Cessna Two Ten Centurion 1968 User manual

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PERFORMANCE - SPECIFICATIONE
Two Ten Centlrlnnl
cROsS WEIGHT . 34OO tb8
SPEED, BEST POWER MXTIJRE:
Top Speed at Sea Level . .il. . , . 2OO mph
RANGE, NORMAL LEAN MD(TURE:
Cruise, ?570 Power at 6500 ft . ?g5 mi
64 Gallons, No Reserve 4. 1 trrs
cruise, ?b7o power at 6boo n lSidill
89 cqllons, No Reserve S. ? hrg
/
/ 191 mph
ogidlf Ranse at to,Ooo ft . . 980 mr
, I 64 Gtllons, No Reserve 6.9 hr8
_.t 142 mph
Optl4um Range at 10,000 tt . tg6o ;l
89 $allons, No Reservc 9. 6 hrs
Ar sEA LB'EL lf8di3l"
c. .ls,sodft
Run . 800 ft
,.....ovvlt
Distance Over 5o-foot Obstacle , l36E lt
/Lanfing RoU . 6zE ft
Toti.l Distance Over so-foot Obstacle . ......l3btit
EMPJY WEIGHT (Approximate) . . 1960 tbg
WINq LOADING: pounds/Sq Foot ....ig.I
POWER TOADING: Pounds/HP . 1r.g
FUEL CAPAoITY: Total -. . 90 gal,
OIL CAPACITY: . 12 its
ENGINE:
Continental Fuel Injectton Englne. .,,. . IO_O2O-A
285 rated BHp ar 2?00 RpM i '- .'
'I
Pertormance vrith a 3-blolded propeller 18 essen ally the same as ibove,
*This manual covers op8ration of,ihr Two lon Ccnturion vlhich is cedilicated '\
as M0del 2l0H under tAA lyp!. garflfh!t0 No,
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D551- L3-RPC-r00_7/7F
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3A21,
CONGRATULATIONS . . . . . . :
wilcome to the ranks of Cessna Owners ! Your Cessna has been deBigned
,na "on"tru"t"a to give you the moat in performance, economy' and co4-
fort. It is our desire that you wiu find flying it, either lor business or i
pleasure, a pleasant and profitable experience. {
This Owner's Manual has been prepared as a guide [o help you get the
most'pleasure and utility Ircm your TWO TEN CENTURIONT It contains
information about your cesena's equipment, operating procedureB, and
perforniance; and suggestions for its servicing afid car€. we urge you
io read it from cover to covef and to reler to it fTequently.
FACTORY TRAINED PERSONNEL to provide you with courteouE:
expert service. ' l
FACToRY APPROVED SERVICE EQIIIPMENT to provide you
. with the most eflicient and accurate workmanship possible.
A STOCK OF GENUINE CESSNA SERVICE PARTS OII h Id
when you need them.
TIIE LATEST AUTHORITATIVE INFORMATION FOR SERV-
ICING CESSNA AIRpLANES, since Cessna Dealers have all
oI the service Manuals and Parts Cata.logs, kept currert by
Service Letters and Service News Letters, published by
Cessna AircraJt CompanY.
We urye all Cessna owners to use the Cessna Dealer Organization to the
fullest-
A ei[rent Pessna Dealer Directory accompanies your ne{' airplare. The
Directory is revised frequently, and a curlent copy can be obtained from
your Cessna Dealer,. Mahe your Directory one oI your cross-country
itight ptanning aids; a warm welcome a\rraits you at every cessna Dealer.
,'' :
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11 tii
TABLE OF CONTENTS Page =
SECTION I - OPERATING CHECK LIST -------- I.I
SECTION II . DESCRIPTION AND
OPERATING DETAILS --.---------- 2-I
SECTION III - EMERGENCY PROCEDURES----- 3-I
SECTION IV - OPERATING LIMITATIONS..---.-. 4.I
SECTION V - CARE OF THE AIRPLANE-----.-- 5r
owNER FOLLOW-UP SYSTEM -______________ 5-10
SECTION Vl - OPERATIONAL DATA-------------- 6-r
SECTION Vll- OPTIONAL SYSTEMS-------------- 7-t
ALPHABETICAL INDEX--- -------- tndex-l

EXIER'OR 'NSPECI'ON
Tum o nast€r sult.h and.lrock ro.l q!rn0 -
ty tndcrtors, ti.n turn malt.r 6yttch 'loff, "
Check lsntllo. tqltch "OtF."
Check that lu€l bny *I€ctor volvc hlndlo l.
Remov€ conlrol whe.l lo.k.
che.k bagg.{e door lor 6ecurlty.
Inspect atrcp€€d .tatlc source hol.! on .1d..
oI l$.laAe r.lkon€ lor stoppase.
Redde rdd€r eu.t lock, tr lndt ll€d,
DiscdnDecl tail ile-dwn,
check ruel bay venl op€nrna Gt sha tlp trril-
Disconnect {tng tt.-doen.
!.lore the lrlst lrlght ol ihe day and rlt.r
each .efueling. us€ sampl€r cup ad d[1.
snall anount of fuel l.om quick-drrtn
v.lv€ in tuel bay to rmde po.stbl€ u.l.r
and *dlme.r. check drain v.tve clo..d,
check main whe€l tire lor proper lnilruo[
NOTE
Vlsu.ltyche.k ruel r ler caps.
lrupection plales, and gener.l
al.oalt condition durlnC Mlk-
U ntght flight ts planne4 cbek
oper.tlon ol an lishtsj ud
roke 3ure a rlashlisht is avail-
Ch.c* prop€lI€r and spinn€r lor nicks and
.eclrlty, and properl€r Ior oil lea](s.
Check oo6e vhe€l strut and tt.. Io! proper
Dtsconnect noBe rie-doe.,
Ch.cl oll lcvel, Do not operale vith le53
thon nlne querts. Illl for dtended ltishi-
Beiore the ltrs! tu3ht ol the d.y and alt€r
o&h retuell.g, glll out shaln€r dr.in
kmb Io. aboul lour s€con& to clear fuel
.tmlne. of Doasible *ater and sedlnent.
Chcck slr ner d.ain closed. Il €ter is
ob[rv.d. lh.r€ ls a possibility thit the
luol b{y sunl)s conlaln wate.. h .ddition
to oho(klnT th€ Iuer bey sumps as @tliled in
rloD s rbovo, the Iu€l rdelvotl dl.in ptugE
.hould ho romov€d to check lor lhe presenc€
o- o"
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i'tgur€ l-1,
TFI
fettion I
E-
I- L--
OPERATING CHECK LIST
One oI the lirst step€ in obtaining the utmost performance, serYice,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane's equipment, systems, and cortrols. Ihis can best be
done by reviewing this equipment while sitting in the airplane. Ihose
items u/hose function ard opeaation are not obvious are covered in
Section tr.
Section I lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and saJely. It is not a check Ust in its
true form as it is considerably longer, but it does cover briefly aII of
the points that you should know for a typtcal flight.
The flight ard operatlonal characteristics of your airplare are nor-
mal in all respects. There are no "unconventional" characteristics or
operations t}Iat [eed to be mastered. AII controls respond in the normal
way within the entire rar8e of operation. A1l airspeeds mentioned ir
Sections I, tr, ard Itr are indicated airspeeds unless otherwise noted.
Corresponding calibrated airspeeds may be obtained from the Airspeed
Correction Table in Section VI.
BEFORE ENTERING THE AIRPIANE.
(1) Make an exterior i[specuoD in accorda[ce with Iigure 1-1.
BEFORE SIARTING THE ENGINE.
I
il
I
(1) Pilot's Check List -- Revievt/ check list on IeIt front doorpoat.
(2) Seats and Seat Belts -- Adjust and lock,
(3) Bmhes -- Test and set.
(4) Master Switch -- rtON. rr
(5) Landing Gear -- Handle neutral a.nd down light green.
(6) Landing Gear Lights and Horn -- Push to test,
(?) colrl llaps -- "oPEN. " (Move lever out of locking hole to lepo6ition.)
1-1

