Cessna 182 1975 User manual

ESSNA inonzL
ESSNA MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
SKYLANE
1975
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS OW NE R'S
WORLD'S LARGEST PRO-
DUCER OF GENERAL MANUAL
AVIATION AIRCRAFT
SINCE 1956

SERVICING REQUIREMENTS *CONGRATULATIONS .......
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
ENGi NE Ol L: structed to give you the most in performance, economy, and comfort. It is our de-
sire that you will find flying it, either for business or pleasure, a pleasant and
profitable experience.
GRADE -- Aviation Grade SAE 50 Above 40°F. This owner's Manual has been prepared as a guide to help you get the most pleasure
Aviation Grade SAE 10W30 or SAE 30 Below 40°F· and utility from your Model 182/Skylane. It contains information about your Cessna's
Multi-viscosity oil with a range of SAE 10W30 is recommended for equipment, operating procedures, and performance; and suggestions for its servicing
improved starting in cold weather. Ashless dispersant oil, conform- and care. We urge you to read it from cover to cover, and to refer to it frequently.
ing to Continental Motors Specification MHS-24A, must be used. Our interest in your flying pleasure has not ceased with your purchase of aCessna.
NOTE World-wide, the Cessna Dealer Organization backed by the Cessna Service Depart-
ment stands ready to serve you. The following services are offered by most Cessna
Your Cessna was delivered from the factory with acor- Dealers:
rosion preventive aircraft engine oil. If oil must be THE CESSNA WARRANTY -- It is designed to provide you with the most
added during the first 25 hours, use only aviation grade comprehensive coverage possible:
straight mineral oil conforming to Specification No• a. No exclusions
MIL-L-6082. b. Coverage includes parts and labor
c. Available at Cessna Dealers world wide
CAPACITY OF ENGINE SUMP -- 12 QuartS. d. Best in the industry
Specific benefits and provisions of the warranty plus other important
Do not operate on less than 9quarts. To minimize loss of oil through benefits for you are contained in your Customer Care Program book
breather, fill to 10 quart level for normal flights of less than 3hours• supplied with your aircraft. Warranty service is available to you at
For extended flight, fill to 12 quarts. These quantities refer to oil any authorized Cessna Dealer throughout the world upon presentation
dipstick level readings. During oil and oil filter changes, one addi- of your Customer Care Card which establishes your eligibility under
tional quart is required when the filter element is changed. the warranty.
FACTORY TRAINED PERSONNEL to provide you with courteous expert
OIL AND OIL FILTER CHANGE -- service.
After the first 25 hours of operation, drain engine oil sump and clean
the oil pressure screen. If an optional oil filter is installed, change -FACTORY APPROVED SERVICE EQUIPMENT to provide you with the
filter element at this time. Refill sump with straight mineral oil and most efficient and accurate workmanship possible.
use until atotal of 50 hours has accumulated or oil consumption has
.A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you
stabilized; then change to dispersant oil. On aircraft not equipped need them.
with an optional oil filter, drain the engine oil sump and clean the oil
pressure screen each 50 hours thereafter. On aircraft which have THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
an optional oil filter, the oil change interval may be extended to 100- CESSNA AIRPLANES, since Cessna Dealers have all of the Service
hour intervals, providing the oil filter element is changed at 50-hour Manuals and Parts Catalogs, kept current by Service Letters and
..Service News Letters, published by Cessna Aircraft Company.
intervals. Change engme oil at least every 6months even though less
than the recommended hours have accumulated. Reduce intervals for We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
prolonged operation in dusty areas, cold climates, or when short
flights and long idle periods result in sludging conditions. Acurrent Cessna Dealer Directory accompanies your new airplane. The Directory
is revised frequently, and a current copy can be obtained from your Cessna Dealer.
Make your Directory one of your cross-country flight planning aids; a warm welcome
awaits you at every Cessna Dealer.
i
182P 75
182P 75

Spark Plug Fouling, 3-7 Take-Off, 1-5, 2-13
Speaker-Phone Switches, 7-5 before, 1-4, 2-12
Spins, 3-6 data chart, 6-3
v-iwo xStalls, 2-17 maximum performance, 1-5
speed chart, 6-2 normal, 1-5
o-Starting Engine, 1-4, 2-10 Taxiing, 2-12
Static Dischargers, 7-3 Tire Pressure, inside back cover
Static Pressure Alternate Source Transmitter Selector Switches,
s4o Valve, 7-2 7-4
2s--2 Storage, Flyable, 5-5 True Airspeed Indicator, 7-10
Suction Gage, 4-3
Surfaces
Maximum height of airplane aluniinum, 5-2 W
with nose gear depressed, all painted, 5-3
iia"teadndannosep
1prlapsehnyg System, Weight
beacon installed cabin heating, ventilating empty, inside front cover
**Wing span of airplane with and defrosting, 2-8 gross, inside front cover
PRINCIPAL optionalstrobelightsinstalled. electrical, 2-3 Weight and Balance, 4-3
fuel, 2-1 baggage and cargo tie-down,4-4 I
DIMENSIONS °=" =f°How-up, 5-8 center of gravity moment
oxygen, 7-6 envelope, 4-8
loading arrangements diagram,
4-5
I l IIloading graph, 4-7
sample loading problem, 4-6
Table of Contents, iii Windshield -Windows, 5-2
Tachometer, 4-3 Winterization Kit, 7-1
36 -0"
35 -10"
MAX.6'-10"
ii Index-5

