Cessna Skywagon 185 1975 User manual

ESSNA SKYWAGON
SSE MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD"
1975
MODEL
A185F
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS OWNER'S
WORLD'S LARGEST PRO-
DUCER OF GENERAL MANUAL
AVIATION AIRCRAFT
SINCE 1956

PERFORMANCE -SPECIFICATIONS SERVICING REQUIREMENTS*
Skywagon 185* ENGINE OIL (CONTINUED):
the oil change interval may be extended to 100-hour intervals, pro-
GROSS WEIGHT .. . .. . . . .... . . . 3350 lbs viding the oil filter element is changed at 50-hour intervals. Change
sPEED, BEST POWER MIXTURE: engine oil at least every 6 months even though less than the recom-
Top speedat Sea Level ..178 mph mended hours have accumulated. Reduce intervals for prolonged
Cruise, 75% Power at 7500 ft .. . 169 mph
RANGE, EXTENDED RANGE MIXTURE: operation in dusty areas, cold climates, or when short flights and
cruise, 75% Power at 7500 ft ... . ... . . . . . . 660 mi long idle periods result in sludging conditions.
62 Gallons, No Reserve 3.9 hrs
Cruise, 75% Power at 7500 ft ........ . . . . .
8mh FUEL:
78 Gallons, No Reserve 4.9 hrs .
168 mph GRADE -- 100/130 Minimum Grade Aviation Fuel.
Maximum Range at 10, 000 ft . . . . . . ......825 mi 100/130 low lead aviation fuel with alead content limited to 2cc per
62 Gallons, No Reserve 6.4 hrs gallon is also approved.
129 mph CAPACITY EACH STANDARD TANK -- 32. 5 Gallons.
mRangNeat10,00e0ft .. . . . .. . .. . . Shms' CAPACITYEACHLONGRANGETANK--42.0Gallons.
RATE OF CLIMB AT SEA LEVEL .... . . . . ... . .
Ompphm NOTE
SERVICE CEILING . . . .... . . . . . . . . . . . . 17, 150 ft With the "ON-OFF" fuel system, cross-feeding between
TAKE-OFF: fuel tanks may occur during fueling operations. Re-
tal itanneeoer 50-Foot obstacle . . . . . 5 ft topping the tanks after each refueling will assure maxi-
LANDING: mum capacity. If a "SELECTOR VALVE" fuel system
Ground Roll ... . ..... . .... . . . .. . . 480 ft is installed, place the fuel selector valve handle in the
Total Distance Over 50-Foot Obstacle ....... . . . 1400 ft RIGHT or LEFT position while refueling to prevent
sTALL sPEEDS: cross-feeding and assure maximum capacity.
FlapsUp,PowerOff ................. 65mph
Flaps Down, Power Off ............. . . . 56 mph
EMPTY WEIGHT: One Seat (Approximate) ... . . . ....1600 lbs LA ND INGGE A R:
USEFUL LOAD: (Approximate) ...... . . . . .. . ..1750 lbs
WING LOADING: Pounds/Sq Foot ..............19. 3 MAIN WHEEL TIRE PRESSURE -- 36 PSI on 6. 00-6, 6-Ply Rated Tires
POWER LOADING: Pounds/HP . . .......... . . . 11.2 26 PSI on 8.00-6, 6-Ply Rated Tires
FUEL CAPACITY: Total TAIL WHEEL TIRE PRESSURE -- 55 PSI to 70 PSI Max. 4-Ply Rated Tire
tÎonrdLoannhRange Tanks .... .
gaa (2300 Lbs. to 3350 Lbs. Norma10perating Loads)
OILCAPACITY:Total .................. 12qts
PROPELLER: Constant Speed, Diameter . . . . . . . . . . 82 inches OXYGE N:
Continental Fuel Injection Engine . . IO-520-D
300 rated BHP at 2850 RPM (5-Minute Take-Off Rating) AVIATOR'S BREATHING OXYGEN -- Spec. No. MIL-O-27210
285 rated BHP at 2700 RPM (Maximum Continuous Rating) MAXIMUM PRESSURE (cylinder temperature stabilized after filling) --
1800 PSI at 70°F.
Refer to page 7-12 for filling pressures.
*This manual covers operation of the Skywagon 185 which is certificated *For complete servicing requirements,
as Model A185F under FAAType Certificate No. 3A24 refer to the aircraft Service Manual.
EFFECTlVE SERIALS 18502566 AND ON.
D1042-13-RPC-100-2/85

SERVICING REQUIREMENTS *CONGRATULATIONS . . . . .
ENGINE OIL:
GRADE -- Aviation Grade SAE 50 Above 40°F. Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
Aviation Grade SAE 10W30 or SAE 30 Below 40°F. structed to give you the most in performance, economy, and comfort. It is our de-
Multi-viscosity oil with arange of SAE 10W30 is recommended for sire that you will find flying it, either for business or pleasure, a pleagnt and
improved starting in cold weather. Ashless dispersant oil, conform_ profitable experience.
ing to Continental Motors Specification MHS-24A, must be used. This owner's Manual has been prepared as a guide to help you get the most pleasure
NOTE and utility from your Skywagon 185. It contains information about your Cessna's
equipment, operating procedures, and performance; and suggestions for its servic-
Your Cessna was delivered from the factory with aing and care. We urge you to read it from cover to cover, and to refer to it fre-
corrosion preventive aircraft engine oil. If oil must quently.
be added during the first 25 hours, use only aviation
grade straight mineral oil conforming to Specification our interest in your flying pleasure has not ceased with your purchase of a Cessna.
No. MIL-L-6082 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
Dealers:
CAPACITY OF ENGINE SUMP -- 12 Quarts.
Do not operate on less than 9quarts. To minimize loss of oil through THE CESSNA WARRANTY -- It is designed to provide you with the most
breather, fill to 10 quart level for normal flights of less than 3hours, comprehensive coverage possible:
For extended flight, fill to 12 quarts. These quantities refer to oil a. No exclusions
b. Coverage includes parts and labor
dipstick level readings. During oil and oil filter changes, one addi~ c. Available at cessna Dealers world wide
tional quart is required when filter element is changed. d. Best in the industry
OIL DIPSTICK CALIBRATIONS specificbenefits and provisions of the warranty plus other important
benefits for you are contained in your Customer Care Program book
The oil dipstick is calibrated for both landplane and floatplane/amphi- supplied with your aircraft. Warranty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
bian use. Oil level readings for the floatplane/amphibian will regis- of your Customer Care Card which establishes your eligibility under
ter below the calibrations for the landplane due to the difference in the warranty.
attitude of the aircraft. When checking the oil level, take precautions
to assure that you are using the correct calibrations for your airplane. FACTORY TRAINED PERSONNEL to provide you with courteous expert
service.
The landplane side of the dipstick is marked with four lines represent¯ FACTORY APPROVED SERVICE EQÚlPMENT to provide you with the
ing six, eight, ten and twelve quarts. The bottom line is the six most efficient and accurate workmanship possible.
quart level and the top line is the twelve quart (full) level. The float-
plane/amphibian side of the dipstick has two xmarks. The lower A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you
mark indicates nine quarts and the upper mark indicates twelve quarts. need them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
OIL AND OIL FILTER CHANGE -- CESSNA AIRPLANES, since Cessna Dealers have all of the Service
After first 25 hours of operation, drain engine oil sump and clean oil Manuals and Parts Catalogs, kept current by Service Letters and
pressure screen. If optional oil filter is installed, change filter ele- Service News Letters, published by Cessna Aircraft Company.
ment at this time. Refill sump with straight mineral oil and use until
atotal of 50 hours has accumulated or oil consumption has stabilized; We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
then change to dispersant oil. On aircraft not equipped with an op- Acurrent cessna Dealer Directory accompanies your new airplane. The Directory
tional oil filter, drain engine oil sump and clean oil pressure screen is revised frequently, and a current copy can be obtained from your Cessna Dealer.
each 50 hours thereafter. On aircraft which have an optional oil filter, Make your Directory one of your cross-country flight planning aids; a warm welcome
awaits you at every Cessna Dealer.
i

