

limited to that absolutely

necessary for

safety. Whenever

possible,

reduce

take-off

power

to normal climb

power.

Normal

take-offs are accomplished

with wing

flaps up, cowl flaps

open,

fuIl throttle,

ard 2600

RPM.

Reduce

power

to

23 inches

of

mani-

fold

pressure

and 2450

RPM

as soon as

practical

to

minimize

engine wear.

Using

20" wing

flaps reduces the

ground

run

and total

distance

over

the obstacle

by approximately

20

per

cent.

Soft

field take-offs are

per-

formed

with

20' flaps by lifting the airplane off the

ground

as

soon

as

practical

in a

slightly

tail-low attitude. However,

the airplane should

be leveled off

immediately to accelerate

to a

sa-fe

climb speed.

If

20o

wing

flaps

are

used for take-off, they should

be left down until

all

obstacles

are

cleared.

To

clear

an obstacle

with wing

flaps 20

degrees,

the best angle-of-climb speed

(60

MPH, IAS) should be

used.

If no ob-

strrrctions

are ahead, a best

"flaps

up" rate-of-climb

speed

(90

MPH, IAS)

would

be most efficient.

These

speeds vary

slightly with

altifude, butthey

are close enough

for

average

field

elevations.

Flap deflections of 30o to

40"

are

not

recommended

at any time for

take-off.

Take-offs

into

strong

crosswinds

normally are

performed

with

the

minimum

flap setting necessary for the field length,

to

minimize

the drift

angle immediately after take-off.

The

airplane is

accelerated to a speed

slightly higher than normal, then

pulled

off abruptly to

prevent possible

settling back to

the runway

while

drifting.

When

clear

of the

ground,

malre

a coordinated turn into

the

wind

to correct for drift.

cUMB.

A

cmising climb

at

23 inches

of

manifold

pressure,

2450

RPM

(ap-

proximately

7516

power)

and

100

to

120

MPH is recommended

to save time

and fuel for the overall trip.

In

addition,

this type of

climb

provides

bet-

ter

engine

cooling,

Iess engine

wear,

and

more

passenger

comfort due to

2-7

lower

noise

level.

If

it is necessary to climb

rapidly

to

clear mountains

or

reach

favor-

able

winds

at high altitudes, the best

rate-of-climb

speed should be

used

with

maximum

power.

This speed

is 88

MPH

at

sea

level, decreasing

2

MPH

for

each

5000 feet above

sea

level.

If an obstruction ahead

requires

a

steep

climb angle, the airplane

should be flown at the best angle of climb

with

flaps up and maximum

power.

This

speed

is 70

MPH.

In

a

balked landing

(go-around)

climb,

the

wing

flap

setting should

be

reduced to 20o

immediately

after full

power

is applied. After all

obstacles are cleared

and

a safe altitude and airspeed are obtained, the

wing

flaps

should

be retracted.

CRUISE.

Normal

cruising is done

between

6570

and

?570

power.

The

power

settings

required to obtain

these

powers

at

various

altitudes and

outside

air

temperatures can

be determined by using

your

Cessna Power

Com-

puter

or

the

OPERATIONAL DATA,

Section

V.

6500

162

695

8000

r60 73s

The

Optimum Cruise Performance table

(figure

2-3),

shows

that

cruising can be done

most efficiently at higher

altitudes because

very

nearly the

same

cruising

speed can be maintained

at

much

less

power.

For a

given

throttle

setting, select the

lowest

engine RPM

in

the

green

arc range that

will

give

smooth

engine

operation.

The

cowl Ilaps

should be adjusted

to

maintain

the cylinder head tem-

perature

near the middle

of the normal operating

(green

arc)

range

to

assure

prolonged

engine Iife.

To achieve the range figures

shown

in

Section V,

the mixture

should

be leaned

as follows:

pull

mixture

control

out until

engine becomes

rough;

then enrich

mixture slightly beyond this

point.

Any

change in altitude,

power,

or carburetor heat

will

require a change in the lean mixture

setting.

Application

of

full carburetor

heat may

enrich the mixture to

the

point

of

engine roughness.

To avoid this, Iean the mixture

as

instructed

in the

preceding

paragraph.

STAtLS.