(8) Fuel Selector -- Futlest bay.
(9) Turn all radio swttches "OFF. "
STARIING ENGINE.
(1) Mixture -- FulI Rich.
(2) Prcpeller -- High RPM.
(3) Throttle -- Closed.
(4) Auxiuary Fuel Pump Switch -- On ,,I,o, ,,
NOTE
Itre auxiliary fuel pumf wtU not operate until ttre
' igrdtion switch is turned to the "START,' posiuon.
(5) Ignition Key -- "START.'i
(6) Slou'ly advance throtue.
.(?) Releadb tgnition key when englne starts.
.- NOTE
II engine falls to contlnue runring, start again
from st€p (3).
(8) Reset tlrcttle to desired ldle speed.
(9) Auxiuary Fuel Pump Svttch --Off.
BEFORE TAKE-OFF.
(1) ParklnC Brake -- Set.
(3) Throttle Setttng -- 1?00 RpM,
(4) Magnetos -- Check (50 RPM murtmum dtfferenual between
magnetos. )
(5) PropeUer -- Cycle from hlgh to lou' RpM; return to high RpM
(full in).
(9) Engine Instruments -- Chsck, {
(?) Ammeter -- Check.
(8) Suction C,age -- Check (4. 0 to 6, { tnchss of mercurv).
(9) FUght Instrumenta and Rrdtor -" get,
(10) Elevator and Rudder Trtm -- Tlk!-dt s€ttings,
(11) Flight Controls -- Chock.
(12) Optional Autopilot or Wlng L€volar -- 'OfE."
(13) Cabin Door8 and wind@, -- Clotcd and lookad.
t-2
TAKE.OFF.
NOR 'YlAT TAKE.OFF.
(1) wine Flaps -- 0'to 20".
(2) Power -- Full throttle and 2?00 RPM.
(3) Mir.ture -- Lean for field etevation per fuel flo1l, indicato! placard'
(4) Elevator control -- Lift nosewheel dt 60 MPH.
(5) Climb Speed -- 105 MPH untll a1l obstacles are cleared, then set
up climb speed as shown in "NORMAL CLIMB" paragraph.
(6) Brakes -- App1y momentarily (when airborne).
(?) Landing Gear -- Retract (in climb out).
(8) Wing FlapB -- Retract (if extended) aJter obstacles are cleared.
ffIAXI'VIU'VI PERIORiAANCE TAKE.OFF.
(1) wing Flaps -- 20'.
(2) Brales -- Apply.
' (3) Power -- Full throttle ard 2?00 RPM.
(4) tr,Iixture -- I-€an for fietd elevation per fuel flow indicator placard.
(5) Brales -- Release.
(6) Elevator Control -- Maintain slightly tail-low attitude.
(?) Climb Speed -- 70 MPH until all obstacles are cleare4 then set
up climb speed as shown in 'MAXIMITM PERFORMANCE CLIMB"
paragraph.
(8) Landing Gear and *ing Flaps -- Retract (alter obstacles are
cleared).
cUMB.
NOR'r At Cit rvl B.
(1) Airspeed -- 120 to 140 MPE.
(2) Power -- 24 tnches and 2500 RPM'
(g) mxture -- r,ean to 16. 5 gavhr. tuel flow.
(4) Cowl Flaps -- open as required.
,f,I AXIiA U M PERFOR'YTANCE CtIM B.
. (1) Airspeed -- 108 MPII (sea level) to 100 MPE (10,000 feet).
(2) Power -- Full throt e and 2?00 RPM.
. ,i , (3) Mixture -- Lean for altttude pef fuel flow indicsto! pla'card.

INSTRUMENT PANEL
1. Ma*er Beacon In.licator LightB
and Swiiches (opt. )
Z. ! light Instlument Group
3. Radlos (opt. )
4. Radio S€recto! Switches (Opt. )
5. Rear view Mirro! (opt. )
6. Manirold Pres6lrelnrel Ftow
?. Fuel Quartity Indicatols
L Cylinde! Eead Tempelatule, Oil
Temperature and Oil Presrurc
Gages
11. rlght Hour Recoldel (Opt. ) 26. Larding Cear Positiotr Ilandle
12. Opttonel In8trument 6pace z?.Miclophore
13, Rrdlo (Opt. ) 28. Elevator Trim C ontlol wheel
14. Map Compdtmont 2g.Etectric Elevlto! Trim
15. Cabtn Al! rnd fl€rt Conllol8 Cilcult Bleake! s{,ttch (Opt. )
16. Clgar Llght€! 3o.Throttle
U.ll/lng Fl.p swttch
18.Mlxhro Coitrol l(nob
10. Plopsll€! Contlol Knob
2o,coel Fla.p Control Hrndlo
21.'R€s€Ivol! Slght Wlndow
22. Enslno Prlmor (Opt, )
23.Emglgoocy Hrhd hmp
24.Fu€l Soloctor Valva Hrndlo
31 . Autopilot Conhor Unit (Opt. )
S2, LanaUnA Gear Position Lights
33. Electlical switcheE
34. Palking Brake flanrUe
35.Ctrcult Breakers
10, knltion/starte! Sx,itch
3?. Auxlltary tuel Pump Sxritch
38. Mrst6! Switch
Economy Mixtule lndcato! ((ht. ) 25. Ituddor Tltm Control Wh.sl 39 , Wtng Leveler Control Knob
Figure 8-l.
1-6 2-t
Iection II
-L
L-
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems ard equipment n'hose
function and operauon is not obvious when sitting in the airplane. This
section also covers in someu,hat greater detail some of the ltems listed
in Check List form in Section I that require iurther explarEtion.
FUET SYSTEM.
Fuel is supplied to the engine from two integral fuel bays,. o-ne in each
wiug. usable fuel in each bay, for all flight conditions, is 44'5 gallons
when completely filled.
The fuel capacity of thls aircraft has been designed to provide the
owner with a ctroice ot long range capability with partial cabin loading or
reduced range with fuII cabin loadlng. For example, with iull cabin load-
ins. it norm;Ilv wilt be necessary to reduce the fuel load to keep the air-
".Irit *itt in approved weight and balance Limits, Refer to section IV lor
veight and balance contxol procedures'
NOTE
Unusable fuel is at a minimum due to the design of the
fuel system. However, when the fuel bays are 1/4 full
or less, prolonged uncoordturated flight such as slips or
skids can uncover the fuel bay outlets, causing fuel star-
vation and engine stoppage. Therefore, v,rith low fuel re-
serves, do not allow the aircraft to remain in uncoordinated
flight for periods in excess of one minute'
Fuel from each wing fuet bay flows through a reservoir tank to the IueI
selector valve. Depending upon the setting of the selector valve, {uelfrom
the left or righi fuel bay and reservoir tank flows through a strainer and- -
by-pass in th; electric auxiliary fuel pump (when it is not op€rating) to the
e-ngine-driven fuel pump. From here fuel is distributed to the engine cyl-
indera via a control unit and manifold'
NOTE
Fuel cannot be used irom both iuel bays simultaneously.

