Cessna 182 1965 User manual

THERE
ARE
MORE
CESSNAS FLYING
THAN
ANY OTHER
W.AKE
I_
2L8_
o
W
MAN
UAL
WORLDS
LARGEST
PRODUCER
OF
GENERAL
AVIATION
AIRCRAFT
SINCE
1956

PERFORMANCE
- SPECIFICATIONS
GROSS WEIGHT
SPEEft
Top
Speed at
Sea
Level
Cruise
75%
Power at
6500 ft.
RANGE:
Cruise
75%
Power at 6500 ft.
60
Gallons,
No Reserve
Cruise
75%
Power at 6500 ft.
79 Gallons,
No Reserve
Optimum Range
at
10, 000
ft.
60 Gallons,
No Reserve
Optimum
Range
at
10,
000
ft.
79 Gallons,
No Reserve
RATE OF CLIMB
AT SEA LEVEL
SERVICE
CEILING
TAKE-OFF:
Ground Run
Total Distance Over
50-Foot Obstacle
LANDING:
Ground Roll
Total Distance
Over
50-
Foot
Obstacle
EMPTY
WEIGHT
(Approximate)
BAGGAGE
WING
LOADTNG Pounds/Sq
Foot
POWER
WADING:
Pounds/HP.
FUEL
CAPACITY:
Total
Standard
Tanks
Optional
Long Range Tanks
OIL
CAPACITY:
Total
2600 lbs
167
mph
159
mph
685mi
4.
3 hrs
159
mph
BOSmi
5.7 hrs
159
mph
905m1
7. 6
hrs
119 mph
1190 ml
10. 0
hrs
119
mph
980 fpm
18, 900
ft
625ft
12051t
590ft
1350
ft
1550
lbs
120 lbs
16.1
12.2
65ga1.
84gaL
.
l2qts
82 inches
O-470-R
2800
lbs
170
mph
162
mph
695
ml
4.3
hrs
162 mph
925
ml
5.7
hrs
162
mph
925
ml
7. 6
hrs
121 mph
1215
ml
10.0
hrs
121
mph
980
1pm
18,
900 ft
625
ft
1205
ft
590
ft
1350
ft
1610
lbs
120
lbs
16. 1
12.
2
65 gal.
84 gal.
l2qts
82
inches
O-470-R
MODEL 182
SKYIJANE
I
I
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
performance;
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
TRMNED PERSONNEL
to provide
you with courteous
expert service.
FACTORY
APPROVED SERVICE
EQWPMENT
to
provide
you
with
the most
efficient
and accurate
workmanship possible.
A
STOCK OF
GEMJTNE
CESSNA SERVICE
PARTh
on
hand
when you need them.
THE
LATEST
AUTHORITATIVE
INFORMATION
FOR SERV
ICING CESSNA
AIRPLANES,
since Cessna Dealers
have
all
of
the
Service Manuals and
Parts
Catalogs,
kept current
by
Service Letters and
Service
News
Letters,
published
by Cessna
Aircraft Company.
We
urge all 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.
PROPELLER:
Constant Speed (Diameter).
ENGINE: Continental
Engine
230 rated
HP
at 2600 RPM
I

TABLE OF CONTENTS
Page =
SECTION I - OPERATING
CHECK LIST 1-1
SECTION II
- DESCRIPTION
AND
OPERATING
DETAILS
2-1
SECTION III - OPERATING
LIMITATIONS 3-1
SECTION IV- CARE OF THE AIRPLANE
4-1
OWNER FOLLOW-UP
SYSTEM
4-8
SECTION V - OPERATIONAL
DATA 5-1
SECTION VI- OPTIONAL
SYSTEMS 6-1
ALPHABETICAL
INDEX
Index-i
This manual
describes the
operation
and
performance
of both
the
Cessna Model
182 and the
Cessna
Skylane.
Equipment
described
as
“Optional” denotes
that the
subject
equipment
is
optional on the
Model
182. Much
of this
equipment
is
standard
on the
Skylane model.
lii