Mooring Your Airplane, 5-1 Performance -Specifications,
inside front cover
Precautionary Landing With Engine
Nrower, a-2
Principal Dimensions Diagram, ii
-eCoAnbaeteanen C2ololer, 7-1 ressive Care, Cessna, 5-7 TABLE OF CONTENTS
Normal Category Maneuvers, 4-1 care 5-3
Normal Climb, 1-5 'Page -
Publications, 5-9
Normal Landing, 1-7
NormalTake-Off, 1-5 SECTION I-OPERATING CHECKLIST ________ i.i
Nose Gear Shock Strut, inside back
cover SECTION II -DESCRIPTION AND
Quick-Drain Valve, Oil, 7-12 OPERATING DETAILS ______ _...... 2-1
ORSECTION III -EMERGENCY PROCEDURES.____ 3-1
Oil System,
capacity, inside back cover SECTION IV -OPERATING LIMITATIONS........ 4-1
Radio Selector Switches 7-4
oil cooler, non-congealing, 7-1 '
oil/filter change, inside back diagram, 7-4 SECTION V-CARE OF THE AIRPLANE........ 5-1
cover operation, 7-4
oil grade, inside back cover speaker-phone switches, 7-5 SECTION VI -OPERATIONAL DATA.__________... 6-1
pressure gage, 4-3 transmitter selector switches,
quick-drainvalve, 7-12 7-4 SECTION VII- OPTIONAL SYSTEMS______________ 7-1
temperature gage, 4-2 Recovery From Spiral Dive, 3-6
Operation, Cold Weather, 2-17 Rough Engine Operation or Loss of ALPHABETICAL INDEX-..........---------------_. Index-1
Operation, Hot Weather, 2-21 Power, 3-7
Operation Limitations, Engine,4-2 carburetor icing, 3-7
Operations Authorized, 4-1 low oil pressure, 3-8
Over-Voltage Sensor and Warning magneto malfunction, 3-8
Light, 2-5 spark plug fouling, 3-7
Owner Follow-Up System, 5-8
publications, 5-9 S
Oxygen System, 7-6 This manual describes the operation and performance of the
duration calculation, 7-9 Sample Loading Problem, 4-6 Model 182, the Skylane, and the Skylane II. Equipment
duration chart, 7-7 Securing Aircraft, 1-7 described as "Optional" denotes that the subject equipment
operation, 7-6 Servicing Requirements, 5-8 is optional on the Model 182. Much of this equipment is
servicing, 7-9, inside back inside back cover 'standard on the Skylane and Skylane II.
cover engine oil, inside back cover
fuel, inside back cover
landing gear, inside back cover
Short Field Landing, 2-17
Painted Surfaces, 5-3 Shoulder Harnesses, 2-9, 2-10
Index-4
iii

REVISED
FUELQUANTITY
DATA
LMOD182 Fuses and Circuit Breakers, 2-6 crosswind, 2-17
1973 AIRCRAFT (SERIAL 18262251 AND ON) distance table 6-9
1974 AIRCRAFT (ALL SERIALS) '
SKYLANE 1975 AIRCRAFT (ALL SERIALS) forced, 3-1
Gnormai, 1-7, 2-17
precautionary with power, 3-2
Graph, Loading, 4-7 short field, 2-17
Due to changes in fuel tank manufacturing technique, the fuel systems in the above noted airplanes Gross Weight, inside front cover Landing Gear Servicing, inside
have been found to contain less than the capacity published in the Owner's Manuals. Data in these Ground Handling, 5-1 back cover
manuals indicates total usable capacities of 60 gallons for standard tanks and 79 gallons for long range Ground Service Plug Receptacle, main/nose wheel tire pressure,
tanks; the usable capacity per tank is shown to be 31 gallons and 39 gallons respectivelY· 7-1 inside back cover
All fuel capacity references in Owner'sManuals for these airplanes should be marked to reflect the nose gear shock strut servicing,
capacities in the chart below. inside back cover
HLet-Down, 1-6
Lighting Equipment, 2-6
TOTAL USABLE TOTAL USABLE Handling, Ground, 5-1 exterior lighting, 2-6
BOTHTANKS BOTH TANKS PER TANK PER TANK
CAPACITY Harnesses, Shoulder, 2-9, 2-10 interior lighting, 2-7
(STANDARD TANKS) 61 Gal. 56 Gal. 30.5 Gal. 29 Gal. Headset-Microphone, 7-5 Limitations, Airspeed, 4-2
CAPACITY Heating, Ventilating and Defrosting Limitations, Engine Operation,
(LONG RANGETANKS) 80 Gal. 75 Gal. 40 Gal. 37 Gal. System, Cabin, 2-8 4-2
Hot Weather Operation, 2-21 Loading Arrangements Diagram, 4-5
Loading Graph, 4-7
When figuring weight and balance data, consideration should be given to the reduction in weight Loading Problem, Sample, 4-6
and change in moment/1000 which results from areduced fuel capacity. Long Range Fuel Tanks, 2-3
For quick re-computation of cruise performance data, use the information in the Cruise Performance Low Oil Pressure, 3-8
charts provided in the Owner'sManuals by multiplying the ENOR. HOURSand RANGE MILES figures Indicator, Fuel Quantity, 4-3
by 0.93 (for standard tank values) or 0.94 (for long range tank values); this will provide conservative Indicator, True Airspeed, 7-10
endurance and range based on the reduced fuel capacities. Inspection Requirements, 5-6 M
Pages in the Owner'sManuals which are affected by the change in fuel capacity are listed in the Instrument Markings, Engine,
chart below. 4-2 MAA Plate/Finish Trim Plate, 5-4
Instrument Panel Diagram, 1-8 Magneto Malfunction, 3-8
Insufficient Rate of Electrical Maneuvers -Normal Category, 4-1
MANUAL PAGES AFFECTED Charge, 3-9 Manifold Pressure Gage, 4-3
1973 Integrated Seat Belt/Shoulder Har- Markings, Airspeed Indicator, 4-2
OWNER'S Inside 2-1 2-2 2-14 4-6 4-7 5-8 64 6-5 6-6 6-7 6-8 7-1 Inside nesses With Inertia Reels, 2-10 Markings, Engine Instrument, 4-2
MANUAL Cover Cover Interior Care, 5-4 Master Switch, 2-3
Interior Lighting, 2-7 Maximum Glide Diagram, 6-10
OWNER'S Inside 2-1 22 2-3 2-14 4-6 4-7 6-4 6-5 6-6 6-7 6-8 Inside _Maximum Performance Climb, 1-6
MANUAL Cover Cover Maximum Performance Take-Off,
1975 L1-5
OWNER'S Inside 2-1 22 2-3 4-6 47 6-4 6-5 6-6 6-7 6-8 Inside - - Maximum Rate-Of-Climb Data
MANUAL Cover Cover Landing, 2-17 Chart, 6-3
after, 1-7 Microphone-Headset, 7-5
balked, 1-6, 2-17 Moment Envelope, Center of
THIS ADHESIVE BACKED STICKER IS TO BE ATTACHED TO ANY before, 1-6 Gravity, 4-8
BLANK PAGE IN YOUR MANUAL FOR FUTURE REFERENCE.
REFERENCE SERVICE LETTER SE 75 -7Index-3