LEFT FUEL BAY RIGHT FUEL BAY
CTIECI< VALVE
THRoTTLE
FIINL
SIEAINER
lE!@n FUEL SUPPLY
@m&Y^gffi#&
Ell vsrr
EIIGINE
rUEL PUMP
FUEL
CONTROL UNIT
,'---@ffi
ro
MD'TURE
CONTROL
FUEL SYSTElvl
SCHEMAIIC
FDEL FI'UI
INDICATOB
(Right Eall ol DurI In.trum.nt)
rleure 2-2,
2-2
Vapor and excess fuel from the engine-driven luel pump and fuel control
unit are returned tV way of the selector valve to the reaervoir tank of the
wing fuel bay system being used
AUXITIARY FUEI. PUIAP SWIICH.
The right haI of the auxiliary fuel pump s,ritch, Iabeled'll.o," ,:
used for starting. with the switch position' and the ignition-
starter switch turned to "START, " the auxiliary fuel pump will operate
at a lovu llow rate (providing proper fuel mixture for starting) as tlre
engine is being turned over with the starter.
NOTE
The auxiuary luel pump will not operate in the "LO" position
until the ignition switch is turned to the "START' position.
The lelt hau of the switch, Iabeled "HI, " is used for engine opera.tion if
t}te engine-driven pump should fail. when the switch is in this position'
the pump operates at o.ne oI two IIow rates depending upon the setting of
the throtUe. WitI the throttle at a cruise setting, the pump is operating
at maximum capacity, supplying sufficient fuel flow to maintain flight.
When the throttle is moved tov,rard the closed position (as during let-down,
Ianding and taxiing), the auxiUary fuel pump floq, rate is automaucally
reduced, preventing an excessively rich mixture durtng theee periods of
reduced engine speed.
The auxiliary fuel pump is not to be turned on "Itr" during normal
operation, uecause, wilh ttre engine-driven pump Iuncuoning, a Iuel/air
aatio considerably rj.cher than best pourer is produced.
NOTE
Turn auxiliary fuel pump switch on "HI" when switch-
ing from empty bay to bay containing fuel.
NOTD'
II the auxitiary IueI pump switch is. accidentally turned
on "I[" (with master switch on) with the engine stopped,
the intake manilolds will be flooded.
ELECIRTC4! SYSTEM.
Electrical energy is suppued by a 14-volt, direct-current system
powered by an engine-ariven alternator (see figure 2-3). The 12-volt
2-3

ELEqTRICAL SYSTEM
SCHE'IIATIC
CONIROT WHEEL AiIAP
TO NAVIGATION TIGHIS
TO Orr DTLU',IION SYSTET IOPO
TO HEA'IED PITOT T. SIAII.
waiNrNG sYsTEMloPtl
IO FUEI AUANIITY IND.
a cYt. tlAD tEr P. 6A6E
TANDING GEAT INO tI6HIS
lGNllroN-srAnrtR swrlcH
IO SIAI.T WARNING AND
LANDING CEAR WA[NING
TO TUIN COOTDINAION
,UIN.AND.IANX INDICATOR
TO INSTRUMENI LIGHIS
E OPI COUI'IESY TIOHTS
lo r AP UGHTS lOP0
TO INSITU'IAENT PANET POST
& 3AC( UGHTNG {OPl
to wrNG ftAP sYsrE/,^
lo aulru^eY rurr pu P
IO TANOING CEAN DOOR
TO IIASHTNG iEACON
to AlJDro A PUFTCT (oPr)
TO AUTOMATTC nrot loPll
Ht, -R$7^"."n^'o*
COD:
S1 c'*cu'r e r r^*.r rorro,rrr.r1
O) cr.curr BnE^(ER lPurH,rEsfl,
@ cncur ar:rxtn swrrcx
! ruse
.l+ Droor
caPAcrToR 4iA, REsrsror
Figurs 2-3.
2-4
battery is located on the upper left-hand forward portion of the firewail.
Power is supplied to all electrical circuits through a split bus bar, one
side containing electronic system circuits and the other side having gen-
eral electrical system circuits. Both sides of the bus are on at all times
except when either an external power source is comeoted or the starter
switch is turned on; then a power contactor is autoEatically activated to
open the circuit to the electronics bus. Isolating the electronic circuits
in this marurer prevents harmful transient voltages from damaging the
semi-conductors in the electxonics equipment,
ANA'VT ET ER.
The ammeter indicates flow of current, in'amperes, from the alterna-
tor to tlle battery or from the battery to the aircmJt electrical system.
When the engine is operating and the master switch is "ON, " the ammeter
indicates the charging rate applied to the battery. In the event the alterna-
tor is not functj.oning or the electrica-l load exceeds the output of the a1-
ternator, the ammeter indicates the discha/ge rate od the battery.
CIRCUIT BREAKERs AND FUsES.
Most electrical circuits in the airplane are protected by 'rpush-to-
reset" circuit breakers mounted on the left side od the instrument panel.
Exceptions to this are the battery contactor closing (external power) cir-
cuit which has a fug€ mounted near the ground service plw receptacle, ard
t}Ie clock and optiGal flight hour recorder circuits which have a fuse mount-
ed near the battery; power for the optional control wheel map light circuit
is taken from a circuit breake! and thesystem has a fuse mounted behind
the left side of the instrument panel. AIso, the cigar lighter is protected
by a manually-reset type circuit brea.ker mounted directly on the back of
the lighter behind ttle instrument parel - Autouatically resetting circuit -
breakers mounted behind the instrument panel protect the stall wa-rning and
landing gear warning horn circuits, the turn coordinator or optional turn-
and-bank indicator circuit, ard the alternator field and vdring circuit. The
optional electric elevator trim system is protected by a switch type circuit
breaker mounted on the control pedestal by the elevator trim wheel.
coNrR.ot wHEEt rvtAP uGHT (oPT).
A map light may be instatled on the bottom oI ttte pilot's control
u,heel. The light illuminates tfie lovrer portion oJ the cabin just forward of
tlre pllot ard is helplul when checking map€ and otler flight data during
night operation. A small knurled rheostat knob iust foryard of tlle lower
face of the control wheel is used to turn on the light arrd adjust its intensity,
2-6