The stall characteristics are conventional

and aural

warning

is

pro-

vided by a

stall warning

horn

which sounds between 5 and

10

MPH above

the

stall in all conligurations.

Power-off

stall speeds at maximum

gross

weight

and aft c.

g. position

are

presented

in figure 5-2

as

calibrated

airspeeds

since

indicated

air-

speeds

are

unreliable

near the

stall.

attempted.

IMPORTANT

Excessive

priming

and

pumping

throttle

may cause

-o'rr

frrel

to

accumulate

in

the intake

air duct,

creat-

LAN DING.

Landings

are usually made

on the main

wheels

first

to reduce

the

75

70

RANGE

(Std.

To

n ks)

2-8

65 10,000

Figure 2-3.

r58

785

2-9

Ianding

speed and the subsequent need for

braling in the landing ro1l.

The nosewheel is Iowered

gently

to the runway

a"fter the speed has di-

minished

to avoid unnecessary

nose

gear

load.

This

procedure

is es-

pecially

important

in rough field

landings.

For short

field

landings, make

a

power

off

approach

at 69

MPH,

IAS

with

40'

flaps and land

on the main

wheels

first.

Immediately after

touchdown,

lower the nose

gear

to

the

ground

and

apply

heavy

braking as

required.

For maximum brake

effectiveness

aJter aII three

wheels are

on the

ground,

retract

the flaps, hold full nose

up elevator

and apply

max-

imum

possible

brake

pressure

without

sliding the tires.

COLD

WEATHER

OPERATION.

STARTIN G.

Prior

to starting on a cold morning, it is advisable

to

pull

the

propeller

through

several

times by

hand to

"break

loose" or

"limber"

the oi1, thus conserving battery energy,

In extremely

cold

(0'

F and

lower) weather,

the use of an external

preheater

(for

both the

engine

and

battery) and an external

power

source

is

recommended

whenever

possible

to obtain

positive

starting and to reduce

wear

and

abuse to the

engine

and

the electrical

system.

Pre-heat will

thaw the oil trapped in the oil

cooler,

which

probably

wiII

be

congealed

prior

to starting in extremely cold temperatures.

When

using

an external

power

source, the

position

of the

master switch is im-

portant.

Refer to

Section VI,

paragraph

GROUND

SERVICE PLUG RE-

CEPTACLE,

for operating details.

CoId weather starting

procedures

are as follows:

I I

ATKJTEEU

|

(StU.

Tonksf

6500

162

695

70 8000

160

735

NOTE

Use

heavy strokes of

primer

for best atomization

of

fuel. After

priming, push primer

all the

way

in and

75

turn to locked

position

to avoid

possibility

of engine

drawing

fuel through the

primer.

(2)

Clear

propeller.

(3)

Turn master switch

"ON.

I'

(4)

Turn magneto switch

to

"BOTH. "

(5)

Open

throttle

l/2"

and engage starter.

(6)

Pull

carburetor

heat on after engine has started,

and

leave on

until engine

is running

smoothly.

Without Preheat:

(1)

Prime

the engine six to eight strokes while

the

propeller

is

being turned by hand with throttle open

l/2".

Leave

primer

charged

and ready for stroke.

(2)

Clear

propeller.

(3)

Turn master switch

"ON. "

(4)

Turn magneto switch

to

"BOTH. "

(5)

Pump

throtfle rapidly to

full

open twice. Return to 1,/2" open

position.

(6)

Engage

starter and continue to

prime

engine until it is running

smoothly, or alternately,

pump

throttle rapidly

over

first 1,/4

of

total

travel.

(7)

PuIl

carburetor

heat

on

after

engine

has

started.

Leave

on

until engine is running

smoothly.

(8)

Lock

primer.

NOTE

If

the

engine

does

not start

during

the

first few

attempts, or

if

engine

firing diminishes in

strength,

it is

probable

that the spark

plugs

have

been frosted

over.

Preheat

must be used before another start

is

attempted.

IMPORTANT

Excessive

priming

and

pumping

throttle may cause

raw fuel to accumulate

in the intake air duct, creat-

ing a fire hazard in the event of

a backfire.

If

this

occurs, maintain a

cranking action to suck flames

into the engine. An outside attendant with

a fire

extinguisher is

advised for

cold starts without

preheat.

