CESSNAMORE PEOPLE BUY ANDFLY CESSNA AIRPLANESTHAN ANY OTHER MAKE

M©EDJ ML

1969 8MAN

WUORLEDRSOLFARMESNERRO; OWNER'SAVIA5lNCNE AIRCRAFT NIANUAL

PERFORMANCE - SPECIFICATIONSModel182* Skylane*

GROSS WEIGHT . . . . . . . . . . . . . 2800 lbs 2800 lbsSPEED:

Top Speed at Sea Level . . . . . . . . 167 mph 170 mphCruise, 75% Power at 6500 ft . . . . . 159 mph 162 mph

RANGE:Cruise, 75% Power at 6500 ft . . . . . 685 miles 695 miles

60 Gallons, No Reserve 4. 3 hours 4. 3 hours159 mph 162 mph

Cruise, 75% Power at 6500 ft . . . . . 905 miles 925 miles79 Gallons, No Reserve 5.7 hours 5.7 hours

159 mph 162 mphOptimum Range at 10, 000 ft . . . . . . 905 miles 925 miles

60 Gallons, No Reserve 7. 6 hours 7. 6 hours119 mph 121 mph

Optimum Range at 10, 000 ft . . . . . . 1190 miles 1215 miles79 Gallons, No Reserve 10. O hours 10. O hours

119 mph 121 mphRATE OF CLIMB AT SEA LEVEL . . . . . 980 fpm 980 fpmSERVICE CEILING . . . . . . . . . . . . 18, 900 ft 18, 900 ftTAKE-OFF:

GroundRun .............625ft 625ftTotal Distance Over 50-Foot Obstacle. . 1205 ft 1205 ft

LANDING:Ground Roll , , , , , . . . . . . . . 590 ft 590 ftTotal Distance Over 50-Foot Obstacle. . 1350 ft 1350 ft

EMPTY WEIGHT (Approximate) . . . . . . 1580 lbs 1635 lbsBAGGAGE . . . . . . . . . . . . . . . 120 lbs 120 lbsWINGLOADING: Pounds/SqFoot . . . . .16.1 16.1POWER LOADING: Pounds/HP . . . . . . 12. 2 12. 2FUEL CAPACITY: Total

Standard Tanks , , , , . . . . . . . . 65 gal. 65 gal.Optional Long Range Tanks . . . . . . 84 gal. 84 gal.

OIL CAPACITY: Total . . . . . . . . . . 12 qts 12 qtsPROPELLER: Constant Speed (Diameter) . . 82 inches 82 inchesENGINE: Continental Engine. . . . . . . .

O-470-R O-470-R230 rated BHP at 2600 RPM

*This manualcoversoperationof the Mode!182/Skylanewhichis certificatedas Model182MUnder FAAType CertificateNo. 3Al3.

D647-13-RPC-200-ll/85

CONGRATULATIONS . . . . . . .

Welcome to the ranks of Cessna Owners! Your Cessna has been designedand 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 orpleasure, a pleasant and profitable experience.

This Owner's Manual has been prepared as a guide to help you get themost pleasure and utility from your Model 182/Skylane. It contains in-formation about your Cessna's equipment, operating procedures, andperformance; and suggestions for its servicing and care. We urge youto read it from cover to cover, and to refer to it frequently.

Our interest in your flying pleasure has not ceased with your purchase ofa Cessna. World-wide, the Cessna Dealer Organization backed by theCessna Service Department stands ready to serve you. The followingservices are offered by most Cessna Dealers:

FACTORY TRAINED PERSONNEL to provide you with courteousexpert service.

FACTORY APPROVED SERVICE EQUIPMENT to provide youwith the most efficient and accurate workmanship possible.

A STOCK OF GENUINE CESSNASERVICE PARTS on handwhen you need them.

THE LATEST AUTHORITATIVE INFORMATION FOR SERV-ICING CESSNA AIRPLANES, since Cessna Dealers have allof the Service Manuals and Parts Catalogs, kept current byService Letters and Service News Letters, published by CessnaAircraft Company.

We urge all Cessna owners to use the Cessna Dealer Organization to thefullest.

A current Cessna Dealer Directory accompanies your new airplane. TheDirectory is revised frequently, and a current copy can be obtained fromyour Cessna Dealer. Make your Directory one of your cross-countryflight planning aids; a warm welcome awaits you at every Cessna Dealer.

i

8 10½"MAX.(A)8 -9¾"MAX.(B)

6°45'(A)7°10'jB)

28 -½"

A" designates maximum height11'-8 of airplane with nose strut fully

depressed, 5.00×5 nose geartire, 6.00×6 main gear tiresand an optional flashing beaconinstalled.

B" designates maximum heightof airplane with nose strut fullydepressed, 6.00×6 nose geartire, 8.00×6 main gear tiresand an optionalflashing beacon

PRINCIPA L installed.

DIMENSIONS

-8'-4"

I

MAX. 6'-10"

7' 11½"

ii

TABLE OF CONTENTSPage

SECTION I - OPERATING CH ECK LIST.............. 1-1

SECTION II - DESCRIPTION AND

OPER AT ING DET A ILS ...................... 2 -1

SECTION lil - OPERATING LIMITATIONS............. 3-1

SECTION IV - CARE OF TH E AIR PLAN E ............ 4-1

OWNER FO L LO W-U PSYSTEM ......................... 4 -1 0

SECT ION V - OPER AT ION A L DAT A ...................... 5 -1

SECTION VI - OPTIONAL SYSTEMS ......................6-1

A LPH A BET IC AL INDEX ........................................ Index -1

This manual describes the operation and performance of boththe Cessna Model 182 and the Cessna Skylane. Equipmentdescribed as "Optional" denotes that the subject equipmentis optional on the Model 182. Much of this equipment isstandard on the Skylane model.

iii

4

5

EXTERIORnäillig I

---- NOTE -----

INSPECTION Visually check fuel fillercaps, inspection plates,DIAGRAM aus a ralair rart osai-ion d ing walk-around

If night flight is planned,check operation of alllights, and make sure aflashlight is available.

2

a. Turn on master switch and check fuel c. Check nose wheel strut and tire for properquantity indicators; then turn master inflation.switch "OFF," d. Disconnect nose tie-down,

b. Check ignition switch "OFF." e. Check oil level. Do not operate with lessc. Check fuel tank selector valve handle on than nine quarfs. Fill for extended flight.

"BOTH." f. On first flight of day and after each re-d. Remove control wheel lock, fueling, pull out strainer drain knob fore. Check baggage door for security. about four seconds to clear fuel strainer

of possible water and sediment. Checkstrainer drain closed, If water is observed,

a. Remove rudder gust lock, if installed. there is a possiblity that the wing tankb. Disconneet tail tie-down. sumps contain water. Thus, the wing tank

sump drain plugs and fuel line drain plugshould be removed to check for the presence

a. Check main wheel tire for proper inflation. of water.b. Inspect airspeed static source hole on side

of fuselage for stoppage.c. Disconnect wing tie-down.

a. Remove pitot tube cover, if installed, andcheck pitot tube opening for stoppage.

a. Check propeller and spinner for nicks and b. Check fuel tank vent opening for stoppage,

security, and propeller for oil leaks.b. Check carburetor air filter for restrictions

by dust or other foreign matter.Same as 3 -

Figure 1-1.

iv

Jectioil IOPERATING CHECK LIST

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

Section I lists, in Pilot's Check List form, the steps necessary tooperate your airplane efficiently and safely. It is not a check list in itstrue form as it is considerably longer, but it does cover briefly all of thepoints that you should know for a typical flight.

The flight and operational characteristics of your airplane are normalin all respects. There are no "unconventiorial" characteristics or oper-ations that need to be mastered. All controls respond in the normal waywithin the entire range of operation. All airspeeds mentioned in SectionsI and II are indicated airspeeds. Corresponding calibrated airspeedsmay be obtained from the Airspeed Correction Table in Section V.

BEFORE ENTERING THE AIRPLANE.(1) Make an exterior inspection in accordance with figure 1-1.

BEFORE STARTING THE ENGINE.(1) Seats and Seat Belts -- Adjust and lock.(2) Flight Controls -- Check.(3) Brakes -- Test and set.(4) Master Switch -- "ON. "(5) Cowl Flaps -- "OPEN." (Move lever out of locking hole toreposition.)(6) Elevator and Rudder Trim -- "TAKE-OFF" setting.(7) Fuel Selector Valve -- "BOTH."(8) Turn all radio switches "OFF."

1-1

STARTING ENGINE.

(1) Carburetor Heat -- Cold.(2) Mixture -- Rich.(3) Propeller -- High RPM.(4) Throttle -- Cracked (one-half inch).(5) Primer -- As required.(6) Ignition Switch -- "START. " Hold until engine fires, but notlonger than 30 seconds.(7) Ignition Switch -- Release to "BOTH" (immediately after enginefires).

NOTE

If engine has been overprimed, start with throttle open1/4 to 1/2 full open. Reduce throttle to idle when en-gine fires.

NOTE

After starting, check for oil pressure indication within30 seconds in normal temperatures and 60 seconds incold temperatures. If no indication appears, shut offengine and investigate.

BEFORE TAKE-OFF.

(1) Fuel Selector Valve -- "BOTH. "(2) Throttle Setting -- 1700 RPM.(3) Engine Instruments -- Check.(4) Carburetor Heat -- Check operation, then set to cold unless icingconditions prevail.(5) Ammeter -- Check.(6) Suction Gage -- Check (4. 6 to 5. 4 inches of mercury).(7) Magnetos - Check (50 RPM maximum differential betweenmagnetos).(8) Propeller -- Cycle from high to low RPM; return to high RPM(full in).(9) Flight Controls -- Recheck.

(10) Wing Flaps -- Check operation and set 0° to 20°.

(11) Cowl Flaps -- Full "OPEN. "(12) Elevator and Rudder Trim -- Recheck "TAKE -OFF" setting.(13) Cabin Doors -- Closed and locked.(14) Flight Instruments and Radios -- Set.(15) Optional Autopilot or Wing Leveler -- "OFF. "

1-2

TAKE-OFF.

NORMAL TAKE-OFF.

(1) Wing Flaps -- Up.(2) Carburetor Heat -- Cold.(3) Power -- Full throttle and 2600 RPM.(4) Elevator Control -- Raise nosewheel at 60 MPH.(5) Climb Speed -- 90 MPH until all obstacles are cleared, then setup climb speed as shown in "NORMAL CLIMB" paragraph.

MAXIMUM PERFORMANCE TAKE-OFF.

(1) Wing Flaps --

20°.

(2) Carburetor Heat -- Cold.(3) Brakes -- Apply.(4) Power -- Full throttle and 2600 RPM.(5) Brakes -- Release.(6) Elevator Control -- Maintain slightly tail-low attitude.(7) Climb Speed -- 61 MPH until all obstacles are cleared, then setup climb speed as shown in "MAXIMUM PERFORMANCE CLIMB. "(8) Wing Flaps -- Up after obstacles are cleared.

CLIMB.

NORMAL CLIMB.

