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  6. 182 1965

Cessna 182 1965, Skylane 1965 Owner's manual

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..TAKE
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SERVICE AT THE SIGN
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WICHITA, KANSAS
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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
?.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
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
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
82 inches
ENGINE: Continental
Engine
O-470-R
O-470-R
230 rated HP
at 2600
RPM
COPYFIGHT G]
1988
D282-13-RPC-300-5/8S
Cessna
Aircraft Company
Wichita, Kansas USA
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EXTE
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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
next
starting
attempt.
As soon
as
the
cylinders
begin to
fire,
open
the
throttle slightly
to
keep it running.
If
prolonged
cranking is
necessary,
allow the
starter
motor to
cool
at frequent intervals, since excessive heat
may
damage the armature.
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
o
d
o
6t
o
H
o
o
o
o)
o
6
o
D-
o
(o
6
H
U
z
I
a
z
t
E
o
o
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
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.
AIRSPEED
CORRECTION
TABTE
FLAPS
UP
rAs
6(,
EO too t20
r40
160 r80
cAs 68 83
too IIE
137
r56 175
*FLAPS
DOWN
2o"-4C"
tAs 4()
50 60
70 80 90
too
tto
cAs
58
63
6E 75 84
92
lor
ilo
*toximum
Flop Speed
ll0 ilPH, CAs
==STALL
SPE
ED,-POIUER
OFF
ANGLE
OF
BANK
/
-*-
0"
4
30"
fr
/60
"
C(INFIGURATION
FTAPS UP
641
aq
9t
FLAPS 2OO
s7
I
ut
8I
FLAPS
4OO
ss
I
t, 78
F:sPtros
mr mPx., c
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5-4
Figure
5-4
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Figure 5-4
(Sheet
2
of
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5-5
LEAN MIXTURE
Srondord
Condirions
\
Z.ro
Wind
\
Gross
Weighl- 28OO
Pounds
RPAA
tP
%
BHP
GAL/
HOUR
TAS
MPH
60GAt(NO
RESERVE 79GAL(NO
REsERVE)
EN
DR.
H
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RANGE
MITES
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SETNNGSi
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
/