2-L0

2-rl

OPERAIION.

During

cold

weather

operations,

no indication

will

be

apparent

on

the oil

temperature

gage

prior

to take-off

if outside

air

temperatures

are

very

cold.

After

a suitable

warm-up

period

(2

to 5 minutes

at

1000

RPM),

accelerate

the

engine

several

times

to higher

engine RPM.

If

the engine

accelerates

smoothly

and

the oil

pressure

remains

normal

and steady,

the airplane

is ready

for take-of{.

Rough

engine

operation

in

cold weather

can

be caused

by a

combina-

tion of

an inherently

leauer

mixture

due

to the

dense

air and

poor

vapori-

zaticl

and

distribution

of the

fuel-air

mixture

to the cylinders'

The

effects

of

these

conditions

are especially

noticeable

during

operation

on

one

magneto

in

ground

checks

where

only one

spark

plug

fires in

each

cylinder.

To operate

the engine without

a

winterization

kit in occasional

out-

side

air

temperatures

from

10'to 20" F,

the folLowing

procedure

is

recommended:

(1)

Use

full carburetor

heat

during engine

warm-up

and

ground

check.

(2)

Use

minimum

carburetor

heat required

for

smooth

operation

in

take-ofl,

climb,

and

cruise.

(3)

Select

relatively

high manifold

pressure

and RPM settings

for

optimum

mixture

distribution,

and

avoid excessive

manual

leaning

in cruising

flight.

(4)

Avoid sudden

throttle

movements

during

ground

and

flight opera-

tion.

OPERATING LIM ITATIONS

OPERATI

ONS AUTHORIZED.

Your Cessna, with standard equipment as

certificated under FAA

Type

Certificate

No. 3A13, is

approved for day and

night operation under

VFR.

Additional

optional equipment is available

to

increase

its utility

and to

make it

authorized for use under

IFR day and night. An

owner of a

proper-

Iy

equipped Cessna is eligible

to obtain approval for its

operation

on single

engine

scheduled

airline

service under

VFR.

Your Cessna Dealer

will

be

happy

to assist

you

in

selecting equipment best

suited to

your

needs.

MANEUVERS_NORMAL

CATEGORY.

The airplane

exceeds the requirements

for airworthiness

of

the

Federal

Aviation

Regulations,

Part

3,

set

forth by

the

United

States

Government,

Spins

and aerobatic

maneuvers are

not

permitted

in

normal

category airplanes

in compliance

with these regulations.

In

connection

with the foregoing,

the

foll.owing

gross

weight

and flight

load factors apply:

When

operating

in sub-zero

buretor

heat. Partial

heat

maY

the 32' to 70'

range where

icing

conditions.

Refer

to

Section

VI

for cold

for the

OIL

DILUTION

SYSTEM.

temperatures,

avoid using

partial

car-

raise

the carburetor

air temperature

to

is critical

under certain

atnrospheric

weather

equipment

and

operating

details

Maximum

Gross

Weight

F1ight Load Factor*

Flaps

Flight L,oad Factor*

Flaps

2800 lbs.

Up

.

+3.8

-1.52

Down

.

+3.5

HOT

WEATHER

OPERATION.

The

general

warm

temperature starting

information

on

page

2-4

t's

appropriate.

Avoid

prolonged

engine

operation

on the

ground.

2-L2

*The

design load factors

are

LSWo

of the above, and in

aII cases, the

structure

meets

or exceeds

design

loads.

Your

airplane must

be operated in

accordance

with all FAA approved

marhings,

placards

and check Iists in

the airplane.

If there is any infor-

mation

in this

section

which

contradicts

the FAA approved

markings,

pla-

cards

and check lists, it is

to be disregarded.

Seeaiorr

*182*

3-1

AIRSPEED

tIMITATIONS.

The

following

are the

certificated calibrated

airspeed

limits for

your

Cessna:

Never

Exeeed

(Glide

or dive, smooth

air)

193

MPH

(red

line)

Caution

Range

160-193

MPH

(yellow

arc)

Maximum

Structural

Cruising Speed

160

MPH

(Level

ftight or

climb)

Normal

Operation

Range. .67-160

MPH

(green

arc)

Maximum Speed,

Flaps

Extended.