:
FTASHING BEACON.
The flashing beacon should not be used when ftying through clouds
or overcasu the flashing light reflected from water droplets or particles
in the atmosplere, particularly at night, can produce vertigo and loss of
orientation.
TANDING GEAR SYSTEM.
the retractable tricycle landiug gear ls extended and retracted by
hydrallic actuators, powered by an engine-driven hydraulic pump. Both
the nose ard main gears have positive mechanical up and down locks,
operated by separate hydraulic actuetors. The nose gear also has a
hydraulic saJety Iock within its actuator ard is actuated in the nose gear
down position only,
TVo position-indicator lights show that the gear is either up or down
and locBed. The lights are the preas-to-test type. The gear-down indi-
cato! light (green) has two test positions; with the light pushed in hau-way
(throttle plued out) the gear warning horn Bhould sound intermittently, and
with the light pushed full in, the light should illuminate. The gear -up in-
dicato! liEht (amber) has onl.y one test position; with the tight pushed fuU
in, lt should illumiDate, The indicator lights contain dimming shutters
for night operation.
As an additlonal leminder that the gear is retracted, a warning horn
sounds lntermlttently u,henever the throttle is retarded nith the gea! up.
TANDING GEAR POSITION HANDTE.
The gea! position hardle has two neutral positions (slightly above cen-
ter for gear up, ard sughtly below center for gear-down) which give a me-
chanical indication oI the gear positlon. From either positlon, tlle handle
must be pulled out to clear a detert before lt can be repositionedl operatlon
of the gear and doors $rill not begln unttl the handle has been repositioned.
To reposition the gear, th; hardle is pulled out and moved to the de-
sired position, then released. Presgure ls created ln the system by the
engine-driven hydraulic pump and the gear ls actuated to the selected po-
siuon. A detent in the gear handle syst€m holds tlle handle in the opera-
Ung position until the cycle is coEpleted; then th€ handle automatically
returns to neutral and pressure in the gystem ls r61ieved,
2-6
IMPORTANT
I$e landing gear position hardle should be returned to neu-
tral nEnually iJ a mallunction occurs in the hydrauuc system
. which preveds tlrc gear position hardle lrom returning to
neutral alter a cycle has been completed. Continuous op-
eration with t}te hardle out of neutral keeps the eystem pres-
surized aJd $rill evedually result in overheating ard damage.
During a normal cycle, the gear locks up or down ard t}le position
indicator tight comes on. When the light illuminates, hydraulic pressure
is switched from tlle gear achrators to the doof actuators to close the
gear doors. W\en the doors are closedi tlle gear handle returns to neu-
tral and the cy@e is complete. The iorrral Ume interval between the in-
dicator Ughting and the handle returning to neutralis 3-9 seconds. II the
position indicator light does not light, the gear do6is wiII not close ard
A sa.fety switch, actuated by the nose gear strut' restricts the gear
position handle to prevent iladvertent retraction whenever the nose gear
strut is compressed by the weight oI t}re airplane.
E'{IERGENCY HAND PU'\AP.
For €mergency use, U the hydraulic pump fails, the hydraulic control
unit containa a marual pump which may be used to extend the gear' The sys-
tem reservoir is arranged to retain sufficient fluid to extend the gear u,ith
the hard prmp if a faiture between the engine-driven pump ard resewolr re-
sults in fluid tross. See Section m for emergency operation of the hand pump.
OPERATION OF TANDING GEAR DOORS (AIRPI.ANE ON GROUND).
For inspection purposes, the landing gear doors may be opened and
closed while the airplane is on the ground with the engine stopped. Oper -
ate t}Ie doors with the landing gear handle in the "down-neutral" position.
To open the doors, turn off the master switch and operate the hand pump
until the doors open. To close the doors, turn the master switch on and
operate the hand pump,
NOTE
The position of the master switch lor gear door oper-
ation is easily remembered by the Iollowing rule:
OPEN circuit = OPEN doors
CLOSED circuit = CLOSED doors
2-1

CABIN HEATING,VENTITATING AND DEFROSIING SYSTEM.
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull "CABIN HEAT" arld
,CABIN AIR! knobs. When partial cabin heat is desired, blending warm
and cold air wilf result in improved ventilation and heat distribution through-
out the cabin. Additional outside air for summdr ventilation is provlded
through the heat and vent syatem by operation of the push-puu 'TALIX
CABIN AIRI knob. The rotary type "DEFROST'i knob regulates the air-
flow for windshield defrosting. (
Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manilold just lorward of the pilotrs and copilotrs feet.
Rear cabin heat and air is supplied by two ducts from the manifold, one
extending down each side oI the cabin to an outlet at the front door post at
floor level. Windshield defrost air is also supplied by a duct leading lrom
the cabin manifold.
Separate adjustable ventilators supply additional air; two mounted side
by side in the top of the cabin ceiling just aft of the windshield supply air to
the pilot and copilot, ajld one above each rear doorpost in the rear cabin
ceiling supplies air to the rear seat passengers.
STARTING ENGINE.
Prope! fuel maragement and throttle adjustments are the determining
factors in seculing ar easy start from your continuous-flow fuel-injection
engine. The procedure outlined in Section I should be followed closely as
it is effective under nearly all operating conditions, including hot and cold
weather conditions. Slight variations from this procedure may be neces-
sary at times to compensate for extreme conditions.
Conveltioral full rich mixture and high RPM propeller settings are
used for starting; the throttle, however, should be fuUy closed initially.
When ready to start, depress the right half of the auxiliary fuel pump
switch to rLO[ and turn the ignition-Btarter Bwitch to "START" position.
At the same time t}le starter engages and turns the engine, the auxiliary
fuel pump will operate at a low flow rate, supplying fuel lor starting.
Whlle crarking, slowly advance the throttle untll the engine starts. Slow
throttle advancement is essentia.l slnce the englne wlll start readily when
tlle correct fuel/air ratio is obta{ned. On ttle other hand, fast throttle
movement may prevent starting slnce an exie8sively rlch mixture wiII be
2-8
TAXIING DIAGRAM
CODE NOTE
Strong quartering tail wlnds require cauuon,
Avoid sudden bursts ol the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable noae wheel and rudder to
malntaln direction.
wrND DTRECTTON )
Figure 2-4.
2-g

