Cessna 182 1965 User manual

..TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD''.
CE55 N AAIRCRAFT COMPANY
WICHITA, KANSAS
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WORLD'S IARGEST PRODUCER OF

PERFORMANCE . SPECIFICATIONS
GROSS WEIGHT 2800 lbs 2800 Ibs
SPEED:
Top Speed at Sea Level . 167 mph 1?0 mph
Cruise, . . . 159 mph 162 mph
7570 Power at 6500 ft.
RANGE:
Cruise, 685 mi 695 mi
Cruise, 905 mi 925 mi
CONGRATULATIONS
Welcome to the ranks of Cessna Owners ! Your Cessna has been designed
and constructed to give you the most in performance, economy, and com-
fort. It is our desire that you will find flying it, either for business or
pleasure, a pleasant and profitable experience.
This Owner's Manual has been prepared as a guide to help you get the
most pleasure and utility from your Model 182/Skylane. It contains in-
formation about your Cessna's equipment, operating procedures, and
performancel and suggestions for its servicing and care. We urge you
to read it from cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of
a Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:
FACTORY TRAINED PERSONNEL to provide you with courteous
expert service.
FACTORY APpROVED SERVICE EQUIPMENT to provide you
with the most efficient and accurate workmanship possible.
A STOCK OF GENTIINE CESSNA SERVICE PARTS on hand
when you need them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERV-
ICING CESSNA AIRPLANES, since Cessna Dealers have aII
of the Service Manuals and Parts Catalogs, kept current by
Service Letters and Service News Letters, published by Cessna
Aircraft Company.
We urge aII Cessna owners to use the Cessna Dealer Organization to the
fullest.
A current Cessna Dealer Directory accompanies your new airplane. The
Directory is revised frequently, and a current copy can be obtained from
your Cessna Dealer. Make your Directory one of your cross-country
flight planning aids; a warm welcome awaits you at every Cessna Dealer.
75Vo Power at 6500 ft.
60 Gallons, No Reserve
7570 Power at 6500 ft.
?9 Gallons, No Reserve
4.3 hrs 4.3 hrs
159 mph 162 mph
5.7 hrs 5. ? hrs
159 mph 162 mph
Optimum Range at 10,000 ft. . 905 mi 925 mi
60 Gallons, No Reserve ?.6 hrs ?.6 hrs
119 mph 121 mph
Optimum Range at 10, 000 ft. 1190 mi 1215 tni
79 GaIIons, No Reserve 10.0 hrs 10.0 hrs
119 mph 121 mph
RATE OF CLIMB A'I SEA LEVEL 980 fpm 980 fpm
SERVICE CEILING 18, 900 ft 18,900 lt
TAKE-OFF:
Ground Run 625 ft 625 it
Total Distance Over
5O-Foot Obstacle . 1205 ft 1205 ft
LANDING:
Ground Roll . 590 ft 590 ft
Total Distance Over
5O-Foot Obstacle . 1350 ft 1350 ft
EMPTY WEIGHT (Approximate) 1550 lbs 1610 lbs
BA.GGAGE . 120 lbs 120lbs
WING LOADING: Pounds/Sq Foot 16. 1 16.1
POWER I,OADING: POUNdS,/HP. L2.2 L2.2
FUEL CAPACITY: TOTAI
Standard Tanks 65 gal. 65 gal.
Optional Long Range Tanks 84 gal. 84 gal.
OIL CAPACITY: Total 12 qts 12 qts
PROPELLER: Constant Speed (Diameter) . 82 inches 82 inches
ENGINE: Continental Engine O-470-R O-470-R
230 rated HP at 2600 RPM
COPYFIGHT G] 1988
D282-13-RPC-300-5/8S Cessna Aircraft Company
Wichita, Kansas USA

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EXTE RIOR
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IN SPECTION
otailoftan
/////tu
-NOTE
C heck general aircraft
condition during walk-
around inspection. If
night tlight is planned,
cherk operation of all
Iiglrts, and make sure
n ltashliBht is available.