Rsurfaces,
aluminum, 5-2
Radio Selector Switches, 7-5 painted, 5-3
speaker-phone switches, 7-6
\transmitter selector switch,
7-9"MAX.
Recovery From Spiral Dive, 3-5
Removable Cabin Door, 2-13
Rough Engine Operation Or Loss of Table of Contents, iii
Power, 3-7 Tachometer, 4-3
oi2o engine-driven fuel pump fail- Tail Wheel Lock, Manual, 2-13,
‡25 '" ure, 3-8 2-15
low oil pressure, 3-8 Take-Off, 1-5, 2-16
10 10 magneto malfunction, 3-7 before, 1-5, 2-14
Ad "1 ional Spark plug fouling, 3-7 data chart, 6-3
installed. Rudder Pedals, Stowable, 7-14 maximum performance, 1-5
Rudder Pedal Extensions, 7-14 normal, 1-5
power check, 2-16
PRINCIPAL wing flap settings, 2-16
Taxiing, 2-14
DIMENSIONS Tire Pressure, inside back cover
STransmitter Selector Switch, 7-5
True Airspeed Indicator, 7-15
Sample Loading Problem, 4-6
Il |||||| Il lillllllllllllll Securing Aircraft, 1-7
Servicing Requirements, 5-8,
inside back cover
engine oil, inside back cover W
fuel, inside back cover
landing gear, inside back cover Warm-Up, 2-15
oxygen, inside back cover Weight,
Shoulder Harnesses, 2-12, 2-13 empty, inside front cover
Spark Plug Fouling, 3-7 gross, inside front cover
Speaker-Phone Switches, 7-6 Weight and Balance, 4-4
Spins, 3-6 baggage and cargo tie-down,
Stalls, 2-20 4-11
speed chart, 6-2 center of gravity moment
Starting Engine, 1-4, 2-14 envelope, 4-8
Static Dischargers, 7-7 loading arrangements diagram,
s2" Static Pressure Alternate Source 4-9
Valve, 7-4 sample loading problem, 4-6
r.s Storage, Flyable, 5-6 Windows, Observation, 7-15
Stowable Rudder Pedals, 7-14 Windshield -Windows, 5-2
Suction Gage, 4-3 Winterization Kit, 7-1
Index-5
ii

Moil dilution, 7-2
oil dilution table, 7-3
MAA Plate/Finish Trim Plate, 5-5 oil/filter change, inside back
Magneto Check, 2-15 cover
malfunction, 3-7 oil grade, inside back cover
Maneuvers -Normal Category, 4-1 pressure gage, 4-3
Manual Tail Wheel Lock, 2-13, quick-drain valve, 7-16
Ma2nif1o51d
Pressure/Fuel Flow OperaemperaColrde elie4r 2-20 TAB LEOF CO NTENTS
Indicator, 4-3 Operation Limitations, Engine,
Markings, Airspeed Indicator, 4-2 4-2 Page =
Markings, Engine Instrument, 4-2 Operations Authorized, 4-1
Master Switch, 2-8 Over-Voltage Sensor and Warning SECTION I -OPERATING CHECKLIST.......... 1-1
Maximum Glide Diagram, 6-10 Light, 2-7
Maximum Performance Climb, 1-6 Owner Follow-Up System, 5-9 SECTION ll -DESCRIPTION AND
Maximum Performance Take-Off, publications, 5-9
1-5 Oxygen System, 7-8 OPERATING DETAILS ...........-- 2-1
Maximum Rate-Of-Climb Data duration calculations, 7-11
Chart, 6-3 duration chart, 7-9 SECTION lli -EMERGENCY PROCEDURES..... 3-1
Microphone-Headset, 7-6 operation, 7-8
Moment Envelope, Center of servicing, 7-11, inside back SECTION IV -OPERATING LIMITATIONS..-..... 4-1
Gravity, 4-8 cover
Mooring Your Airplane, 5-1 SECTION V -CARE OF THE AIRPLANE---..... 5-1
SECTION VI -OPERATIONAL DATA.............. 6-1
Nrack, cargo,4-12, 7-is SECTION VII- OPTIONAL SYSTEMS........------ 7-1
Noise Abatement, 2-21 Painted Surfaces, 5-3
Non-CongealingOil Cooler, 7-1 Performance -Specifications, ALPHABETICAL INDEX----------....____...._____ index-1
Normal Category Maneuvers, 4-1 inside front cover
Normal Climb, 1-6 Precautionary Landing with Engine
Normal Landing, 1-9 Power, 3-2
Normal Take-Off, 1-5 Primer System, Engine, 7-3
Principal Dimensions Diagram, ii
Progressive Care, Cessna 5-7
Propeller,
care, 5-3
Publications, 5-9
Observation Windows, 7-15
Oil System,
capacity, inside back cover
oil cooler, non-congealing,
7-1 Quick-Drain Valve, Oil, 7-16
Index-4 iii