exterior inspection, 1-2 Engine,
fuel system, 2-2 before starting, 1-4 1
instrument panel, 1-8 instrument markings, 4-2 Ms
loading arrangements, 4-5 oil, inside back cover -
maximum glide, 6-10 operation limitations, 4-2
principal dimensions, ii starting, 1-4, 2-10 OPERATING CHECKLIST
radio selector switches, 7-4 Engine Failure,
taxiing, 2-11 after take-off, 3-1
Dimensions, Principal, ii during flight, 3-1
Disorientation in Clouds, 3-5 Enroute Climb, 1-5, 2-14 One of the first steps in obtaining the utmost performance, service,
emergency let-downs through maximum performance, 1-6 and flying enjoyment from your Cessna is to familiarize yourself with
clouds, 3-5 normal, 1-5 your aircraft's equipment, systems, and controls. This can best be done
executing 180° turn in Equipment, Cold Weather, 7-1 by reviewing this equipment while sitting in the aircraft. Those items
clouds, 3-5 Excessive Rate of Electrical whose function and operation are not obvious are covered in Section II.
recovery from spiral dive, 3-6 Charge, 3-9
Ditching, 3-3 Executing 180° Turn in Clouds, 3-5 Section Ilists, in Pilot's Checklist form, the steps necessary to
Exterior Inspection Diagram, 1-2 operate your aircraft efficiently and safely. It is not achecklist in its
Exterior Lighting, 2-6 true form as it is considerably longer, but it does cover briefly all of the
points that you should know for atypical flight. Amore convenient plastic
Eenclosed checklist, stowed in the map compartment, is available for
Fquickly checking that all important procedures have been performed.
Economy Mixture Indicator, 2-16, Since vigilance for other traffic is so important in crowded terminal
7-11 File, Aircraft, 5-5 areas, it is important that preoccupation with checklists be avoided in
Electrical Power Supply System Fires, 3-3 flight. Procedures should be carefully memorized and performed from
Malfunctions, 3-8 electrical fire in flight, 3-4 memory. Then the checklist should be quickly scanned to ensure that
excessive rate of charge, 3-9 engine fire during start on nothing has been missed.
insufficient rate of charge, 3-9 ground, 3-3
Electrical System, 2-3 engine fire in flight, 3-4 The flight and operational characteristics of your aircraft are normal
ammeter, 2-5 Flight in Icing Conditions, 3-6 in a11 respects. There are no "unconventional" characteristics or opera-
circuit breakers and fuses, 2-6 Flyable Storage, 5-5 tions that need to be mastered. AII controls respond in the normal way
ground service plug receptacle, Forced Landings, 3-2 within the entire range of operation. All airspeeds mentioned in Sections
7-1 ditching, 3-3 I, II and III are indicated airspeeds. Corresponding calibrated airspeed
master switch, 2-3 emergency landing without may be obtained from the Airspeed Correction Table in Section VI.
over-voltage sensor and engine power, 3-6
warning light, 2-5 precautionary landing with
schematic, 2-4 engine power, 3-2
Emergency Landing Without Engine Fuel System, 2-1
Power, 3-2 capacity, inside back cover
Emergency Let-Downs Through fuel grade, inside back cover
Clouds, 3-3 fuel quantity indicators, 4-3
Emergency Locator Transmitter long range fuel tanks, 2-3
(ELT), 3-9 schematic, 2-2
ELT operation, 3-11 tank sump quick-drain valves,
Empty Weight, inside front cover 2-3
Index-2
1-1

ALPHABETICAL INDEX
5Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items. ACare,interior, 5-4
After Landing, 1-7 propeller, 5-3
Aircraft, Cargo and Baggage Tie-Down, 4-4
64file, 5-5 Center of Gravity Moment
mooring, 5-1 Envelope, 4-8
securing, 1-7 Cessna Customer Care Program,
Airspeed Correction Table, 6-1 5-7
Airspeed Indicator, True, 7-10 Cessna Progressive Care, 5-7
Airspeed Indicator Markings, 4-2 Circuit Breakers and Fuses, 2-6
Airspeed Limitations, 4-2 Climb
EXTERIOR INSPECTION Aiternate sourcevaive, static enroute, 1-s, 2-14
Pressure, 7-2 maximum rate-of-climb
Aluminum Surfaces, 5-2 data chart, 6-3
Ammeter, 2-5 maximum performance, 1-6
Authorized Operations, 4-1 normal, 1-5
Cold Weather Equipment, 7-1
ground service plug
receptacle, 7-1
non-congealing oil cooler, 7-1
2static pressure alternate
Baggage and Cargo Tie-Down, 4-4 source valve, 7-2
Note Balked Landing, 1-6, 2-17 winterization kit, 7-1
Before Landmg, 1-6 Cold Weather Operation, 2-17
Visually check aircraft for general condition during walk- Before Starting Engine, 1-4
around inspection. In cold weather, remove even small Before Take-Off, 1-4, 2-12 operation, 2-20
accumulations of frost, ice or snow from wing, tail and alternator check, 2-12 starting, 2-17
Correction Table, Airspeed, 6-1
control surfaces. Also, make sure that control surfaces magneto check, 2-12
contain no internal accumulations of ice or debris. If awarm-up, 2-12 Crosswind Landing, 2-17
night flight is planned, check operation of all lights, and Cruise mgw -14EGT, 2-16
make sure aflashlight is available. Cruise Performance Chart, 2-15,
6-4, 6-5, 6-6, 6-7, 6-8
a. Remove control wheel lock• Cylinder Head Temperature Gage,
b. Check ignition switch OFF• Cabin Heating, Ventilating and 4-3
c. Turn on master switch and check fuel quantity indicators; then Defrosting System, 2-8
turn off master switch· Capacity,
d. Check fuel selector valve handle on BOTH- fuel, inside back cover D
e. Check baggage door for security. Lock with key if children are oil, inside back cover
to occupy child's seat• Carburetor Air Temperature Gage, Diagram,
Figure 4-3, 7-11 electrical system, 2-4
1-2 Index-1