Check propeller and spinner for nicks and
security, and propeller for oil lea-ks.
Make visul check to insure that fuel strainer
drain valve is closed alter draining operation.
Check nose wheel strut and tire for proper
i nJlation.
Disconnect nose tie-down,
Check carburetor air filter for restfictions
by dust or other foreign matter.
Check oil level. Do not operate with less
than nine quarts. Fi11 for e\1ended flight.
Remove pitot tube cover, if installed, and
check pitot tube opening for stoppage.
Check luel tuk vent opening for stoppage.
Also, check luel tarlk vent opening provided
in right wing when optional long range fuel
tanks are installed.
same as @.
o..
b.
c.
e.
l.
(o ".
D.
c,
T\rrn on master switch and check fuel
quantity indicators; then turn master
switch "OFF. "
Check ignition switch "OFF, "
Check fuel tank selector valve handle on
"BOTH. "
On first Ilight of day and after each refuel-
ing, pull out straitrer drain knob for about
four secoods, to clear fuel strainer oI pos-
sible water and sediment.
Remove control wheel lock.
Check baggage door for security.
Remove rudder gust lock, if installed.
Disconnect tail tie-down.
Check maitr wheel tire lor proper inflation.
Inspect airspeed static source hole on side
of luselage lor stoppage.
Disconnect wing tie-down.
@".
@..
@
c.
d.
I.
rE ".
b.
Figure 1-1.
2-1-
Se ca iorr
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DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane. This
section also covers in somewhat greater detail some of the items listed
in Check List form in Section I that require further explanation.
FUEt SYSTEM.
Fuel is supplied to the engine from two tanks, one in each wing. The
total usable fuel, for all flight conditions, is 60 gallons for standard tanks
and 79 gallons Ior optional long range tanks.
NOTE
Unusable fuel is at a minimum due to the design of the
fuel system. However, with l/4 tank or less, prolonged
uncoordinated flight such as slips or skids can uncover
the fuel tank outlets, causing fuel starvation and engine
stoppage when operating on a single tank. Therefore,
to avoid this problem with low fuel reserves, the fuel
selector should be set at "BOTH" position.
FueI from each wing tank flows by gravity to a selector valve. Depending
upon the setting of the selector valve, fuel from the left, right, or both
tanks flows through a fuel strainer and carburetor to the engine induction
system.
NOTE
Take off with the fuel selector valve handle in the "BOTH"
position to prevent inadvertent take-off on an empty tank.
However, when the selector is in the "BOTH" position,
unequal fuel flow from eaeh tank may occur after extended
flight if the wings are not maintained exactly level. Re-

I.EFT WING TANK RIGHT WING TANK
FUEt SEI.ECTOR
VALVE
FUEL SYSTEM
SCHEMATIC
TO ENGTNE )
ENGINE PRIMER
CARBURETOR
ffi---""
MIXTURE
CONTROI KNOB TO ENGINE
-
sulting wing heaviness can be alleviated gradually by
turning the selector valve handle to tIe tank in the 'r.heavy"
wing. The recommended cruise fuel management pro-
cedure for extended flight is to use the left and right tank
alternately.
ETECTRICAT SYSTEM.
Electrical energy is supplied by a l4-volt, direct-current system
powered by an engine-driven alternator. The l2-volt battery is Iocated
aft of the rear baggage compartment wall.
CIRCUIT BREAKERS.
AtI electrical circuits in the airplane, except the clock circuit, are
protected by circuit breakers. The clock has a separate fuse mounted
adjacent to the battery. The stall warning transmitter and horn circuit
and the optional turn-and-bank indicator circuit are protected by a single
automatically resetting circuit breaker mounted behind the instrument
panel. The cigar lighter is protected by a manually reset type circuit
breaker mounted directly on the back of the lighter behind the instrument
panel. The remaining circuits are protected by "push-to-reset" circuit
breakers on the instrument panel.
ROTATING BEACON (OPT).
The rotating beacon should not be used when flying through clouds
or overcast; the moving beams reflected from water droplets or particles
in the atmosphere, particularly at night, can produce vertigo and loss of
orientation.