obtained due to greater luel flow metered by the throttle position.' Ir this
case, anotlrer Etartlng attempt must be made. When the engine haa
started, reset tlle tlrottle to tlte desired idle speed and turn the fuel pump
switch off.
Engine starting in hot weather or with a hot engine 1s sometimea ham-
pered bv vapor formation in tlle fuel llnes. To purge the vapor, move the
mixture control to full rich, open tfre throttle 1 1/2 inches, and prime'ivith
the auxiliary fuel prmp switch in tfre "HI" tr)osition until the luel flow indi-
cator reeds 4 - 6 gal/hr. Then shut off the fuel punp switch and engage
tlle starter. As the flooded mixture becomes progreasively leaner, reach-
ing'a comhrstible mixture, the engine wlll start. If ttle engine tend6 to die,
turn trle auxiliary fuel pump switch momentarily te "111" at appropriate
intervals until the vapor is fully cleared and the engine runs smoothly.
If prolonged cranking is necessary, allorr tJle starter motor to cool at
frequent intervals, since excessive heat may damage the armature.
IAXIING.
Taxiing over loose gravel or cinders should be done at low engi[e
speed to avoid abrasion and stone damage to the propeller tips. Refea
to figure 2-4 for additional taxiing tips.
BEFORE TAKE-OFF.
Since ttre engine is closely cowled for efficient in:flight cooling, pre-
cautions should be talen to avoid overheating on the ground, FulI throttle
checks on the ground are not recommended unless the pilot has good
reason to suspect that the engine is not turning up properly.
The magneto check should be made at 1700 RPM with the propeller in
flat pitch as follon's: Move t}le ignition gwitch flr position and
note RPM. Then move switch back to I'BOTII' position to clear the other
set of plugs. Then move switch to "L" posltlon and note RPM. The
difference betvreen tlrc two magnetos operEted stngly should not be more
thar 50 RPM. U there is a doubt concsrnlng the operatlon of the ignition
system, RPM checks at a highel etl8ln€ Epeed n'lu usually confirm whether
a deficiency exists.
2-to
An absence oI RPM drop rnay be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance cf the setting speciJied.
It is important to check tuIl-throttle engine operation early in.the
tale-off run. Any signs of rough engine operation or sluggish engine ac-
celeration is good cause for discontinuing the take-off.
FUll tlrottle runups over loose gravel are especially harrnful to
propeller tips, When take-oIfs mustle made over a gravel surface, it
is very important that the throttle be a-dvaaced slowly. This allows the
airplane to start rolling before high RPM is developed, and tlle gravel
will ba blown back of the propeller rather ttlan puUed into lt.
For maximum engine power, t}le dixture should be adjusted durhg
the initial take-ofI roll to the fuel llow corresponding to the field eleva-
tion. (Refer to Maximum Pexformance Take-Off and Climb Settirgs
placard located adjacent to fuel flow indicator. ) The power increase is
significant above 3000 feet and this procedure always should be em-
ployed for field elevations greater than 5000 feet abdve sea level.
Using 20' flaps reduces the ground run and total distarce oYer the ob-
stacle by approximately 10 per cent. solt lield take-offs are performed
witl 20' flaps by tilting the nose u'heel oIf the ground as soon as practical
and leaving the ground in a sUghtly tail-Iow attitude. However, the air-
plane should be leveled ofI immediately to accelerate to a safe climb speed.
Ta}e-oiIs into strong crosswinds normally are performed witl the
minimum flap setting necessary for the field leugth, to minimize the
drift angle immediately after tal<e-off. The airplane is accelerated to
a speed slightly higher than lormal, tlrcn pulled off abruptly to prevert
possible settling back to the runway while drifting. When clear of the
ground. make a coordinated turn into the wind to correct for drift.
Landing gear retraction normally is started aJter reaching the point
over the runway where a wheels-down, forg€d landing on that mnway
would become impractical. Since the Ianding gear swings downward
approximately two feet as it starts the retraction cycle, damage can
result by retracting it before obtaining at least tiat much ground clear-
ance. In addition, tlle landing gear would extend slowly ln tfie event of
2-LL

an engi-ne failure during tale-off, and mlght not be completely down vh[e
a rheela-down Iarding could sUU be made on the runwa].
Before_ retracting the landing gear, the brahes should be appued
mom€ntarily to stop wheel rotaUon. iertrifugal force caused Ly ttre
rapidly-splnnin_g wheel srpands ure diameter o1 ure tire. If there is an
accumulation of mud or lce in the wheel-uel1s, the rotating wheel may
rub as it is retracted irto ttle wheel well. ?
cun B.
A cluising cumb at 24 inches oI manifold pressure, 2bOO RpM (ap-
proximately 75$ power) and 120 to 140 MpH is recommended to save time
and fuel for the overall trip. In addiHon, this type of cllmt provides bet_
ter engin€ cooling, less engine wear, and more-fassenger cimiort <tue to
lower noise level.
- Qrutsing climbs should be conducted at approximately 16.8 cpu up to
6500 feet and at 1 GpH more thar ttre normat tiran tuei fi& strJwn on trre
Cessna Power Computer at higher altitudes and lower powei -'
- _ If it ls neceasary to climb rapidiy to clear mountains or reach favor_
able winds at hlgh altitudes, the best rate-of-climb speed shouid be used
\vrm ma{imum power. This speed is l0g MpH at sea level, decreasilg
approximately 4 MPH for each b000 feet above eea level. ihe mixture
should be leaned as shown W the Maximum performance Take_Off and
Climb Settings placard located adacent to the fuel flow irdicator.
. II. an obstructiqr ahead requires a steep climb angle, the airplane
ehould be_tlown at the best angle of cUmb witi ltaps up and maximum
power. This speed is 80 MpH at sea level, increisilg l/2 :ItrPIH tor
each 1000 feet above sea leyel.
- 11 a bakeq Landing (go-around) climb, the wing ftap setting shoutd
be redrced to 20' immediately alter full power is appliira. Aft-er a[
obstacles are cleared and a safe altitude and airspeed are obtained, the
uring flape shoutd be retracted.
CRUISE.
Normal cruising is done between 6$%and ?E%power. The power aet-
2-12
il
,,1 OPTIMUM CRUISE PERFORMANCE
% BHP GAT/HR ATTITUDE IRUE
AIRSPEEO RANGC
89OAI.FUE!
15
?0
65
15. ?
14.6
13. 6
6500
8000
10, 000
191
189
18?
1090
1155
Lzt5
. Figure 2- 5r.
tings required to obtain these powers at varioua altitudes and outside air
temperatures can be determined by usirg your Cessna Power Computer or
the OPERATIONAL DATA, Section YI.
The Optimum Cruise Performance table (figure 2-5) shows that cruls-
ing can be done most efficienUy at higber altitudes because very nearly the
same cruising speed can be maintained at much less power.
For greater cruising range at a given throttle settlng, select the low-
est eugine RPM in tJre green arc range tIEt wiU give smooth engine oper-
ation.
Cowl flaps should be adjusted to malntain the cylinder head tempera-
ture at approximately two-thirds of the normal operating (green arc)
rarge to assure prolonged engine life.
The fuel iniection system employed on tllis engine la considered to be
non-icing. In the event that unugual conditions cause the intake air filter
to become clogged or iced over, an alternate intake air valve opens auto-
matically for the l!1o6t efficient use of eitller normal or,alternate air, de-
penditrg on the amount of lilter blockage. Due to the lower intake presaure
available through the alternate air valve or a partially blocked fllter, fult
throttle manilold paessure can decreaae approxlmately 1,5 in. Hg.
STArrS.
The stall characterieucs are conventional and aural warning is pro-
2-13