REVISED
FUELQUANTITYDATA
I1973 AIRCRAFT(SERIAL18502263 ANDON)
SKYWAGON
185 1974AIRCRAFT(ALLSERIALS)
1975 AIRCRAFT(ALLSERIALS) precautionary landing with Indicator, Fuel Quantity, 4-2
Due to changesin fuel tank manufacturingtechnique,the fuel systems in the above noted airplanes engine power, 3-2 Indicator, True Airspeed, 7-15
havebeen found to contain less than the capacitypublished in the Owner'sManualsfor landplanes and Fuel Systems, 2-1 Inspection Requirements, 5-6
Owner'sManualSupplementsfor the AGcarryallor floatplanes, amphibians and skiplanes. Data in these auxiliary fuel pump switch, 2-6 Instrument Markings, Engine
manuals indicatestotal usable capacitiesof 59 gallons (standard tanks and "selector valve" fuel system), capacity, inside back cover 4-2
78 gallons (long range tanks and "selector valve" fuel system), anci62 gallons (standard tanksand "on-off fuel flow indicator, 4-3 Instrument Panel Diagram, 1-8
fuel system). The usable capacity per tank in these systems is 29.5 gallons (standard tanks and "selector fuel grade, inside back cover Integrated Seat Belt/Shoulder Har-
valve" system) and 39 gallons (Iong range tanks and "selector valve" system); in airplanes havingstandard fuel quantity indicators, 4-2 nesses with Inertia Reels
tanks and an "on-off" system, single-tank operationis not selectable. long range fuel tanks, 2-6 Interior Care, 5-4
AII fuel capacityreferences inOwner'sManualsand Supplementsfor these airplanes should be marked "on-off", 2-1, 2-2 Interior Lighting, 2-10
to reflect the capacities in the chart below. schematic, 2-2, 2-3 Internal Cabin Dimensions
TOTAL USABLE TOTAL .USABLE selector Valve, 2-3, 2-4 Diagram, 4-10
BOTHTANKS.BOTHTANKS PER TANK PERTANK tank sump and fuel quick-drain
CAPACITY
(STANOARD valves, 2-5
TANKS,SEL. VALVESYS.) 61 Gal. 55 Gal. 30.5 Gal. 27.5 Gal. Fuses and Circuít Breakers, 2-9
CAPACITY(LONGRANGE 80 Gal. 74 Gal. 40 Gal. 37 Gal.
TANKS,SEL. VALVESYS.)
TKAQ0N-OFFASNY98
)61 Gal. 58 Gal. 30.5 Gal• SeleNc
ble Landing, 2-20
Gafter, 1-7
Whenfiguringweight and balancedata, consideration should be given to thereduction in weight and balked, 1-7, 2-21
changein moment/1000 which resultsfrom a reduced fuel capacity, before, 1-6
For quick re-computation of cruiseperformance data, use the informationin the CruisePerformance Glide, Maximum, 6-10 distance table, 6-9
charts provided in Owner'sManualsand Supplementsby multiplying the ENDR. HOURS and RANGE Graph, Loading, 4-7 forced, 3-2
MILESfigures by 0.93 (for standard tank and "selector valve" or "on-off" system values) or 0.94 (for Gross Weight, inside front cover normal, 1-7
long range tank and "selector valve" system values); this will provide conservative endurance and range Ground Handling, 5-1 Landing Gear Servicing, inside
basedon the reduced fuel capacities. Ground Service Plug Receptacle, back cover
Pagesin the Owner'sManuals or Supplementswhich are affected by the change in fuel capacity are 7.2
listed in the chart below. main/tail wheel tire pressure,
inside back cover
MANUAL PAGESÁFFECTED Leaning With ACessna Economy
197 ONUNAELR'S
I2-1 2-14 4-6 4-7 5-8 6-4 6-5 6-6 &7 6-8 7-1 7-2 - - -- - Mixture Indicator (E GT), 2-19
HLet-Down, 1-6 197S3UAGLCEAMRERNTALL
I3-4 35 5-3 5-4 ---- -- -'- - ------Lighting Equipment, 2-9
19,7g|F,LUO HIS I1-9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 224 3-7 3-8 39 3-10 Handling, Ground, 5-1 1en eerriorr11ighhtinng,
22-190
1974 OWNER'S Imide 2-1 23 2-4 2-5 2-17 4-6 4-7 6-4 6-5 6-6 6-7 6-8 Imide Harnesses, Shoulder, 2-12, 2-13 Limitations, Airspeed, 4-2
MANUAL Cover Cover Headset-Microphone, 7-6 . .
.Limitations, Engine Operation,
1974 AGCARRYALLimide 34 3-5 53 5-4 -- - ----------_Heating, Ventilating and Defrosting 4-2
SUPPLEMENT cm System, Cabin, 2-11
sKi'sLUO 14 1-9 1-10 1-15 1-16 1-17 1-18 1-19 2-13 2-14 2-20 2-21 2-22 2-23 2-24 3-7 &8 39 310 Loa4di9ng Arrangements Diagram,
197MADNWUNAELR'S
I21 2-3 24 2-6 4-6 4-7 64 6-5 6-6 6-7 6-8 Cm _ _ _ _ _Loading, Cargo, 4-11
Loading Graph, 4-7
s"uÊPLCEAMRERNTALL10nne 34 3-5 53 5-4 --- - - - -- - - ---Loading Problem, Sample, 4-6
1975FLOATbAMPHIB, imide 19 1-10 1-15 1-16 1-17 1-18 1 19 2-13 2-14 2-20 2 21 2 22 2-23 2 24 3-7 3-8 3-9 310 Long Range Fuel Tanks, 2- 6
SKI SUPP ENT Cm Indicator, Fuel Flow, 4-3 Low Oil Pressure, 3-8
REFERENCE SERVICE LETTER SE 75 -7Index-3

DEmCelrægcy3L5et-Downs Through
Diagram, Emergency Locator Transmitter
cargo loading, 4-11 (ELT), 3-10 -- ..--.
cargo pack, 4-12 ELT control panel, 3-10
electrical system, 2-8 ELT operation, 3-11 OPERATlNG CHECK LIST
exterior inspection, 1-2 Empty Weight, inside front cover
fuel system, 2-2, 2-3 Engine,
instrument panel, 1-8 before starting, 1-4
internal cabin dimensions, 4-10 instrument markings, 4-2 One of the first steps in obtaining the utmost performance, service,
loading arrangements, 4-9 oil, inside back cover and flying enjoyment from your Cessna is to familiarize yourself with
maximum glide, 6-10 operation limitations, 4-2 your aircraft's equipment, systems, and controls. This can best be done
principal dimensions, ii primer system, 7-3 by reviewing this equipment while sitting in the aircraft. Those items
radio selector switches, 7-5 starting, 1-4, 2-14 whose function and operation are not obvious are covered in Section II.
Dimensions, Internal Cabin, 4-10 Engine Failure, 3-1
Dimensions, Principal, ii after take-off, 3-1 Section Ilists, in Pilot's Checklist form, the steps necessary to
Disorientation In Clouds, 3-4 during flight, 3-1 operate your aircraft efficiently and safely. It is not achecklist in its
emergency let-downs through Enroute Climb, 1-6, 2-17 true form as it is considerably longer, but it does cover briefly all of the
clouds, 3-5 maximum performance, 1-6 points that you should know for atypical flight. Amore convenient plastic
executing 180° turn in normal, 1-6 enclosed checklist, stowed in the map compartment ,is available for
clouds, 3-4 Engine-Driven Fuel Pump Failure, quickly checking that all important procedures have been performed.
recovery from spiral dive, 3-5 3-8 Since vigilance for other traffic is so important in crowded terminal areas,
Ditching, 3-3 Equipment, Cold Weather, 7-1 it is important that preoccupation with checklists be avoided in flight.
Excessive Rate of Electrical Procedures should be carefully memorized and performed from memory.
Charge, 3-9 Then the checklist should be quickly scanned to ensure that nothing has
EExecuting 180° Turn in Clouds, been missed.
3-4
Economy Mixture Indicator, 2-19 Exterior Care, 5-2 The flight and operational characteristics of your aircraft are normal
Electric Fire in Flight, 3-3 Exterior Inspection Diagram, 1-2 in all respects. There are no "unconventional" characteristics or opera-
Electrical Power Supply System Exterior Lighting, 2-9 tions that need to be mastered. All controls respond in the normal way
Malfunctions, 3-8 within the entire range of operation. All airspeeds mentioned in Sections
excessive rate of charge, 3-9 I, II and III are indicated airspeeds. Corresponding calibrated airspeed
insufficient rate of charge, 3-9 Fmay be obtained from the Airspeed Correction Table in Section VI.
Electrical System, 2-7
ammeter, 2-7 File, Aircraft, 5-5
circuit breakers and fuses, 2-9 Fires, 3-3
ground service plug receptacle, electrical fire in flight, 3-3
7-2 engine fire in flight, 3-3
master switch, 2-7 Flight in Icing Conditions, 3-6
over-voltage sensor and Flyable Storage, 5-6
warning light, 2-7 Forced Landings, 3-2
schematic, 2-8 ditching, 3-3
Emergency Landing Without Engine emergency landing without
Power, 3-2 engine power, 3-2
Index-2 1-1