Section
OPERATING
CHECK LIST
One of the first
steps in
obtaining
the
utmost performance,
service,
and
flying enjoyment
from your
Cessna is
to familiarize
yourself
with
your
airplane’s
equipment, systems1
and
controls. This
can best
be done
by
reviewing this
equipment
while
sitting
in the airplane.
Those
items
whose
function
and
operation are
not
obvious
are
covered
in Section
U.
Section
I
lists,
in
Pilot’s
Check
List form,
the steps
necessary
to
operate
your airplane
efficiently
and safely.
It
is not a check
list
in its
true
form
as it
is
considerably
longer,
but it does
cover
briefly
all
of
the
points that
you should
know
for
a typical
flight.
The flight
and
operational
characteristics
of
your airplane
are normal
in all
respects.
There
are
no ‘unconventional”
characteristics
or oper
ations
that
need to
be
mastered.
All
controls
respond
in the
normal
way
within
the
entire
range
of
operation.
All airspeeds
mentioned
in Sections
I
and
II are
indicated
airspeeds.
Corresponding
calibrated
airspeeds
may be
obtained from
the
Airspeed
Correction
Table
in Section
V.
BEFORE
ENTERING
THE
AIRPLANE.
(1)
Make
an
exterior
Inspection
in
accordance
with
figure 1-1.
BEFORE
STARTING
THE
ENGINE.
(1) Seats
and
Seat Belts
-— Adjust
and
lock.
(2) Flight
Controls
-- Check.
(3)
Brakes
-- Test
and
set.
(4)
Master
Switch
——
“ON.’
(5)
Cowl
Flaps
-- ‘OPEN.”
(Move lever
out
of
locking
hole
to
reposition.)
(6)
Elevator
and
Rudder
Trim
--
“TAKE-OFF’
setting.
(7)
Fuel
Selector
Valve
-- “BOTH,”
(8)
Turn
all
radio
switches
“OFF,’
‘ti-r
‘I
is,
EXTERIOR
INSPECTION
Se I
DIAGRAM
SI
NOTE
Chock
general aircraft
condition during walk.
arneand inspection.
If
night flight is planned,
chock
operation
of
all
lights, and omits ear,
a Qashlight is available.
(3)
a.
Tarn on
master
switch and check
fuel
quantity indicatorsl
then tarn master
switch “OFF.
b, Check
iwiUtti
switch
“OFF.
e.
Check fuel task
selector nive handle on
“BoTh.”
d.
Oi
first flight
of day and after
each refu tl
ing,
pull mat
atridner drain knob
for about
four
seconds, to
clear Suet strainer
of pos
sible waler
and sediment,
e,
Remove control
whoel lack.
C.
Chock baggage
door
for security.
a.
Check propeller and spinner for
ricks ‘al
security,
and propeller
for oil leaks.
b.
Make
vimal chock in thsnsre that fuel
stnir,er
tht
valve Is closed after dnmtr.g operation.
c.
Chock
nose
wheel strut
and
tin
for proper
irliation.
d.
Otaconnoct nose tic-down.
C.
Check carbarctetr air
filter for restrictions
by dust
or other
foreign
mailer.
I. Check oil level. Do
not
operate
with lean
than nine quarts.
Fill for extended flight.
() a.
Remove rudder gust lock, If
I tatailed.
b. nisconnect tail tie-don.
a-
Chock maio
wheel tire for
proper inflation.
ii.
Inspect
airspeed static
source hole on side
of
fusetago for stoppage.
c.
Disconnect wing
tie-dosn.
a. Remove
pitot tube covor,
It
installed, and
check pitot tube
opening for
stoppage.
b.
Check fuel taste vent opening for
stoppage,
Aieo,
check
ftc! tank vent opening
provided
in right
wing when optional
long range fuel
taste, are installed.
®
samoan®
lv
Figure
l—L
1—1

STARTING ENGINE.
(1)
Carburetor
Heat
—- Cold.
(2)
Mixture
-- Nch.
(3)
Propeller
-- High
RPM.
(4)
Throttle--
Cracked
(one-hall
inch).
(5)
Primer
-- As
required.
(6)
IgnitIon
Switch
—- “START.”
Hold
until
engine
fires,
but not
longer than
30
seconds.
(7)
Ignition
Switch
-- Release
to
“BOTH”
(immediately
after
engine
fires).
NOTE
If
engine has been
overprimed,
start
with
throttle
open
1/4
to
1/2
full
open.
Reduce
throttle
to
idle
when en
gine
fires.
NOTE
After starting,
check
for
oil
pressure
indication within
30
seconds in
normal
temperatures
and
60 seconds
in
cold
temperatures.
U
no
indicatIon
appears,
shut
off
engine
and
Investigate.
BEFORE
TAKE-OFF.
(1) Throttle
SettIng
- 1700
RPM.
(2)
Engine
Instruments
-- Check.
(3)
Carburetor
Heat
—-
Check
operation,
then
set to cold
unless
icing conditions
prevail.
(4)
Ammeter
—- Check.
(5)
Suction
Gage
-— Check
(4. 5
inches
of
mercury
desired,
3.75 to
5.0 acceptable).
(6) Magnetos
-- Check
(50
RPM
maximum
differential
between
magnetos).
(7)
Propeller
-- Cycle
from high to
low
RPM;
return
to high
RPM
(full
in).
(8)
Flight
Controls
--
Recheck.
(9)
Wing
Flaps
—— Check
operation
and set
0°
to 20°.
(10) Cowl
Flaps--
Full”OPEN.”
(11)
Elevator
and Rudder
Trim
-- Recheck
“TAKE-OFF”
setting.
(12) Cabin
Doors
-- Cased
and
locked.
(13)
Flight
Instruments
and
Radios
-- Set.
1-2
1C:J.
133.
..;ik4;;
TAKE-OFF.
,
:‘
*
NORMAL
TAKE-OFF.
.:.
(1)
Wing Flaps--
Up.
(2)
carburetor
Heat
-- Cold.
(3)
Power
-- Full
throttle and
2600
RPM.
(4)
Elevator
Control -— Raise
nosewheel
at
60
MPH.
(5) Climb Speed
-— 90
MPH
until all obstacles
are
cleared, then
set
up
climb
speed as
shown in
“NORMAL CLIMB”
paragraph.
MAXIMUM
PERFORMANCE
TAKEOFF.
;.
(1)
Wing Flaps
——
20°.
(2) carburetor
Heat -—
Cold,
•.
(3)
Brakes
-- Apply.
(5) Brakes
-— Release.
•
(6)
Elevator Control
-- Maintain
slightly
tail-low
attitude.
\
(4)
Power
-- Full
throttle and
2600
RPM.
(7)
Climb
Speed
-- 60
MPH
until all
obstacles
are
cleared,
then
set
(8)
Wing
Flaps
—- Up
after
obstacles
are
cleared.
up
climb
speed
as shown
In “MA4I
PERFORMANCE
CIB.”
CUMB.
.•.
.
NORMAL
CLIMB.
(1)
Air Speed
-- 100
to
120 MPH.
(2)
Power
—- 23 Inches
and 2450
RPM.
(3) Mixture
-- Full
rich (unless
engine
is
rough
due to
excessively
rich mixture).
(4)
Cowl Flaps
-- Open
as required.
MAXIMUM
PERFORMANCE
CLIMB.
(1)
Mr
Speed
-— 88
MPH (sea
level) to
84
MPH
(10,000
feet).
(2) Power
- - Full
throttle
and 2600
RPM.
(3)
Mixture
—- Full
rich
(unless
engine is rough).
(4)
Cowl
Flaps --
Full “OPEN.”
CRUISING.
(1)
Engine Power
--
15
to
23 inches
of manifold
pressure
and
2200 -
2450
RPM.
(2)
Cowl Flaps
-- Open
as
required.
(3)
Elevator
and
Rudder Trim
-- Adjust.
(4)
Mixture
-—
Lean.
1—3