OIL QUICK-DRAIN VALVE 2vis"°',°,'e"eddatdock, if installed.
c. Check control surfaces for freedom of movement and security.
An oil quick-drain valve is optionally offered to replace the drain a. Check aileron for freedom of movement and security.
plug in the oil sump drain port. The valve provides aquicker and clean- 4a. Disconnect wing tie-down.
er method of draining engine oil. To drain the oil with this valve instal- b. Check main wheel tire for proper inflation.
led, slip a hose over the end of the valve and route the hose to asuitable c. Before first flight of day and after each refueling, use sampler
container, then push upward on the end of the valve until it snaps into the
. . cup and drain small quantity of fuel from fuel tank sump quick-
open position. Spring clips will hold the valve open. After draining, use drain valve to check for water, sediment, and proper fuel grade.
ascrewdriver or suitable tool to snap the valve into the extended (closed) d. Visually check fuel quantity; then check fuel filler cap secure
position and remove the drain hose. and vent unobstructed.
a. Inspect flight instrument static source opening on side of fuse-
lage for stoppage (both sides).
b. Check propeller and spinner for nicks and security, and pro-
peller for oil leaks.
c. Check carburetor air filter for restrictions by dust or other
foreign matter.
d. Check nose wheel strut and tire for proper inflation.
e. Disconnect tie -down rope.
f. Check oil level. Do not operate with less than nine quarts.
Fill to twelve quarts for extended flight.
g. Before first flight of the day and after each refueling, pull out
strainer drain knob for about four seconds to clear fuel strainer
of possible water and sediment. Check strainer drain closed.
If water is observed, the fuel system may contain additional
water, and further draining of the system at the strainer, fuel
tank sumps, and fuel selector valve drain plug will be necessary,
a. Check main wheel tire for proper inflation.
b. Before first flight of day and after each refueling, use sampler
cup and drain small quantity of fuel from fuel tank sump quick-
drain valve to check for water, sediment, and proper fuel grade.
c. Visually check fuel quantity; then check fuel filler cap secure
and vent unobstructed.
a. Remove pitot tube cover, if installed, and check pitot tube
opening for stoppage.
b. Check fuel tank vent opening for stoppage.
c. Disconnect wing tie -down.
a. Check aileron for freedom of movement and security.
1-1.
7-12 1-3

BEFORE STARTING ENGINE. CESSNA ECONOMY MIXTURE INDICATOR
(1) Exterior Preflight -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(3) Brakes -- TEST and SET. The Cessna Economy Mixture Indicator is an exhaust gas temperature
(4) Cowl Flaps -- OPEN (move lever out of locking hole to reposition). (EGT) sensing device which visually aids the pilot in adjusting the cruise
(5) Fuel Selector Valve -- BOTH. mixture. Exhaust gas temperature varies with fuel-to-air ratio, power
(6) Radios, Autopilot, Electrical Equipment -- OFF. and RPM. However, the difference between the peak EGT and the EGT at
the cruise mixture setting is essentially constant and this provides auseful
STARTINGENG INE. leaning aid. Operating instructions are included in Section II.
(1) Mixture -- RICH.
(2) Carburetor Heat -- COLD.
(3) Propeller -- HIGH RPM.
(4) Throttle -- OPEN 1/2 INCH.
(5) Prime -- ASREQUIRED. CARBURETOR AIR TEMPERATUREGAGE
(6) Master Switch -- ON.
(7) Propeller Area -- CLEAR.
(8) Ignition Switch -- START (release when engine starts). Acarburetor air temperature gage may be installed in the aircraft
to help detect carburetor icing conditions. The gage is marked with a
NOTE yellow are between -15° and +5°C. The yellow are indicates the carbu-
rector temperature range where carburetor icing can occur; aplacard on
If engine has been overprimed, start with throttle open the gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI-
1/4 to 1/2 full open. Reduce throttle to idle when engine BLE ICING CONDITIONS.
fires. Visible moisture or high humidity can cause carburetor ice formation,
(9) Oil Pressure -- CHECK. especially in idle or low power conditions. Under cruising conditions, the
formation of ice is usually slow, providing time to detect the loss of
NOTE manifold pressure caused by the ice-. Carburetor icing during take-off is
rare since .the full-open throttle condition is less susceptible to ice ob-
After starting, check for oil pressure indication struction.
within 30 seconds in normal temperatures and 60
seconds in cold temperatures. If no indication If the carburetor air temperature gage needle moves into the yellow
appears, shut off engine and investigate· are during potential carburetor icing conditions, or there is an unexplained
drop in manifold pressure, apply full carburetor heat. Upon regaining the
original manifold pressure (with heat off), determine by trial and error
BEFORE TAKE-OF F. the minimum amount of carburetor heat required for ice-free operation.
(1) Parking Brake -- SET. NOTE
(2) Flight Controls -- FREE and CORRECT.
(3) Elevator and Rudder Trim -- TAKE-OFF. Carburetor heat should not be applied during take-off
(4) Fuel Selector Valve -- BOTH. unless absolutely necessary to obtain smooth engine
(5) Cowl Flaps -- OPEN. acceleration (usually in sub-zero temperatures).
1-4 7-11

IMPORTANT (6) Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM.drop should not exceed 150 RPM
on either magneto or 50 RPM differential between magnetos.)
Oil, grease, or other lubricants in contact with oxygen b. Propeller -- CYCLE from high to low RPM; return to high
create a serious fire hazard, and such contact must be
avoided when handling oxygen equipment. RPM (full in).
c. Carburetor Heat -- CHECK for RPM drop.
d. Engine Instruments -- CHECK.
AMBIENT FILLING AMBIENT FILLING e. Suction -- CHECK (4.6 -5.4 Inches Hg.).
TEMPERATURE PRESSURE TEMPERATURE PRESSURE f. Ammeter -- CHECK.
°F PSIG °F PSIG (7) Flight Instruments and Radios -- CHECK and SET.
(8) Cabin Doors and Window -- CLOSED and LOCKED.
(9) Throttle Friction Lock -- ADJUST.
01600 50 1825 (10) Wing Flaps -- 0° -20°.
10 1650 60 1875
20 1700 70 1925
30 1725 80 1975 TAKE-OFF.
40 1775 90 2000 NORMAL TAKE-OFF.
(1) Wing Flaps -- 0°-20°.
(2) Carburetor Heat -- COLD.
(3) Power -- FULL THROTTLE and 2600 RPM.
(4) Elevator Control -- LIFT NOSE WHEEL (at 60 MPH).
TRUE AIRSPEED INDICATOR (5) Climb Speed -- 90 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
Atrue airspeed indicator is available to replace the standard air- (1) Wing Flaps -- 20°.
speed indicator in your airplane. The true airspeed indicator has acali (2) Carburetor Heat -- COLD.
brated rotatable ring which works in conjunction with the airspeed indi- 4) eers----FAULLLT ROTTLE and 2600 RPM.
cator dial in amanner similar to the operation of a flight computer. (5) Brakes -- RELEASE.
(6) Elevator Control -- MAINTAIN SLIGHTLY TAIL LOW
TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then ATTITUDE.
(7) Climb Speed -- 60 MPH (until all obstacles are cleared).
read true airspeed on rotatable ring opposite airspeed needle. (8) Wing Flaps -- UP (after reaching 80 MPH).
NOTE
Pressure altitude should not be confused with indicated ENROUTEC LIMB.
altitude. To obtain pressure altitude, set barometric
scale on altimeter to 29. 92 and read pressure aItitude NORMAL CLIMB.
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure (1) Airspeed -- 100-110 MPH.
altitude has been obtained. (2) Power -- 23 INCHES Hg. and 2450 RPM.
1-5
7-10