vided by a stall warning horn nhich aounds between 5 and 10 MPH above
the stall in aU conJigurations.
Power.pff sta.ll speeds at maximum gross weight and aIt c. g. position
are presented on page 6-2 as calibrated airspeeds since indicated airspeeds
are unreliable near the stau.
sPlNS.
Intentional spins are prohibited in ttris airplane. Should an lnadvertent
spiu occur, standard light plane recovery technique8 should be used,
BEFORE tANDING.
In view of the relatively lov drag of the extended landing gear and the
high allowable gear-down speed (160 MPH), the landing gear should be ex-
tended before entering the traffic pattern. This practice will allow more
time to confirm that the landing gear is dou,n and locked. As a further
precaution, leave the landing gear extended in go-around procedures or
traffic patterns for touch-and-go landing.
Landing gear extension can be detected by illumination of the gea.r
down indicator light (green), absence ol a gear warnlng horn vith tlle
throttle retarded below 12 inches of manifold pressure, and visual in-
spection of the main gear position. Should ttle gear indicator light fail
to illuminate, the light should be checked for a burned-out bulb by push-
ing to test.,J*A burned-out bulb can be replaced in flight with the bulb from
the compad$tlight or the landing gear up (amber) irdicator light,
'' i ,,,
'-r{,
tANDINGS.
Landings are usually made on the main wheels first to reduce the
landing speed and subsequent need for brahing in the landing roll. Tlle ,r
nose wheel is lotrrered to the runway after the speed has dimini.shed to
avoid unnecessary nose gear load. This procedure is especially im-
portant in rough field landings. ,
For short lield landings, make a power -off approach at ?8 MPH with
2-14
30" flaps and land on main wheels fhst. Immediately after touchdonn,
Iover the nose gear and apply heavy braking as required. For thaximum
brake effectiveless after all three wheels are on the ground, retract the
Ilaps, hold full nose up elevator and apply majdmum possible bE:ake pres-
sure without sliding the tires.
At light operating weights, during ground roU with full flaps, hold the
control vrheel full back to in€ure maximum weight on the main wheele for
bra.king. Under these conditions, fuIl nose down elevator (control wheel
full forwaid) will ralse tfie main wheels off ttre ground.
^V
COLD WEAIHER OPERAIION
The use of an external pre-heater and an etdernal power source is
recommended whenever possible to reduce wear ard abuse to the engine
and the electrical system. If external preheat is not available' tfre oil
should be diluted before stopping the engine when very cold temperaturea
are anticipated.
Pre-heat wiU thaw the oil tmpped in the oil cooler, which probably
will be congealed prior to starting ln ortremely cold temperatures. When
using ar exterual power source, the positiol of the master switch ls im-
portant. Refer to Section VII, palagraph GROUND SERVICE PLUG RE-
CEPTACLE, for operaung details.
In very cold y/eather, no oil temperature indication need be apparent
belore take-off. After a suitable warm-up period (2 to 5 minutes at 1000
RPM), the engine is ready for take-off iJ it accelerates smoothly and the
oil pressure is normal and steady.
During let-down, obsenre engine temperatures closely and carry sul-
ficient power to maintaiu them in the recommended operating range.
Refer to Section VII for discussion of additional col&{ eather equipment.
2-13

flection III
LL--
EMERGENCY PROCEDURES
SYSIEM EMERGENCY PROCEDURES.
I.ANDING GEAR-E'VIERGENCY OPERATION..
When the landing gear v/tll not extend nolmally, it may be extended
manually as follows: NOTE
Prior to following emergency procedures, it is recom-
mended that the landing gear handle be moved from "UP"
to "DOWN' several times. In certain cases, this pro-
cedure can dislodge foreign matter which may be caus-
ing the malfuncHon.
(1) Place the gear handle in the position.
(2) PuU the emergency hand pump out to its full extension.
(3) Operate the harrd pump up and dov{n until the down indicator
(green) light comea on, and continue pumping until the landing gear
handle returns to neutral. NOTE
Retraction of the landing gEar rnanually will require use
of the emergency hand pump, therefore, il the gear will
not retract normally, extend the gear, land, and have
the malfunction corrected.
LANDING EMERGENCIES (Except Ditchins).
FORCED LANDING (Precoutionory Londing wirh Power).
(1) Drag over selected field with flaps 20' and 90 MPH airspeed,
nottng type of terrain ard obsttuction.
(2) Jf surface is smooth and hard (pasture, Irozen lake, etc. ), plar
8-1 .

a urheels-down landing using full flaps and keeping nose r[heel oIf
grourd aa long as practical.
(3) U surface is rough or soft, plan a u,heels-up landing as follows:
a. Approach with flaps dosn at 80 to 90 MPH.
b. Turn off all switches except ignttion switch.
c. Unlatch c2bin doors prior to flare-out.
d. Redrce pover to a minimum during flare-out.
e. Prior to contact, turn ignition switch "OFF, "
I. Lard in a slightly tail-low i.ttitude.
g. Attempt to hold the tail low throughout slide.
FORCED LANDING (Engine Our).
Iu the event of a complete engine failure, maximum gliding distance'
can be obtained by maintaining 90 MPH (at 3400 pounds gross weight) with
the landing gear and wing flaps retlacted. Refer to Maximum Glide, fig-
ure 3-1, for maximum glide alata and speed variation with welght.
(1) PuU mixture control knob to idle cut-off.
(2) Turn fuel selector valve handle to "BOTH OFF. "
(3) Turn off all s$dtches except master switch.
(4) Approach at 90 to 100 MPfl.
(5) ff Iield is smooth and hard, extend landing gear within gliding
distarce of field.
(6) If electrical pouier is available, extend flaps as necessary within
gliding distance of field.
(7) Turn olf master switch.
(8) Make a normal landing, keeping nose wheel oft ground as long as
practical.
(9) ff terraln is rough or soft, plan a wheels-up landing as follows:
a. Approach at 90 to 100 MPH with gear and flaps retracted.
b. If practical, extend flaps within gliding distance of field.
T\rrn off master switch.
Unlatch cabin doors prior to flare-out.
Land in a slightly tail-lou, attitude,
Attempt to hold tail low throughout s1ide.
IANDING WITHOUT POSITIVE INDICATION OF GEAR I.OCKING.
Should a flickering, unsteady, or inoperative gear-do\r,n (green) light
be obtained, and observers verffi, tlat tlre gear is down and apparently in
tlle locked position, proceed as follows:
3-2
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d.
e.
f.
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ro 15 20 25 30
GROUND DTSTANCE (SrArUrE irlrEs)
Figure 3-1.
(1) Make a normal full-Ilaps approach.
(2) Hotding the landing gear handle in the "DOWN' position and
maintainirg a minimum of 1000 RPM, complete the laudiug and taxi
clear of.the runway.
NOTE
Maintaining 1000 RPM ard holding the gear handle TTDOWN''
3-3