ALPHABETICAL INDEX
5Refer to inside back coveraf this manual
for quantities, materials, and spapifications
of frequentlý used service items.
Afuel, inside back cover
oil, inside back cover
¯64¯¯ Aft Baggage Compartment 2-13 Care,
Afteg Landing, 1-7 exterior, 5-2
Airáraft, interior, 5-4
yile, 5-5 propeller, 5-3
8 3 securing, 1-7 Cargo Loading, 4-11
Airspeed Correction Table, 6-1 Cargo Pack, 4-12, 7-13
Airspeed Indicator, True, 7-15 flight operation, 7-13
EXTERIOR INSPECTION Airspeed Indicator Markings, 4-2 speed differential table, 7-13
Airspeed Limitations, 4-2 Center of Gravity Moment
Alternate Source Valve, Static Envelope, 4-8
Pressure, 7-4 Cessna Customer Care Program,
Alternator Check, 2-15 5-7
Aluminum Surfaces, 5-2 Cessna Progressive Care, 5-7
Ammeter, 2-7 Circuit Breakers and Fuses, 2-9
Authorized Operations, 4-1 Climb,
2Auxiliary Fuel Pump Switch, 2-7 enroute, 1-6, 2-17
maximum rate-of-climb
data chart, 6-3
Note maximum performance, 1-6
normal 1-6
Visually check aircraft for general condition during walk- '
around inspection. In cold weather, remove even small Baggage Compartment, Aft, 2-13 Cold Weather Equipment, 7-1
accumulations of frost, iceor snow from wing, tail and Balked Landing, 1-7, 2-21 engme primer system, 7-3
control surfaces. Also, make sure that control surfaces ground service plug
contain no internal accumulations of ice or debris. If aBefore Landing, 1-6 receptacle, 7-2
night flight is planned, check operation of all lights, and Before Starting Engine, 1-4 non-congealing oil cooler, 7-1
make sure aflashlight is available. Before Take-Off, 1-5, 2-14 oil dilution system, 7-2
alterñator check, 2-15
a. Remove control wheel lock. magneto check, 2-15 static pressure alternate
b. Check îgnition switch OFF. SOurce Valve, 7-4
c. Turn on master switch and check fuel quantity indicators; then wárm-up, 2-15 winterization kit, 7-1
d. Cbhrenc umla ro ac1h.eknob ON (full in). If optional fuel tank Cold Weather Operation, 2-21
selector valve is installed, check that handle is in BOTH ON Correction Table, Airspeed, 6-1
position. Cruise Performance Chart, 2-18,
e. Check baggage door securely locked· 6-4, 6-5, 6-6, 6-7, 6-8
Cabin Door, Removable, 2-13 Cruise, 1-6, 2-17
a. Remove rudder gust lock, if installed.
b. Disconnect tail tie-down. Cabin Heating, Ventilating and leaning with EGT, 2-19
Defrosting System, 2-11 Cylinder Head Temperature Gage,
Figure Capacity, 4-3
1-2 Index-1

CESSNA ECONOMY MIXTUREINDICATOR c. Check tail wheel tire for proper inflation.
d. Check control surfaces for freedom of movement and security.
a. Check aileron for free and correct movement and security.
The Cessna Economy Mixture Indicator is an exhaust gas temperature
(EGT) sensing device which visually aids the pilot in adjusting the cruise a. Disconnect wing tie-down.
mixture. Exhaust gas temperature varies with fuel-to-air ratio, power b. Check fuel tank vent opening for stoppage,
c. Check main wheel tire for proper mflation.
and RPM. However, the difference between the peak EGT and the EGT at d. Before first flight of day and after each refueling, use sampler
the cruise mixture setting is essentially constant and this provides ause- cup and drain small quantity of fuel from fuel tank sump quick-
ful leaning aid. Operating instructions are included in Section II. drain valve to check for water, sediment, and proper fuel grade.
e. Use sampler cup and drain small quantity of fuel from fuel
line quick-drain valve located on the bottom of the fuselage
below the cabin door.
f. Visually check fuel quantity; then check fuel filler cap secure
and vent unobstructed.
a. Inspect flight instrument static source opening on side of fuselage
OIL QU ICK-DRAIN VA LVE for stoppage (both sides).
b. Check propeller and spmner for nicks and security, and propeller
for oil leaks.
c. Check induction air filter for restrictions by dust or other foreign
An optional oil quick-drain system is offered to facilitate draining matter.
the engine oil sump by eliminating the need for removal of the lower cowl- d. Ch kl sfDo enot o rate th less than nine quarts. Fill
ing. The system consists of ahose from the engine sump to an on-off e. Before first flight of the day and after each refueling, pull
valve (spring-loaded in the off position) located on the lower left side of out strainer drain knob for about four seconds to clear fuel
the engine mount. The valve handle is accessible through the opening at strainer of possible water and sediment. Check strainer
the bottom of the lower cowling. Rotating the handle clockwise will open drain closed. If water is observed, the fuel system may
the valve. contain additional water, and further draining of the system
at the strainer, fuel tank sumps, and fuel line drain valves
will be necessary.
a. Visually check fuel quantity; then check fuel filler cap secure
and vent unobstructed.
b. Check main wheel tire for proper inflation.
c. 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.
d. Use sampler cup and drain small quantity of fuel from fuel line
quick-drain valve located on the bottom of the fuselage below the
cabin door.
e. Remove pitot tube cover, if installed, and check pitot tube open-
ing for stoppage.
a. Check stall warning vent opening for stoppage.
b. Check fuel tank vent opening for stoppage.
c. Disconnect wing tie-down.
a. Check aileron for free and correct movement and security.
1-1.
7-16 1-3