.110

MPH

FIap Operation

Range .

60-110 MPH

(white

arc)

Maneuvering

Speed*

.128

MPH

*The

maximum speed

at

which

abrupt

control travel

can be used

without

exceeding

the

design load

factor.

ENGINE

OPERATION

TIMITATIONS.

Power

and

Speed

.230

BHP

at 2600

RPM

Do Not Exceed

(fngine

rated

speed)

. . . .

cARBURETOR

AtR TEA

pERATURE

GAGE

(OpT).

Under

possible

icing conditions:

Normal

Operating Range

Cautionary

Range

Icing

Range

FUEt

OUANTITY INDICATORS.

Empty

E

(red

line)

TACHO'YlETER.

Normal

Operating Range

Cautionary Range

2200-2450

RPM

(green

arc)

2450-2600

RPM

.2600 RPM

(red

line)

5" to

20"C

(green

arc)

0o

to 5"C

(yellow

arc)

-20"

to

0'C

(red

arc)

ENGINE

INSTRUMENT

MARKINGS.

OIt

TEIVIPERAIURE

GAGE.

Normal Operating

Range

Do Not Exceed

Green

Arc

225"

F

(red

line)

Olt

PRESSURE GAGE.

Idling Pressure

10

psi

(red

line)

Normal Operating

Range

30-60

psi

(green

arc)

Maximum

Pressure .

100

psi

(red

line)

MANIFOTD PRESSURE GAGE.

Normal Operating

Range .15-23

in.

Hg

(green

arc)

CYLINDER

HEAD

TEIUPERATURE GAGE.

Normal Operating

Range 275-450"F

(green

arc)

Do

Not Exceed

450"F

(red

line)

3-2

3-3

WEIGHT

AND

BALANCE.

The

following

information

wiII

enable

you

to operate

your

Cessna

within

the

prescribed

weight

and

center of

gravity

limitations. To

figure

the

weight

and

balance

for

your particular

airplane,

use the

Sample

Problem,

Loading Graph,

and Center

of Gravity

Moment Envelope

as

follows:

Take

the

licensed

Empty Weight

and

Moment/1000

from the Weight

and

Balance

Data

sheet,

plus

any

changes

noted on

forms FAA-337

carried

in

your

airplane, and write

them down

in the

proper

columns.

Using

the Loading Graph,

determine

the

moment/1000 of

each

item to

be

carried. Total

the weights

and

moments/l000

and

use the Center

of

Gravity

Moment Envelope

to determine whether

the

point

falls

with-

in the

envelope,

and

if the loading

is acceptable.

Somple

Airplone

Your Airplone

SAMPLE LOADING

PROBLEM

weighi

{lbs)

Momeni

llb

-

ins

/rooo)

Weight

:

Momenl

l. Licensed

Empty

Weighi

(Somple

Airplone) ...

I 660 57.9

22

-0.3

22

,0.3

340

12.2

360 17.3

3,10

24.1

6.

Eoggoge

{or

Possenger on

Auxiliory Seol) .

78

7.6

Z.

Totol Aircrofi

Weight

{Loodedl

2800

r 8.8

illlillt

8.

Locote

this

point (2800

orllS.Slon

the center

of

grovity

envelope,

ond

since

thir

poini

folls

within ihe envelope

the looding

ir occeploble

tNote,

Normolly

full oil

moy be ossumed

for oll

flights.

3-4

3-5

o

d

o

6t

o

H

o

o)

o

6

o

D-

o

(o

6

H

U

z

I

a

z

t

E

o

d

F{

z

f'1

=

o

tr

h

fr

o

fr

H

a

frl

o

4

3

OOOoOooOoo6

OOooOoc)Ooo6

!9EqAlrm6rHoorE

N6INC!6{N6rNN-a;

(suNnod)

JHcIs/il rJvucuv osovorr

>ld

F0-

tq

#il

6>

lI.UJ

oL

t,

!,I fi

,;>

fio

U>

Se

ca

ion

*

182

*

CARE OF

THE AIRPLANE

If

your

airplane is

to

retain

that new-plane

performance

and dependa-

bility, certain inspection

and

maintenance requirements must be

followed.