(3) Fuel Selector Valve -- BOTH. OXYGEN DURATION CALCULATION.
(4) Mixture -- LEAN (as required for power, temperature and
smoothness). The Oxygen Duration Chart (figure 7-2) should be used in determin-
(5) Cowl Flaps -- OPEN (as required). ing the usable duration (in hours) of the oxygen supply in your airplane.
The following procedure outlines the method of finding the duration from
MAXIMUM PERFORMANCE CLIMB. the chart.
(1) Airspeed -- 89 MPH at sea level to 85 MPH at 10,000 feet. (1) Note the available oxygen pressure shown on the pressure gage.
(2) Power -- FULL THRŒTLE and 2600 RPM. (2) Locate this pressure on the scale on the left side of the chart,
(3) Fuel Selector Valve -- BŒH then go across the chart horizontally to the right until you intersect
(4) Mixture -- FULL RICH (unless engine is rough). the line representing the number of persons making the flight. After
(5) Cowl Flaps -- FULL OPEN. intersecting the line, drop down vertically to the bottom of the chart
and read the duration in hours given on the scale.
(3) As an example of the above procedure, 1400 psi of pressure will
safely sustain the pilot only for nearly 6hours and 15 minutes. The
CRU ISE same pressure will sustain the pilot and three passengers for approx- •imately 2hours and 30 minutes.
(1) Power -- 15-23 INCHES Hg., 2200-2450 RPM (no more than NOTE
(2) Mixture -- LEAN. The Oxygen Duration Chart is based on astandard con-
(3) Cowl Flaps -- CLOSED. figuration oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded hoses
for the passengers. If orange color-coded hoses are
provided for pilot and passengers, it will be necessary
LET-DOW N. to compute new oxygen duration figures due to the greater
consumption of oxygen with these hoses. This is accom-
(1) Power -- AS DESIRED• plished by computing the total duration available to the
(2) Carburetor Heat -- AS REQUIRED (to prevent carburetor icing) pilot only (from PILOT ONLY line on chart), then di-
(3) Mixture -- ENRICHEN (as required)• viding this duration by the number of persons (pilot and
(4) Cowl Flaps -- CLOSED· passengers) using oxygen.
(5) Wing Flaps -- AS DESIRED (0°-10°below 160 MPH, 10°-40°
below 110 MPH).
BEFORE LANDING. OXYGEN SYSTEM SERVICING.
The oxygen cylinder, when fully charged, contains approximately
(1) Fuel Selector Valve -- BOTH. 48 cubic feet of oxygen, under apressure of 1800 psi at 70°F. Filling
(2) Mixture -- RICH. pressures will vary, however, due to the ambient temperature in the
(3) Propeller -- HIGH RPM. filling area, and because of the temperature rise resulting from com-
(4) Cowl Flaps -- CLOSED. pression of the oxygen. Because of this, merely filling to 1800 psi will
(5) Carburetor Heat -- ON (before closing throttle). not result in aproperly filled cylinder. Fill to the pressures indicated
(6) Airspeed -- 80-90 MPH (flaps UP). in the table on the following page for ambient temperature.
1-6 T¯

NOTE (7) Wing Flaps -- 0°-40° (below 110 MPH)
(8) Airspeed -- 70-80 MPH (flaps DOWN).
For safety reasons, no smoking should be allowed (9) Elevator and Rudder Trim -- ADJUST.
in the aircraft while oxygen is being used.
When ready to use the oxygen system, proceed as follows:
(1) Select mask and hose. BALKED LAND ING.
NOTE (1) Power -- FULL THROTTLE and 2600 RPM.
(2) Carburetor Heat -- COLD.
The hose provided for the pilot is of a higher flow rate (3) Wing Flaps -- RETRACT to 20°.
than those for the passengers; it is color-coded with an (4) Airspeed -- 80 MPH.
orange band adjacent to the plug-in fitting. The passen- (5) Wing Flaps -- RETRACT slowly.
ger hoses are color-coded with a green band. If the air- (6) Cowl Flaps -- OPEN.
craft owner prefe11s, he may provide higher flow hoses for
all passengers. In any case, it is recommended that the
pilot use the larger capacity hose. The pilot's mask is
equipped with a microphone to facilitate use of the radio NORM ALL ANDING.
while using oxygen. An adapter cord is furnished with
the microphone-equipped mask to mate the mask micro- (1) Touchdown -- MAIN WHEELS FIRST
phone lead to the guxiliarymicrophone jack located under (2) Landing Roll -- LOWER NOSE WHEEL GENTLY.
the left side of the instrument panel. To connect the oxy- (3) Braking -- MINIMUM REQUIRED
gen mask microphone, connect the mask lead to the adapter
cord and plug the ord into the auxiliary microphone jack.
(If an optional microphone-headset combination has been in
use, the micropho e lead from this equipment is already AFTERL ANDING.
plugged into the aùxiliary microphone jack. It will be neces-
sary to disconnec this lead from the auxiliary microphone (1) Wing Flaps -- UP.
jack so that the adapter cord from the oxygen mask micro" (2) Carburetor Heat -- COLD.
phone can be plugged into the ja ok.) Aswitch is incorporated (3) Cowl Flaps -- OPEN
on the left hand cdntrol wheel to operate the microphone.
(2) Attach mask to face and adjust metallic nose strap for snug mask
fit. SECURING AIRCRAFT.
(3) Select oxygen outlet located nearest to the seat you are occupy-
ing, and plug delivery hose into it. When the oxygen supply is turned (1) Parking Brake -- SET.
on, oxygen will flow continuously at the proper rate of flow for any (2) Radios and Electrical Equipment -- OFF.
altitude without any manual adjustments· (3) Throttle -- IDLE.
(4) Position oxygen supply control knob ON• (4) Mixture -- IDLE CUT-OFF (pulled full out).
(5) Check the flow indicator in the face mask hose. Oxygen is flow¯ (5) Ignition Switch -- OFF.
ing if the indicator is being forced toward the mask• (6) Master Switch -- OFF.
(6) Unplug the delivery hose from the outlet coupling when discontin" (7) Control Lock -- INSTALLED
uing use of the oxygen system. This automatically stops flow of oxygen.
(7) Position oxygen supply control knob OFF.
7-8 1-7