(1) Air Speed -- 100 to 120 MPH.(2) Power -- 23 inches and 2450 RPM.(3) Fuel Selector Valve -- "BOTH. "(4) Mixture -- Full rich (unless engine is rough due to excessivelyrich mixture).(5) Cowl Flaps -- Open as required.

MAXIMUM PERFORMANCE CLIMB.

(1) Air Speed -- 88 MPH (sea level) to 84 MPH (10, 000 feet).(2) Power -- Full throttle and 2600 RPM.(3) Fuel Selector Valve -- "BOTH. "(4) Mixture -- Full rich (unless engine is rough).(5) Cowl Flaps -- Full "OPEN. "

1-3

CRUISING.(1) Engine Power -- 15 to 23 inches of manifold pressure and 2200 -

2450 RPM.(2) Cowl Flaps -- Open as required.(3) Elevator and Rudder Trim -- Adjust.(4) Mixture -- Lean.

LET-DOWN.

(1) Mixture -- Rich.(2) Power -- As desired.(3) Carburetor Heat -- Apply (if icing conditions exist).

BEFORE LANDING.

(1) Fuel Selector Valve -- "BOTH."(2) Mixture -- Rich.(3) Propeller -- High RPM.(4) Cowl Flaps -- "CLOSED."(5) Carburetor Heat -- Apply before closing throttle.(6) Airspeed -- 80 to 90 MPH (flaps retracted).(7) Wing Flaps --

0° to 40° (below 110 MPH).(8) Airspeed -- 70 to 80 MPH (flaps extended).(9) Elevator and Rudder Trim -- Adjust.

NORMAL LANDING.(1) Landing Technique -- Conventional for all flap settings.

AFTER LANDING.

(1) Cowl Flaps -- "OPEN. "(2) Wing Flaps -- Retract.(3) Carburetor Heat -- Cold.

1-4

SECURE AIRCRAFT.(1) Mixture -- Idle cut-off (pulled full out).

NOTE

Do not open throttle as engine stops since this actuatesthe accelerator pump.

(2) All Switches -- Off.(3) Brakes -- Set.(4) Control Lock -- Installed.

1-5

INSTRUMENT PANEL

2722

26

23

25 ~24

1. Marker Beacon Indicator Lights 11. Carburetor Air Temperature 24. Fuel Selector Valve Handleand Switches (Opt.) Gage (Opt.) 25. Microphone (Opt.)

2. Flight Instrument Group 12. Flight Hour Recorder (Opt.) 26. Elevator Trim Control Wheel3. Radios and Autopilot (Opt.) 13. Radio (Opt.) 27. Throttle4. Radio Selector Switches (Opt.) 14. Map Compartment 28. Carburetor Heat Control Knob5. Rear View Mirror (Opt.) 15. Defroster Control Knob 29. Circuit Breakers6. Fuel QuantityIndicators and 16. Cabin Air Control Knob 30. Electrical Switches

Ammeter 17. Cigar Lighter 31. Parking Brake Handle7. Manifold Pressure Gage 18. Cabin Heat Control Knob 32. Instrument and Radio Dial8. Tachometer 19. Wing Flap Switch Lights Rheostats9. Cylinder Head Temperature Gage, 20. Mixture Control Knob 33. Ignition/Starter Switch

Oil Temperature Gage, and Oil 21. Propeller Control Knob 34. PrimerPressure Gage 22. Rudder Trim Control Wheel 35. Master Switch

10. Economy Mixture Indicator (Opt.) 23. Cowl Flap Control Handle

Figure 2-1.

1-6

SectioilHDESCRIPTION AND OPERATING DETAILS

The following paragraphs describe the systems and equipment whosefunction and operation is not obvious when sitting in the airplane. Thissection also covers in somewhat greater detail some of the items listedin Check List form in Section I that require further explanation.

FUEL SYSTEM.

Fuel is supplied to the engine from two tanks, one in each wing. Withthe fuel selector valve on "BOTH, " the total usable fuel for all flight con-ditions is 60 gallons for the standard tanks and 79 gallons for optional long

range tanks.

Fuel from each wing tank flows by gravity to a selector valve. De-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 engineinduction system.

IMPORTANT

The fuel selector valve should be in the "BOTH" positionfor take-off, climb, landing, and maneuvers that involveprolonged slips or skids. Operation from either "LEFT"or "RIGHT" tank is reserved for cruising flight.

NOTE

When the fuel selector valve handle is in the "BOTH"position in cruising flight, unequal fuel flow from eachtank may occur if the wings are not maintained exactlylevel. Resulting wing heaviness can be alleviatedgradually by turning the selector valve handle to thetank in the "heavy" wing.

For fuel system servicing information, refer to Lubrication and Ser-

vicing Procedures in Section IV.

2-1

FUEL SYSTEM

FUEL TO ENGINESTRAINER ENGINE PRIMER

CODETHROTTLE

FUEL SUPPLY

CARBURETOR VENT

's.. MECHANICALLINKAGE

MIXTURE TOCONTROL KNOB ENGINE

Figure 2-2.

2-2

ELECTRICALSYSTEM.

Electrical energy is supplied by a 14-volt, direct-current systempowered by an engine-driven alternator (see figure 2-3). The 12-voltbattery is located aft of the rear baggage conipartment wall. Power issupplied to all electrical circuits through a split bus bar, one side con-taining electronic system circuits and the other side having general elec-trical system circuits. Both sides of the bus are on at all times exceptwhen either an external power source is connected or the starter switchis turned on; then a power contactor is automatically activated to openthe circuit to the electronics bus. Isolating the electronic circuits inthis manner prevents harmful transient voltages from damaging the semi-conductors in the electronics equipment.

AMMETER.

The ammeter indicates the flow of current, in amperes, from the al-ternator to the battery or from the battery to the aircraft electrical sys-tem. When the engine is operating and the master switch is "ON, " theammeter indicates the charging rate applied to the battery. In the eventthe alternator is not functioning or the electrical load exceeds the outputof the alternator, the ammeter indicates the discharge rate of the battery.

CIRCUIT BREAKERS AND FUSES.

Most of the electrical circuits in the airplane are protected by "push-to-reset" circuit breakers mounted on the instrument panel. Exceptionsto this are the battery contactor closing (external power) circuit, and theoptional clock and flight hour recorder circuits which have fuses mountednear the battery. Also, the cigar lighter is protected by a manually-reset type circuit breaker mounted directly on the back of the lighter be-hind the instrument paneL Two automatically resetting circuit breakersmounted behind the instrument panel protect the stall warning transmitterand horn circuit, the alternator field and wiring, and the optional turncoordinator or turn-and-bank indicator circuit.

ELECTROLUMINESCENTLIGHTING.

Switches and controls on the lower part of the instrument panel arelighted by electroluminescent panels which do not require light bulbs forillumination. This lighting is controlled by the instrument light rheostat.

2-3

ELECTRICA L SYSTEM TO OPTIONAL TURN

SCHEMATIC COORDINATOR OROPTIONAL TURN & BANKINDICATOR

TO STALL WARNING

,

REGULAT RA+ gg

S MNDING

& TAXI LIGHTS

LIGHTS TO NAVIGATION LIGHTSALTERNATOR ALTERNATOR - TO CONTROL WHEEL

BE R NAv TO OIL DILUTIONMGHTS SYSTEM OPT)

TO HEATED PITOT & STALLMASTER SWITCH CIGAR UGHTER WARNING SYSTEM (OPT)

(WITH CIRCUIT BREAKER) PITOTHEAT TO CARBURETOR AIR

STARTER TEMPERATURE GAGE (OPT)

CONTACTOR AMMETER TO FUEL QUANTITY INDCYL. HEAD TEMP.GAGE

INSTREVERSE _ TO IGNITION-STARTER,

POLARITY GROUND - SWITCHCONTACTOR SERVICE PLUG TO POST LIGHTS (OPT)

RECEPTACLEOPT) - TO DOME & COURTESY

LIGHTS (OPT

TO ELECTRO-LUMNESCENTLIGHTING

CABIN TO COMPASS &RFLO DE

UR UGHTS (NSTRUMENT LIGHTS

STARTER ....

CO TAC R W NGLFLAHTS

TM

OIL NORMALLY FLAPPRESSURE CLOSED)

CO A TOR OT TO FLASHING BEACON (OPT)

CLOCK BCN(OPT)

TO RADIO (OPT)

RADIO 4

NST MENTTO RADIO (OPT)

BATTERY LIGHR CI UIT¯ RAD 3

vo RAoio (orti

CODETO RADIO (OPT)

CIRCUITBREAKER(AUT RESET)RADIO l

CIRCUIT BREAKER (PUSH-RESET) SW TCH TO AUTOMAT1C PILOT (OPT)

FUSEAUTO PILOT

DIODE TO AUDIO AMPLtFIER (OPT)

cAPAcivoR MAGNETOS AUD AMFRESISTOR

Figure 2-3.

2-4

FLASHING BEACON (OPT).

The flashing beacon should not be used when flying through clouds orovercast; the flashing light reflected from water droplets or particles inthe atmosphere, particularly at night, can produce vertigo and loss of

orientation.

CONTROL WHEEL MAP LIGHT (OPT).

A map light may be mounted on the bottom of the pilot's control wheel.The light illuminates the lower portion of the cabin just forward of thepilot and is helpful when checking maps and other flight data during nightoperations. To operate the light, first turn the "NAV LIGHTS" switch on,then adjust the map light's intensity with the knurled rheostat knob locatedat the bottom of the control wheel.

CABIN HEATING, VENTILATING ANDDEFROSTING SYSTEM.

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

NOTE

Always pull out the "CABIN AIR" knob slightly when the"CABIN HEAT" knob is out. This action increases theairflow through the system, increasing efficiency, andblends cool outside air with the exhaust manifold heatedair, thus eliminating the possibility of overheating thesystem ducting.

The rotary type "DEFROST" knob regulates the airflow for windshielddefrosting.

Front cabin heat and ventilating air is supplied by outlet holes spacedacross a cabin manifold just forward of the pilot's and copilot's feet.Rear cabin heat and air are supplied by two ducts from the manifold, oneextending down each side of the cabin to an outlet at the front door post atfloor level. Windshield defrost air is also supplied by a duct leading from

the cabin manifold.

2-5

TAXIING DIAGRAM

USE UP AILEHON ON USE UP AILERON ONLH WlNG AND RH WING ANDNEUTRAL ELEVATOR NEUTItAL ELEVAIOR

USE I WN AILERON USE IXJWN AII ERONON LH WING AND ON HH WING ANDl WN ELEVA3DR IX)WN ELEVAT R

NOTE

Strong quartering tail winds require caution.Avoid sudden bursts of the throttle and sharp

WIND DIRECTION braking when the airplane is in this attitude.Use the steerable nose wheel and rudder tomaintain direction.

Figure 2-4.

2-6

Separate adjustable ventilators supply additional air; one near eachupper corner of the windshield supplies air for the pilot and copilot, andtwo 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 theprimer in warm temperatures to six strokes in cold weather with thethrottle open approximately 1/2 inch. In extremely cold temperaturesit may be necessary to continue priming while eranking. Weak inter-mittent firing followed by puffs of black smoke from the exhaust stackindicate overpriming or flooding. Excess fuel can be cleared from thecombustion chambers by the following procedure: Set the miXture controlfull lean and the throttle full open; then crank the engine through severalrevolutions with the starter. Repeat the starting procedure without anyadditional priming.