It

is

wise

to follow a

planned

schedule

of lubrication and

preventative

main-

tenance

based on

climatic

and flying conditions encountered

in

your

locality.

Keep

in touch

with

your

Cessna Dealer,

and take advantage of

his

knowledge

and

experience.

He knows

your

airplane and

how to maintain

it.

He will

remind

you

when

lubrications and

oil

changes

are necessary,

and about

other seasonal and

periodic

services.

GROUND HANDIING.

The airplane is

most

easily and salely

maneuvered during

ground

handling

by a tow-bar

attached to

the

nosewheel.

NOTE

When

using

the

tow-bar,

do not exceed the nosewheel

turning angle

of

29' either

side of

center.

MOORING YOUR AIRPLANE.

Proper tie-down

procedure

is

your

best

precaution

against damage to

your parked

airplane by

gusty

or

strong winds. To

tie-down

your

airplane

securely,

proceed

as follows:

(1)

Set

the

parking

brake

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

strength) to the

wing,

tail, and nose

tie-down fittings and secure

each rope to

a

ramp tie-down.

(4)

Instalt a

pitot

tube cover.

3-6

4-l

WINDSHIELD-WINDOWS.

The

plastic

windshield

and

windows should

be kept

clean

and waxed

at

atl times.

To

prevent

scratches

and

crazing,

wash

them

carelully

with

plenty

of soap

and water,

using the

palm

of

the hand to

feel and dislodge

dirt and

mud. A soft

cloth, chamois or sponge

may

be used, but only to

carry

water

to the

surface.

Rinse

thoroughly, then

dry

with

a

clean,

moist chamois.

Rubbing

the

surface

of the

plastic

with

a

dry cloth builds

up an electrostatic

charge so that

it

attracts

dust

particles

in

the air.

Wiping

with

a

moist chamois will

remove both the

dust

and

this

charge.

Remove

oil

and

grease

with

a cloth

moistened

with

kerosene. Never

use

gasoline,

benzine, alcohol, acetone,

carbon

tetrachloride,

fire

ex-

tinguisher

or anti-ice

fluid, lacquer thinner

or

glass

cleaner, These

materials will

soften

the

plastic

and

may cause

it to

craze.

After

removing

dirt

and

grease,

if

the surface

is

not

badly scratehed

it

should

be waxed with

a

good grade

of

commercial wax. The wax wiII

fill

in minor

scratches

and

help

prevent

further scratching.

Apply a thin,

even

coat

of

wax,

and bring

it

to a

high

polish

by

rubbing lightly

with

a

clean,

dry, soft

flannel cloth. Do

not use a

power

buffer; the

heat

gen-

erated

by the buffing

pad

may

soften

the

plastic.

Do

not use

a canvas cover on

the

windshield

unless

freezing rain or

sleet

is anticipated. Canvas

covers

may

scratch

the

plastic

surface.

ALUMINUM

SURFACES.

The clad

aluminum

surfaces of

your

Cessna

may be

washed with

clear

water

to remove dirt; oil and

grease

may be

removed

with

gasoline,

naptha,

carbon

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

auto-

rnotive

wax wiII

preserve

the bright appearatlce

and

retard corrosiotr.

Regular waxing

is

especially

recommended

for airplanes operated

in

salt water areas

as a

protection

against

corrosion.

PA!NTED SURFACES.

The

painted

exterior

surfaces

of

your

new

Cessna

require an initial

4-2

curing

period

which

may

be as

Iong

as 90 days alter

the

finish

is

applied.

During this curing

period

some

precautions

should be taken

to avoid dam-

aging the

finish

or

interfering

with

the curing

process.

The finish

should

be cleaned

only by

washing with

clean

water

and mild

soap, followed

by a

rinse

with water and

drying

with

cloths

or

a chamois.

Do not use

polish

or

wErx, which would

exclude air from

the surfaie during this

g0-day

cur-

ing

period.

Do not

rub

or buff

the finish,

and avoid flying

through rain,

hail or sleet.

Once

the

finish has

cured completely, it may

be

waxed with a

good

automotive

wax.

A heavier coating

of

wax

on the leading

edges

of

the

wings

and tail and on the

nose

cap

and

propeller

spinner

will

help reduce

the abrasion encountered in

these areas.