CABIN HEATING, VENTIIATING AND
DEFROSTING SYSTEM.
The temperature and volume of airflow into tlte cabin can be regulated
to any degree desired by manipulation of the push-pull "CABIN HEAT" and
"CABIN AIR" knobs. Both control knobs are the double-button type with
friction locks to permit intermediate settings.
NOTE
Always pull out the "CABIN AIR' knob slightly when the
2-2
Figure 2-1.
2-3

"CABIN HEAT" knob is out. This action increases the
airflow through the system, increasing efficiency, and
blends cool outside air with the exhaust manifold heated
air, thus eliminating the possibility of overheating the
system ducting"
The rotary type "DEFROST" knob regulates the airflow for windshield
defrosting.
Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manifold just forward of the pilot's and copilot's feet" Rear
cabin heat and air is supplied by two ducts from the manifold, one extend-
ing down each side of the cabin. Windshield defrost air is also supplied by
a duct leading from the cabin manifold.
Separate adjustable ventilators supply additional air; one near each
upper corner oI the windshield supplies air for the pilot and copilot, and
two in the rear cabin ceiling supply air to the rear seat passengers.
STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of the
primer in warm temperatures to six strokes in cold weather with the
throttle open approximately t/2 inch. In extremely cold temperatures
it may be necessary to continue priming while cranking. Weak inter-
mittent explosions followed by puffs of black smoke from the exhaust
stack indicate overpriming or flooding. Excess fuel can be cleared
from the combustion chambers by the following procedure: Set the mix-
ture control fuII lean and the throttle full open; then crank the engine through
several revolutions with the starter. Repeat the starting procedure
without any additi.onal priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) it wiII not fire at aII. Additional priming wiII be necessary for the
next starting attempt.
As soon as the cylinders begin to fire, open the throttle slightly to
keep it running.
If prolonged cranking is necessary, allow the starter motor to cool
at frequent intervals, since excessive heat may damage the armature.
2-4
-
TAXIING-DIAGRAM-\rl'
,3
JL
I\
USE UP AILERON ON
LH WING AND
NEUTRAL ELEVATOR
USE UP AILERON ON
RH WING AND
NEUTRAL ELEVATOR
){
itrr[I-:-'Tr..,,t1 il'
I
i
I --L.l :.lL /
i
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USE DOWN AILERON
ON LH WING AND
MWN ELEVATOR
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR I
aD
) *r*o DrRECrroN
NOTE
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking vhen the airplane is in this attitude
Use the steerable nose wheel and rudder to
maintain direction.
Figure 2-2.
2-5

TAXIING.
The carburetor air heat knob should be pushed full in during all grourxc
operations unless heat is absolutely necessary for smooth engine operation.
when the knob is pulled out to the heat position, air entering the engine is
not filtered.
Thxiing over loose gravel or cirxCers should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
BEFORE TAKE-OFF.
.Since the engine is closely cowled for efficient in-flight cooling, pre_
cautions should be taken to avoid overheating on the ground. FuIl throtile
checks on the ground are not recommended unless the pilot has good reason
to suspect that the engine is not turning up properly.
The magneto check should be made at 1200 RpM with the propeller
in Jlat pitch as follows: Move the ignition switch first to "R" position and
note RPM. Then move switch back to "Borlil position to clear the other
set of plugs. Then move switch to "L" position and note RpM. Ttre dif-
ference between the two magnetos operated singly should not be more than
50 RPM. rf there is a doubt concerning the operation of the ignition sys-
tem, RPM checks at a higher engine speed wiII usually conrirm whether
a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magrreto timing has been "bumped-up" and is set in advance of the setting
specified.
TAKE-OFF.
It is important to check fuIl-throttle engine operation early in the take-
off run. Any signs of roirgh engine operation or sluggish engine accelera-
tion is good cause for discontinuing the take-off.
firII throttle runups over loose gravel are especially harmful to
propeller tips. when take-offs must be made over a gravel surface, it is
very important that the throttte be advanced slowly. This allows the air-
2-6
plane to start rolling before high RPM is developed, and tle gravel will be
blown back of the propeller rather than pulled into it.