LET-DOWN.
Mixture
-—
Rich.
Power
--
As
desired.
Carburetor
Heat
--
Apply
(if
icing
conditions
exist).
BEFORE
LANDING.
Fuel
Selector
Valve
--
“BOTH”
Mixture
--
Rich.
Propeller
--
High RPM.
Cowl Flaps
--
Closed.
Carburetor
Heat
--
Apply
before
closing
throttle.
Airspeed
--
80
to
90
MPH
(flaps
retracted).
Wing
Flaps
--
00
to
40°
(below
110
MPH).
Airspeed
--
70 to
80
MPH
(flaps
extended).
Elevator and Rudder
Trim
--
Adjust.
NORMAL
LANDINa
(1)
Landing Technique
--
Conventional for
all
flap settings.
AFTER
LANDING.
(1) Mixture
—-
Idle
cut-off
(pulled
full
out).
NOTE
Do
not
open
throttle
as
engine
stops since this
actuates
the
accelerator
pump.
All
Switches
——
Off.
Brakes
--
Set.
Control
Lock
--
installed.
The
following
paragraphs
describe
the
systems
and
equipment
whose
function
and
operation
is
not obvious when
sifting
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.
FUEL
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
for
optional
long
range
tanks.
NOTE
Unusable
fuel
Is at
a
minimum
due
to
the
design
of
the
fuel
system.
However,
with
1/4
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.
Fuel
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-oft
on
an
empty
tank.
However,
when
the
selector
is
in
the
“BOTH”
position,
unequal
fuel
flow
from
each
tank
may occur
after
extended
flight
if
the
wings
are
not
maintained
exactly
level.
Re—
(1)
(2)
(3)
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
DESCRIPTION
AND
OPERATING
DETAILS
(1) Cowl
Flaps “OPEN,”
(2)
Wing
Flaps
--
Retract.
(3)
Carburetor
Heat
--
Cold.
SECURE
AIRCRAFT.
(2)
(3)
(4)
1-4
I
I

suiting
wing heaviness
can
be alleviated
gradually
by
turning
the selector
valve handle
to
the tank in
the
“heavy”
wThg.
The recommended
cruise
fuel
management
pro
cedure
for extended
flight
is
to
use
the
left
and
right
tank
alternately.
ELECTRICAL
SYSTEM.
Electrical
energy
is supplied
by
a
14-volt, direct-current
system
powered
by an engine-driven
alternator.
The 12-volt
battery
is located
aft of
the rear baggage
compartment
wail.
CIRCUIT
BREAKERS.
FUEL SYSTEM
r
SCHEMATIC
I
Figure
2-1.
CARBURETOR
All 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.
I
•1
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,
VENTILATING
AND
DEFROSTING
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”
and
“CABIN
AIR”
knobs.
Both control
knobs are
the double-button
type
with
friction
locks to permit
intermediate settings.
NOTE
Always
pull
out
the
“CABIM AIR”
knob
slightly
when
the
:
LEFT
WING
TANK
RIGHT
WING TANK
FUEL
STRAINER
ENGINE
PRIMER
TO
ENGINES
6’
ql
THROTTLE
fl
—
MIKTURE
CONTROL KNOB
TO
ENGINE
2—2 2—3

“CABIN
HEAr’
knob Is cut.
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
F
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
of
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
1/2 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
hire control
full lean and
the throttie
full open;
then crank the
engine through
several
revolutions
with
the
starter.
Repeat the starting
procedure
without
any
additional priming.
U the engine
is
underprimed
(most
flicely
in
cold
weather with
a cold
engine)
it
will not fire
at
all.
Additional
priming
will be
necessary
for
the
next starting
attempt.
As
soon as
the cylinders
begin
to
fire,
open the throttle
slightly
to
keep
it running.
U
prolonged
cranking is
necessary,
allow the
starter
motor
to
cool
at frequent
intervals,
since excessive
heat
may
damage
the armature.
2—4
Figure
2-2.
2—5

TAXIING.
The
carburetor
air heat knob
should be pushed
full in
during
all
ground
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.
Taxiing
over loose
gravel or
cinders should
be done at low
engine
speed
to
avoid
abrasion
and
stone
damage to the
propeller tips.
BEFORE
TAKE-OFF.
plane to start rolling
before high RPM is
developed, and the 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 reason 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-off s are accomplished
with wing flaps up, cowl flaps
open,
full throttle, and 2600 RPM.
Reduce power to 23 inches of mani
fold pressure and 2450 RPM as
soon
as
practical
to
minimize engine wear.
Since
the engine is closely
cowled for
efficient
in-flight cooling,
pre
cautions
should be taken
to avoid
overheating
on the ground.
Full 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 follows:
Move the ignition
switch
first
to “R”
position
and
note
RPM.
Then move
switch back to “BOTH”
position
to clear the
other
set
of plugs.
Then move switch
to
“U’
position and note RPM.
The dif
ference between the
two
magnetos operated
singly should not
be more
than
50 RPM. if
there
is
a doubt
concerning
the operation
of the ignition sys
tem,
RPM
checks at
a higher engine
speed will
usually confirm 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
magneto timing
has been
“bumped-up”
and is set in advance
of
the setting
specified.
TAKE-OFF.
It
is important
to check
full-throttle
engine operation
early in the take
off
run. Any signs
of
rough engine
operation or sluggish
engine
accelera
Uon is
good cause
for discontinuing
the take-off.
Full
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
throttle be
advanced slowly. This
allows
the air-
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 safe climb speed.
if
20°
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,
LAS) should be used.
if no
ob
structions
are ahead,
a
best
“flaps up”
rate-of-climb
speed
(90
MPH, LAS)
would be most efficient. These speeds vary slightly with altitude, butthey
are close enough for average field elevations.
Flap deflections
of
30° 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 nmway while drifting.
When
clear of
the ground, make
a coordinated
turn into the wind to correct for drift.
CLIMB.
A
cruising
climb at 23 inches of manifold pressure, 2450
RPM
(ap
proximately 75%
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, less engine wear, and more passenger comfort due
to -
2—6