PROPELLER

CARE.

Preflight

inspection

of

propeller

blades for nicks,

and

wiping

them

occasionally

with

an

oily

cloth

to

clean

off

grass

and

bug stains

will

as-

sure

long,

trouble-free service.

It

is

vital

that

small nicks

on

the

pro-

peller, particularly

near

the tips and

on

the leading

edges, are dressed

out as soon

as

possible

since these

nicks

produce

stress concentrations,

and if ignored, may result

in cracks.

Never use an alkaline cleaner

on

the blades; remove

grease

and dirt

with

carbon tetrachloride

or

Stoddard

solvent.

INTERIOR

CARE.

To

remove

dust and loose dirt from

the upholstery and carpet,

clean

the interior regularly

with

a vacuum cleaner.

Blot

up

any

spilled

liquid

promptly

with

cleansing

tissue or

rags.

Don't

pat

the

spot;

press

the blotting material firmly and hold

it for

several

seconds. Continue blotting until no more liquid is

taken up.

Scrape

off sticky materials

with a dull knife, then

spot-clean the

area.

Oily

spots may be cleaned

with

household

spot

removers,

used

spar-

ingly.

Before

using

any

solvent,

read

the instructions

on the container

and test it

on an obscure

place

on the fabric to be cleaned.

Never satu-

rate the fabric

with

a

volatile

solvent;

it may damage

the

padding

and

backing materials.

I

'l

J

n

4-3 |

l

I

l

i

,,

Soiled

upholstery and carpet may

be

cleaned

with

a foam-type deter-

gent,

used according

to the manufacturer's instructions.

Keep the

foam

as dry

as

possible

and

remove

it

with

a vacuum cleaner, to

minimize

wetting

the fabric.

The

plastic

trim, headliner, instrument

panel

and control

knobs need

only

be

wiped

off

with

a damp cloth.

Oil

and

grease

on

the control

wheel

and

control knobs can

be

removed

with a

cloth moistened

with

kerosene.

Volatile solvents, such as

mentioned in

paragraphs

on care

of

the

wind-

shield,

must never be used

since they soften and craze the

plastic,

INSPECTION SERVICE AND INSPECTION PERIODS.

With

your

airplane

you

will

receive an

Owner's Service Policy, Cou-

pons

attached

to

the

policy

entitle

you

to an initial inspection

and

the first

100-hour

inspection at no charge.

If

you

take delivery from

your

Dealer,

he

will

perform

the initial inspection before delivery

of the airplane to

you.

If

you pick

up the airplane

at

the factory,

plan

to

take

it

to

your

Dealer

reasonably

soon after

you

take delivery on

it.

This

will

permit

him to

check it

over and to

make

any minor adjustments that may appear

necessary. Also,

plan

an inspection by

your

Dealer

at

100

hours or

180

days,

whichever

comes first.

This

inspection also is

performed

by

your

Dealer

for

you

at

no charge.

While

these important inspections

will

be

performed

for

you

by any

Cessna Dealer,

in most cases

you

wiII

prefer

to have the Dealer

from

whom

you purchased

the

airplane accomplish

this

work.

Federal

Aviation

Regulations

require that all airplanes have a

periodic (annual)

inspection

as

prescribed

by the administrator, and

per-

formed by a

person

designated

by the administrator.

In

addition, 100-

hour

periodic

inspections made

by an

"appropriately-rated

mechanic"

are required if the

airplane is flown for hire. The

Cessna

Aircraft

Company

recommends the 100-hour

periodic

inspection

for

your

airplane.

The

procedure

for this 100-hour inspection has

been

carefully worked

out

by the factory and is followed by the

Cessna Dealer Organization.

The complete familiarity of the Cessna Dealer

Organization

with Cessna

equipment

and with

factory-approved

procedures provides

the highest

type of service

possible

at

lower cost,

4-4

4-5

1l

Ir

I

AIRPLANE

FILE.

There

are miscellaneous

data,

information

and licenses

that

are a

part

of the airplane

file.

The following is

a check list

for that file.

In

addition,

a

periodic

check

should

be made

of

the.latest

Federal

Aviation

Regulations to insure

that all data

requirements are

met.