If the engine is underprimed (most likely in cold weather with a coldengine) ít will not fire at all. Additional priming will be necessary forthe next starting attempt.

As soon as the cylinders begin to fire, open the throttle slightly tokeep it running.

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

TAXIING.

The carburetor air heat knob should be pushed îull in during all groundoperations unless heat is absolutely necessary for smooth engine operation.When the knob is pulled out to the heat position, air entering the engine isnot filtered.

Taxiing over loose gravel or cinders should be done at low enginespeed 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. Full throttle

2-7

checks on the ground are not recommended unless the pilot has good reasonto suspect that the engine is not turning up properly.

The magneto check should be made at 1700 RPM with the propellerin flat pitch as follows: Move the ignition switch first to "R" position andnote RPM. Then move switch back to "BOTH" position to clear the otherset of plugs. Then move switch to "L" position and note RPM. The dif-ference between the two magnetos operated singly should not be more than50 RPM. If there is a doubt concerning the operation of the ignition sys-tem, RPM checks at a higher engine speed will usually confirm whethera deficiency exists.

An absence of RPM drop may be an indication of faulty grounding ofone side of the ignition system or should be cause for suspicion that themagneto timing is set in advance of the setting specified.

TAKE-OFF.

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

Full throttle runups over loose gravel are especially harmful topropeller tips. When take-offs must be made over a gravel surface, it isvery important that the throttle be advanced slowly. This allows the air-plane to start rolling before high RPM is developed, and the gravel will beblown back of the propeller rather than pulled into it.

Most engine wear occurs from improper operation before the engineis up to normal operating temperatures, and operating at high powers andRPM's. For this reason the use of maximum power for take-off climbshould be limited to that absolutely necessary for safety. Wheneverpossible, reduce take-off power to normal climb power.

Normal take-offs are accomplished with wing flaps up, cowl flapsopen, full throttle, and 2600 RPM. Reduce power to 23 inches of mani-fold pressure and 2450 RPM as soon as practical to minimize engine wear.

Using 20° wing flaps reduces the ground run and total distance overthe 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 aspractical in a slightly tail-low attitude. However, the airplane shouldbe leveled off immediately to accelerate to a safe climb speed.

2-8

If 20° wing flaps are used for take-off, they should be left down untilall obstacles are cleared. To clear an obstacle with wing flaps 20 degrees,the best angle-of-climb speed (61 MPH, IAS) should be used. If no ob-structions are ahead, a best "flaps up" rate-of-climb speed (88 MPH, IAS)would be most efficient. These speeds vary slightly with altitude, but theyare close enough for average field elevations.

Flap deflections of 30° to 40° are not recommended at any time fortake-off.

Take-offs into strong crosswinds normally are performed with theminimum flap setting necessary for the field length, to minimize the driftangle immediately after take-off. The airplane is accelerated to a speedslightly higher than normal, then pulled off abruptly to prevent possiblesettling back to the runway while drifting. When clear of the ground, makea coordinated turn into the wind to correct for drift.

CLIMB.

A cruising climb at 23 inches of manifold pressure, 2450 RPM (ap-proximately 75°/opower) and 100 to 120 MPH is recommended to save timeand fuel for the overall trip. In addition, this type of climb provides bet-ter engine cooling, less engine wear, and more passenger comfort due tolower 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 usedwith maximum power. This speed is 88 MPH at sea level, decreasing2 MPH for each 5000 feet above sea level.

If an obstruction ahead requires a steep climb angle, the airplaneshould be flown at the best angle of climb with flaps up and maximumpower. This speed is 70 MPH.

CRUISE.

Normal cruising is done between 65% and 75%power. The powersettings required to obtain these powers at various altitudes and outsideair temperatures can be determined by using your Cessna Power Com-puter or the OPERATIONAL DATA, Section V.

2-9

The Optimum Cruise Performance table (figure 2-5) shows thatcruising can be done most efficiently at higher altitudes because verynearly the same cruising speed can be maintained at much less power.

For a given throttle setting, select the lowest engine RPM in thegreen arc range that will give smooth engine operation.

The cowl flaps should be adjusted to maintain the cylinder head tem-perature at approximately two thirds of the normal operating (greenare)range to assure prolonged engine life.

To achieve the range figures shown in Section V, the mixture shouldbe leaned as follows: pull mixture control out until engine becomes roughthen enrich mixture slightly beyond this point. Any change in altitude,power, or carburetor heat will require a change in the lean mixturesetting.

Application of full carburetor heat may enrich the mixture to thepoint of engine roughness. To avoid this, lean the mixture as instructedin the preceding paragraph.

The use of full carburetor heat is recommended during flight in veryheavy rain to avoid the possibility of engine stoppage due to excessivewater ingestion. The mixture setting should be readjusted.for smoothestoperation.

OPTIMUMCRUISE PERFORMANCE

%BHP ALTITUDE TRUE RANGEAIRSPEED (Std.Tanks)

75 6500 162 695

70 8000 160 735

785

Figure 2-5.

2-10

STALLS.

The stall characteristics are conventional and aural warning is pro-vided by a stall warning horn which sounds between 5 and 10 MPH abovethe stall in all configurations.

Power-off stall speeds at maximum gross weight and aft c. g. positionare presented in figure 5-2 as calibrated airspeeds since indicated air-speeds are unreliable near the stall.

SPINS.

Intentional spins are prohibited in this airplane. Should an inadvert-ent spin occur, standard light plane recovery techniques should be used.

LANDING.NORMAL LANDING.

Landings should be made on the main wheels first to reduce the land-ing speed and the subsequent need for braking in the landing roll. Thenose wheel is lowered gently to the runway after the speed has diminishedto avoid unnecessary nose gear load. This procedure is especially im-portant in rough field landings.

SHORT FIELD LANDING.

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

CROSSWIND LANDING.

When landing in a strong crosswind, use the minimum flap setting re-quired for the field length. Although the crab or combination method ofdrift correction may be used, the wing-low method gives the best control.After touchdown, hold a straight course with the steerable nose wheel andoccasional braking if necessary.

2-11

BALKED LANDING (GO-AROUND).

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

COLD WEATHER OPERATION.

STARTING.

Prior to starting on a cold morning, it is advisable to pull thepropeller through several times by hand to "break loose" or "limber"the oil, thus conserving battery energy. In extremely cold (0° F andlower) weather, the use of an external preheater (for both the engine andbattery) and an external power source is recommended whenever possibleto obtain positive starting and to reduce wear and abuse to the engine andthe electrical system.

Pre-heat will thaw the oil trapped in the oil cooler, which probablywill be congealed prior to starting in extremely cold temperatures. Whenusing an external power source, the position of the master switch is im-portant. Refer to Section VI, paragraph GROUND SERVICE PLUG RE-CEPTACLE, for operating details.

Cold weather starting procedures are as follows:

With Preheat:

(1) With ignition switch "OFF" and throttle open 1/2", prime theengine four to eight strokes as the propeller is being turned over byhand.

NOTE

Use heavy strokes of primer for best atomization offuel. After priming, push primer all the way in andturn to locked position to avoid possibility of enginedrawing fuel through the primer.

(2) Clear propeller.(3) Turn master switch "ON. "

2-12

(4) Turn ignition switch to "BOTH. "(5) Open throttle 1/2" and engage starter.(6) Pull carburetor heat on after engine has started, and leave onuntil engine is running smoothly.

Without Preheat:

(1) Prime the engine six to eight strokes while the propeller isbeing turned by hand with throttle open 1/2". Leave primer chargedand ready for stroke.(2) Clear propeller.(3) Turn master switch "ON. "(4) Turn ignition switch to "BOTH. "(5) Pump throttle rapidly to full open twice. Return to 1/2" openposition.(6) Engage starter and continue to prime engine until it is runningsmoothly, or alternately, pump throttle rapidly over first 1/4 oftotal travel.(7) Pull carburetor heat on after engine has started. Leave onuntil engine is running smoothly.(8) Lock primer.

NOTE

If the engine does not start during the first fewattempts, or if engine firing diminishes in strength,it is probable that the spark plugs have been frostedover. Preheat must be used before another start isattempted.

IMPORTANT

Excessive priming and pumping throttle may causeraw fuel to accumulate in the intake air duct, creat-ing a fire hazard in the event of a backfire. If thisoccurs, maintain a cranking action to suck flamesinto the engine. An outside attendant with a fireextinguisher is advised for cold starts without preheat.

OPERATION.

During cold weather operations, no indication will be apparent onthe oil temperature gage prior to take-off if,outside air temperatures arevery cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM),

2-13

accelerate the engine several times to higher engine RPM. If the engineaccelerates smoothly and the oil pressure remains normal and steady,the airplane is ready for take-off.

Rough engine operation in cold weather can be caused by a combina-tion of an inherently leaner mixture due to the dense air and poor vapori-zation and distribution of the fuel-air mixture to the cylinders. Theeffects of these conditions are especially noticeable during operation onone magneto in ground checks where only one spark plug fires in eachcylinder.

To operate the engine without a winterization kit in occasional out-side air temperatures from 10° to 20° F, the following procedure isrecommended:

(1) Use full carburetor heat during engine warm-up and groundcheck.(2) Use minimum carburetor heat required for smooth operation intake-off, climb, and cruise.(3) Select relatively high manifold pressure and RPM settings foroptimum mixture distribution, and avoid excessive manual leaningin cruising flight.(4) Avoid sudden throttle movements during ground and flight opera-tion.

When operating in sub-zero temperatures, avoid using partial car-buretor heat. Partial heat may raise the carburetor air temperature tothe 32° to 70° range where icing is critical under certain atmosphericconditions.

Refer to Section VI for cold weather equipment and operating detailsfor the OIL DILUTION SYSTEM.

HOT WEATHER OPERATION.

The general warm temperature starting information on page 2-7 isappropriate. Avoid prolonged engine operation on the ground.

2-14

SectioilIHOPERATING LIMITATIONS

OPERATIONS AUTHORIZED.Your Cessna exceeds the requirements for airworthiness as set forth

by the United States Government, and is certificated under FAA Type Cer-tificate No. 3A13 as Cessna Model No. 182M.

With standard equipment, the airplane is approved for day and nightoperation under VFR. Additional optional equipment is available toincrease its utility and to make it authorized for use under IFR day andnight. An owner of a properly equipped Cessna is eligible to obtain ap-proval for its operation on single-engine scheduled airline service underVFR. Your Cessna Dealer will be happy to assist you in selecting equip-ment best suited to your needs.

MANEUVERS-NORMAL CATEGORY.The airplane is certificated in the normal category. The normal

category is applicable to airplanes intended for non-aerobatic operations.These include any maneuvers incidental to normal flying, stalls (exceptwhip stalls) and turns in which the angle of bank is not more than 60°. Inconnection with the foregoing, the following gross weight and flight loadfactors apply:

Gross Weight. . . . . . . . . . . . . . 2800 lbsFlight Load Factor

*Flaps Up . . . . . . . , , . . . +3. 8 -1. 52*Flaps Down . . . . . . . . . . . +3. 5

*The design load factors are 150% of the above, and inall cases, the structure meets or exceeds design loads.