secureB the-Ianding gear in the extended position by hydrau-
lic pressure.
(3) BErORE reducing engine RPM or releaslng gear handle, have
ground personnel depress the tail until nose gear is ofl ground.
The nose gear requires hydraulic pressure to hold it in
the 'TDOWN' position if it is not mechanically locked.
(4) Stop tie engine and determine that the nose gear is mechanically
locked down BEFORE lowering the nose wheel to tfle ground.
TANDING WIIH DEFECTIVE NOSE OEAR.
U the nose gear does not extend or only partiauy extends, and observers
verify that it is not down, prepare for a wheels-down landing as follows:
(1) Transfer movable load to baggage area, and front seat Euisenger
to rear seat if a rear seat position is unoccupied.
(2) Select a hard-surfaced or smooth sod run$ay.
NOTE
Il terrain is rough or soft, plan a wheels-up landiag as
presented under "FORCED LANDING (Precautionary
Landing with Power)" in lieu of the Iollowing steps.
Place landing lear hardle iDOWN. '
Extend flaps to 30'.
Turn off master switch.
Land in a slightiy tail-low attitude.
Pull mixture control knob to idle cut-off.
T\rrn igniuon switch "OFF. "
Hold nose off the ground as long as 1rcssible.
I\rrr fuel selector valve handle to "BOTII OFF. "
Evacuate t}Ie airplane as eoon as it stops.
(3)
(4)
(5)
(6)
(?)
(8)
(e)
(10)
(11)
3-4 4-t
r- -L Iettion Il
L=
OPERATING LIMITATIONS
OPERATI ONS AUTHORIZED.
Your Cessna exceeds the requirements fer airworthindss as set forth
by the United States covernment, and is certilicated under FAA Type Cer-
tificate No. 3A21.
With stardard equipment, the airplane is approved for day and night
opelation under VFR. Additional optional equipment is available to in-
crease its utility and to make it authorized for use under IFR day and
night. An owner of a properly equipped Cessna is eligible to obtain ap-
proval for its operation on single-elgine scheduled airline service under
VFR. Your Cessna Dealer will be happy to assist you in selecting equip-
ment best suited to your needs.
MANEUVERS _, NORMAT CAIEGORY.
The airplane is certificated in tlle normal category. The normal
category is applicable to airplanes intended for non-aerobatic operations.
These include any maneuvers incidental to normal flying, staUs (except
whip staus) and turns in which the angle of bank is not more tlran 60". In
connection with the foregoing, the following gross weight and flight load
.factors apply:
Gross Weight . 3400 lbs
Flight Load Factor *Ftraps Up +3.8 -7,52
Flight Load Factor *Flaps Down . . r3.0
*The deBign load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.
Your airplane must be opeaated in accordance with a1l FAA-approved
markings, placards and check lists in the airplane. If there is aIur tufor-
rnation in this section which contradicts the FAA-approved markings,
placards and check lists, it is to be disregarded.

AIRSPEED I.lMITATIONS.
The following are the certificated calibrated airspeed limits for your
Cessna;
Never Exceed (Glide or dive, smooth air) , . 225 MPH (red line)
Caution Range . 190-225 MPH (yellow arc)
Maximum Structural Cruising Speed 190 MPII
(Level flight or climb)
. Normal Operating Range . ?4-190 MPH (green arc)
Maximum Speed, Gear Extended 160 MPH
Maximum Speed, Flaps Extended
Flaps 10' 160 MPH
Ihps 10' -30' 110 MPH
FIap Operating Range , . 63-110 MPH (white arc)
Maneuvering Speed+ . 135 MPH
tThe maximum speed at which abrupt control travel
can.be used without exceeding the design load factor.
ENGINE OPERATION TIMITAIIONS
Empty (0. 5 gallon unusable each fuel bay)
2200- 2500 RPM (green arc)
2700 RPM (red Une)
E (red line)
7. 0-17.0 gal/hr (green arc)
3. 5 and 18. 5 psi (24. 2 gal/hr)(red lines)
NOTE
IACHOIVIETER
Normal Operating Range , .
Maximum (Eugine rated speed).
FUEI. QUAN'ITY INDICATORS
FUEI FIOW INDICATOR
Normal Operating Range.
Minimum and Maximuql .
A placard, located adjacent to the iuel llow indicator,
provides maximum performance (full tirottle aJId
2?00 RPM) take-off and climb fuel flow settings at
altitude. These settings, as called out on t}le placard,
are as follorrs:
Sea Level
4000 Feet
8000 Feet
22 gal/hr
20 gal/ht
18 gallhr
Power and Speed . .285
ENGINE INSIRUMENT MARKINGS.
OIt TEIVIPERATURE GAGE
Normal Operating Range
Do Not Exceed
OIt PRISSURE GAGE
Idling Pressure
Normal Operating Range
Iuaximum Preasure
ITIANITOTO PRESSURE GAGE
Normal Operating Range
BHP at 2?OO RPM '
. , Green Arc
240' F (red line)
, . 10 psi (red line
30-60 psi (green arc
100 psi (red line
15-24.5 in. IIg (green arc)
WEIGHT AND BAIANCE.
The following inlormation v/ill enable you to operate your Cessna
within the prescribed lieight aJId center of gravity limitations. To fieirre
t}le weight and balance for your particular airplane, use the Sample
Problem, Loading Gmph, adrd Center oI Grayity Moment Envelope, as
foll.ows: \
Take the licensed Empty Weight ard Moment/1000 lrom tlle Weight
and Balance Data sheet, plus any changes noted on forms FAA-337
carried in your airplane, and write them down in the proper colurnDa.
Using the Loading Graph, determine the moment/1000 of each item to
be carded. Total the weights and moments,/1000 and use the Center
of Gravity Moment Envelope to determine whether the point faUs with-
in the envelope, and iI the loading is acceptable.
CYTINDER HEAD TE'IAPERATURE GAGE
Normal Operating nange ., 2OO-460'F (green arc)
DoNotExieed. . . . . ' 460'F(redllne)
4-2 l-3