A.

To be displayed in

the airplane

at all times:

(1)

Aircraft Airworthiness

Certificate

(Form

FAA-1362).

(2)

AircraJt

Registration

Certificate

(Form

FAA-500A).

(3)

Airplane

Radio

Station License

(Form

FCC-404,

if

transmitter installed).

B. To

be carried

in

the airplane

at all

times:

(1)

Weight

and

Balance, and

associated

papers

(latest

copy

of

the

Repair and Alteration

Form,

Form-337, if applicable).

(2)

Airplane

Equipment

List.

C.

To

be made

available

upon request:

(1)

Airplane

Log

Book.

(2)

Engine

Log

Book.

NOTE

Cessna

recommends

that these

items,

plus

the

Owner's

Manual

and the

"Cessna

Flight

G.ride"

(Flight

Computer),

be carried

in

the airplane

at all times.

Most of the

items

listed are required

by the

United

States

Federal

Aviation

Regulations.

Since

the

regulations

of other nations

may require

other documents

and data,

owners of exported

airplanes

should check

with

their own aviation

officials to

determine

their individual

requirements.

LUBRICATION

AND

SERVICING

PROCEDU

RES

Specific

servicing

information

is

provided

here for items requiring

daily

attention.

A

Servicing Intervals

Check List

is included

to

inform

the

pilot

when

to have

other items checked

and

serviced.

DAILY

FUEL

TANK FILLERS:

Service a-fter each flight

with

80/87

minimum

grade

fuel.

The

capacity

of

each

tank is

32.5

gallons.

When

optional

long

range

fuel

tanks

are installed,

the capacity

of

each

tank is

42.0 gallons.

FUEL

STRAINER:

Drain approximately

two

ounces of

fuel

before initial

flight

and

after refueling

to

remove

water and

sediment. Make

sure drain

valve is

closed

after draining.

OIL DIPSTICK:

Check oil level before

each

flight.

Do

not operate on

less

than 9

quarts.

To

minimize

Ioss of oil through breather,

filL to 10

quart

level

for

normal flights

of

less

than

3 hours. For

extended flight,

fill to 12

quarts.

If optional oil lilter is installed,

one additional

quart

is required

when the filter

element is changed.

OIL

FILLER:

When

preflight

check

shows low

oil

level,

service

with aviatior.r

grade

engine

oil;

SAE

30 below 40"F.

and

SAE 50 above

40"F.

Your Cessna

was

delivered

from

the factory

with straight mineral

oil

(non-detergent)

and

should be

operated

with

straight mineral

oil

for

the first 25

hours.

The use

oI

mineral

oil during

the 25-

hour

break-in

period

will

help

seat the

piston

rings

and

will

re-

sult in less

oil

consumption.

After the first 25

hours,

either

mineral

oil or

detergent

oil

may

be used.

If

a detergent

oil

is

used, it must

conform

to

Continental Motors

Corporation

Spec-

ification

MHS-24.

Your Cessna

Dealer

can

supply an approved brand.

oxYGEN CYLTNDER AND FTLLER

VALVE

(OpT):

Check oxygen

pressure gage

for

anticipated requirements

before

each flight.

Whenever

pressure

drops

below 300

psi,

use

filler

valve on

left side of rear baggage

compartment

wall

and

refil.I

cylinder with aviator's breathing

oxygen

(Spec.

No.

MIL-O-27210).

Maximum

pressure,

1800

psi.

4-6

SERVICING

INTERVALS CHECK

LIST

EACH 5O HOURS

BATTERY

--

Check and service.

Check oftener

(at

least

every 30

days)

if

operating in hot weather.

ENGINE

OIL

AND

OIL FILTER

--

Change engine oil and replace

filter

element. If optional oil filter is not installed,

change

oil

and

clean

screen

every

25 hours.

Change engine oil at least

every four months

even

though

less than 50 hours have been accumulated.

Reduce

periods

for

prolonged

operation

in dusty

areas, cold climates,

or when short flights and long

idle

periods

result

in sludging conditions.

CARBURETOR AIR FILTER

--

Clean or replace. Under extremely dusty

conditions, daily maintenance of the filter

is

recommended.