INSTRUMENT PANEL OXYGEN DURATION CHART
(48 CUBIC FEET CAPACITY)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
1400
I2OO
1000
//SOO
44 43 42 41 40 39 38 37 36 26 25 24 23 22 21 20
35 27
400
32 30
1. Ial
31
3. Aircraft Registration Number 30. Fuel Selector Light ÛÛ
4. Map Light and Switch 31. Fuel Selector Valve Handle
5. Encoding Altimeter (Opt.) 15. Over-Voltage Warning Light 32. Elevator Trim Control Wheel
6. Localizer Reversed Indicator 16. Tachometer 33. Throttle (With Friction Lock)
Lights (Opt.) 17. Economy Mixture Indicator(Opt.)34. Control Pedestal Light
7. Autopilot Control Unit (Opt.) 18. Carburetor Air Temperature 35. Carburetor Heat Control Knob OI2345 6 789
8. Radios and Transponder (Opt.) Gage (Opt.) .36. Electrical Switches
9. Rear View Mirror (Opt.) 19. Secondary Altimeter 37. Static Pressure Alternate
10. Radio Selector Switches (Opt.) 20. Radio (Opt.) Source Valve (Opt.) OXYGEN DURATION -(HOURS)
11. Radio Selector Switch Light 21. Map Compartment 38. Parking Brake Handle
Dimming Rheostat (Opt.) 22. Cabin Heat, Cabin Air and 39. Circuit Breakers
12. Manifold Pressure Gage Defroster Control Knobs 40. Instrument and Radio Dial
13. Fuel Quantity Indicators and 23. Cigar Lighter Light Rheostats
Ammeter 24. Wing Flap Switch 41. Ignition Switch
14. Cylinder Head Temperature, and Position Indicator 42. Engine Primer NOTE: This chart is based on apilot with an orange color-coded oxygen
Oil Temperature, and Oil 25. Mixture Control Knob 43. Phone Jack line fitting and passengers with green color-coded line fittings.
Pressure Gages 26. Propeller Control Knob 44. Master Switch
Figure 2-1. Figure 7-2.
1-8
7-7

OXYGEN SYSTEM $ÛÛÛÛ//
Afour -place oxygen system is available for your airplane. In this
system, an oxygen cylinder, located behind the rear baggage compart- DESCRIPTION AND OPERATING DETAILS
ment wall, supplies the oxygen. Cylinder pressure is reduced to an op-
erating pressure of 70 psi by apressure regulator attached to the cylin-
der. Ashutoff valve is included as part of the regulator assembly. An
oxygen cylinder filler valve is located on the left side of the rear baggage The following paragraphs describe the systems and equipment whose
compartment wall. Cylinder pressure is indicated by apressure gage function and operation is not obvious when sitting in the aircraft. This
located in the overhead oxygen console. section also covers in somewhat greater detail some of the items listed
in Checklist form in Section Ithat require further explanation.
Four oxygen outlets are provided; two in the overhead oxygen console
and two in the cabin ceiling just above the side windows; one at each of the
seating positions. One permanent, microphone-equipped mask is provided
for the pilot, and three disposable type masks are provided for the passen-
gers. All masks are the partial-rebreathing type equipped with vinyl FUEL SYSTEM.
plastic hoses and flow indicators. Fuel is supplied to the engine from two tanks, one in each wing. With
Aremote shutoff valve control, located adjacent to the pilot's oxygen the fuel selector valve on BOTH, the total usable fuel for all flight con-
outlet, is used to shut off the supply of oxygen to the system when not in ditions is 60 gallons for the standard tanks.
use. The control is mechanically connected to the shutoff valve at the
cylinder. With the exception of the shutoff function, the system is com- Fuel from each wing tank flows by gravity to aselector valve. De-
pletely automatic and requires no manual regulation for change of altitude. pending upon the setting of the selector valve, fuel from the left, right,
or both tanks flows through afuel strainer and carburetor to the engine
induction system.
The fuel selector valve should be in the BOTH position for take-off,
OX YGEN SYSTEMOPER ATIO N. climb, landing, and maneuvers that involve prolonged slips or skids.
Operation from either LEFT or RIGHT tank is reserved for cruising
Prior to flight, check to be sure that there is an adequate oxygen flight.
supply for the trip, by noting the oxygen pressure gage reading. Refer NOTE
to paragraph OXYGEN DURATION CALCULATION, and to the Oxygen
Duration Chart (figure 7-2). Also, check that the face masks and hoses When the fuel selector valve handle is in the BOTH
are accessible and in good condition. position in cruising flight, unequal fuel flow from each
tank may occur if the wings are not maintained exactly
Supplemental oxygen should be used by all occupants when cruising level. Resulting wing heaviness can be alleviated
above 10, 000 feet. As described in the Cessna booklet "Man At Altitude, "gradually by turning the selector valve handle to the
it is often advisable to use oxygen at altitudes lower than 10, 000 feet tank in the "heavy" wing.
under conditions of night flying, fatigue, or periods of physiological or
emotional disturbances. Also, the habitual and excessive use of tobacco NOTE
or alcohol will usually necessitate the use of oxygen at less than 10, 000 It is not practical to measure the time required to con-
feet, sume all of the fuel in one tank, and, after switching to
7-6 2-1

to the transmitter the pilot has selected for use. To accomplish this, in-
VENTED FILLER CAPs terlocking transmitter selector switches labeled TR 1 and TR 2are
-Q provided. TR 1 selects the upper transmitter and TR 2 selects the lower
transmitter.
The installation of Cessna radio equipment provides certain audio
VENT back-up capabilities and transmitter selector switch functions that the
FUEL SELECTOR pilot should be familiar with. When the transmitter selector switch
LEFT FUEL TANK VALVE RIGHT FUEL TANK labeled TR 1 or TR 2is depressed, the audio amplifier of the corres-
ponding transceiver is utilized to provide the speaker audio for all radios.
If the audio amplifier in the selected transceiver fails, as evidenced by
loss of speaker audio for all radios, depress the transmitter selector
switch for the transceiver not in use. Since an audio amplifier is not
To ensure maximum fuel utilized for headphones, amalfunctioning amplifier will not affect head-
capacityduring refueling, phone operation.
place the fuel selector valve
handle in either LEFT or
RIGHT position to prevent SPEA KER-PHONES WITCH ES.
cross-feeding.
FU EL SY ST EM The speaker-phone switches determine whether the output of the
SCHEM A T I C receiver in use is fed to the headphones or through the audio amplifier
to the speaker. Depress the switch for the desired receiver to obtain
FUEL TO ENGINE speaker operation, or release it if headphone operation is desired.
STRAINER ENGINE PRIMER
CODE
THROTTLE FUEL SUPPLY
.... CARBURETOR VENT
MECHANICAL MICROPHONE-HEADSET
LINKAGE
Amicrophone-headset combination is offered as optional equipment.
Using the microphone-headset and a microphone keying switch on the left
MIXTURE To side of the pilot's control wheel, the pilot can conduct radio communica-
CONTROL KNOB ENGINE tions without interrupting other control operations to handle a hand-held
microphone. Also, passengers need not listen to all communications.
The microphone and headset jacks are located near the lower left corner
Figure 2-2. of the instrument panel.
2-2 7-5