Your airplane must be operated in accordance with all FAA-approvedmarkings, placards and check lists in the airplane. If there is any infor-

3-1

mation in this section which contradicts the FAA-approved markings, plac-ards and check lists, it is to be disregarded.

AIRSPEED LIMITATIONS (CAS).

The following is a list of the certificated calibrated airspeed (CAS)limitations for the airplane.

Never Exceed Speed (glideor dive, smooth air) . . . . . 193 MPHMaximum Structural Cruising Speed . . . . . . . . . . 160 MPHMaximum Speed, Flaps Extended

Flaps 10°. . . . . . . . . . . 160 MPH

Flaps 10°-

40°.. . . . . . . . . . . . . 110 MPH

*Maximum Maneuvering Speed . . . . . . . . . . . . . 128 MPH

*The maximum speed at which abrupt control travelcan be used without exceeding the design load factor.

AIRSPEED INDICATOR MARKINGS.

The following is a list of the certificated calibrated airspeed markings(CAS) for the airplane.

Never Exceed (glideor dive, smooth air) . . . . 193 MPH (red line)Caution Range . . . . . . . . . . . . .

160-193 MPH (yellow arc)Normal Operating Range. . . . . . . . . .

67-160 MPH (greenare)Flap Operating Range . . . . . . . . . . .

60-110 MPH (white are)

ENGINE OPERATION LIMITATIONS.

Power and Speed . . . . . . . . . . . . . . 230 BHP at 2600 RPM

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE GAGE.Normal Operating Range . . . . . . . . . . . . . . . Green ArcDo Not Exceed . . . . . . . . . . . . . . . .

225° F (red line)

3-2

OIL PRESSURE GAGE.Idling Pressure . . . . . . . . . . . . . . . . 10 psi (red line)Normal Operating Range . . . . . . . . . .

30-60 psi (greenare)Maximum Pressure . . . . . . . . . . . . . . 100 psi (red line)

FUEL QUANTITY INDICATORS.Empty ...................... E(redline)

(2. 5 gallons unusable each tank in normal flight maneuverswith fuel selector valve on "BOTH. ")

CYLINDER HEAD TEMPERATURE GAGE.Normal Operating Range . . . . . . . . . 200 -460°F (greenare)Do Not Exceed . . . . . . . . . . . . . . . .

460°F (red line)

TACHOMETER.Normal Operating Range . . . . . . .

2200-2450 RPM (greenarc)Caution Range . . . . . . . . . . . . . . . . .

2450-2600 RPMDo Not Exceed (Engine rated speed) . . . . . .2600 RPM (red line)

MANIFOLD PRESSURE GAGE.Normal Operating Range . . . . . . . .

.15-23 in. Hg (greenare)

CARBURETOR AIR TEMPERATURE GAGE (OPT).Icing Range . . . . . . . . . . .

-15° to 5°C (yellow are)

3-3

WEIGHT AND BALANŒ

The following information will enable you to operate your Cessnawithin the prescribed weight and center of gravity limitations. To figurethe weight and balance for your particular airplane, use the SampleProblem, Loading Graph, and Center of Gravity Moment Envelope asfollows:

Take the licensed Empty Weight and Moment/1000 from the Weightand Balance Data sheet, plus any changes noted on forms FAA-337carried in your airplane, and write them down in the proper columns.Using the Loading Graph, determine the moment/1000 of each item tobe carried. Total the weights and moments/1000 and use the Centerof Gravity Moment Envelope to determine whether the point falls with-in the envelope, and if the loading is acceptable.

NOTE

The Weight and Balance Data Sheet noted above is includedin the aircraft file. The Loading Graph and Center of GravityMoment Envelope shown in this section are also on the sheettitled Loading/Center of Gravity Charts and Weighing Pro-cedures which is provided in the aircraft file.

SAMPLE AIRPLANE YOUR AIRPLANE

SAMPLE LOADING PROBLEM¯¯¯¯

Weight Moment Weight Moment(lbs.) (lb. - ins. (lbs.) (lb. - ins.

/1000) /1000)

1. Licensed Empty Weight (Sample Airplane) ......

1672 59.4

I2. Oil (12 qts. - Full oil may be 22 -0. 3 22 -0. 3

assumed for all flights.) . . .

3. Pilot and Front Passenger..................... 340 12.2

4. Fuel (Standard-60 Gal at 6 #/Gal) . . . . . . . . . . . , , . .

360 17. 3

Fuel (Long Range-79 Gal at 6#|Gal) . . . . . . . . . . . .

5. Rear Passengers ............. .. ........ 340 24.1

6. Baggage (or Passenger on Auxiliary Seat) .. . . . . .

7. TOTAL WEIGHT AND MOMENT................ i 2800 119.1

8. Locate this point (2800 at 119. 1) on the center of gravity moment envelope, and since thispoint falls within the envelope the loading is acceptable.

3-4

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Jectioil NCARE 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 hisknowledge and experience. He knows your airplane and how to maintainit. He will remind you when lubrications and oil changes are necessary,and about other seasonal and periodic services.

GROUND HANDLING.The airplane is most easily and safely maneuvered during ground

handling by a tow-bar attached to the nosewheel.

NOTE

When using the tow-bar, do not exceed the nosewheelturning 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 airplanesecurely, 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 tensilestrength) to the wing, tail, and nose tie-down fittings and secureeach rope to a ramp tie-down.(4) Install a pitot tube cover.

4-1

WINDSHIELD-WINDOWS.

The plastic windshield and windows should be cleaned with an aircraftwindshield cleaner. Apply the cleaner sparingly with soft cloths, and rubwith moderate pressure until all dirt, oil scum and bug stains are re-moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.

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

NOTE

Never use gasoline, benzine, alcohol, acetone, carbontetrachloride, fire extinguisher or anti-ice fluid, lacquerthinner or glass cleaner to clean the plastic. These ma-

terials will attack the plastic and may cause it to craze.

Follow by ca efully washing with a mild detergent and plenty of water.Rinse thoroughly, then dry with a clean moist chamois. Do not rub theplastic with a dry cloth-since this builds up an electrostatic charge whichattracts dust. Waxing with a good commercial wax will finish the cleaningjob. A thin, even coat of wax, polished out by hand with clean soft flannelcloths, will fill in minor scratches and help prevent further scratching.

Do not use a canvas cover on the windshield unless freezing rain orsleet pated since the cover may scratch the plastic surface.

ALUMINUM SURFACES.

The clad aluminum surfaces of your Cessna may be washed with elearwater to remove dirt; oil and grease may be removed with gasoline, naptha,carbon tetrachloride or other non-alkaline solvents. Dulled aluminumsurfaces may be cleaned effectively with an aircraft aluminum polish.

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

4-2

PAINTED SURFACES.

The painted exterior surfaces of your new Cessna have a durable,long lasting finish and, under normal conditions, require no polishing orbuffing. Approximately 15 days are required for the paint to cure com-pletely; in most cases, the curing period will have been completed priorto delivery of the airplane. In the event that polishing or buffing is re-quired within the curing period, it is recommended that the work be doneby someone experienced in handling uncured paint. Any Cessna Dealercan accomplish this work.

Generally, the painted surfaces can be kept bright by washing withwater and mild soap, followed by a rinse with water and drying with clothsor a chamois. Harsh or abrasive soaps or detergents which cause cor-rosion or make scratches should never be used. Remove stubborn oiland grease with a cloth moistened with Stoddard solvent.

Waxing is unnecessary to keep the painted surfaces bright. However,if desired, the airplane may be waxed with a good automotive wax. Aheavier coating of wax on the leading edges of the wings and tail and onthe engine nose cap and propeller spinner will help reduce the abrasionencountered in these areas.

When the airplane is parked outside in cold climates and it is neces-sary to remove ice before flight, care should be taken to protect the paint-ed surfaces during ice removal with chemical liquids. A 50-50 solution ofisopropyl alcohol and water will satisfactorily remove ice accumulationswithout damaging the paint. A solution with more than 50% alcohol isharmful and should be avoided. While applying the de-icing solution, keepit away from the windshield and cabin side windows since the alcohol willattack the plastic and may cause it to craze.

PROPELLERCARE.

Preflight inspection of propeller blades for nicks, and wiping themoccasionally 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 dressedout as soon as possible since these nicks produce stress concentrations,and if ignored, may result in cracks. Never use an alkaline cleaner onthe blades; remove grease and dirt with carbon tetrachloride or Stoddardsolvent.

4-3

INTERIOR CARE.

To remove dust and loose dirt from the upholstery and carpet, cleanthe 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 forseveral 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 containerand 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 andbacking materials.

Soiled upholstery and carpet may be cleaned with a foam-type deter-gent, used according to the manufacturer's instructions. Keep the foamas dry as possible and remove it with a vacuum cleaner, to minimizewetting the fabric.

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

INSPECTION SERVICEAND 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 first100-hour inspection at no charge. If you take delivery from your Dealer,he will perform the initial inspection before delivery of the airplane toyou. If you pick up the airplane at the factory, plan to take it to yourDealer reasonably soon after you take delivery on it. This will permithim to check itcover and to make any minor adjustments that may appearnecessary. Also, plan an inspection by your Dealer at 100 hours or 180days, whichever comes first. This inspection also is performed by yourDealer for you at no charge. While these important inspections will beperformed for you by any Cessna Dealer, in most cases you will preferto have the Dealer from whom you purchased the airplane accomplishthis work.

4-4

Federal Aviation Regulations require that all airplanes have aperiodic (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 AircraftCompany recommends the 100-hour periodic inspection for your airplane.The procedure for this 100-hour inspection has been carefully workedout by the factory and is followed by the Cessna Dealer Organization.The complete familiarity of the Cessna Dealer Organization with Cessnaequipment and with factory-approved procedures provides the highesttype of service possible at lower cost.

AIRCRAFT FILE.There are miscellaneous data, information and licenses that are a

part of the aircraft file. The following is a check list for that file. Inaddition, a periodic check should be made of the latest Federal AviationRegulations to insure that all data requirements are met.

A. To be displayed in the aircraft at all times:(1) Aírcraft Airworthiness Certificate (Form FAA-1362B).(2) Aircraft Registration Certificate (Form FAA-500A).(3) Aircraft Radio Station License (Form FCC-404, iftransmitter installed).

B. To be carried in the aircraft at all times:(1) Weight and Balance, and associated papers (latest copy ofthe Repair and Alteration Form, Form-337, if applicable).(2) Aircraft Equipment List.

C. To be made available upon request:(1) Aircraft Log Book.(2) Engine Log Book.

NOTE

Cessna recommends that these items, plus the Owner'sManual, "Cessna Flight Guide" (Flight Computer), andService Policies, be carried in the aircraft at all times.

Most of the items listed are required by the United States FederalAviation Regulations. Since the regulations of other nations may requireother documents and data, owners of exported aircraft should check withtheir own aviation officials to determine their individual requirements.