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
200
immediately
after fun power
is applied.
Alter
all
obstacles are
cleared and
a
safe
altitude
and airspeed
are
obtained,
the
wing flaps
should
be retracted.
CRUISE.
Normal
cruising
is
done
between
65%
and 75%
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.
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
flaps
should
be
adjusted
to maintain
the
cylinder head
tem
perature
near
the
middle
of
the
normal
operating
(green arc)
range
to
assure
prolonged
engine
life.
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,
lean the
mixture
as
instructed
In the
preceding
paragraph.
STALLS.
I
OPTIMUMCRUSE
PERFORMANCEI
wsaansamfl
tBHP
ALTITUDE
TRUE
RANGE
AIRSPEED
(Std.Tanks)
75
6500
162
695
70
8000
160
735
65
1O000
158
785
Figure
2—3.
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 configurations.
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.
SPIN
S.
Intentional
spins
are prohibited
In this airplane.
Should
an
Inadvert
ent spin
occur, standard
liit plane
recovery
techniques
should
be used.
LANDING.
2—8
landings
are
usually
made
on the
main wheels
first
to reduce
the
2—9

landing
speed
and
the subsequent need
for braking In the
landing mu.
The
nosewheel
is
lowered
gently to
the runway alter
the speed
has
di
müilshed to avoid
unnecessary ixise
gear load.
This procedure Is es
pecially important
in rough
field landings.
For
short fleW landings,
make
a power
off approach at 69
MPH,
lAS with 40° flaps and land
on the main wheels
first.
Immediately alter
touchdown,
lower the nose gear to
the ground and
apply heavy braking
as
required.
For maximum
brake effectiveness
alter all 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.
turn to locked
position
to avoid
possibility
of engine
drawing
fuel through
the
primer.
(2)
Clear propeller.
(3) Turn master switch
“ON.”
(4) Turn
magneto switch
to
“BOTH.’
(5) Open
throttle
1/2”
and
engage
starter.
(6) Pun carburetor
heat
on alter
engine has started,
and leave on
until
engine is
running
smoothly.
Without
Preheat:
until
engine is running
smoothly
(8)
Lock
primer.
NOTE
H
the
engine does not
start during
the first few
attempts,
or
if
engine
tiring diminishes in
strength,
it is probable
that the
spark
plugs have been
frosted
over. Preheat
must
be
used
before another
start is
attempted.
COLD WEATHER
OPERATION,
STARTTNG.
Prior
to
starting on a cold morning,
it is advisable
to puU the
propeller
through
several
times
by hand to “break
loose”
or “Umber”
the oil, 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
will 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.
Cold
weather starting
procedures
are as follows:
With
Preheat:
(1)
WIth
magneto
switch
“OFF”
and
throttle open 1/2”, prime
the
engine four
to
eight
strokes as
the
propeller
is being turned
over by
hand.
NOTE
Use heavy strokes
of
primer
for best
atomization
of
fuel. After
priming, push
primer all the
way in and
2—10
(1)
Prime
the engine six to
eight strokes
while
the propeller
is
being turned
by hand with
throttle open
1/2”. Leave
primer charged
and
ready
for stroke.
(2) Clear propeller.
(3)
Tarn
master switch
“ON,”
(4) Turn
magneto switch
t0
“BOTH.”
(5)
Pump
throttle 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)
Pull
carburetor
heat
on alter
engine
has started.
Leave on
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.
U
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.
2-11

OPERATION.
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—off.
Rough engine operation in cold weather can be caused by a combina
tion of an inherently leaner mixture due to the dense air and poor vapori
zation and distribution of the fuel-air mixture
to the cylinders.
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
winterizadon 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-off,
climb, and cruise.
(3) select
relatively high manifold pressure and RPM settings for
optimum mixture distribution,
and
avoid excessive manual
leaning
In
cruislr.g flight.
(4)
Avoid sudden throttle movements during
ground and
flight
opera
tion.
When operating In
sub-zero temperatures, avoid using partial car
buretor heat. Partial heat may raise the
carburetor air temperature
to
the 32° to
700
range where Icing is critical
under certain atmospheric
conditions.
Refer
to
section VI
for cold weather equipment and operating details
for the OIL DILUTION SYSTEM.
The
general warm temperature
starting
Information
on
page
2-4
is
appropriate. Avoid prolonged engine operation on the ground.
OPERATIONS 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
ly 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
following gross weight and
flight
load factors apply:
Maximum Gross Weight
2800 lbs.
Flight Load Factort Flaps
Up
+3.8
Flight Load
Factort
Flaps
Down +3.5
tThe design load
factors are
150%
of the above, and in
all cases, the structure meets
or exceeds design loads.
Your airplane must be operated in accordance with all FAA approved
markings, placards and check lists 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.
OPERATING
LIMITATIONS
HOT WEATHER OPERATION.
—1.
52
2—12
3—1