the opposite tank, expect an equal duration from the
RADIO SELECTORSWITCHES remaining fuel. The airspace in both fuel tanks is inter-
connected by avent line (see figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
RADIO SELECTOR SWITCH OPERATION. when the tanks are nearly full and the wings are not level.
Operation of the radio equipment is normal as covered in the respec- For fuel system servicing information, refer to Servicing Require-
tive radio manuals. When more than one radio is installed, an audio ments on the inside back cover.
switching system is necessary. Audio switching is accomplished by a
series of selector switches located at the top-center of the instrument FUELTANK SU MP QUICK-DRAIN VALVES.
panel. They are rectangular in shape, internally lighted, and the face of
each switch is labeled to define the system it controls. The selector Each fuel tank sump is equipped with afuel quick-drain valve to
switches have one function when depressed and another function when facilitate draining and/or examination of fuel for contamination and grade.
extended. They are designed to lock when pushed in to the depressed The valve extends through the lower surface of the wing just outboard of
position; they can be extended by pressing full in and allowing them to the cabin door. Asampler cup stored in the aircraft is used to examine
release to the extended position. Certain combinations of switches are the fuel. Insert the probe in the sampler cup into the center of the quick-
interlocked to prevent more than one system from being utilized at the drain valve and push. Fuel will drain from the tank sump into the sampler
same time. Depressing one interlocked switch automatically disengages cup until pressure on the valve is released.
the others. All of the selector switches are lighted anytime the master
switch is on. When aswitch is depressed, its light becomes brighter. LONG RA NGE FUEL TANK S.
The light intensity of adepressed switch can be controlled with a rheostat
labeled AUDIO SW, BRT located to the right of the selector switches. The Special wings with long range fuel tanks are available to replace the
following information describes 1;he various selector switch functions. standard wings and fuel tanks for greater endurance and range. When
these tanks are installed, the total usable fuel for all flight conditions is
TRANSMITTER SELECTOR SWITCH. 79 gallons.
When two transmitters are installed, the microphone must be switched
IELECTRICAL SYSTEM.
RADIO SELECTOR SWITCHES Electrical energy is supplied by a14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-3). The 12-volt
battery is located aft of the rear baggage compartment wall. Power is
TYPICAL ARRANGEMENT supplied to all electrical circuits through asplit bus bar, one side con-
taining electronic system circuits and the other side having general elec-
OTR TR REC REC DME ADF triCRI System circuits. Both sides of the bus are on at all times except
'2when either an external power source is connected or the starter switch
is turned on; then apower contactor is automatically activated to open
the circuit to the electronics bus. Isolating the electronic circuits in
TTER SPEAKER-HEADPCHHENSE SELECTOR this manner prevents harmful transient voltages from damaging the
SWITCHES (Switches control speaker-head- trRESistors in the electronics equipment.
phone function of communication
and navigation radio equipment) MASTER SWITCH
Figure 7-1. The master switch is asplit-rocker type switch labeled MASTER,
7-4
2-3

However, cabin pressures will vary with open cabin ventilators or win-
ELECTRICAL SYSTEM SCHEMATIC dows. The most adverse combinations will result in airspeed and alti-
meter variations of no more than 6 MPH and 50 feet respectively.
REGULATOR ALTERNATOR l' TO LAND1NG aTAXI LIGHTS In climb and cruising flight, the airspeed and altimeter will read
OVER- BLIGHTS EN ATINEN LENGHTL HTING high. However, in the landing approach (when instrument readings are
Wga -NAV
MAPPTIONAL CONTROL WHEEL MOre important) the instruments will generally read low. Therefore,
Li
TO ALT REG gg -
LIGHTS TO TRANSMITTER RELAY (OPT) USing the normal published approach speeds and altitudes will result in
ClRCull BREAKER ALT TO HEATED PITOT & STALL & Slightly faster approach speed and higher approach path than normal,
(wlT GCARCULIGHTEEARKER) WARNING SYSTEM (OPT) gÎVing RR eXtra margin of safety.
OVER TO FUEL QUANTITY INDICATORS,
MASTik VOLTAGE CYLINDER HEAD TEMP.GAGE &
SWITCH SENSOR OPTIONAL CARBURETOR AIR
TO ALT REG TEMPERATURE GAGE
CIRCutT BREAKER NITO IGNITIONSWITCH
..-- TO INSTRUMENT LIGHItNG,
PEDESTAL LIGHTING, GLARE SHIELD
COS CEROR REVERSE AMMETER MOUNTED MAP LIGHT, COMPASS
POLARITY GROUND LIGHT & OPTIONAL OXYGEN
CONTACIOR RSC PT LPLUG LIGHTING
ja SPUT BUS
LC I TO OPTIONAL POST LIGHTING
CONTACTOR TO DOME aOPTIONAL COURTESY
(NC ADLLY LIGH
NG FLAP SYSTEM
FLAP
la TO FLASHING BEACON (OPT)
FLIGHT HOUR BCN
RECORDER (OPT) TO RADIO (OPT)
RADIO4 STATIC DISCHARGERS
OIL TO INSTRUMENT TO RADIO (0PT)
STARTER RE CI TRADIO 3
(OPT) TO RADIO (OPT)
BATTERY
RADic 2
TO RADIO (OPT) If frequent IFR flights are planned, installation of optional wick-type
CONTACTOR RADIO IStatic dischargers is recommended to improve radio communications
c°HN TO AUTOMATIC PILOT (OPT) during flight through dust or various forms of precipitation (rain, freez-
AUTO PILOTTO
AUDIO AMPLIFIER (OPT) ing Tain, Snow or ice crystals). Under these conditions, the build-up and
uo ar discharge of static electricity from the trailing edges of the wings, rud-
¯
,,,, ,,,,,,, ,,, cler, elevators, propeller tips and radio antennas can result in loss of
BATTERY TO OVER-VOLTAGE SENSOR & USable radio signals on all communications and navigation radio equipment.
MASTER SWITCH (Usually the ADF is first to be affected and VHF communication equipment
MAGNETOS ALT REG OVER-VOLIAGE WARNING iS the last to be affected).
CODE 5TO OPTIONAL TURN COORDINATOR
OR OPTIONAL TURN & BANK
CIRCUIT BREAKER (PUSH-TO RESET) COU DINDICATOR IRStallation of static dischargers reduces interference from precip-
FCUASEAC
ROSE F
ERRESISTOR
sAtt
TO STALL WARNING SYSTEm ÎÉRiiOn static, but it is possible to encounter severe precipitation static
wans conditions which might cause the loss of radio signals, even with static
5 TO STROBE LIGHTS (OPT) dischargers installed. Whenever possible, avoid known severe precip-
S*o°u? itation areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
Figure 2-3. signals while in these areas.
7-3
2-4