4-5

LUBRICATIONAND SERVICINGPROCEDURES

Specific servicing information is provided here for items requiring dailyattention. A Servicing Intervals Check List is included to inform the pilotwhen to have other items checked and serviced.

DAILY

FUEL TANK FILLERS:Service after each flight with 80/87 minimum grade fueL Thecapacity of each tank is 32. 5 gallons. When optional long rangefuel tanks are installed, the capacity of each tank is 42. O gallons.

FUEL STRAINER:On first flight of day and after each refueling, pull out strainer drainknob for about four seconds to clear fuel strainer of possible waterand sediment. Check strainer drain closed. If water is observed,there is a possibility that the wing tank sumps contain water. Thus,the wing tank sump drain plugs and fuel line drain plug should be re-moved to check for the presence of water.

OIL FILLER:When preflight check shows low oil level, service with aviation gradeengine oil; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 40°F.(Multi-viscosity oil with a range of SAE 10W30 is recommended forimproved starting in cold weather.) Detergent or dispersant oil, con-forming to Continental Motors Specification MHS-24A, must be used.Your Cessna Dealer can supply approved brands of oil.

NOTE

To promote faster ring seating and improved oil control,your Cessna was delivered from the factory with straightmineral oil (non-detergent). This "break-in" oil shouldbe used only for the first 20 to 30 hours of operation, atwhich time it must be replaced with detergent oil.

4-6

LUBRICATIONAND SERVICINGPROCEDURES

DAILY (Continued)OIL DIPSTICK:

Check oil level before each flight. Do not operate on less than 9quarts. To minimize loss of oil through breather, fill to 10 quartlevel for normal flights of less than 3 hours. For extended flight,fill to 12 quarts. If optional oil filter is installed, one additionalquart is required when the filter element is changed.

OXYGEN CYLINDER AND FILLER VALVE (OPT):Check oxygen pressure gage for anticipated requirements beforeeach flight. Use filler valve on left side of rear baggage com-partment wall to refill cylinder with aviator's breathing oxygen(Spec. No. MIL-O-27210). Maximum pressure (cylinder tem-perature stabilized after filling), 1800 psi at 70°F. Refer topage 6-9 for filling pressures.

4-7

SERVICINGINTERVALSCHECKLISTEACH 50 HOURS

BATTERY -- Check and service. Check ofteher (at least every 30 days)if operating in hot weather.

ENGINE OIL AND OIL FILTER -- Change engine oil and replace filterelement. If optional oil filter is not installed, change oil and clean screenevery 25 hours. Change engine oil at least every four months even thoughless than 50 hours have been accumulated. Reduce periods for prolongedoperation in dusty areas, cold climates, or when short flights and longidle periods result in sludging conditions.

NOTE

After first 20 to 30 hours of engine operation, an initialoil change should be made to remove "break-in" oil andchange the filter, if installed.

CARBURETOR AIR FILTER -- Clean or replace. Under extremely dustyconditions, daily maintenance of the filter is recommended.

NOSE GEAR TORQUE LINKS -- Lubricate. When operating under dustyconditions, more frequent lubrication is recommended.

SHIMMY DAMPENER -- Refer to Service Manual for detailed instructionson checking and filling.

EACH 100 HOURSFUEL 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.

VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean.

SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean.

SPARK PLUGS -- Clean, test and regap.

4-8

SERVICINGINTERVALSCHECKLIST(Continued)

EACH 500 HOURS

WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours there-after. Reduce lubrication interval to 100 hours when operating in dustyor seacoast areas, during periods of extensive taxiing, or when numeroustake-offs and landings are made.

VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re-place sooner if suction gage reading drops to 4. 6 in. Hg.

AS REQUIRED

NOSE GEAR SHOCK STRUT -- Keep filled with fluid and inflated to 55-60psi.

4-9

ONR FOllOEUPSYSild

Your Cessna Dealer has an owner follow-up system to notify youwhen he receives information that applies to your Cessna. In addi-tion, if you wish, you may choose to receive similar notificationdirectly from the Cessna Service Department. A subscription cardis supplied in your aircraft file for your use, should you choose torequest this service. Your Cessna Dealer will be glad to supplyyou with details concerning these follow-up programs, and standsready through his Service Department to supply you with fast,efficient, low cost service.

PUBUCAll0NS

Various publications and flight operation aids are furnished in the air-craft when delivered from the factory. These items are listed below.

e OWNER'S MANUALS FOR YOURAIRCRAFTELECTRONICS AND AUTOPILOT

e CESSNA FLIGHT GUIDE (FLIGHT COMPUTER)

e SALES AND SERVICE DEALER DIRECTORY

e DO'S AND DON'TS ENGINE BOOKLET

The following additional publications, plus many other supplies that areapplicable to your aircraft, are available from your Cessna Dealer.

e SERVICE MANUALS AND PARTS CATALOGS FOR YOURAIRCRAFTENGINE AND ACCESSORIESELECTRONICS AND AUTOPILOT

Your Cessna Dealer has a current catalog of all available CustomerServices Supplies, many of which he keeps on hand. If supplies arenot in stock, your Cessna Dealer will be happy to order for you.

4-10

Jectioil iOPERATIONAL DATA

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

The data in the charts has been compiled from actual flight tests withthe airplane and engine in good condition and using average piloting tech-niques. Note also that the range charts make no allowances for wind, nav-igational errors, warm-up, take-off, climb, etc. You must estimate thesevariables for yourself and make allowances accordingly.

Remember that the charts contained herein are based on standardday 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 takeinto account temperature variations from standard at any flight altitude.

FLAPS IAS 60 80 100 120 140 160 180 --

UP -------------------------

CAS 68 83 100 118 137 156 175 --

FLAPS IAS 40 50 60 70 80 90 100 110DOWN ------- ------------------

2O°-4O° CAS 58 63 68 | 75 84 92 101 110

Figure 5-1.

5-1

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ISE PERFORMANCE

LEAN MIXTURE

Standard Conditions Zero Wind Gross Weight-2800 Pounds

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

¾ GAL/ TAS ENDR. RANGE ENDR. RANGERPM MP BHP HOUR MPH HOURS MILES HOURS MILES

25CICI FEET2450 23 76 14.2 158 4.2 670 5.6 885

22 72 13.4 154 4.5 690 5.9 91021 68 12.7 151 4.7 715 6.2 94020 63 12.0 148 5.0 730 6.6 965

2300 23 71 13.1 154 4.6 700 6.0 92522 67 12.2 149 4.9 740 6.5 97021 62 11.5 145 5.2 760 6.9 100520 59 11.0 142 5.5 775 7.2 1020

2200 23 67 12.1 149 5.0 745 . 6.5 98022 63 11.4 146 5.3 770 6.9 101021 59 10.8 142 5.6 790 7.3 104020 55 10.2 138 5.9 810 7.7 1065

5CICICI FEET2450 23 78 14.5 163 4.1 670 5.4 885

22 73 13.6 159 4.4 700 5.8 92521 70 13.0 156 4.6 720 6.1 95020 65 12.2 151 4.9 750 6.5 985

2300 23 73 13.4 158 4.5 710 5.9 93022 69 12.6 155 4.7 730 6.3 96521 64 11.9 151 5.0 760 6.6 100520 60 11.2 146 5.4 785 7.1 1035

2200 23 68 12.4 155 4.8 750 6.4 98522 64 11.7 151 5.1 775 6.8 102021 60 11.0 146 5.5 800 7.2 105020 57 10.5 143 5.7 815 7.5 1075

Figure 5-4 (Sheet 1 of 3).

5-4

WÜlsE PERFORMÄNCE

LEAN MIXTURE

Standard conditions Zero Wind Gross Weight-2800Pounds

60GAL(NORESERVE) T9GAL(NO RESERVE)

% GAL/ TAS ENDR. RANGE ENDR. RANRPM MP BHP HOUR MPH HOURS MILES HOURS MILES

7500 FEET13.1 161 4.6 730

20 67 12.4 157 4.8 760 6.4 100519 62 11.7 152 5.1 780 6.8 102518 58 11.0 147 5.5 805 7.2 1055

2300 21 bb 12.2 13o 4.9 fûO 6.5 100520 62 11.6 151 5.2 780 6.8 102519 58 11.0 147 5.5 800 7.2 105018 54 10.5 142 5.7 810 7.5 1065

2200 21 62 11.4 152 5.3 805 6.9 105520 58 10.7 148 5.6 830 7.4 109019 54 10.2 143 5.9 840 7.7 110518 51 9.7 138 6.2 860 8.1 1130

10,000 FEET2450 19 63 11.9 156 5.0 785 6.6 1035

18 60 11.2 152 5.3 810 7.1 106517 55 10.6 146 5.7 830 7.5 109016 51 10. 0 141 6. 0 840 7. 9 1105

2300 19 60 11.1 152 5.4 820 7.1 108018 56 10.5 147 5.7 840 7.5 110517 51 9.8 141 6.1 860 8.1 113016 47 9 2 lit 6 5 R70 8.6 1145

2200 19 56 10.4 148 5.7 850 7.6 112018 52 9.8 142 6.1 875 8.1 115517 49 9.3 136 6.5 880 8.5 116016 . 45 8.7 129 6.9 895 9.1 1175

2000 18 44 8.4 128 7.1 910 9.4 1200MAxiMuy 17 40 7.8 120 7,7 925 10.1 1215

SEnnGS 15 35 6.9 105 8.7 910 11.4 1200

Figure 5-4 (Sheet 2 of 3).

5-5

CRUISE PERFORMANCE

LEAN MIXTURE

Standard conditions Zero Wind Gross Weight-2800 Pounds

60 GAL(NORESERVE) 79GAL(NO RESERVE)

% GAL/ TAS ENDR. RANGE ENDR. RANGERPM MP BHP HOUR MPH HOURS MILES HOURS MILES

15,000 FEET2450 16 54 10. 4 150 5. 8 865 7. 6 1135

15 50 9.8 142 6.1 875 8.1 115514 46 9.2 135 6.5 880 8.6 1160

2300 16 50 9.6 143 6.2 890 8.2 117015 47 9.1 136 6.6 900 8.7 118514 42 8.5 127 7.1 900 9.3 1185

2200 16 47 9.1 138 6.6 910 8.7 120015 44 . 8.6 130 7.0 910 9.2 120014 40 . 8.0 120 7.5 905 9.9 1190

MAXIMUM 15 Ti 7.3 112 8.2 920 10,8 121H

RANGE 14 34 6.8 101 8.8 H.6SEENGS

20,000 FEET2450 . 13 44 9.0 133 6.7 895 8.8 1175

12 40 8.3 122 7.2 875 9.5 1155

2300 13 42 8. 4 126 7. 1 905 9. 4 1190

12 38 7.7 113 7.8 875 10.3 1155

2200 13 39 7.8 118 7.7 905 10.1 1190

. 12 35 7.2 103 8.3 865 11.0 1135

Figure 5-4 (Sheet 3 of 3).

5-6

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JFigure 5-6.

5-8

Jecties ilOPTIONAL SYSTEMS

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

LONG RANGE FUELTANKS

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

COLD WEATHEREQUIPMENT

WINTERIZATION KIT ANDNON-CONGEALING OIL COOLER.