BEFORE STARTING ENGINE. OBSERVATION WINDOWS
(1) Exterior Preflight -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(3) Fuel Shutoff Valve -- ON- Special windows are available to increase the area of visibility for
(4) Fuel Selector Valve (if installed) -- BOTH ON· the pilot and copilot. Two windows in the cabin roof provide visibility
(5) Brakes -- TEST and SET· above the aircraft. Two additional windows in the lower portion of the
(6) Radios, Autopilot, Electrical Equipment -- OFF. cabin doors increase visibility below and to each side of the aircraft. A
(7) Wing Flaps -- CHECK ALL POSITIONS. pair of domed windows, which replace the standard flat windows in the
(8) Cowl Flaps -- OPEN (move lever out of locking detent to re- cabin doord, permit aline of vision beyond the side of the fuselage to pro-
position). vide almost vertical observation of the area beneath the aircraft. Each
(9) Tail Wheel Lock -- UNLOCK. openable domed window is held in the closed position by two over-center
latches equipped with push-button locks which must be depressed before
the latch can be released. The windows may be opened below 120 MPH,
STARTINGENG INE. as indicatád by aplacard just below the lower forward corner of the left
window.
(1) Master Switch -- ON.
(2) Mixture -- RICH.
(3) ProIieller -- HIGH RPM.
(4) Throttle -- CLOSED.
(5) Auxiliary Fuel Pump -- ON.
(6) Throttle -- ADVANCE for 8-10 GPH; then RETARD to IDLE.
(7) Auxiliary Fuel Pump -- OFF.
(8) Propeller Area -- CLEAR.
(9) IgnitionSwitch--START. TRUE AIRSPEED INDICATOR
(10) Throttle -- ADVANCE slowly.
(11) Ignition Switch -- RELEASE when engine starts.
NOTE Atrue airspeed indicator is available to replace the standard air-
speed indicator in your airplane. The true airspeed indicator has acali-
The engine should start in two to three revolutions· brated rotatable ring which works in conjunction with the airspeed indi-
If it does not continue running, start again at step cator dial in amanner similar to the operation of a flight computer.
(4) above. If the engine does not start, leave auxi-
liary fuel pump switch off, set mixture to idle cut- TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
off, open throttle, and crank until engine fires or is aligned with outside air temperature in degrees Fahrenheit. Then
for approximately 15 seconds. If still unsuccessful, read true airspeed on rotatable ring opposite airspeed needle.
start agaili using the normal starting procedure after
allowing the starter motor to cool• NOTE
(12) Throttle -- IDLE.
(13) Oil Pressure -- CHECK. Pressure altitude should not be confused with indicated
altitude. To obtain pressure altitude, set barometric
NOTE scale on altimeter to 29. 92 and read pressure altitude
If oil pressure is not indicated within 30 seconds in normal on altimeter. Be sure to return altimeter barometric
temperatures and 60 seconds in cold temperatures, shut scale to original barometric setting after pressure alti-
off engine and investigate the cause. tude has been obtained.
1-4 7-15

STOWABLE RUDDER PEDALS BEFORE TAKE-OFF.
(1) Parking Brake -- SET.
(2) Fuel Selector Valve (if installed) -- BOTH ON.
Stowable right-hand rudder pedals are available as part of the option- (3) Flight Controls -- FREE and CORRECT.
al right-hand flight controls installation. The pedals fold forward and (4) Stabilizer and Rudder Trim -- SET.
stow against the firewall, thereby permitting the right front passenger to (5) Cowl Flaps -- OPEN.
extend his feet forward for greater comfort, and also to rest his feet on (6) Throttle -- 1700 RPM.
the rudder pedals during flight without, in any way, interfering with the a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM
flight operation of the pilot's rudder pedals. on either magneto or 50 RPM differential between magnetos).
b. Propeller -- CYCLE from high to low RPM; return to high
Apush-pull control on the instrument panel actuates the pedal unlock- RPM (full in).
ing mechanism. The pedals are stowed simply by squeezing the double c. Engine Instruments -- CHECK.
buttons of the control knob and pulling the knob out to release the pedals; d. Suction -- CHECK (4. 6 to 5. 4 In. Hg.).
the pedals can then be pushed forward against the firewall where they are e. Ammeter ·-- CHECK.
retained by spring clips within abracket. The pedals are restored to (7) Flight Instruments and Radios -- CHECK and SET.
their operating positions by pushing the control knob full in, and inserting (8) Cabin Doors -- CLOSED and LOCKED.
the toe of the shoe underneath each pedal and pulling each pedal aft until (9) Tail Wheel Lock -- AS DESIRED.
it snaps into position. The pedals are again ready for flight use by the (10) Parking Brake -- RELEASE.
right front passenger. (11) Throttle Friction Lock -- ADJUST.
(12) Wing Flaps -- 0°-20°.
TAKE-OFF.
IRUDDER PEDAL EXTENSIONS NORMAL TAKE-OFF.
(1) Wing Flaps -- 0°-20°.
(2) Power -- FULL THROTTLE and 2850 RPM.
Rudder pedal extensions are available as optional equipment for use (3) Elevator Control -- MODERATELY TAIL LOW.
on either the pilot's or copilot's rudder pedals. The extensions allow the (4) Climb Speed -- 100 MPH.
user to position his seat approximately one and one half inches aft of his (5) Wing Flaps -- UP after obstacles are cleared.
normal seat position, primarily for improved visibility through the option-
al domed observation window in the cabin door. MAXIMUM PERFORMANCE TAKE-OFF.
Astandard rudder pedal face, two spacer blocks, and two clips com-
prise the rudder pedal extension assembly. The extensions are easily in- (1) Wing Flaps -- 20°.
stalled by hooking the clip on the bottom of the extension under the bottom (2) Brakes -- APPLY.
of the rudder pedal, and then pressing the top clip over the top of the rud- (3) Power -- FULL THROTTLE and 2850 RPM.
der pedal. Itemoval is accomplished by grasping the top clip and lifting (4) Mixture -- LEAN FOR FIELD ELEVATION.
it up and over the rudder pedal, allowing the extension to fall free. (5) Brakes -- RELEASE.
7-14 1-5

(6) Elevator Control -- MAINTAIN TAIL LOw· CARGO PACK
(7) Climb Speed -- 64 MPH (until all obstacles are cleared).
(8) Wing Flaps -- UP after obstacles are cleared.
FLIGHT OPERATION WITH A CARGO PACK.
ENROUTE CLIMB. All flight characteristics for a cargo pack equipped aircraft are
identical to an aircraft without a cargo pack. There is, however, a
NORMAL CLIMB· slight climb and cruisà performance differential between the two aircraft.
(1) Airspeed -- 110-120 MPH. The climb performance of the aircraft equipped with a cargo pack is
(2) Power -- 25 INCHES Hg. and 2550 RPM• approximately 40 ft/min less than that shown in the MAXIMUM RATE-OF-
(3) Mixture -- LEAN FOR ALTITUDE AS NECESSARY' CLIMB DATA table for the standard airplane.
(4) Cowl Flaps -- AS REQUIRED.
MAXIMUM PERFORMANCE CLIMB To obtain the speed performance for the aircraft equipped with a
cargo pack, the speed differentials shown in the table below should be
subtracted from the TAS MPH figures shown in the CRUISE PERFORM-
(1) Airspeed -- 101 MPH (sea level) to 94 MPH (10, 000 feet). ANCE tables for the standard airplane. Cruising range is computed by
(2) Power -- FULL THROTTLE and 2700 RPM. multiplying the cargo pack TAS by the endurance.
(3) Mixture -- LEAN FOR ALTITUDE.
(4) Cowl Flaps -- OPEN. For cargo loading, refer to Section IV.
CR UISE.
(1) Power -- 15-25 INCHES Hg., 2200-2550 RPM (no more than 75/o).
(2) Cowl Flaps -- AS REQUIRED.
(3) Stabilizer and Rudder Trim -- ADJUST.
(4) Mixture -- LEAN for cruise as determined from your Cessna SPEED DIFFERENTIAL TABLE
Power Computer, or in accordance with the Cruise procedures in
Section H. SPEED DIFFERENTIAL
BHP MPH
LET-DOWN.
(1) Mixture -- ENRICHEN (as required). 7 5 -7
(2) Power -- AS DESIRED.
(3) Cowl Flaps -- CLOSED. 65 -8
55 -9
BEFORE LANDING. 45 -9
(1) Mixture -- RICH.
(2) Fuel Selector Valve (if installed) -- BOTH ON.
(3) Cowl Flaps -- CLOSED. Figure 7-4.
9-13
1-6