tenance work on the airplane electrical system (with the exception of elec- and is ON in the up position and off in the down position. The right half
tronic equipment). of the switch, labeled BAT, controls all electrical power to the aircraft.
NOTE The left half, labeled ALT, controls the alternator.
Electrical power for the airplane electrical circuits is pro- Normally, both sides of the master switch should be used simulta-
vided through a split bus bar having all electronic circuits neously; however, the BAT side of the switch could be turned ON
on one side of the bus and other electrical circuits on the separately to check equipment while on the ground. The ALT side of the
other side of the bus. When an external power source is switch, when placed in the off position, removes the alternator from the
connected, a contactor automatically opens the circuit to electrical system. With this switch in the off position, the entire
the electronic portion of the split bus bar as a protection electrical load is placed on the battery. Continued operation with the
against damage to the transistors in the electronic equip- alternator switch off will reduce battery power low enough to open the
ment by transient voltages from the power source. There- battery contactor, remove power from the alternator field, and prevent
fore, the external power source can not be used as a alternator restart.
source of power when checking electronic components. AMMETER.
Just before connecting an external power source (generatortype or bat- The ammeter indicates the flow of current, in amperes, from the al-
tery cart), the master switch should be turned ON. 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, the
The ground service plug receptacle circuit incorporates a polarity re- ammeter indicates the charging rate applied to the battery. In the event
versal protection. Power from the external power source will flow only if the alternator is not functioning or the electrical load exceeds the output
the ground service plug is correctly connected to the airplane. If the plug of the alternator, the ammeter indicates the discharge rate of the battery.
is accidentally connected backwards, no power will flow to the airplane's
electrical system, thereby preventing any damage to electrical equipment. OVER-VOLTAGE SENSOR AND WARNING LIGHT.
The battery and external power circuits have been designed to com- The aircraft is equipped with an automatic over-voltage protection
pletely eliminate the need to "jumper" across the battery contactor to close system consisting of an over-voltage sensor behind the instrument panel
it for charging a completely "dead" battery. Aspecial fused circuit in the and a red warning light, labeled HIGH VOLTAGE, below the engine
external power system supplies the needed "jumper" across the contacts so instrument cluster.
that with a "dead" battery and an external power source applied, turning
the master switch ON will close the battery contactor. In the event an over-voltage condition occurs, the over-voltage sen-
sor automatically removes alternator field current and shuts down the
alternator. The red warning light will then turn on, indicating to the
pilot that the alternator is not operating and the aircraft battery is supply-
ing all electrical power.
STATIC PRESSURE ALTERNATE SOURCE VALVE. The over-voltage sensor may be reset by turning the master switch
Astatic pressure alternate source valve is available to provide con- off and back on again. If the warning light does not illuminate, normal
tinued operation of the airspeed indicator, altimeter and vertical speed alternator charging has resumed; howeveg, if the light does illuminate
indicator in the event that the static system ports or lines become ob. again, amalfunction has occurred, and the flight should be terminated as
structed. soon as practical.
If erroneous instrument readings are suspected due to water or ice The over-voltage warning light may be tested by momentarily turning
in the static system ports or lines, the static pressure alternate source off the ALT portion of the master switch and leaving the BAT portion
valve knob should be pul1ëd on, venting the static system to the cabin. turned on.
7-2 2-5

CIRCUIT BREAKERS AND FUSES.
Most of the electrical circuits in the aircraft are protected by "push-
to-reset" circuit breakers mounted on the instrument panel. Exceptions
to this are the battery contactor closing (external power) circuit, and the
optional clock and flight hour recorder circuits which have fuses mounted OPTIONAL SYSTEMS
near the battery. Also, the cigar lighter is protected by amanually-
reset type circuit breaker mounted directly on the back of the lighter be-
hind the instrument panel. This section contains adescription, operating procedures, and per-
When more than one radio is installed, the radio transmitter relay formance data (when applicable) for some of the optional equipment which
(which is a part of the radio installation) is protected by the navigation may be installed in your Cessna. Owner's Manual Supplements are pro-
lights circuit breaker labeled NAV LIGHTS. It is important to remember vided to cover operation of other optional equipment systems when installed
that any malfunction in the navigation lights system which causes the in your airplane. Contact your Cessna Dealer for a complete list of avail-
circuit breaker to open will de-activate both the navigation lights and the able optional equipment.
transmitter relay. In this event, the navigation light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-acti-
vate the transmitter relay and permit its usage. Do not turn on the navi-
gation light switch until the malfunction has been corrected.
LIGHTING EQUIPMENT. COLD WEATHER EQUIPMENT
EXTERIOR LIGHTING.
Conventional navigation lights are located in the wing tips and tail WINTER IZATION KIT AND
stinger. Two landing lights are installed in the cowl nose cap. When NON -CONGE ALING OIL COOLE R.
taxi lighting is selected, the left cowl light illuminates separately. De-
pressing the adjacent landing light switch causes both lights to illuminate For continuous operation in temperatures consistently below 20°F,
and serve as landing lights. Optional lighting includes aflashing beacon the Cessna winterization kit and non-congealing oil cooler should be in-
which mounts on the top of the vertical fin, two strobe lights (one in each stalled to improve engine operation. The winterization kit consists of two
wing tip), and two courtesy lights (one under each wing just outboard of shields to partially cover the cowl nose cap opening, one shield to cover
the cabin door). All exterior lights except the courtesy lights are con- the carburetor air intake, and insulation for the crankcase breather line.
trolled by rocker-type switches located on the left switch and control panel. Once installed, the crankcase breather insulation is approved for perma-
The courtesy lights are operated by aswitch, labeled UTILITY LIGHTS, nent use in both cold and hot weather. The non-congealing oil cooler re-
on the aft side of the left rear door post. places the standard oil cooler and provides improved oil flow through the
cooler in cold weather.
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation. GROUND SERVICE PLUG RECEPTACLE.
The two high intensity strobe lights will enhance anti-collision pro- Aground service plug receptacle may be installed to permit use of an
tection. However, the lights should be turned off when taxiing in the external power source for cold weather starting and during lengthy main-
2-6 7-1