NOSE

GEAR TORQUE

LINKS

--

Lubricate.

EACH IOO HOURS

FUEL STRAINER

--

Disassemble and clean.

FUEL TANK SUMP DRAIN

PLUGS

--

Remove

and drain.

FUEL LINE DRAIN

PLUG

--

Remove and

drain.

BRAKE MASTER CYLINDERS

--

Check and fill.

SHIMMY DAMPENER

--

Check and fill.

VACUUM

SYSTEM OiL SEPARATOR

(OPT)

--

Clean.

SUCTION RELIEF

VALVE

INLET SCREEN

(OPT)

--

Clean.

EACH

5OO HOURS

WHEEL

BEARINGS

--

Lubricate.

Lubricate at first 100 hours and at

500

hours thereafter.

VACUUM

SYSTEM

AIR

FILTER

(OPT)

--

Replace filter element. Re-

place

sooner

if

suction

gage

reading drops below

3.

?5 in.

Hg.

AS

REQUIRED

NOSE GEAR

SHOCK STRUT

--

Keep

inflated and

filled.

GYRO INSTRUMENT AIR FILTERS

(OPT)

--

Replace at instrument

overhaul.

4-7

OWNER

FOLLOW-UP

SYSTEM

Your Cessna

Dealer has

an

owner follow-up

system

to notify

you

when he receives

information

that

applies

to

your

Cessna.

In

addition, if

you

wish,

you

may

choose

to

receive

similar notification

directly

from

the

Cessna

Serv-

ice

Department.

A

subscription

card

is

supplied in

your

airplane file

for

your

use,

should

you

choose

to request

this

service.

Your Cessna

Dealer

will be

glad

to

suppty

you

with details concerning

these follow-up programs,

and

stands ready

through his

Service

Department to

supply

you

with

fast,

efficient,

Iow cost

service.

+

4-8

Figure 5-1.

5-1

Se ca iorr

*

182

*

OPERATIONAL DATA

The

operational data charts

on the

following

pages

are

presented

for

two

purposes;

first,

so

that

you

may know

wlrat

to expect from

your

air-

plane

under

various conditions,

and

second, to enable

you

to

plan your

flights

in detail

and

with

reasonable

accuracy.

The

data in

the charts has

been compiled from

actual ftight

tests

with

the airplane

and engine in

good

condition

and

using

average

piloting

tech-

niques.

Note also that

the

range

charts make

no allowances for

wird,

nav-

igational

errors,

warm-up,

take-off, climb,

etc. You

must

estimate these

variables for

yourself

and mal<e

allowances accordingly.

Remember

that the

charts contained herein

are based

on standard

day conditions.

For more

precise power,

fuel

consumption,

and endur-

ance

information,

consult the

Cessna Flight

Guide

(Power

Computer)

supplied

with

your

aircraft.

With

the

Flight

Guide,

you

can

easily take

into account

temperature

variations from

standard at any flight

altitude.

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CORRECTION

TABTE

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Figure

5-4

(Sheet

3

of

3).

Sectiorr

OPTIONAL

SYSTEMS

This section

contains a description, operating

procedures,

and

per-

formance data

(when

applicable)

for some of the optional equipment which

may be installed in

your

Cessna. Owner's

Manua1 Supplements are

pro-

vided

to

cover

operation of other optional equipment

systems when installed

in

your

airplane.

Contact

your

Cessna

Dealer for

a

complete list of avail-

able

optional

equipment.

LONG

RANGE

FUEL TANKS

Special

wings with long range fuel tanks are available to replace the

standard wings and fuel

tanks

for

greater

endurance

and range. When

these tanks are

installed, the total usable fuel, for all flight conditions,

is 79

gallons.

COID

WEATHER EQUIPMENT

WINTERIZAIION

KIT AND

NON-CONGEALING

OIL

COOLER.

For continuous operation in

temperatures

consistently below 20"F,

the Cessna winterization kit and

non-congealing

oil cooler, available from

your

Cessna Dealer, should be installed in improve engine operation.

GROUND SERVICE PLUG RECEPTACLE.

A

ground

service

plug

receptacle may

be

installed to

permit

the use

of an external

power

source

for cold weather starting and during lengthy

6-1

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