AMBIENT FILLING AMBIENT FILLING (4) Propeller -- HIGH RPM.
TEMPERATURE PRESSURE TEMPERATURE PRESSURE (5) Airspeed -- 85-95 MPH (flaps UP).
°F PSIG °F PSIG (6) Wing Flaps -- 0-40° (below.110 MPH).
(7) Airspeed -- 75-85 MPH (flaps DOWN).
(8) Stabilizer and Rudder Trim -- ADJUST FOR LANDING.
01600 50 1825 NOTE
10 1650 60 1875
20 1700 70 1925 The ability of the aircraft to land three-point is dependent
30 1725 80 1975 upon the stabilizer being adjusted for hands-off trim
40 1775 90 2000 in the glide.
(9) Tail Wheel Lock -- AS DESIRED.
pression of the oxygen. Because of this, merely filling to 1800 psi will
not result in aproperly filled cylinder. Fill to the pressures indicated BALKED LANDING.
in the table above for the ambient temperature. (1) Power -- FULL THROTTLE and 2850 RPM.
IMPORTANT (2) Wing Flaps -- RETRACT TO 20°.
(3) Airspeed -- 80 MPH.
Oil, grease, or other lubricants in contact with oxygen (4) Wing Flaps -- RETRACT slowly.
create a serious fire hazard, and such contact must be (5) Cowl Flaps -- OPEN.
avoided when handling oxygen equipment.
NORMAL LANDING.
(1) Landing Technique -- Conventional for all flap settings.
AFTER LANDING.
(1) Wing Flaps -- UP.
(2) Tail Wheel Lock -- UNLOCK.
(3) Cowl Flaps -- OPEN.
(4) Stabilizer and Rudder Trim -- SET FOR TAKE-OFF.
SECURING AIRCRAFT.
(1) Parking Brake -- SET.
(2) Radios, Electrical Equipment -- OFF.
(3) Mixture -- IDLE CUT-OFF.
(4) Ignition Switch -- OFF.
(5) Master Switch -- OFF.
(6) Control Lock -- INSTALLED.
7-12 1-7

(6) Unplug the delivery hose from the outlet coupling when discontin-
INSTRUMENT PANEL uing use of the oxygen system. This automatically stops the flow of
oxygen.
(7) Position oxygen supply control knob OFF.
12345 6 78910 11 12 13 14 15 OXYGEN DURATION CALCULATION.
The Oxygen Duration Chart (figure 7-3) should be used in determining
the usable duration (in hours) of the oxygen supply in your airplane. The
following procedure outlines the method of finding the duration from the chart.
(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 intersect
the line representing the number of persons making the flight. After
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 6 hours and 15 minutes. The
same pressure.will sustain the pilot and three passengers for approx-
imately 2hours and 30 minutes.
NOTE
The Oxygen Duration Chart is based on astandard con-
figuration oxygen system having one orange color-coded
hose assembly for the pilot and green color-coded hoses
35 34 31 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 for the passengers. If orange color-coded hoses are
provided for pilot and passengers, it will be necessary
1. FlightInstrumentGroup 22. MixtureContro1Knob tO COmpute new oxygen duration figures due to the greater
2. Aircraft Registration Number 23. Autopilot Control Unit (Opt.)
3. Localizer Reversed Indicator 24. Propeller Control Knob COBSumption of oxygen with these hoses. This is accom-
Lights (Opt.) 25. Throttle (With Friction Lock) liShed by computing the total duration available to the
4. Marker Beacon Indicator 13. Over-Voltage Warning Light 26. Microphone (Opt.)
Lights and Switch (Opt.) 14. Cylinder Head Temperature, 27. Circuit Breakers pilot only (from PILOT ONLY line on chart), then di-
5. Transponder (Opt.) Oil Temperature and Oil 28. Static Pressure Alternate viding this duration by the number of persons (pilot and
6. Magnetic Compass Pressure Gages Source Va1ye (Opt.)
7. Radio Selector Switches (Opt.) 15. Optiona1Radio Space 29. Electrical Switches passengers) using oxygen.
8. Radios (Opt.) 16. Map Compartment 30. Parking Brake HandÏe
9. Manifold Pressure/Fuel Flow 17. Stowable Rudder Pedal 31. Ignition Switch
Indicator Control Space (Opt.) 32. Auxiliary Fuel Pump Switch
10. Tachometer 18. Cowl Flap Handle 33. Master Switch
11. Economy Mixture Indicator (Opt.) 19. Cabin Heat Control 34. Headphone and Auxiliary OX YGENSY STEMSERV ICING.
12. Fuel QuantityIndicators and 20. Cigar Lighter .Microphone Jacks
Ammeter 21. Cabin Air ControI 35. Primer The oxygen cylinder, when fully charged, contains approximately
48 cubic feet of oxygen, under apressure of 1800 psi at 70°F. Filling
pressures will vary, however, due to the ambient temperature in the
Figure 2-1· filling area, and because of the temperature rise resulting from com-
1-8 7-11

or alcohol will usually necessitate the use of oxygen at less than 10, 000
feet. NOTE
For safety reasons, no smoking should be allowed
in the airbraft while oxygen is being used. DESCRIPTION AND OPERATING DETAILS
When ready to use the oxygen system, proceed as follows:
The following paragraphs describe the systems and equipment whose
(1) Select mask and hose. .function and operation is not obvíous when sitting in the aircraft .This
NOTE section also covers in somewhat greater detail some of the items listed
in Checklist form in Section Ithat require further explanation.
The hose provided for the pilot is of ahigher flow rate
than those for the passengers; it is color-coded with an
orange band adjacent to the plug-in fitting. The passen-
ger hoses are color-coded with agreen band. If the air- FUEL SYSTEMS.
craft ownýr prefers, he may provide higher flow hoses
for all passengers. In any case, it is recommended that The aircraft contains, as standard equipment, an "ON-OFF" fuel
the pilot asethe larger capacity hose. The pilot's mask shutoff valve system. An optional selector valve system which provides
is equipped with amicrophone to facilitate use of the fuel tank selection capability is also available. Details of both systems
radio white using oxygen. An adapter cord is furnished are discussed in the following paragraphs. Optional long range fuel tanks
with the niicrophone-equipped mask to mate the mask are also available.
microphone lead to the AUX MIKE JACK located on
the left side of the instrument panel. To connect the "ON-OFF" FUEL SYSTEM.
oxygen mask microphone, connect the mask lead to the
adapter cord and plug the cord into the AUX MIKE Fuel is supplied to the engine from two tanks, one in each wing. The
JACK. (If an optional microphone-headset combination total usable fuel, for all flight conditions, is 62 gallons.
has been in use, the microphone lead from this equip-
ment is already plugged into the AUX MIKE JACK. It Fuel from each wing tank flows by gravity through afuel accumulator
will be necessary to disconnect this lead from the AUX tank, shutoff valve, fuel strainer, by-pass in the electric auxiliary fuel
MIKE JACK so that the adapter cord from the oxygen pump (when it is not operating) and engine-driven fuel pump to the cylind-
mask microphone can be plugged into the jack.) Aswitch ers via afuel control unit and manifold. Vapor and excess fuel from the
is incorporated on the left hand control wheel to operate engine-driven fuel pump and fuel control unit are returned to the main
the microphone. fuel tanks by way of the fuel accumulator tank.
(2) Attach mask to face and adjust metallic nose strap for snug mask To provide fuel flow to the engine, squeeze together the double buttons
fit. of the fuel shutoff valve control knob (located on the floor console), re-
(3) Select oxygen outlet located nearest to the seat you are occupy- leasing the lock, and push the knob full in. Fuel will flow from both wing
ing, and plug delivery hose into it. When the oxygen supply is turned fuel tanks simultaneously.
on, oxygen will flow continuously at the proper rate of flow for any NOTE
altitude without any manual adjustments.
(4) Position oxygen supply control lmob ON. With full fuel, the tanks may not drain evenly because
(5) Check the flow indicator in the face mask hose. Oxygen is flow- fuel may be sloshed into the interconnect vent line,
ing if the indicator is being forced toward the mask. preventing absolutely equal vent pressures in each
7-10 2-1