Most engine wear occurs from improper operation before the engine
is up to normal operating temperatures, and operating at high powers and
RPM's. For this rea"son the use of maximum power for take-off should be
limited to that absolutely necessary for safety. Whenever possible, reduce
take-off power to normal climb power.
Normal take-offs are accomplished with wing flaps up, cowl flaps
open, fuIl throttle, ard 2600 RPM. Reduce power to 23 inches of mani-
fold pressure and 2450 RPM as soon as practical to minimize engine wear.
Using 20" wing flaps reduces the ground run and total distance over
the obstacle by approximately 20 per cent. Soft field take-offs are per-
formed with 20' flaps by lifting the airplane off the ground as soon as
practical in a slightly tail-low attitude. However, the airplane should
be leveled off immediately to accelerate to a sa-fe climb speed.
If 20o wing flaps are used for take-off, they should be left down until
all obstacles are cleared. To clear an obstacle with wing flaps 20 degrees,
the best angle-of-climb speed (60 MPH, IAS) should be used. If no ob-
strrrctions are ahead, a best "flaps up" rate-of-climb speed (90 MPH, IAS)
would be most efficient. These speeds vary slightly with altifude, butthey
are close enough for average field elevations.
Flap deflections of 30o to 40" are not recommended at any time for
take-off.
Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the drift
angle immediately after take-off. The airplane is accelerated to a speed
slightly higher than normal, then pulled off abruptly to prevent possible
settling back to the runway while drifting. When clear of the ground, malre
a coordinated turn into the wind to correct for drift.
cUMB.
A cmising climb at 23 inches of manifold pressure, 2450 RPM (ap-
proximately 7516 power) and 100 to 120 MPH is recommended to save time
and fuel for the overall trip. In addition, this type of climb provides bet-
ter engine cooling, Iess engine wear, and more passenger comfort due to
2-7

lower noise level.
If it is necessary to climb rapidly to clear mountains or reach favor-
able winds at high altitudes, the best rate-of-climb speed should be used
with maximum power. This speed is 88 MPH at sea level, decreasing
2 MPH for each 5000 feet above sea level.
If an obstruction ahead requires a steep climb angle, the airplane
should be flown at the best angle of climb with flaps up and maximum
power. This speed is 70 MPH.
In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20o immediately after full power is applied. After all
obstacles are cleared and a safe altitude and airspeed are obtained, the
wing flaps should be retracted.
CRUISE.
Normal cruising is done between 6570 and ?570 power. The power
settings required to obtain these powers at various altitudes and outside
air temperatures can be determined by using your Cessna Power Com-
puter or the OPERATIONAL DATA, Section V.
6500 162 695
8000 r60 73s
The Optimum Cruise Performance table (figure 2-3), shows that
cruising can be done most efficiently at higher altitudes because very
nearly the same cruising speed can be maintained at much less power.
For a given throttle setting, select the lowest engine RPM in the
green arc range that will give smooth engine operation.
The cowl Ilaps should be adjusted to maintain the cylinder head tem-
perature near the middle of the normal operating (green arc) range to
assure prolonged engine Iife.
To achieve the range figures shown in Section V, the mixture should
be leaned as follows: pull mixture control out until engine becomes rough;
then enrich mixture slightly beyond this point. Any change in altitude,
power, or carburetor heat will require a change in the lean mixture
setting.
Application of full carburetor heat may enrich the mixture to the
point of engine roughness. To avoid this, Iean the mixture as instructed
in the preceding paragraph.
STAtLS.
The stall characteristics are conventional and aural warning is pro-
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all conligurations.
Power-off stall speeds at maximum gross weight and aft c. g. position
are presented in figure 5-2 as calibrated airspeeds since indicated air-
speeds are unreliable near the stall.
attempted.
IMPORTANT
Excessive priming and pumping throttle may cause
-o'rr frrel to accumulate in the intake air duct, creat-
LAN DING.