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

6-1

GROUND SERVICE PLUG RECEPTACLE.

A ground service plug receptacle may be installed to permit use of anexternal power source for cold weather starting and during lengthy main-tenance work on the airplane electrical system (with the exception of elec-tronic equipment).

NOTEElectrical power for the airplane electrical circuits is pro-vided through a split bus bar having all electronic circuitson one side of the bus and other electrical circuits on theother side of the bus. When an external power source isconnected, a contactor automatically opens the circuit tothe electronic portion of the split bus bar as a protectionagainst damage to the semi-conductors in the electronicequipment by transient voltages from the power source.Therefore, the external power source can not be used asa source of power when checking electronic components.

Just before connecting an external power source (generatortype or bat-tery cart), the master switch should be turned "ON. "

The ground service plug receptacle circuit incorporates a polarity re-

versal protection. Power from the external power source will flow only ifthe ground service plug is correctly connected to the airplane. If the plugis accidentally connected backwards, no power will flow to the airplane'selectrical system, thereby preventing any damage to electrical equipment.

The battery and external power circuits have been designed to com-pletely eliminate the need to "jumper" across the battery contactor to closeit for charging a completely "dead" battery. A special fused circuit in theexternal power system supplies the needed "jumper" across the contacts sothat with a "dead" battery and an external power source applied, turningthe master switch "ON" will close the battery contactor.

OIL DILUTION SYSTEM.

If your airplane is equipped with oil dilution, and very low tempera-tures are anticipated, dilute oil prior to engine shutdown by energizing theoil dilution switch with the engine operating at 1000 RPM. (Refer to figure6-1 for dilution time for the anticipated temperature.) While diluting oil,the oil pressure should be watched for any unusual fluctuations that mightindicate a screen being clogged with sludge washed down by the fuel.

6-2

OIL DILUTION TABLETEMPERATURE--

0°F -10°F -20°F

Dilution Time ..... 1½ min. 3¾ min. 6 min.

Fuel Added ...... 1 qt. 2½ qt. 4 qt.

NOTE: Maximum fuel and oil in sumpfor take-off is 13 quarts.

Figure 6-1.

NOTE

On the first operation of the oil dilution system èachseason, use the full dilution period, drain the oil,clean the screen, refill with new oil and redilute asrequired.

If the full dilution time was used, beginning with a full oil sump (12quarts), subsequent starts and engine warm-up should be prolonged toevaporate enough of the fuel to lower the oil sump level to 13 quarts priorto take-off. Otherwise, the sump may overflow when the airplane isnosed up for climb.

To avoid progressive dilution of the oil, flights of at least two hours'duration should be made between oil dilution operations.

STATIC PRESSURE ALTERNATESOURCE VALVE.A static pressure alternate source valve may be installed in the

static system for use when the external static sources are malfunctioning.This valve also permits draining condensate from the static lines.

If erroneous instrument readings are suspected due to water or icein the static pressure lines, the static pressure alternate source valveshould be opened, thereby supplying static pressure from the cabin. Cabinpressures will vary, however, with open cabin ventilators or windows.The most adverse combinations will result in airspeed and altimeter vari-ations of no more than 2 MPH and 20 feet, respectively.

6-3

RADIO SELECTORSWITCHES

RADIO SELECTORSWITCH OPERATION.

Operation of the radio equipment is normal as covered in the respec-tive radio manuals. When more than one radio is installed, an audioswitching system is necessary. The operation of this switching systemis described below.

TRANSMITTERSELECTORSWITCH.

The transmitter selector switch has two positions. When two trans-mitters are installed, it is necessary to switch the microphone to theradio unit the pilot desires to use for transmission. This is accomplishedby placing the transmitter selector switch in the position corresponding tothe radio unit which is to be used. The up position selects the uppertransmitter and the down position selects the lower transmitter.

The installation of Cessna radio equipment provides certain audio

SPEAKER-PHONE SWITCH (TYPftAL)TRANSMITTER SWITCHES CONTROL SPEAKER-PHONESELECTOR SWITCH FUNCTION OF COMMUNICATION AND

NAVIGATION EQUIPMENT IN RADIOSTACK ON INSTRUMENT PANEL

Figure 6-2.

6-4

back-up capabilities and transmitter selector switch functions that thepilot should be familiar with. When the transmitter selector switch isplaced in position 1 or 2, the audio amplifier of the corresponding trans-ceiver is utilized to provide the speaker audio for all radios. If the audioamplifier in the selected transceiver fails, as evidenced by loss of speakeraudio for all radios, place the transmitter selector switch in the othertransceiver position. Since an audio amplifier is not utilized for head-phones, a malfunctioning amplifier will not affect headphone operation.

SPEAKER-PHONE SWITCHES.The speaker-phone switches determine whether the output of the re-

ceiver in use is fed to the headphones or through the audio amplifier tothe speaker. Place the switch for the desired receiving system eitherin the up position for speaker operation or,in the down position for head-

phones.

AUTOPILOT-OMNI SWITCH.

When a Nav-O-Matic autopilot is installed with two compatible omnireceivers, an autopilot-omni switch is utilized. This switch selects theomni receiver to be used for the omni course sensing function of the auto-pilot. The up position selects the upper omni receiver in the radio panelstack and the down position selects the lower omni receiver.

POST LIGHTS

The instrument panel and control pedestal may be equipped withoptional post lights to further increase night lighting. The post lights arelocated at the edge of each instrument or control to be lighted, and arecontrolled by a rocker-type switch labeled "POST-CONSOLE LIGHTS" andthe instrument light rheostat. To operate the post lights, place the switchin the "POST" (top)position and use the instrument light rheostat to con-trol light intensity. When optional post lighting is installed, a door postmounted map light is added to the right hand door post.

6-5

OXYGEN SYSTEM

A four-place oxygen system is available for your airplane. In thissystem, an oxygen cylinder, located behind the rear baggage compart-ment wall, supplies the oxygen. Cylinder pressure is reduced to an op-erating pressure of 70 psi by a pressure regulator attached to the cylin-der. A shut-off valve is included as part of the regulator assembly. Anoxygen cylinder filler valve is located on the left side of the rear baggagecompartment wall. Cylinder pressure is indicated by a pressure gagelocated on the wall above the filler valve.

Four oxygen outlets are provided in the cabin ceiling just above theside windows; one at each of the seating positions. One permanent, micro-phone equipped mask is provided for the pilot, and three disposable typemasks are provided for the passengers. All masks are the partial-rebreathing type equipped with vinyl plastic hoses and flow indicators.

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

OXYGEN SYSTEM OPERATION.

Prior to flight, check to be sure that there is an adequate oxygensupply for the trip, by noting the oxygen pressure gage reading. Referto paragraph OXYGEN DURATION CALCULATION, and to the OxygenDuration Chart (figure 6-3). Also, check that the face masks and hosesare accessible and in good condition.

To use the oxygen system, proceed as follows:

NOTE

Permit no smoking when using oxygen.

(1) Select mask and hose.

6-6

OXYGEN DURATION CHART(48 CUBIC FEET CAPACITY)

Irii^Alouv r

1600

1400 -

1200 -

1000

soo

600

4OO

200 -

OOI 23456789

OXYGEN DURATION - (HOURS)

NOTE: This chart is based on a pilot with an orange color-coded oxygen

line fitting and passengers with green color-coded line fittings.

Figure 6-3.

6-7

NOTE

The hose assembly provided for the pilot is of a higherflow rate than those for the passengers; it is color-codedwith an orange band adjacent to the plug-in fitting. Thehoses provided for the passengers are color-coded with agreen band. If the aircraft owner prefers, he may providehigher flow rate hoses for all passengers. In any case, itis recommended that the pilot use the larger capacityhose. The pilot's mask is equipped with a microphone tofacilitate the use of the radio while using oxygen.

(2) Attach mask to face and adjust metallic nose strap for snug maskfit.(3) Select oxygen outlet located nearest to the seat you are occupy-ing, and plug delivery hose into it. When the oxygen supply is turnedon, oxygen will flow continuously at the proper rate of flow for anyaltitude without any manual adjustments.(4) Position oxygen supply control knob "ON. "(5) Check the flow indicator in the face mask hose. Oxygen is flow-ing if the indicator is being forced toward the mask.(6) Unplug the delivery hose from the outlet coupling when discontin-uing use of oxygen system. This automatically stops the flow of oxygen.(7) Position oxygen supply control knob "OFF. "

OXYGEN DURATION CALCULATION.

The Oxygen Duration Chart (figure 6-3) should be used in determiningthe usable duration (in hours) of the oxygen supply in your airplane. Thefollowing procedure outlines the method of finding the duration from thechart.

(1) Note the available oxygen pressure shown on the pressure gage.(2) Locate this pressure on the scale on the left side of the chart,then go across the chart horizontally to the right until you intersectthe line representing the number of persons making the flight. Afterintersecting the line, drop down vertically to the bottom of the chartand read the duration in hours given on the scale.(3) As an example of the above procedure, 1400 psi of pressure willsafely sustain the pilot only for nearly 6 hours and 15 minutes. Thesame pressure will sustain the pilot and three passengers for approx-imately 2 hours and 30 minutes.

6-8

NOTE

The Oxygen Duration Chart is based on a standard con-figuration oxygen system having one orange color-codedhose assembly for the pilot and green color-coded hosesfor the passengers, If orange color-coded hoses areprovided for pilot and passengers, it will be necessaryto compute new oxygen duration figures due to the greaterconsumption of oxygen with these hoses. This is accom-plished by computing the total duration available to thepilot only (from "PILOT ONLYÍ'line on chart), then di-viding this duration by the number of persons (pilot andpassengers) using oxygen.

OXYGEN SYSTEM SERVICING.

The oxygen cylinder, when fully charged, contains approximately48 cubic feet of oxygen, under a pressure of 1800 psi at 70°F. Fillingpressures will vary, however, due to the ambient temperature in thefilling area, and because of the temperature rise resulting from com-pression of the oxygen. Because of this, merely filling to 1800 psi willnot result in a properly filled cylinder. Fill to the pressures indicatedin the following table for the ambient temperature.

IMPORTANT

Oil, grease, or other lubricants in contact with oxygencreate a serious fire hazard, and such contact must beavoided when handling oxygen equipment.

AMBIENT FILLING AMBIENT FILLINGTEMPERATURE PRESSURE TEMPERATURE PRESSURE

°F PSIG °F PSIG

0 1600 50 182510 1650 60 187520 1700 70 192530 1725 80 197540 1775 90 2000

6-9

CESSNAECONOMYMIXTUREINDICATOR

The Cessna Economy Mixture Indicator is an exhaust gas temperature(EGT) sensing device which visually aids the pilot in obtaining either anefficient maximum power mixture or a desired cruise mixture. Exhaustgas temperature varies with cylinder fuel-to-air ratio, power, and RPM.

OPERATING INSTRUCTIONS.The reference EGT must be known before the EGT indicator can be

used for take-off and climb. Determine the reference EGT periodicallyas follows:

(1) Establish 65°/o power in level flight at 2450 RPM and part throttle.