FUEL SYSTEM SCHEMATIC OXYGEN DURATION CHART
"Oll-OFF"
FUEL$YSTEM (48 cuBic FEET CAPACITY)
VENTED FILLER CAPS
il emninilininninnuiliniu sii 1000
VENT VENT
LFFT FLEl TANK RIGHT ¥UEl TANK
FUEL
ACCUMULATOR
TANK
TO ENSURE MAXIMUM FUEL CAPACITY
DURING REFUEl ING, THE TANKS SHOUlD
BE RE-TOPPED IMMEDIATELY AFTER
INITIAL FILLING TO COMPENSATE FOR - -
CROSS-FEEDING.
IÏuEL-OFF
wa¯ VALVE
FUEL SHUT-OFF KNOB
FUEL ----- ENGINE
STRAINER ENGINE FRIMER
CHECK VALVE
AUXILIARY (FUEL RETURN)
FUEL PUMP
AUXILIARY FUEL
PUMP SWITCH
400
ENGINE 01|| lil
FUEL
PUMP THROTTLE
c2TROL ---- O
UNIT
MIXTURE OI234 5 6 7 8 9
ELF OXYGEN DURATION -(HOURS)
I¯¯¯ -CODE-----
FUEL SUPPLY
INU TION 0001Il000EXCESSFUELAND NOTE: This chart is based on apilot with an arange color.coded oxygen
NOZZLE VAPORRETURN line fitting and passengers with green color-coded line fittings.
FUEL FLOW VENT
INDICATV)R
Figure 2-2. Figure 7-3.
2-2 7-9

OXYGEN SYSTEM FUEL SYSTEM SCHEMATIC
"SELECTORVALVE"
FUEL
SYSTEM
VENTED FILLER CAPS
Asix-place oxygen system is available for this aircraft. In this sys-
tem, an oxygen cylinder, located behind the rear cabin wall, supplies the lillill lillinlilllllllll=I
oxygen. Cylinder pressure is reduced to an operating pressure of 70 psi
by apressure regulator attached to the cylinder. Ashutoff valve is in- VENT IVENT
cluded as part of the regulator assembly. An oxygen cylinder filler valve '
is located on the left side of the fuselage aft of the cabin side windows un- -Ma T':"
der around cover plate. Cylinder pressure is indicated by apressure s'fLEELCTOR
gage located on the rear cabin wall. VALVE
TO ENSURE MAXIMUM FUEL CAPACITY
WHEN REFUELING, PLACE THE FUEL illIll |||1|||||||||1\ M lHHi
Six oxygen outlets are provided; two outlets for the aft seat passen- SEL C R A VE IONNETOTHERREENFT FUEL
gers are located on the rear wall adjacent to the pressure gage, two are CROSS-FEEDING. ACCKUMULATOR
in the cabin ceiling for the center seat passengers, and one each is locat- FUEL
ed on each side of the cabin in the wing root area for use by the pilot and g--- "LVEOFF
front seat passenger. One permanent, microphone equipped mask is pro- FUELSHUT-OFFKNOB
vided for the pilot, and five disposable type masks are provided for the
passengers. All masks are the partial rebreathing type, equipped with FUEL ENGINE
STRAINTTt ENGINE PRIMER
vinyl plastic hoses and flow indicators.
CHECK VALVE
A remote shutoff valve control, located adjacent to the pilot's AUXfLIARY L(FUEL IMTURN)
oxygen outlet, is used to shut off the supply of oxygen to the system AUXILIARY FUEL FUEL PUMP
when not in use. The control is mechanically connected to the shutoff PUMPS1¥IKH
valve at the cylinder. With the exception of the shutoff function, the
system is completely automatic and requires no manual regulation for
change of altitude• ENGINE
FUEL
PUMP
OXYGEN SYSTEM OPERATION. FUEL
CONTROL
Prior to flight, check to be sure that there is an adequate oxygen MIKTURE
supply for the trip, by noting the oxygen pressure gage reading. Refer ELF
to paragraph OXYGEN DURATION CALCULATION and to the Oxygen ---
Duration Chart (figure 7-3). Also, check that the face masks and hoseS I-CODE---
are accessible and in good condition. FUEL FUELSUPPLY
INJECTION [[[BH][]EXCESS FUEL AND
NOZZLE VAPOR RETURN
Supplemental oxygen should be used by all occupants when cruising FUEL FLOW VENT
above 10, 000 feet. As described in the Cessna booklet "Man At Altitude, "INDICAlUR
it is often advisable to use oxygen at altitudes lower than 10, 000 feet
under conditions of night flying, fatigue, or periods of physiological or
emotional disturbances. Also, the habitual and excessive use of tobacco Figure 2-3.
7-8 2-3

tank. However, as fuel is consumed, clearing the
interconnect vent line and equalizing tank vent pres- STATIC DISCHARGERS
sures, the fuel quantities should equalize in each
tank, provided the wings are maintained exactly level. If frequent IFR flights are planned, installation of optional static
When the control knob is pulled full out, the shutoff valve is closed, dischargers is recommended to improve radio communications during
isolating the wing tanks and fuel accumulator tank from the engine. flight through dust or various forms of precipitation (rain, freezing rain,
snow or ice crystals). Under these conditions, the build-up and dis-
"SELECTOR VALVE" FUEL SYSTEM (OPT). charge of static electricity from the wing tips, trailing edges of the wings,
rudder, elevators, propeller tips and radio antennas, can result in loss
A"selector valve" fuel system is available to provide fuel tank selec- of usable radio signals on all communications and navigation radio equip-
tion capability. The system is standard with long range fuel tanks and ment. (Usually the ADF is first to be affected and VHF communication
optional with standard range tanks. When this system is installed, the equipment is the last to be affected).
total usable fuel, for all flight conditions, is 59 gallons for standard tanks
and 78 gallons for optional long range tanks. Installation of the static dischargers reduces interference from pre-
cipitation static, but it is possible to encounter severe precipitation
In this system, fuel flows from both wing tanks to aselector valve; static conditions which might cause the loss of radio signals, even with
here, fuel from either or both tanks may be selected, depending upon the the static dischargers installed. Whenever possible, avoid known severe
cruise requirements. Fuel from the selector valve then flows through aprecipitation areas to prevent loss of dependable radio signals. If
fuel accumulator tank, shutoff valve and associated components as in the avoidance is impractical, minimize airspeed and anticipate temporary
"ON-OFF" fuel system. Vapor and excess fuel from the engine-driven fuel loss of radio signals while in these areas.
pump and fuel control unit are returned through the accumulator tank to
the main tanks.
The LEFT TANK position of the three-position selector valve pro-
vides fuel flow from the left wing tank to the engine. Similarly, the
RIGHT TANK position provides flow from the right wing tank. The BOTH
ON position allows fuel flow from both tanks simultaneously.
NOTE
Take-off and land with the selector valve handle in the
BOTH ON position to prevent inadvertent operation on
an empty tank. However, when the selector is left in
the BOTH ON position for extended flight, unequal fuel
flow from each tank may occur if the wings are not
maintained exactly level. Resulting wing heaviness
can be alleviated gradually by turning the selector valve
handle to the tank in the "heavy" wing.
The recommended cruise fuel management procedure for extended
flight is to use the left and right tank alternately.
NOTE
It is not practical to measure the time required to con-
2-4