Landings are usually made on the main wheels first to reduce the
75
70
RANGE
(Std. To n ks)
2-8
65 10,000
Figure 2-3.
r58 785
2-9

Ianding speed and the subsequent need for braling in the landing ro1l.
The nosewheel is Iowered gently to the runway a"fter the speed has di-
minished to avoid unnecessary nose gear load. This procedure is es-
pecially important in rough field landings.
For short field landings, make a power off approach at 69 MPH,
IAS with 40' flaps and land on the main wheels first. Immediately after
touchdown, lower the nose gear to the ground and apply heavy braking as
required. For maximum brake effectiveness aJter aII three wheels are
on the ground, retract the flaps, hold full nose up elevator and apply max-
imum possible brake pressure without sliding the tires.
COLD WEATHER OPERATION.
STARTIN G.
Prior to starting on a cold morning, it is advisable to pull the
propeller through several times by hand to "break loose" or "limber"
the oi1, thus conserving battery energy, In extremely cold (0' F and
lower) weather, the use of an external preheater (for both the engine and
battery) and an external power source is recommended whenever possible
to obtain positive starting and to reduce wear and abuse to the engine and
the electrical system.
Pre-heat will thaw the oil trapped in the oil cooler, which probably
wiII be congealed prior to starting in extremely cold temperatures. When
using an external power source, the position of the master switch is im-
portant. Refer to Section VI, paragraph GROUND SERVICE PLUG RE-
CEPTACLE, for operating details.
CoId weather starting procedures are as follows:
I I ATKJTEEU | (StU. Tonksf
6500 162 695
70 8000 160 735
NOTE
Use heavy strokes of primer for best atomization of
fuel. After priming, push primer all the way in and
75
turn to locked position to avoid possibility of engine
drawing fuel through the primer.
(2) Clear propeller.
(3) Turn master switch "ON. I'
(4) Turn magneto switch to "BOTH. "
(5) Open throttle l/2" and engage starter.
(6) Pull carburetor heat on after engine has started, and leave on
until engine is running smoothly.
Without Preheat:
(1) Prime the engine six to eight strokes while the propeller is
being turned by hand with throttle open l/2". Leave primer charged
and ready for stroke.
(2) Clear propeller.
(3) Turn master switch "ON. "
(4) Turn magneto switch to "BOTH. "
(5) Pump throtfle rapidly to full open twice. Return to 1,/2" open
position.
(6) Engage starter and continue to prime engine until it is running
smoothly, or alternately, pump throttle rapidly over first 1,/4 of
total travel.
(7) PuIl carburetor heat on after engine has started. Leave on
until engine is running smoothly.
(8) Lock primer.
NOTE
If the engine does not start during the first few
attempts, or if engine firing diminishes in strength,
it is probable that the spark plugs have been frosted
over. Preheat must be used before another start is
attempted.
IMPORTANT
Excessive priming and pumping throttle may cause
raw fuel to accumulate in the intake air duct, creat-
ing a fire hazard in the event of a backfire. If this
occurs, maintain a cranking action to suck flames
into the engine. An outside attendant with a fire
extinguisher is advised for cold starts without preheat.
2-L0 2-rl

OPERAIION.
During cold weather operations, no indication will be apparent on
the oil temperature gage prior to take-off if outside air temperatures are
very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM),
accelerate the engine several times to higher engine RPM. If the engine
accelerates smoothly and the oil pressure remains normal and steady,
the airplane is ready for take-of{.
Rough engine operation in cold weather can be caused by a combina-
tion of an inherently leauer mixture due to the dense air and poor vapori-
zaticl and distribution of the fuel-air mixture to the cylinders' The
effects of these conditions are especially noticeable during operation on
one magneto in ground checks where only one spark plug fires in each
cylinder.
To operate the engine without a winterization kit in occasional out-
side air temperatures from 10'to 20" F, the folLowing procedure is
recommended:
(1) Use full carburetor heat during engine warm-up and ground
check.