(2) Carefully lean to peak EGT. This is the reference EGT.

FLIGHT POWEREGT REMARKS

CONDITION SETTING

TAKE-OFF Full throttle 200° richer than Use FULL RICH mixtureAND CLIMB and 2600 RPM REFERENCE EGT below 3000'

NORMAL 23" MP and 125° richer than Above 10, 000' useCLIMB 2450 RPM REFERENCE EGT BEST POWER mixture

BEST POWER mixture,MAXIMUM CRUISE Peak minus 125° F 1 MPH TAS increase and

SPEED 75% or less (ENRICHEN) 10% range loss fromNORMAL LEAN

e NORMAL LEAN mixture-NORMAL Peak minus 75CRUISE 75% or less (ENRICHEN) Owner's Manual and Power

Computer performance

o 2 MPH TAS loss and 10%MAXIMUM Peak minus 25RANGE 65¶, or less (ENRICHEN) range increase from

NORMAL LEAN

6-10

NOTE

Operation at peak EGT is not authorized for continuousoperation, except to establish peak EGT for referenceat 75°/o power or less. Operation on the lean side ofpeak EGT or within 25° of peak EGT is not approved.

The chart on page 6-10 should be used to establish mixture settings intake-off, elimb and cruise conditions.

The yellow index pointer may be set at the reference point, or to aspecific point to lean to. It can be positioned manually by turning thescrew adjustment on the face of the instrument.

For maximum performance take-off, mixture may be set during staticfull power run-up, if feasible, or during the ground roll.

NOTE

Enrichen mixture during climb if excessive cylinderhead temperatures occur.

When leaning the mixture under some cruise conditions, engineroughness may occur before peak EGT is reached. In this case, use theEGT corresponding to the onset of roughness as the reference point in-stead of peak EGT.

Changes in altitude or power setting require the EGT to be rechecked.Mixture may be controlled in cruise descent by simply enriching to avoidengine roughness. During prolonged descents, maintain sufficient powerto keep the EGT needle on scale. In idle descents or landing approachesuse full rich mixture. For idle descents or landing approaches at highelevations, the mixture control may be set in a position to permit smoothengine acceleration to maximum power.

6-11

WING LEVELER

A wing leveler may be installed to augment the lateral stability of theairplane. The system uses the Turn Coordinator for roll and yaw sensing.Vacuum pressure, from the engine-driven vacuum pump, is routed fromthe Turn Coordinator to cylinder-piston servo units attached to the aileroncontrol system. As the airplane deviates from a wing level attitude,vacuum pressure in the servo units is increased or relieved as needed toactuate the ailerons to oppose the deviations.

A separately mounted push-pull control knob, labeled "WING LVLR",is provided on the left side of the instrument panel to turn the system onand off. A "ROLL TRIM" control knob on the Turn Coordinator is usedfor manual roll trim control to compensate for asymmetrical loading offuel and passengers, and to optimize system performance in climb, cruiseand let-down.

OPERATING CHECK LISTTAKE-OFF.

(1) "WING LVLR" Control Knob -- Check in off position (full in).

CLIMB.

(1) Adjust elevator and rudder trim for climb.(2) "WING LVLR" Control Knob -- Pull control knob "ON. "(3) "ROLL TRIM" Control Knob -- Adjust for wings level attitude.

CRUISE.

(1) Adjust power and elevator and rudder trim for level flight.(2) "ROLL TRIM" Control Knob -- Adjust as desired.

DESCENT.

(1) Adjust power and elevator and rudder trim for desired speed andrate of descent.(2) "ROLL TRIM" Control Knob -- Adjust as desired.

6-12

LANDING.(1) Before landing, push "WING LVLR" control knob full in to the offposition.

EMERGENCY PROCEDURESIf a malfunction should occur, the system is easily overpowered with

pressure on the control wheeL The system should then be turned off. Inthe event of partial or complete vacuum failure, the wing leveler will auto-matically become inoperative. However, the Turn Coordinator used withthe wing leveler system will not be affected by loss of vacuum since it isdesigned with a "back-up" system enabling it to operate from either vac-uum or electrical power in the event of failure of one of these sources.

OPERATING NOTES(1) The wing leveler system may be overpowered at any time without

damage or wear. However, for extended periods of maneuvering it maybe desirable to turn the system off.

(2) It is recommended that the system not be engaged during take-offand landing. Although the system can be easily overpowered, servo forcescould significantly alter the manual "feel" of the aileron control, especiallyshould a malfunction occur.

Two fuel tank quick-drain valves and a fuel sampler cup are availableas a kit to facilitate daily draining and inspection of fuel in the main tanksfor the presence of water and sediment. The valves replace existing fueltank drain plugs located at the lower inboard area of the wing. The fuelsampler cup, which may be stowed in the map compartment, is used todrain the valves. The sampler cup has a probe in the center of the cup.When the probe is inserted into the hole in the bottom of the drain valveand pushed upward, fuel flows into the cup to facilitate visual inspectionof the fuel. As the cup is removed, the drain valve seats, stopping theflow of fuel.

6-13

CARBURETORAIR TEMPERATUREGAGE

A carburetor air temperature gage may be installed in the airplaneto help detect carburetor icing conditions. The gage is marked with ayellow are between -15° and +5°C. The yellow are indicates the carbu-retor temperature range where carburetor icing can occur; a placard onthe gage reads "KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI-BLE ICING CONDITIONS."

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

If the carburetor air temperature gage needle moves into the yelloware during potential carburetor icing conditions, or there is an unex-plained drop in RPM, apply full carburetor heat. Upon regaining theoriginal RPM (with heat off), determine by trial and error the minimumamount of.carburetor heat required for ice-free operation.

NOTE

Carburetor heat should not be applied during take-offunless absolutely necessary to obtain smooth engineacceleration (usually in sub-zero temperatures).

6-14

A true airspeed indicator is available to replace the standard air-speed indicator in your airplane. The true airspeed indicator has a cali-brated rotatable ring which works in conjunction with the airspeed indi-cator dial in a manner similar to the operation of a flight computer.

TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitudeis aligned with outside air temperature in degrees Fahrenheit. Thenread true airspeed on rotatable ring opposite airspeed needle.

NOTE

Pressure altitude should not be confused with indicatedaltitude. To obtain pressure altitude, set barometricscale on altimeter to "29.92" and read pressure altitudeon altimeter. Be sure to return altimeter barometricscale to original barometric setting after pressurealtitude has been obtained.

6-15

ALPHABETICAL INDEX

A Capacity, Oil, inside coversCarburetor, 2-2

After Landing, 1-4 Carburetor Air Filter, 4-8Air Filter, Carburetor Air Temperature Gage,

carburetor, 4-8 1-6, 3-3, 6-14vacuum system, 4-9 Carburetor Air Filter, 4-8

Aircraft File, 4-5 Care,Airplane Mooring, 4-1 interior, 4-3Airspeed Correction Table, 5-1 propeller, 4-3Airspeed Indicator Markings, 3-2 Center of Gravity MomentAirspeed Limitations, 3-2 Envelope, 3-6Alternator, 2-4 Check List, Servicing Intervals,Aluminum Surfaces, 4-2 4-8Ammeter, 1-6, 2-3, 2-4 Cigar Lighter, 1-6, 2-4Authorized Operations, 3-1 Circuit Breakers and Fuses, 1-6,Autopilot-Omni Switch, 6-5 2-3, 2-4

Climb, 1-3, 2-9data, 5-3maximum performance, 1-3normal, 1-3

Baggage, Weight, inside front cover Clock, 2-4Battery, 2-4, 4-8 Cold Weather Equipment, 6-1Battery Contactor, 2-4 Cold Weather Operation, 2-12Beacon, Flashing, 2-5 starting, 2-12Before Entering Airplane, 1-1 Compartment, Map, 1-6Before Landing, 1-4 Control Wheel Map Light, 2-5Before Starting Engine, 1-1 Correction Table, Airspeed, 5-1Before Take-Off, 1-2, 2-7 Cowl Flap Control Handle, 1-6Brake Handle, Parking, 1-6 Cruise Performance, 5-4, 5-5, 5-6Brake Master Cylinders, 4-8 optimum, 2-10

Cruising, 1-4, 2-9Cylinder Head Temperature Gage,

1-6, 3-3

Cabin Heat and Cabin Air ControlKnobs, 1-6

Cabin Heating, Ventilating andDefrosting System, 2-5 Data,

Capacity, Fuel, inside covers climb, 5-3

Index-1

cruise, 2-9, 5-4, 5-5, 5-6 Electroluminescent Lighting, 2-3landing, 5-7 Elevator Trim Control Wheel, 1-6take-off, 5-3 Empty Weight, inside front cover

Defroster Control Knob, 1-6 Engine, inside front coverDiagram, before starting, 1-1

electrical system, 2-4 instrument markings, 3-2exterior inspection, iv oil, 4-8, inside back coverfuel, 2-2 oil dipstick, 4-7principal dimensions, ii oil filler, 4-6taxiing, 2-6 oil filter, 4-8

Dilution System, Oil, 6-2 oil screen, 4-8Dimensions, Principal, ii operation limitations, 3-2Dipstick, Oil, 4-7 primer, 2-2Drain Plug, Fuel Line, 4-8 starting, 1-2, 2-7, 2-12Drain Plugs, Fuel Tank Sump, 4-8 Engine Instrument Markings, 3-2

Exhaust Gas Temperature Gage, 1-6

EExterior Inspection Diagram, iv

Economy Mixture Indicator, 1-6,6-10

operating instructions, 6-10 File, Aircraft, 4-5Electrical System, 2-3 Filler, Oil, 4-6

alternator, 2-4 Filter, Oil, 4-8ammeter, 2-3, 2-4 Flashing Beacon, 2-5battery, 2-4, 4-8 Flight Hour Recorder, 1-6, 2-4battery contactor, 2-4 Flight Instrument Group, 1-6cigar lighter, 2-4 Fuel QuantityIndicators, 1-6, 3-3circuit breakers and fuses, Fuel System, 2-1

2-3, 2-4 capacity, inside coversclock, 2-4 carburetor, 2-2flashing beacon, 2-5 fuel quantity indicators, 3-3ground service plug receptacle, line drain plug, 4-8

2-4, 6-2 mixture control knob, 1-6, 2-2magnetos, 2-4 primer, 2-2master switch, 2-4 quick-drain valve kit, 6-13regulator, 2-4 schematic, 2-2reverse polarity contactor, 2-4 selector valve, 2-2schematic, 2-4 selector valve handle, 1-6split bus contactor, 2-4 strainer, 2-2, 4-6, 4-8starter, 2-4 tank fillers, 4-6starter contactor, 2-4 tank sump drains, 4-8switches, 1-6, 2-4 throttle, 1-6, 2-2

Electrical Switches, 1-6, 2-4 wing tanks, 2-2, 6-1

Index-2

Fuel Tanks, Long Range, 6-1 crosswind, 2-11Fuses and Circuit Breakers, 2-3, distance table, 5-7