The installation of Cessna radio equipment provides certain audio sume all of the fuel in one tank, and, after switching to
back-up capabilities and transmitter selector switch functions that the the opposite tank, expect an equal duration from the re-
pilot should be familiar with. When the transmitter selector switch is maining fuel. The airspace in both fuel tanks is inter-
placed in the No. 1or 2position, the audio amplifier of the corresponding connected by avent line and, therefore, some sloshing
transceiver is utilized to provide the speaker audio for all radios. If the of fuel between tanks can be expected when the tanks are
audio amplifier in the selected transceiver fails, as evidenced by loss of nearly full and the wings are not level.
speaker audio for all radios, place the transmitter selector switch in the
other transceiver position. Since an audio amplifier is not utilized for If it is desired to completely exhaust afuel tank quantity in flight, the
headphones, a malfunctioning amplifier will not affect headphone operation. auxiliary fuel pump will be needed to assist in restarting the engine when
fuel exhaustion occurs. Therefore, it is recommended that proper oper-
ation of the auxiliary fuel pump be verified prior to running afuel tank
SPEAKER-PHONE SWITCHES. dry by turning the auxiliary fuel pump on momentarily and checking for a
slight rise in fuel flow indication.
The speaker-phone switches determine whether the output of the re-
ceiver in use is fed to the headphones or through the audio amplifier to To ensure aprompt enginé restart in flight after running'a fuel tank
the speaker. Place the switch for the desired receiving system either dry, immediately swit¢h to atank containing fuel at the first indication of
in the up position for speaker operation or in the down position for head- fuel pressure fluctuation and/or power loss. Then place the right half of
phones. On some aircraft, the marker beacon switch contains a third the auxiliary fuel pump switch in the ON position momentarily (3 to 5
position used to turn off the marker beacon receiver (see figure 7-2). seconds) with the throttle at least 1/2 open. Excessive use of the auxili-
ary fuel pump at high altitude and full rich mixture can cause flooding of
the engine as indicated by ashort (1 to 2seconds) period of power followed
by aloss of power. This can later be detected by afuel flow indication
accompanied by a lack of power. If flooding does occur, turn off the auxili-
ary fuel pump switch, and normal propeller windmilling should start the
engine in 1to 2 seconds.
If the propeller should stop (possible at very low airspeeds) before
the tank containing fuel is selected, place the auxiliary fuel pump switch
in the ON position and advance the throttle promptly until the fuel flow
indicator registers approximately 1/2 way into the green arc for 1to 2
seconds duration. Then retard the throttle, turn off the auxiliary fuel
pump, and use the starter to turn the engine over until astart is obtained.
MICROPHONE-HEADSET FUEL TANK SUMP AND FUEL LINE QUICK-DRAIN VALVES.
Each fuel tank sump is equipped with a fuel quick-drain valve to facili-
tate draining and/or examination of fuel for contamination and grade. The
Amicrophone-headset combination is offered as optional equipment. valve extends through the lower surface of the wing just outboard of the
Using the microphone-headset and amicrophone keying switch on the left cabin door. Two similar valves are provided in the fuel supply lines and
side of the pilot's control wheel, the pilot can conduct radio communica- are located on the bottom of the fuselage below the cabin door area. A
tions without interrupting other control-operations to handle ahand-held sampler cup stored in the aircraft is used to examine the fuel. Insert the
microphone. Also, passengers need not listen to all communications. probe in the sampler cup into the center of the quick-drain valve and push.
The microphone and headset jacks are located near the lower left corner Fuel will drain into the sampler cup until pressure on the valve is re-
of the instrument panel. leased.
7-6 2-5

LONG RANGE FUELTANKS (OPT) RADIO SELECTORSWITCHES
Special wings with long range fuel tanks are available to replace the
standard wings and fuel tanks for greater endurance and range. When
these tanks are installed, the aircraft is equipped with a"selector valve" RADIO SELECTOR SWITCH OPERATION
fuel system. The total usable fuel, for all flight conditions, is 78 gallons.
AUXILIARY FUEL PUMP SWiiCH. Operation of the radio equipment is normal.as covered in the re-
spective radio manuals. When more than one radio is installed, an audio
The auxiliary fuel pump switch is located on the left side of the lower switching system is necessary. The operation of this switching system
switch.and control panel and is a.yellow and red split-rocker type switch• is described below, Figure 7-2 illustrates the radio selector switch panel.
The yellow right half of the switch is labeled START, and its upper
ON position is used for norinal starting, minor vapor purging and con- TRANSMITTER SELECTOR SWITCH.
finued engine operation in the event of an engine-driven fuel pump failure.
With the right half of the switch in the ON position, the pump operates -The transmitter selector switch has two positions. When two trans-
at one of twoflow rates that are dependent upon the setting of the throttle' mitters are installed, it is necessary to switch the microphone to the
With.the throttle open to acruise setting, the pump operates at ahigh radio unit the pilot desires to use for transmission. This is accomplished
enough capacity to supply sufficient fuel flow to maintain flight with an by placing the transmitter selector switch in the position corresponding to
inoperative engine-driven fuel pump. When the throttle is nioved toward the radio unit which is to be used. The up position selects the upper
the closed posîtion (as during letdown, landing, and taxiing), the fuel transmitter and the down position selects the lower transmitter,
pump flow rate is automatically reduced preventing an excessively rich
mixtu eduring these periods of.reduced engine speed.
N0?E
If the engine-driven fuel pump ís functioning and the -RADIO SELECTOR SWITCH ES
auxiliary fuel pump switch is placed in the ON position,
a.fuel/air ratio considerably richer than best power is
produced unless the mixture is leaned. Therefore, this
switch should be turned off during take-off. 1,SPEAKER
NOTE 2COM lNAV l M 2NAV 2MKR BCN ADF DME
If the auxiliary fuel pump switch is accidentally placed TRANS 'PHONES
in the ON position with the master switch on and the
engine stopped, the intake manifolds will be flooded.
The red left half of the switch is labeled EMERG, and its upper SPEAKER-PHONE SWITCH (TYPICAL)
HI position is used in the event of an engine-driven fuel pump failure TRANSMITTER SWITCHES CONTROL SPEAKËR-PHONE
during take-off or high power operation. The HI position may also be used SELECTOR SWITCH FUNCTION OF COMMUNICATION AND
for extreme vapor purging. Maximum fuel flow is produced when the left NAVIGATION EQUIPMENT IN RADIO
half of the switch is held in the spring-loaded HI position. In this position, STACK ON INSTRUMENT PANEL.
an interlock within the switch automatically trips the right half of the switch
to the ON position. When the spring-loaded left half of the switch is
released, the right half will remain in the ON position until manually
returned to the off position· Figure 7-2.
2-6 7-5