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BAGGAGE TIE-DOWN
Two adjustable tie-down straps are provided to secrre baggage in the
baggage area. The straps are Iitted with a hook on each end and have a
buckle for strap length adjustment. The straps fasten into lour tie-down
Iings in the baggage area, two at the flont edge of ihe baggage area floor
and t$/o at the rear.
44
lrb!. )/ !0001 (1b3.) (lb.,iir.
/r0001
L Li<..r6d Enpiy Weight lSqnpl. Ai.pl6nal --
2. Oil - r2 0r!.
3. Pilor & Fr..l Po.!.ns6r ----------
a. F!.1 - lPo.tiol Cop. - 64 Gol. ot 6SlGol.l--
llorol Cop. - 89 Gol. oi 6rlcol.l
5. n.o, Po!r.ns.r3 - lstd.S.otinsri
6. Reor Po33€ns.B . lOpr.S.otins)i------
7. Child'i S€ot Po$.ns.r3 lOr gd99os. ___
in Soh6 A160l - (trd. seorins)l
B. B.seos. {Afi .l Ct'ild! s.otl-{Srd. tedins)I ----
9. Boss oe. {Opl. Seolins)t----------
2071 78 t
71 - 0.,1 22 -0.4
3a0 12.2
384
340 23.4
1!0 I 3.2
t03 11.7
10. Iotol AirGroh woiqht lLood.d) 3,100 156.2 ililil
ll. !o.ot. rhi3 poirt l34OO oi 156.2) o. th6 ..nt.r ol srovirv .nv6loPe, ond 3in.a
thi! point folli rithin ih€ €nv6lop. th. loodi.s i! o..6Ptobl.
I No..otty, lull oil moy bo.q3ium.d ,or oll llighrs.
** tto,i.u^ ollowobl. lood is 1,rc lb5. Ior.och,.ot. ll torol or.o i3 u3.d lor
booEoqc, morinun ollo*ob16 lood i! 280 lbs. Ule teol belrs to secura bossose.
Morimum ollowoblc lood ir 120 lb3. Conbi.€d lood ii child 3 seo, ond boggose
or.o musl .ot o,...d 280 lb,. lorol.
Morim{m ollowoblc bogsoee ir 280 lb!.
lslondord s€.tins <on.isrs ol loot Iull-5ize seots ond rvo .hild sedls:
Opri6ndl seori.s it four-plo.. veroion wilh.or (hild seor p.ovisionr.
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SqNIIOd - JIDIS,II CVO'T
4-5

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I: L_-
. CARE OF THE AIRPLANE
U your airplane is to retain that new-plane performance and dependa-
bility, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication ard preventative main-
tenance based on climatic aJd flying conditions encormtered in your locality.
Keep iu touch vrith your Cessna Dealer, and tale advantage of his know-
ledge aJId experience, He knov'rs your airplane and how to maintain it. He
will remind you when lubrications ard oil changes are necessary, and about
other seasonal and periodic seryices.
s0 60 ?o 80 90 1oo 110' 120 130 140 150 160
1OADED AIRCRAFT MOMENT,/IOOO - POUND.INCHES
oRoutto HANDUNG.
The airplane is most easily and sa.fely maneuvered during ground
handling by ttle tow bar attached to the nosewheel.
NOTE
When using the tow bar, do not exceed the nosevrheel
turning angle of 30o either side of center.
MOORING YOUR AIRPIANE.
Proper tie-down procedure is your best precaution against damage to
your parked airplane by gusty or strong wind6, To tie dou,n your airplane
securely, proceed as follows:
(1) Set the parking brake and instatl the control vrheel lock.
(2) Install a surface control lock over the fiu and rudder.
(3) Tie suJiiciently strong ropes or chains (700 pounds tensile
strength) to the wing and tail tie-down fittings and nose gear torque
Itnk, and secure each rope to a ramp tie-dov/n,
(4) Install a pitot tube cover.
4-6 5-1

i
{
wlNDsHlEtD-wlNDows.
The plastic $.indshield and Y,rindows should be cleaned with an aircraft
vrindshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
vith moderate pressure until all dirt, oil scum and bug stains are re-
moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned with
soft cloths moistened with Stoddard solvent to remove oil ind grease.
NOTE
rygllgl_glg gasoline, benzine, alcohol, acetone, carbon
tetiachloride, fire extinguisher or arti-ice flui4 lacquer
thirmer or glass cleaner to clean the plastic' These ma-
terials will attack the plastic and may cause it to craze.
Follov by carefully washing with a mild detergent and plenw of water.
Rinse thorofln then dry with a clean moist chamois' Do not rub the
plastic with i dili cloth since this builds up an electrostaliE-charge which
attraats dust. waxing 1ffith a good commercial wax will finish the clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft
flannel cloths, will fill in minor scratches and help prevent further
scratching.
Do not use a canvas cover on the windshield unless lreezing rain or
sleet-i6E-icipated since the cover may scratch the plastic surface.
PAINTED SURFACES.
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, rmder normal conditions, require no polishing or
buffing. Approximately 15 days are required f.or the paint to cure com-
pletelf in most cases, the curing period will have been completed prior
to delivery of the airplare. In the event that polishing or buJfing is re-
quired within tle curing period, it is recommended that the work be done
by someone experienced in handling uhcured paint, Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing witlr
water ard mild soap, followed by a rinse with water and drying witi cloths
or a chamols. Hareh or abra.sive soaps or detergents which cause cor-
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rosion or mal{e scratches should never be used. Remove stubborn oil
and grease with a cloth moistened with Stoddard solvent.
waxing is uirre""ssrry to keep the painted surfaces bright. However,
if desired, the airplane may be waxed with a good automotive wax. A
heavier coating of wax on the leading edges oI the wings and tail and on
the engine nose cap and propeller spinner will help reduce the abrasion
encountered in these areas.
PROPETLER CARE.
Preflight inspection of propelter blades for nicks, and rriping them oc-
casionally vith ar oily cloth to clean ofi grass ard bug stains will assure
Iong, trouble-free service. It is vitai that sma"ll nicks on the propeller,
particularly near t}Ie tips and on the leading edges, are dressed out as soon
as possible since ttrese nicks produce streas concentrations, and if ignored,
may result in cracks. Never use arl a-lkaline clearer on the blades; remove
grease and dirt with carbon tetrachloride or Stoddard sotvent.
TANDING GEAR CARE.
Cessna Dealer's mechanics have been trained in t}le prope! adjust-
ment and rigging procedures on the aircralt hydraulic system. To as-
sure trouble-Iree gear operation, have your Cessna Dealer check the
gear regularly and ma.ke any necessary adjustments. Only properly
trained mechanics should attempt to repair or adjust the larding gear.
INIERIOR CARE.
To remove dust aJId loose dirt Irom the upholstery fabric ard carpet,
clean the interior regularly \rith a vacuum cleaner.
Blot up any spilled liquid promptly witlt cleansing tissue or rags.
Don't pat the spot; press ttle blotting material firmly arrd hold it for
several seconds. Conunue blotung until no more Uquid is taken up.
Scrape off sticky materials with a dutl knife, then spot-clean the area.
OtIy spots may be cleaned with household spot removers, used spar-
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