AIRSPEED
LIMITATIONS.
The
following
are
the
certificated calibrated
airspeed
limits
for
your
Cessna:
Never
Exceed
(Glide
or
dive,
smooth
air)
.. .
193
MPH
(red
line)
Caution
Range
160-
193
MPH
(yeflow
arc)
Maximum
Structural
Cruising
Speed
160
MPH
(Level
flight
or climb)
Normal
Operation
Range
67-160
MPH
(green
arc)
Maximum Speed,
Flaps
Extended 110MPH
Flap Operation
Range
60-110
MPH
(white
arc)
Maneuvering
Speedt
128
MPH
tThe
maximum
speed
at which
abrupt control
travel
can be
used
without
exceeding the
design
load
factor.
ENGINE
OPERATION
LIMITATIONS.
Power
and Speed
230
BLIP
at
2600
RPM
ENGINE
INSTRUMENT
MARKINGS.
OIL
TEMPERATURE
GAGE.
Normal Operating
Range
Green
Arc
DoNotExceed
225°F(redllne)
OIL
PRESSURE
GAGE.
Idling
Pressure
10
psi (red
line)
Normal
Operating
Range
30-60
psi
(green
arc)
Maximum
Pressure
100 psi
(red
line)
MANIFOLD
PRESSURE
GAGE.
Normal
Operating
Range
15-23
In. Hg
(green
arc)
CYLINDER
HEAD
TEMPERATURE
GAGE.
Normal Operating
Range
275—450°F
(green
arc)
Do
Not
Exceed
450°F
(red
line)
3—2
TACHOMETER.
Normal Operating
Range
2200-2450
RPM
(green
arc)
Cautionary
Range
2450-
2600
RPM
Do
Not
Exceed
(Engine
rated
speed)
2600
RPM
(red
line)
CARBURETOR AIR
TEMPERATURE GAGE
(OPT).
Under
possible
icing
conditions:
Normal
Operating
Range
5°
to
20°C
(green arc)
Cautionary
Range 0°
to 5°C
(yellow
arc)
Icing
Range
-20°
to
0°C
(red
arc)
FUEL
OUANTITY
INDICATORS.
Empty
E (red
liz)
3—3

WEIGHT
AND
BALANCE.
The following
information
will
enable
you
to
operate
your
Cessna
within
the
prescribed weight
and
center
of
gravity
limitations.
To
figure
the
weight
and
balance for
your
particular
airplane,
use
the
Sample
Problem,
Loading
Graph,
and
Center
of
Gravity
Moment
Envelope
as
follows:
3—4
(saNnod)
IHOHIAX UVO7
I’
—I—
Take
the
licensed
Empty
Weight
aixi
Moment/bOO from
the
Weight
and
Balance
Data
sheet,
plus
any
changes
noted
on
forms
FAA-337
carried
in
your
airplane,
and
write
them
down
In
the
proper
columns.
Using
the
Loading
Graph,
determine the
moment/bOO
of each
item
to
be carried.
Total
the weights
and
moments/i
000
and
use
the
Center
of
Gravity
Moment
Envelope
to determine
whether
the
point
falls
with
in
the
envelope,
and
if
the
loading
is
acceptable.
b
0
0.,
I
—
:
:11.±
Tc,
:
L
--Li
$1
1.
1
Sample
Airplane
Your
Airplane
SAMPLE
LOADING
PROBLEM
weight
Moment
Weight
Moment
(lbs(
lb-in;.
—
I.
Licensed
Empty
Weight
Sample
Airplane)
1660
57.9
1
2.
oil
. 12
Qls
22
-0.3
22
.0.3
3.
PIlot
&
Front
Passenger
340
1 2.2
4.
Fuel.
(60.0
Gal
at
6ff/Goll
360
17.3
S.
Rear
Passenger,
340
24.1
6.
Baggage
Ic’
Passenger
on
Au1lJory Seall
78
7.6
7. Total
AircraFt
Weight
ILoodedl
2800
11
8.8
fl
I—
‘I
II
0
z
-4
o
z
0
0
0
0
‘-4
B.
z
old
0
I
It
0
0
z
0
‘<
0
-I
“a.
II
II
8.
Locals
this
paint
(2800
at
118.81
on
Ike
can
tar
of
gravIty
envelope,
and
since this
point
fall
• with
In
the
e nyc
lope
the
Ic
oding
is
acm
plo
bI..
Nate. Normally
full oil
may
be
on
u med
icr
all
flight,.
::
::
o
o
00
0
00 00
o
Is’
0
tO
0
to
o
us
o
us
e,
“
eq eq
—
—
11111
II
II
Is’
0
JO
-
III
-
-f
-
‘i;;’
-H-H-
0
In
3—5

C
C.
-4
02
ru
C
oo
o
°
—
-I
o
0
o
rz.
-ni—n
trmti
C
a,
-4
CARE
OF THE
AIRPLANE
‘‘II
__
0
ha.
50
______
__
U-Ld
I
Ui0
o
0
0
0
00
00000
o
0
0
0
00
00000
02
CD
U2
‘
C.
—
00
eq
C. C. C. C. C.
eq eq
‘
—
(suNnod)
IRDI3M IAVHDU1Y
aaava-i
Ti
your
airplane
is
to
retain
that
new-plane
performance
and
dependa
bility,
certain
inspection
and
maintenance
requirements
must
be
followed.
It
is
wise
to
follow a
planned
schedule
of
lubrication
and
preventative
main
tenance based
on
climatic
and
flying conditions
encountered
in
your
locality.
Keep
in
touch
with
your
Cessna Dealer,
and
take
advantage
of
his
knowledge
awl
experience.
He
knows
your
airplane and
how
to
maintain
it.
He
will
remind
you
when
lubrications
and
oil
changes
are necessary,
and
about
other
seasonal and
periodic
services.
GROUND
HANDLING.
The
airplane
is
most
easily
and
safely
maneuvered
during
ground
handling
by
a
tow-bar
attached
to
the
nosewheel.
NOTE
When
using
the
tow-bar,
do
not
exceed
the
nosewheel
turning
angle
of
29
either
side
of
center.
MOORING
YOUR
AIRPLANE
Proper
tie-down
procedure
is
your
best
precaution against
damage
to
your
parked
airplane
by
gusty
or
strong
winds,
To
tie-down
your
airplane
securely,
proceed as
follows:
(1)
Set
the
parking
brake
arid
install
the
control
wheel
lock.
(2)
Install
a
surface
control
lock
over
the
fin and
rudder.
(3)
Tie
sufficiently
strong
ropes
or
chaIns
(700
pounds
tensile
strength)
to
the
wing,
tail,
and
nose
he-down
fittings
and
secure
each
rope
to
a
ramp
tie-down.
(4)
Install
a pitot
tube
cover.
0
CD
3—6

WINDSHIELD-WINDOWS.
The
plastic
windshield
and
windows should
be kept
clean
and
waxed
at
all
times.
To
prevent
scratches
and
crazing,
wash
them
carefully
with
plenty
of
soap
and water,
using
the
palm
of
the hand
to
feel
and
dislodge
dirt
and
mud.
A soft
cloth,
chamois
or
sponge
may be
used,
bot only to
carry
water
to the
surface.
ltnse
thoroughly,
then
dry
with
a
clean,
moist
chamois.
Rubbing
the
surface
of
the
plastic
with
a dry
cloth
builds
up an
electrostatic
charge
so
that
it
attracts
dust
particles
in the
air.
WipIng
with
a
moist
chamois
MU
remove
both
the
dust
and
this
charge.
Remove
oil
and
grease
with
a
cloth
moistened
with
kerosene.
Never
use
gasoline,
benzine,
alcohol, acetone,
carbon
tetrachloride, fire
ex
tinguisher
or
anti-ice
fluid,
lacquer
thinner
or
glass
cleaner.
These
materials
wiil
soften
the plastic
and
may
cause
it
to craze.
After removing
dirt
and
grease,
If the
surface
is
not
badly
scratched
it should
be
waxed with
a good
grade
of
commercial
wax.
The
wax
will
fill
in
mInor
scratches
and
help
prevent
further
scratching.
Apply a
thin,
even
coat
of wax,
and
bring
it
to a high
polish
by
rubbing
lightly
with
a
clean,
dry,
soft
flannel
cloth.
Do
not
use
a power
buffer;
the
heat
gen
erated
by
the
buffing pad
may
soften
the
plastic.
Do
not
use
a
canvas
cover
on
the windshield
unless
freezing
rain
or
sleet
is
anticipated.
Canvas
covers
may
scratch
the
plastic
surface.
ALUMINUM
SURFACES.
The
clad aluminum
surfaces
of your
Cessna
may
be
washed
with
clear
water
to
remove
dirt;
oil
and
grease
may
be
removed
with
gasoline,
naptha,
carbon
tetrachioride
or
other non-alkaline solvents.
Dulled
aluminum
surfaces
may
be
cleaned
effectively
with an
aircraft
aluminum
polish.
After
cleaning,
and
periodically
thereafter,
waxing
with
a
good
auto
motive
wax
will
preserve
the
bright
appearance
and
retard
corrosion.
Regular
waxing Is
especially
recommended
for
airplanes
operated
in
salt
water
areas
as
a
protection
against
corrosIon.
curing
period
which
may be
as
long as
90
days
after
the finish is
applied.
During
this curing
period
some
precautions
should
be taken
to
avoid
dam
aging
the finish
or
interfering
with
the curing
process.
The
finish
should
be cleaned
only
by washing
with
clean
water
and
mild
soap,
followed
by
a
rinse
with
water
and
drying
with
cloths
or a
chamois.
Do
not
use polish
or
wax,
which
would
exclude
air
from
the surface
during
this
90-day
cur
ing
period.
Do not
rub or
buff
the finish,
and avoid
flying
through
rain,
hail or
sleet.
Once
the finish
has
cured
completely,
It
may
be waxed
with
a
good
automotive
wax.
A heavier
coating
of wax
on the
leading
edges
of the
wings
and
tail
and on
the
nose
cap and
propeller
spinner
will
help
reduce
the abrasion
encountered
in
these
areas.
PROPELLER
CARE.
Preflight
inspection
of
propeller
blades
for nicks,
and
wiping
them
occasionally
with
an
oily cloth
to
clean
off
grass
and bug
stains
will
as
sure
long,
trouble-free
service.
It
is
vital
that
small
nicks
on the
pro
peller, particularly
near
the
Ups
and
on
the leading edges,
are dressed
out
as
soon
as possible
since these
tucks
produce
stress
concentrations,
and
if ignored,
may
result
in
cracks.
Never use
an
alkaline
cleaner
on
the
blades;
remove
grease
and dirt
with
carbon
tetncMoride
or
Stoddard
solvent.
INTERIOR
CARE.
To
remove
dust
and
loose
dirt
from
the upholstery
and
carpet,
clean
the Interior
regularly
with
a
vacuum
cleaner.
Blot
up
any spilled
liquid
promptly
with
cleansing
tissue
or
rags.
Don’t
pat the
spot;
press
the
blotting
material
firmly
and hold
it for
several
seconds.
Continue
blotting
until
no
more
liquid
is
taken
up.
Scrape
off
sticky
materials
with a
dull
knife,
then spot-clean
the
area.
Oily
spots
may
be
cleaned
with
household
spot
removers,
used
spar
I’
ingly.
Before
using
any
solvent,
read
the
instructions
on
the
container
and
test
It on
an obscure
place
on
the fabric
to be
cleaned. Never satu
rate
the
fabric
with
a volatile
solvent;
it
may
damage
the
padding
and
backing
materials.
I
PAINTED
SURFACES.
The
painted
exterior
surfaces
of
your
new Cessna
require
an initial
4-2
4-3

AIRPLANE FILE
Soiled
upholstery
and
carpet
may
be
cleaned
with
a
foam-type
deter
gent,
used
according
to
the
manufacturer’s
instructions.
Keep
the foam
as
dry
as
possible
and
remove
it
with
a
vacuum
cleaner,
to
minimize
wetting the
fabric.
The
plastic
trim,
headliner,
instrument
panel
and
control
knobs
need
only be
wiped
off
with a
damp
cloth.
Oil
and
grcasç
on
the
control
wheel
and
control
knobs
can
be
removed
with
a
cloth
moistened
with
kerosene.
Volatile
solvents,
such as
mentioned
in
paragraphs
on
care
of
the
wind
shield,
must
never
be
used
since
they soften
and
craze
the
plastic.
INSPECTION
SERVICE
AND
INSPECTION
PERIODS.
With
your
airplane
you
will
receive
an
Owner’s
Service Policy.
Cou
pons
attached
to
the
policy
entitle
you
to
an
Initial inspection
and
the
first
100-hour
inspection
at
no
charge.
U
you
take
delivery
from your
Dealer,
he
will
perform
the
initial
inspection
before
delivery
of
the
airplane
to
you,
if
you
pick
up
the
airplane
at
the
factory,
plan
to
take
It
to
your
Dealer reasonably
soon
atter
you
take
delivery
on
it.
This
will
permit
him
to
check
it
over
and
to
make
any
minor
adjustments
that
may appear
necessary.
Also,
plan
an
inspection
by
your
Dealer
at
100
hours
or
180
days,
whichever
comes
first.
This
inspection
also
is
performed
by
your
Dealer
for
you
at
no
charge.
While
these
important
inspections will
be
performed
for
you
by
anyCessna
Dealer,
in
most
cases
you
will
prefer
to
have
the
Dealer
from
whom
you
purchased
the
airplane
accomplish
this
work.
Federal
Aviation
Regulations
require
that
all
airplanes
have
a
periodic
(annual)
inspection
as
prescribed
by the
administrator,
and
per
formed
by
a
person
designated
by
the
administrator.
In
addition,
100-
hour
periodic
inspections
made
by
an
“appropriately-rated
mechanic”
are
required
if
the
airplane
Is
flown
for
hire.
The
Cessna
Aircraft
Company
recommends
the
100-hour
periodic
inspection
for
your
airplane.
The
procedure
for
this
100-hour
inspection
has
been
carefully
worked
out
by
the
factory
and
is
followed
by
the
Cessna Dealer
Organization.
The
complete
familiarity
of
the
Cessna
Dealer
Organization
with
Cessna
equipment
and
with
factory-approved procedures
provides
the
highest
type
of
service
possible
at
lower
cost.
4—4
There are
miscellaneous
data,
Information
and
licenses
that
are a
part of
the
airplane
file.
The following
is
a
check
list
for that
file. In
addition,
a
periodic
check should
be
made
of
the
latest
Federal
Aviation
Regulations
to
insure
that
all
data
requirements
are
met.
A.
To
be
displayed
in
the
airplane
at
all
times:
(1) Aircraft
Airworthiness
Certificate
(Form
FAA-1362).
(2)
Aircraft
Registration
Certificate
(Form
FAA-500A).
(3)
Airplane
Radio
Station
License (Form FCC-404, if
transmitter
installed).
B. To
be
carried
in
the
airplane
at
all
times:
(1) Weight
and
Balance,
and
associated
papers
(latest
copy of
the
Repair
and
Alteration
Form,
Form—337,
if
applicable).
(2)
Airplane Equipment List.
C.
To
be
made
available
upon
request
(1)
Airplane
Log Book.
(2)
Engine
Log
Book.
NOTh
Cessna
recommends
that
these
items,
plus
the
Owner’s
Manual
and
the
“Cessna
Flight
Guide”
(Flight
Computer),
be
carried
in
the
airplane
at
all
times,
Most of
the
items
listed
are required
by
the
United
States
Federal
Aviation
Regulations.
Since
the
regulations
of
other
nations
may
require
other
documents
and
data,
owners
of
exported
airplanes
should
check
with
their
own
aviation
officials
to
determine their
individual requirements.
4-5

LUBRICATION
AND
SERVICING
PROCEDURES
Specific
servicing
information is
provided
here
for
items requiring
daily
attention.
A
Servicing
Intervals
Check
List
is
Included
to
inform
the pilot
when
to
have
other
items
checked
and
serviced.
DAiLY
FUEL
TANK
FILLERS:
Service
after
each flight
with
80/87
minimum grade
fuel. The
capacity
of
each tank
is
32.
5
gallons.
When
optional
long
range
fuel
tanks
are
installed,
the
capacity
of
each
tank is
42.
0
gallons.
FUEL
STRAINER:
Drain
approximately
two
ounces
of
fuel
before
initial
flight
and
after
refueling
to
remove
water
and
sediment.
Make
sure
drain
valve
is
closed
after
draining.
OIL
DIPSTICK:
Check
oil
level
before
each
flight.
Do
not
operate
on
less
than
9
quarts.
To
minimize
loss
of
oil through
breather,
fill
to
10
quart
level for
normal
flights
of
less
than
3
hours. For
extended
flight,
fill
to
12
quarts.
If
optional
oil
filter
is Installed,
one
additional
quart
is
required
whed
the
filter
element
is changed.
OIL
flLLER
When
preflight
check
shows
low
oil level,
service
with aviation
grade
engine oil;
SAE
0
below
40°F.
and
SAE
50
above
40°F.
Your
Cessna
was
delivered
from
the
factory
with
straight
mineral
oil
(non-detergent)
and
should
be
operated
with
straight
mineral
oil
for
the
first 25
hours.
The
use
of
mineral
oil
during
the
25-
hour
break-in
period
will
help seat
the
piston
rings
and
will
re
sult
in
less
oil
consumption.
Alter
the
first
25
hours,
either
mineral
oil
or
detergeht
oil
may be
used,
if
a
detergent
oil
is
used,
It
must
conform1
to
Continental
Motors
Corporation
Spec
ification
IvuIS-24.
Yot&
Cessna
Dealer
can
supply
an
approved
brand.
OXYGEN
CYLINDER
AND
FILLER
VALVE
(OPT);
Check oxygen
pressure
gage for
anticipated
requirements
before
each
flight,
Whenevez
pressure
drops
below
300
psi,
use
filler
valve
on
left
side
of
rear
baggage
compartment
wall
and
refill
cylinder
with
aviator’s
breathing
oxygen
(Spec.
No.
rvilL-O-272l0).
Madmum
pressure,
1800 psi.
SERVICING
INTERVALS
CHECK
LIST
EACH
50
HOURS
BATTERY
--
Check
and service. Check
oftener
(at
least
every
30
days)
If
operating
in
hot
weather.
ENGINE OIL AND OIL
FILTER --
Change engine
oil
and
replace
filter
element,
if
optional oil
filter
is
not
installed,
change
oil
and clean
screen
25
hours. Change
engine
oil
at
least
every
four
months
even
though
less
titan 50
hours
have
been accumulated.
Reduce
periods
for
prolonged
operation
in
dusty
areas,
cold
dllmates,
or
when
short
flights
and
long
idle
periods
result
In
sludging conditions.
CARBURETOR
AIR
FILTER --
Clean
or
replace.
Under
extremely
dusty
conditions,
daily maintenance
of
the
filter
is
recommended.
NOSE
GEAR
TORQUE LINKS
--
Lubricate.
EACH
100
HOURS
FUEL
STRAINER
--
Disassemble
and
clean.
FUEL
TANK
SUMP
DRAIN
PLUGS
--
Remove
and drain.
FUEL
LINE
DRAIN
PLUG
--
Remove
and drain,
BRAKE MASTER CYLINDERS --
Check
and fill.
SHIMMY DAMPENER
-
-
Check
and fill.
VACUUM
SYSTEM
OIL
SEPARATOR (OPT)
--
Clean.
SUCTION
RELIEF VALVE
INLET
SCREEN (OPT)
--
Clean.
EACH
500
HOURS
WHEEL
BEARINGS
--
Lubricate. Lubricate at
first
100 hours
and
at
500
hours
thereafter.
VACUUM
SYSTEM MR FILTER (OPT)
--
Replace
filter
element.
Re
place
sooner
if
suction
gage
reading
drops
below
3.75
in. Hg.
AS
REQUIRED
NOSE
GEAR
SHOCK
STRUT --
Keep
inflated
and filled.
GYRO
INSTRUMENT
A FILTERS
(OPT)
--
Replace
at instrument
overhaul.
4-6
4—7

OWNER
FOLLOW-UP
SYSTEM
Your
Cessna
Dealer
has an
owner
follow-up
system
to
notify
you when
he
receives
information
that
applies to
your
Cessna.
In
addition,
if
you wish,
you may
choose to
receive
similar
notification
directly
from
the
Cessna
Serv
ice
Department.
A
subscription
card
is
supplied
in
your
airplane
file
for
your use,
should
you
choose to
request
this
service.
Your
Cessna
Dealer
will
be
glad to
supply
you with
details
oncerning
these
follow-up
programs,
and
stands
ready
hrough
his
Service
Department
to
supply
you with
fast,
efficient,
low
cost
service.
The operational data charts on
the following pages are presented for
two purposes; first, so that you may know what to
expect
from your
air
plane under various conditions, and second, to enable
you
to
plan your
flights in detail and with reasonable accuracy.
The data in the charts has been
compiled from actual flight tests with
the
airplane and
engine
in good condition and using average piloting
tech
niques.
Note
also that the range charts make no allowances for
wind,
nav
igational errors, warm—up, take-off,
climb, etc. You must estimate these
variables for yourself and make allowances
accordingly.
Remember that the
charts contained herein are based
on
standard
day conditions. For
more precise power, fuel consumption, and endur
ance Information, consult the Cessna
Flight
Guide
(Power Computer)
supplied with your aircraft. With the Flight Guide, you can easily take
into account temperature variations from standard at
any
flight altitude.
—
FLAPS
lAS
60 80 100 120 140 160 180 —
up
CAS
68 83
100 118
137
156
175 —
*FLAPS
lAS
40 50 60 70 80 90 100
110
DOWN
20°-40°
CAS
58
63 68 75
84 92 101
110
‘Maximum Flap
Speed
110
MPH, CAS
OPERATIONAL
DATA
I
AIRSPIED CORRECTION
TABLE
I
I
Figure 5—1.
I
5—1
4-8

STALL
SPEED.
POWER
OF
W?&’
ANGEOflAN
CONFIGURATION
0°
300
600
FLAPS
UP
64
69
91
FLAPS
20°
57
61
81
RAPS
4Q4
55
59
78
SPEEDS
ARE
MPH,
CAS
r
Figure
5—2.
:11
7
,4j.
;i
-iN.
-a
-
••1
C,
LI
5—2
•
_-
.a,- -—I-
•-S
5—3