(2) Use minimum carburetor heat required for smooth operation in
take-ofl, climb, and cruise.
(3) Select relatively high manifold pressure and RPM settings for
optimum mixture distribution, and avoid excessive manual leaning
in cruising flight.
(4) Avoid sudden throttle movements during ground and flight opera-
tion.
OPERATING LIM ITATIONS
OPERATI ONS AUTHORIZED.
Your Cessna, with standard equipment as certificated under FAA
Type Certificate No. 3A13, is approved for day and night operation under
VFR.
Additional optional equipment is available to increase its utility and to
make it authorized for use under IFR day and night. An owner of a proper-
Iy equipped Cessna is eligible to obtain approval for its operation on single
engine scheduled airline service under VFR. Your Cessna Dealer will be
happy to assist you in selecting equipment best suited to your needs.
MANEUVERS_NORMAL CATEGORY.
The airplane exceeds the requirements for airworthiness of the
Federal Aviation Regulations, Part 3, set forth by the United States
Government, Spins and aerobatic maneuvers are not permitted in normal
category airplanes in compliance with these regulations. In connection
with the foregoing, the foll.owing gross weight and flight load factors apply:
When operating in sub-zero
buretor heat. Partial heat maY
the 32' to 70' range where icing
conditions.
Refer to Section VI for cold
for the OIL DILUTION SYSTEM.
temperatures, avoid using partial car-
raise the carburetor air temperature to
is critical under certain atnrospheric
weather equipment and operating details
Maximum Gross Weight
F1ight Load Factor* Flaps
Flight L,oad Factor* Flaps
2800 lbs.
Up . +3.8 -1.52
Down . +3.5
HOT WEATHER OPERATION.
The general warm temperature starting information on page 2-4 t's
appropriate. Avoid prolonged engine operation on the ground.
2-L2
*The design load factors are LSWo of the above, and in
aII cases, the structure meets or exceeds design loads.
Your airplane must be operated in accordance with all FAA approved
marhings, placards and check Iists in the airplane. If there is any infor-
mation in this section which contradicts the FAA approved markings, pla-
cards and check lists, it is to be disregarded.
Seeaiorr *182*
3-1

AIRSPEED tIMITATIONS.
The following are the certificated calibrated airspeed limits for
your Cessna:
Never Exeeed (Glide or dive, smooth air) 193 MPH (red line)
Caution Range 160-193 MPH (yellow arc)
Maximum Structural Cruising Speed 160 MPH
(Level ftight or climb)
Normal Operation Range. .67-160 MPH (green arc)
Maximum Speed, Flaps Extended. .110 MPH
FIap Operation Range . 60-110 MPH (white arc)
Maneuvering Speed* .128 MPH
*The maximum speed at which abrupt control travel
can be used without exceeding the design load factor.
ENGINE OPERATION TIMITATIONS.
Power and Speed .230 BHP at 2600 RPM
Do Not Exceed (fngine rated speed) . . . .
cARBURETOR AtR TEA pERATURE GAGE (OpT).
Under possible icing conditions:
Normal Operating Range
Cautionary Range
Icing Range
FUEt OUANTITY INDICATORS.
Empty E (red line)
TACHO'YlETER.
Normal Operating Range
Cautionary Range 2200-2450 RPM (green arc)
2450-2600 RPM
.2600 RPM (red line)
5" to 20"C (green arc)
0o to 5"C (yellow arc)
-20" to 0'C (red arc)
ENGINE INSTRUMENT MARKINGS.
OIt TEIVIPERAIURE GAGE.
Normal Operating Range
Do Not Exceed Green Arc
225" F (red line)
Olt PRESSURE GAGE.
Idling Pressure 10 psi (red line)
Normal Operating Range 30-60 psi (green arc)
Maximum Pressure . 100 psi (red line)
MANIFOTD PRESSURE GAGE.
Normal Operating Range .15-23 in. Hg (green arc)
CYLINDER HEAD TEIUPERATURE GAGE.
Normal Operating Range 275-450"F (green arc)
Do Not Exceed 450"F (red line)
3-2 3-3