Cessna A185F 1976 User manual

1976 Cessna A185F Seaplane N185AS
Airspeeds
Vs0 41*- 40 degrees flaps
Vs1 55
Vx 80
Vy 90
Vfe 120
Va 118
Vno 146
Vne 182
Best Glide 80
*All speeds in Knots
Engine Specs
Continental IO520 D (Horizontally Opposed, 6 cylinder, Air Cooled)
300 HP @ 2850 RPM
Max RPM- 2850 RPM
Oil Type: Phillips X/C 20W50 or W100 Aeroshell
Max oil Capacity: 12 U.S. Quarts
Normal Operations: 9-10 U.S. Quarts
Propeller Specs
Manufacturer: McCaulley
Prop Type: Constant Speed
Number Blades: 2
Prop Diameter: 86
Fuel
Capacity: 80 U.S. gallons –40 each wing
Usable: 74 U.S. gallons
Fuel Burn: 16 Gallons Per Hour (average)
Fuel Type: 100/130 Aviation fuel or 100 LL

Floats
Manufacturer: EDO
Model: 582-3430
100% Bouyancy per Float: 3515 lbs.
Float
3430
Airplane
C185
Bouyancy
3515 lbs.
Max Floatation
3905 lbs.
Weight
460 lbs.*
<------------------------------- 21' -------------------------------->
* without optional items
Back
Co

Weight and Balance
Gross Weight: 3525 lbs.
Empty Weight: 2156 lbs.
Useful Load: 1369 lbs.
Float Storage Lockers: 100 lbs. maximum each side
Sample Weight and Balance
Weight
Arm
Moment
Empty Airplane
2156.15
40.40
87113.40
Front Seats
400
15500
Rear Seats
0
0
Baggage Area 1
10
2000
Baggage area 2
30
3000
Float Compartments
0
0
Fuel
300
14000
Totals
2896.15
41.99
121613.4

EDO 3430
FAA Regulations
Each float must have 4 compartments minimum
Each float must support 90% of gross weight (both floats support 180%)
Must be able to support the aircraft with two compartments flooded
Note: The model number “3430” refers to the buoyancy of each float. Each Float will displace 3515 lbs of
fresh water.

Preflight
The preflight inspection of the airplane itself is accomplished same as the land-plane as described in the
pilot’s operating handbook for that aircraft (usually involving a walk around inspection checking fuel, oil,
lights, control operation, etc.) Carefully inspect the propeller for damage as water picked up under power
is very harmful to an airplane prop (appearance is similar to gravel damage from a soft runway.)
The floats should also be looked over carefully during a walk around inspection of the aircraft. Visually
check the floats for any sign of damage that may have occurred while docking, beaching, ramping, or
moving the aircraft in or out of the water using a seaplane dolly. Check water rudder(s) and cables for
damage and proper operation. Inspect all float attach points to the main fuselage as well as spreader bars
and flying wires. Also check each water tight compartment for water using the bilge pump supplied with
the aircraft. Be sure to reinstall all pump out plugs tightly as these can get thrown loose on rough water.
Engine Starting
For startup, it is important that the pilot leave all seatbelts, shoulder harnesses, headsets, etc. off and out
of the way. These items can prohibit the quick exit from the airplane if it becomes necessary to save the
airplane from drifting into something. Although this may seem like a violation of an FAR, it’s not. FAA
regulations allow the pilot and/or required crew members to leave seatbelts off for the purpose of
docking and undocking a seaplane.
If departing from a dock the wind conditions must be carefully taken into consideration. Remember that
an airplane on the water always tends to “weathervane” into the wind. Leave the dock facing into the
wind if possible. Water rudders should be lowered prior to startup. Since floatplanes have no brakes, it is
important that the pilot complete the preflight and prepare the engine for startup before the airplane is
untied from the dock, not after. Utilize a dock helper if available. If not, usually a gentle shove away from
the dock prior to starting the engine is satisfactory. Holding a dock line while starting the engine is
generally discouraged by Adventure Seaplanes staff; damage to water rudders, etc. can result if the line is
not thrown clear of the airplane after startup. Rubbing up against the dock while taxiing away should also
be avoided as damage to the sides of the floats may result.
If departing from a beach with the heels against the shore, be sure that the plane is floating enough to
allow the airplane to power itself off the sand. Do not use high power to free the airplane from shore. Be
considerate of persons and property on shore.
Use of Checklists
SECURE - Doors –Windows - Seatbelts
A commonly used floatplane checklist is FTFARS.
Fuel - check
Trim- set
Flaps- 20
Area- clear of traffic
Rudders- up
Stick- *all the way back

Taxiing
There are three ways to taxi a seaplane:
Idle (displacement) Taxi
Plow Taxi
Step Taxi
Idle Taxi
In most cases idle taxi is the preferred taxi method. It generally allows the easiest maneuvering
of the airplane in tight areas, around docks, boats, other seaplanes etc. For idle taxi:
Fuel………………………………………………check
Trim………………………………………………set
Flaps……………………………………………..up
Area………………………………………….….clear
Rudders………………………………………..down
Stick…………………………….……………….full aft
Throttle………………………………………..800 RPM
Lean mixture 1” out for idle taxi
Plow Taxi
Plow taxi is considered to be the least desirable taxi method and is rarely used. Plow taxi is only
used to conduct a “plowing turn” to turn the airplane downwind in high wind conditions (when it
becomes difficult to overcome the weathervane tendency of the airplane.) Plow taxi creates a potential
spray problem which could quickly cause damage to the prop. Plow taxi also provides insufficient engine
cooling and poor visibility due to the nose up attitude during plow taxi. Always consider power-off sailing
as a better alternative to plowing turns.
If it becomes necessary to perform a plowing turn:
Fuel……………………………………………….check
Trim………………………………………………set
Flaps……………………………………………..up
Area……………………………………………..clear
Rudders………………………………………..down
Stick……………………………………………..full aft
Throttle………………………………………..2000 RPM
Rudder………………………………………….full left
Aileron………………………………………….into the wind
Throttle…………………………………………800 RPM when downwind
*Note: Always perform plowing turns to the left due to torque and p-factor.

Example of a plowing turn initiated by a slight turn off the wind in the opposite direction

Step Taxi
Step taxi is used under ideal wind conditions to cover long distances across the water. There is
little or no spray problem when the floats are planning or “on the step,” and the attitude of the airplane
provides adequate engine cooling and good visibility. When the airplane is on the step the elevator
control is used to find the “sweet spot” which is the optimum planning angle at which the water drag on
the floats is at a minimum. An experienced seaplane pilot can easily locate this position by feel, but
beginning seaplane pilots may find it easier to note the position of the top of the engine cowling in
relation to the horizon when demonstrated to them. The airplane should always be facing into the wind
before beginning step taxi. Also, step taxiing should not be used on rough water or in high wind
situations.
For step taxi:
Fuel……………………………………………….check
Trim………………………………………………set
Flaps……………………………………………..up
Area……………………………………………..clear
Rudders………………………………………..up
Stick……………………………………………..full aft
Throttle…………………………………………..full power then 2200 RPM after your on step
Stick……………………………………………..adjust for “sweet spot”
Step taxi turns require a much larger turning radius then idle taxi turns and should be done with
caution. Avoid making step taxi turns from downwind to upwind. The reason for this is the centrifugal
force of the turn and the wind are both acting in the same direction making the airplane very unstable
and more likely to capsize. Turning from upwind to downwind these forces act in opposing directions and
tend to cancel each other out, making the airplane more stable.