2-4 normal, 1-4, 2-11short field, 2-11

Let-Down, 1-4G Limitations, Airspeed, 3-2

Limitations, Engine Operation, 3-2Glide, Maximum, 5-8 Line Drain Plug, Fuel, 4-8Graph, Loading, 3-5 Loading Graph, 3-5Gross Weight, inside front cover Loading Problem, Sample, 3-4Ground Handling, 4-1 Long Range Fuel Tanks, 6-1Ground Service Plug Receptacle, Lubrication and Servicing

2-4, 6-2 Procedures, 4-6

H MHandling Airplane on Ground, 4-1 Magnetos, 2-4Heating, Ventilating and Defrosting Maneuvers - Normal Category,

System, 2-5 3-1Hot Weather Operation, 2-14 Manifold Pressure Gage, 1-6, 3-3Hydraulic Fluid, inside back cover Map Compartment, 1-6

Marker Beacon Indicator Lightsand Switches, 1-6

Master Cylinders, Brake, 4-8Master Switch, 1-6, 2-4

Ignition-Starter Switch, 1-6, 2-4 Maximum Glide, 5-8Inspection Diagram, Exterior, iv Maximum Performance Climb, 1-3Inspection Service - Inspection Maximum Performance Take-Off,

Periods, 4-4 1-3Instrument and Radio Dial Lights Maximum Rate-of-Climb Data, 5-3

Rheostats, 1-6 Microphone, 1-6Instrument Lights Rheostat, 1-6 Mixture Control Knob, 1-6, 2-2Instrument Markings, Engine, 3-2 Mixture Indicator, Economy, 6-10Instrument Panel, 1-6 operating instructions, 6-10Interior Care, 4-4 Moment Envelope, Center of

Gravity, 3-6Mooring Your Airplane, 4-1

Landing, inside front cover, 2-11 Nafter, 1-4balked (go-around),2-11 Non-Congealing Oil Cooler, 6-1before, 1-4 Normal Category, Maneuvers, 3-1

Index-3

Normal Climb, 1-3 Parking Brake Handle, 1-6Normal Landing, 1-4 Performance, Cruise, 2-9, 5-4,Normal Take-Off, 1-3 5-5, 5-6Nose Gear Shock Strut, 4-9, inside Performance-Specifications, inside

back cover front coverNose Gear Torque Links, 4-8 Post Lights, 6-5

Power Loading, inside front coverPrimer, Engine, 1-6, 2-2Principal Dimensions, iiPropeller, inside front cover

Oil System, care, 4-3capacity, inside covers Propeller Control Knob, 1-6dilution system, 6-2dilution table, 6-3oil, 4-6, 4-8, inside back

coveroil cooler, non-congealing, Radio Dial Lights Rheostat, 1-6

6-1 Radios and Autopilot, 1-6oil dipstick, 4-7 Radio Selector Switches, 1-6, 6-4oil filler, 4-6 autopilot-omni switch, 6-5oil filter, 4-8 operation, 6-4oil pressure gage, 1-6, 3-3 speakef-phone switches, 6-5oil screen, 4-8 transmitter selector switch, 6-4oil temperature gage, 1-6, 3-2 Range, inside front cover

Operation, Cold Weather, 2-12 Rate of Climb, inside front coverOperation, Hot Weather, 2-14 data, 5-3Operation Limitations, Engine, 3-2 Rear View Mirror, 1-6Operations, Authorized, 3-1 Regulator, 2-4Optimum Cruise Performance, Reverse Polarity Contactor, 2-4

2-10 Rudder Trim Control Wheel, 1-6Owner Follow-Up System, 4-10Oxygen System, 6-6

cylinder, 4-7duration calculation, 6-8duration chart, 6-7 Sample Loading Problem, 3-4filler valve, 4-7 Secure Aircraft, 1-5operation, 6-6 Selector Valve, Fuel, 2-2servicing, 6-9, inside back Service Ceiling, inside front cover

cover Servicing and LubricationProcedures, 4-6

Servicing Intervals Check List, 4-8Servicing Requirements, inside

back coverPainted Surfaces, 4-3 Shimmy Dampener, 4-8

Index-4

Spark Plugs, 4-8 Taxiing, 2-7Speaker-Phone Switches, 6-4, 6-5 diagram, 2-6Speed, inside front cover Throttle, 1-6, 2-2Spins, 2-11 Tie-Down Procedure, 4-1Split Bus Contactor, 2-4 Tire Pressures, inside back coverStalls, 2-11 Transmitter Selector Switch, 6-4Stall Speeds, 5-2 True Airspeed Indicator, 6-15Starter, 2-4Starter Contactor, 2-4Starting Engine, 1-2, 2-7, 2-12Static Pressure Alternate Source

Valve, 6-3Strainer, Fuel, 2-2, 4-6, 4-8 Vacuum System Air Filter, 4-9Suction Relief Valve Inlet Screen, Vacuum System Gil Separator, 4-8

4-8 Valve, Fuel Selector, 2-2Sump Drain Plugs, Fuel Tank, 4-8Surfaces,

aluminum, 4-2painted, 4-3 W

System,electrical, 2-3 Weight,fuel, 2-1 empty, inside front coverheating, ventilating and gross, inside front cover

defrosting, 2-5 Weight and Balance, 3-4oil dilution, 6-2 loading graph, 3-5owner follow-up, 4-10 moment envelope, 3-6oxygen, 6-6 sample loading problem, 3-4

Wheel Bearings, Main, 4-9Wheel, Rudder Trim Control, 1-6Windshield and Windows, 4-2Wing Flap Switch, 1-6

Table of Contents, iii Wing Leveler, 6-12Tachometer, 1-6, 3-3 emergency procedures, 6-13Take-Off, inside front cover, 1-3, operating check list, 6-12

2-8 operating notes, 6-13before, 1-2, 2-7 Wing Loading, inside front coverdata, 5-3 Wing Tanks, 2-2, 6-1maximum performance, 1-3 Winterization Kit, 6-1normal, 1-3

Index-5

WARRANTYThe Cessna Aircraft Company ("Cessna") warrants each new aircraft manufacturedby ít, and all new aircraft equipment and accessories, including Cessna-CraftedElectronics (as herein defined), and all new service parts for such aircraft, aircraftequipment and accessories sold by it, to be free from defects in material and work-manship under normal use and service for a period of six (6) months after deliveryto the original retail purchaser or first user in the case of aircraft, aircraft equipmentand accessories (except Cessna-Crafted Electronics as herein defined) and serviceparts therefor, and for a period of one (1) year after such delivery in the case ofCessna-Crafted Electronics (which term includes all communication, navigation andautopilot systems bearing the name "Cessna", beginning at the connection to the air-craft electrical system (bus bar) and including "black boxes", antennas, microphones,speakers and other components and associated wiring but excluding gyro instrumentsused in connection with autopilot and navigation systems) and service parts therefor.

Cessna's obligation under this warranty is limited to repairing or replacing, at itsoption, any part or parts which, within the applicable six (6) or twelve (12) monthsperiod as above set forth, shall be returned transportation charges prepaid to Cessnaat Wichita, Kansas, or to any Cessna appointed or Cessna Distributor appointed dealerauthorized by such appointment to sell the aircraft, equipment, accessories and serviceparts of the type involved and which upon examination shall disclose to Cessna's satis-faction to have been thus defective. (A new warranty period is not established forreplacements. Replacements are warranted for the remainder of the applicable six (6)or twelve (12) months original warranty period). The repair or replacement of defee-tive parts under this warranty will be made by Cessna or the dealer without charge forparts, or labor for removal, installation and/or actual repair of such defective parts.(Locations of such dealers will be furnished by Cessna on request).

The provisions of this warranty do not apply to any aircraft, equipment, accessories(including Cessna-Crafted Electronics) or service parts therefor manufactured or soldby Cessna which have been subject to misuse, negligence, or accident, or which shallhave been repaired or altered outside of Cessna's factory in any way so as in thejudgment of Cessna to affect adversely its performance, stability and reliability, norto normal maintenance services (such as engine tune up, cleaning, control rigging,brake and other mechanical adjustments, maintenance inspections, etc.) and thereplacement of service items (such as spark plugs, brake linings, filters, hoses,belts, tires, etc.) made in connection with such services or required as maintenance,nor to normal deterioration of soft trim and appearance items (such as paint, uphol-stery, rubber-like items, etc.) due to wear and exposure.

THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER WARRANTIES, EXPRESSEDOR IMPLIED IN FACT OR BY LAW, INCLUDING ANY IMPLIED WARRANTY OFMERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, AND OF ANYOTHER OBLIGATION OR LIABILITY ON THE PART OF CESSNA TO ANYONE OF ANYNATURE WHATSOEVER BY REASON OF THE MANUFACTURE AND/OR SALE ORTHE USE OF SUCH AIRCRAFT PRODUCTS, INCLUDING LIABILITY FOR CONSE-QUENTIAL OR SPECIAL DAMAGES, AND CESSNA NEITHER ASSUMES NOR AU-THORIZES ANYONE TO ASSUME FOR IT ANY OTHER OBLIGATION OR LIABILITYIN CONNECTION WITH SUCH AIRCRAFT PRODUCTS.

SERVICINGREQUIREMENTSFUEL:

AVIATION GRADE -- 80/87 MINIMUM GRADECAPACITY EACH STANDARD TANK -- 32. 5 GALLONSCAPACITY EACH LONG RANGE TANK -- 42. O GALLONS

ENGINE OIL:AVIATION GRADE -- SAE 50 ABOVE 40° F.

SAE 10W30 OR SAE 30 BELOW 40°F.(MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30IS RECOMMENDED FOR IMPROVED STARTING IN COLDWEATHER. DETERGENT OR DISPERSANT OIL, CON-FORMING TO CONTINENTAL MOTORS SPECIFIÇATIONMHS-24A, MUST BE USED.)

CAPACITY OF ENGINE SUMP -- 12 QUARTS(DO NOT OPERATE ON LESS THAN 9 QUARTS. TOMINIMIZE LOSS OF OIL THROUGH BREATHER, FILLTO 10 QUART LEVEL FOR NORMAL FLIGHTS OF LESSTHAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO12 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED,ONE ADDITIONAL QUART IS REQUIRED WHEN THEFILTER ELEMENT IS CHANGED.)

HYDRAULIC FLUID:MIL-H-5606 HYDRAULIC FLUID

OXYGEN:AVIATOR'S BREATHING OXYGEN -- SPEC. NO. MIL-O-27210MAXIMUM PRESSURE -- 1800 PSI AT 70°F.

(CYLINDER TEMPERATURE STABILIZED AFTER FILLING)REFER TO PAGE 6-9 FOR FILLING PRESSURES.

TIRE PRESSURE:MAIN WHEELS -- 32 PSI ON 6.00 × 6 TIRES

-- 25 TO 35 PSION 8.00 × 6 TIRES (OPT)NOSE WHEEL -- 50 PSI ON 5.00 × 5 TIRE

-- 30 PSI ON 6.00 × 6 TIRE (OPT)

NOSE GEAR SHOCK STRUT:KEEP FILLED WITH FLUID AND INFLATED TO 55-60 PSI.

ESSNA"TAKE ¥OUR CESSNA HOME

FOR SERVICE AT THE SIGN

OF THE CE- SNA SHIELD".

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS