Cessna Cardinal RG 1975 User manual

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Cessna,
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"TAKE YOUR CES~NA HOME
fOR SfRVICf AT THE SIGN
OF THE CfSSNA SHIElD'.
CESSNA AIRCRAFT COMPANY
~ WICHITA, k.AN5AS
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Cessna®
MCRE PEOP.E BUY AND
Fl'l CESSNA AIRPLANES
THAN ANY OTHER MAKE
1975
WORLD'S LARGEST PIIO-
OUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
~~RG
OvVNEH'S
MANUAL

PERFORMANCE
SPECIFICATIONS
GROSS WEIGHT . . . . . . . .
SPEED, BEST POWER MDITURE:
Top Speed 4:-t Sea Levcl . . .
Cruise, 75'1 Power at 7000 ft
RANGE, KXTENDED RANGE MIXTURE:
Cruise, 75'1 Power at 7000 ft
60 Gallon;, No Reserve
Maximum P.ange at 10, 000 ft .
60 GaUors, No Reserve
RATE OF CLINB AT SEA LEVEL
SER,'ICE CEILJNG
TAK:.:<:-OFF:
Ground Rur_
Total Distance OVer 5~- Foot Obstacle
LANJING:
Ground Roll . . . . . . . . . . .
i'otal Distance Over 5!)-FO<lt Obstacle
STALL SPEED:
Flaps Up, ?ower Off • . • ,
Flaps Dowr., Power Off . • .
EMPTY WEIGHT: (Approtimate)
Cardinal RG .
Cardinal RG ll
USEFUL LOAD
Cardinal RG .
C'arclinal RG II
BAGGAGE ... , •
WING LOADING: Pounds/Sq Foot
POWER LOADl~G: Pounds/HP
FUEL CAPACI':'Y: Total ... .
OIL CAPACITY ....... .
.I'HOPELLER: Constant Speed, Dian_eter
ENGINE:
Lycoming Fuel Injectxm Enbrine
200 rated HP at 2700 RPM
*Cardinal RG
2800 lbs
180 mph
171 mph
945mi
5. 6 hrs
170mph
1210 mi
8.1 hrs
139 mph
925 fpm
17,100ft
890ft
1585 ft
730ft
1350 ft
66 mph
57 mph
1680 lbs
1750 lbs
1120 lbs
1050 lbs
120 lbs
16.1
14.0
61 gal.
9 qts
78 inches
I0-360-A1B6D
*11m manual covers opera~ian t.~f lhe CJ!d1nal RG which is certificated as
Modfll l HRG unde-r FAA Type Gerlihcrte No. A20CL The manual also cove-n
i!Jitlllioo ot !he Reims/Ce>Yla Cardmal RG whkh IS mlilicaled as MOOel F177RG
und11 hench T~pe Ce1hl1tatiorL
\!Ill I'J i I f:l'~- l'>l)-h /LJ I
COPYliGHT e 1!!93
Cessna Aircraft Company
Wichita. Kansas USA
CONGRATULATIONS .....
W~lcome to tb~ ranks of Cessna owneraJ Your Cesara has been dtsigzred and ron-
skuded W give you the most in performance, econony, and comfort, It is our de-
sire that you v.ill find flying it, either fO!" bu.slness or pleasure, a pleaBa.nt and
pxofitable experience,
Tlis Owner's Manual haa bwn prepared as a guide to help you get the most plawure
aJJd utility !ron your Card..lllal. ftG. U Cmrta!ns 11lfornat1on about ~our Cessna'~
equipment, op~ra.ting procedures, and performance; 1nd suggestims fQr its se•vic-
Jn~ and care, We urge you to read it frcm cover to c:Ner, and ta refer tQ it fN-
qvently,
01lr iuterest in your flying pleasure has tot ceasE!d wfth your _purchase of a Ces>na.
W:JZld-wlde, tt_e Cessna D&ler Organizrtion bll.cked by the Cessna Service De(W't-
m~nt stands re>.dy to &erve you. The following serviees are offend by n::cst c~ssna
Dealers:
THE CE.saiA WARRANTY-- It is designed to prwide you with the most
comprehersive coverage possible:
a, N:. exdWiions
b. C:.verage inchdes parts an:llabor
c. Available at Cessna Dealen world wide
d, Bsst in the industry
Specific bmE>Hts and provisions -of tke warranty )1us other important
benefits for you are conta.ined in your Customer Care Progran book
supplied with your .airc~t. Warra&ty senrice i,; availablt> to you at
any authorized Cessna Dealer throughout the wor.d upon prelimtation
of your C1JStomer Can Card which ~stabH<Ihes ~ur eligibility under
the warrarty.
FACTORY TRAINED PTSRSONNEL t·! provide yO\lwith courtecus expert
.service.
FACTORY APPROVED SERVICE EQUIPMENT tcpr<Wide you with tile
most effkJent and act'Ul'ate workmar.ship poasibl<'.
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand who'n you
need them,
THE LATEST AUTHORLTATIVE INFORMATION >OR SERVIC:NG
CEBSNA AIRPLANES, ;ince Cessna Dealers bav< aU of the Sa-vice
Manuals aad P=ts Cahllogs, kept CU'rent by ser'l'ice Letters and
Berv:ice News
Letterli, ;rublisbed by Cessna Airciafi Company.
w~ lll'ge all Cessna owl'll!!rs to use the Cessna Dealer OrganiZation to tbe fullest.
A Clll'rent Cesl:!l:lll D<oaler Directory accOIDpanies yO'I.li' new airplaruc. TM- Directory
is revised fre(pently, and a current CQP)I can be obtained from yo.r Cessna De-Uer.
Mike your Dir~ctory one o1 your cross-wuntry flight planning aids; a warm we~=me
a11a.its you at rnery Cessna Dealer.
'

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TABLE OF CONTENTS
================================~~~~~====== Page =
SECTION I - OPERATING CHECKLIST --------~ l-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS------------- 2-1
SECTION Ill - EMERGENCY PROCEDURES----- 3-1
SECTION IV - OPERATING LIMITATIONS-------- 4-l
SECTION V -
CARE OF THE AIRPLA\IE ________ 5-l
SECTION VI - OPERATIONAL DATA ______________ 6-1
SECTION VII- OPTIONAL SYSTEMS ______________ 7-l
ALPHABETICAL INDEX--------------------------- l,dex-1
This manual describes the ;)J)eration and performance of the
Cardinal RG and Cardinal RG II. Equ_pment des:!r-ibed as
"Optional" denotes that the subject equipment is ::>ptional on
the Cardinal RG. Much of this equipment is sta:Ildard on th~
Cardinal RG II.
iii

Sution I
~~==-~--
'-= ··--
OPERATING CHECKLIST
One of the first steJ'S in obtain:.ng the utmost performance, service,
and flying enj:;Jyment from ycrur Cessna is to familiarize yourself w.th
your aircraft's equipme1t, systems, and controls. This can best be done
by reviewing this equipment while sitting in tbe aircraft. Those items
whJse function and operation are not obvious ::..re covered in Section II.
Section I lists, in PJot's Checklist form, the steps necessary to op-
er.de your aircraft efficiently and safely. It is not a checklist in its true
form as it is ~onsiderably longer, but it does cover briefly all of the points
that you should know for a typical fight. A more convelient plastic en-
closed checkl,st, stowed in the rna~ compartn,ent, is avllilable for quickly
checking that all import~ procedures have Men performed. Since vigi-
lance for other traffic is so important in crowded termiml areas, it is
important that preoecupEtion with checklists 00 avoided in flight. Proce-
dures should he carefuU:r memorized and performed from memory. Then
the checklist shoold be quickly scanned to ellS'lre tbat nothing has been
missed.
The flight and operational characteristics of your ai::-craft are normal
in ail re.specl:;. There <.n:l no "un.u:mv~uUomL" characllolristic» ur vper<t-
tiOllS that need to be mastered. All controls respond in the normal way
within the entire range of operation. All airspeeds mention~d in Sectioos
I, II and III are indicated airspeeds. Corresp:mding calibrated ainpeed
may be obtaired from the Airspeed Correctioit Table in Section VI.
1-1

CD
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b.
'·
d.
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1-2
Rortf tc iMide bot< WYtr f.)f !iii< mamllll
1111 <1l'Ontif..., matorlik, •nd ;p!!;~iolllioes
ol l,.quoMiy "'"d -'ci ItaiM.
Note
Visua.ly cheek air(ra.ft for gene."lll condition ·iuring walk-around
lnspecl:ion. 1n calc weath;!r, remove even small accumuta;lons
of frost, ice ax sn(w from wing, tail and coutrol surfaces. Also,
make sure that eont.rol surfaces contain no lnlernal accarmlatlons
of iee or debMs. U a night fliglt is planned, check operation of
allliibts, and make sure a flasUigbt is availWle.
Checi landing gear leve-r in DWN position.
Remwe control w~ecllocl<.
Cheek ignition awile h. OFF.
Turn master switc~ ON; chec.k fuel quantity i;H1ieatore and landing gear DWN
position Indicator light (green)<£; then Nrn 111astet' swltd OFF.
Check fuel selecta' valve hancllE in the BOTE position.
Figure
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f. Befan first flight d the day and after each re:ueling, pull -forward on fud
~aenoir drainlewr {Ullder ptld:'s seat) for ~bout four seronds to clear
fuel a;;sUm of poss.bll' water am sediment. After draining, make sure
that rE&erv<lir drahs are closed. If water is )bserved In tli.is check the
syaten may coo.taiD additional wrter. Check lhe fuel tank rump quick-dl:ain
valvel!i
for presence ilt water, al".i remove the fuel vent line drain plugs
(jn wir.g l'oots just wtboard of c:Jbin doo('S) an:1 the fuel sel•ct<Jr "a!v.- drain
pl"'g tc. check f!>r tho proscn"e ofwate•··
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d.
a.
b.
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f.
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b.
Check baggage door for seeurity.
Remore ruddeJ" gus; loci<, if instilled.
Disconnect tail tie-·iown.
Check control surfaces for freeoorn of mcvement and sccnnty.
Check aileron for freedom of morement and sel'urity.
Check fuel tank vel".: open',ng {at tiug tip tr..ilit;g edge) for ;toppagr.
Discomect wtng tie-down .
Check main wh<:!el tlre for prope: ir.n.atlon.
Befor• first flight d day :and aft.Er each refueling, use s::tnr•ler cup and train
amall quantity of fllill from fuel tmk sump qui-:k-drain vall'e to dwck far
water, sediment, and proper fm:t rrade.
Viaually check fuel quantity (or tesired level; theD check h.ei filler cap
eecun and vent un{bstrueted.
Check engine oil le?@l. Do not (\~<'rate with u-ss thau six qurls. Fi.U l<>
eight quarta fer extended flight.
Check p.rope.ller and spinner for nicks and sewrity, and pr·JPellcr for oi.
leaks.
Check induction air filter for reatrictions by <tw;t (l.f other :or<lign matter.
Check landing and taxi lights for ccndition and ~Ieanliness.
Ctlecknose wheel strut and tire 'or proper i.nflaticn; n<;>Se \1'heel doorB fer
-~urity.
DtscOJme<:t tie-dOW'l rope.
Inspect flight instn.ment static source openings on side of Juselage for
stopp2ge {b<;Jth sides).
Cheek main wheel tire for prop"r l.nfliill.on.
Befou first flight <>1 the day and after each rdu.,ling, use Ja1'11ple.r cup End
drain small quantJt:r of fuel from tuei tank sunp quid:-drain valve t<:~ chEck
for water, a.edimert, and proper fuel grade.
Visua;Iy ~heck fue-l quantity for iesired level; then check f~el filler cap
secure and vent unobstructed.
RemO're pit<X t\.lbe W'ier, if inaU.lled, and ch<ck piicl: tube opening fax
stopp<.ge.
Dlscll'lztect wing tl.E-dOWD.
Check fuel tank vert opening (at ring tip trailing edge) for rtoppage.
Check ail"ron for freedom. af mcrement and security.
1-3

BEFORE STARTING ENGINE.
(1) Exterinr Preflight-- COMPLETE.
(2) Seats, Belts, Sh011lder Harnesses-- AJJUST and LOCK.
(3) Fuel Selector Valve Handle ·- BOTH.
(4) Radios. Autopilot. Electrical Equipment -- OFF.
(5} Brakes-- TEST ~nd SET.
(6) Cowl Flaps -- OPEN (move lever out of locking ht•le to reposition).
(7} Landin;; Gear Lever -- DOWN.
{8) Circuit Breakers-- CHECK IN.
STARTING ENGINE.
{1) MixturS! -- IDLE CUT-OFF.
(2) PropeLer -- HIGH RPM.
(3) Throttle -- OPEN 1/4 INCH.
(4) :Master SWitch-- ON.
(5) Auxiliary Fuel Pump -- ON.
(6) Mixture-- ADVA~CE to f3 GAL/HR; then RETARD to IDLE CUT-
OFF.
NOTE
If engine is warm, omit priming procedure above.
(7) Propeller Area -- CLEAR.
(8) IgnitiOJ Sv.·itch -- START (release when engine starts).
(9) Mixture -- RICH 1:ADVANCE smoothly when engine fires).
NOrE
If engire floods, turn off auxiliary fuel ;rump, place mixture
in idle cut-off, open throttle 1/2, and cL"ank engine. When
engine £ires, advance mixture to full rieh and retard thrvttle
promptly.
{10) Oil Pnssure -- CHECK.
(11) Auxiliary Fuel Pump-- OFF.
BEFORE TAKE-OFF.
1-4
\I) Parking Brake --SET.
(2) Cabin Doors-- CLOSED and LOCKED.
{3) Flight Controls -- FREE and CORRECT.
(4) stabllator and Rudder Tri:n --TAKE-OFF.
(5) Fuel Selector ,.alve Handle -- BOTH.
(6)
Throttle -- 1800 RPM.
a. Magnetos-- CHECK ;RPM drop should not exceed 15(1 RPM
on either magneto or 50 EPM differmtial between magnetos).
b. Propeller -- CYCLE from high :o low RPM; return t{l high
RP.N:.
e:. Engine Ins:ruments and AmmetEr -- CHECK.
d. Suction Ga~e -- CHECK.
(7) Fligl\t Instruments and Radios -- SET.
(8) Navigation Lights, Flashing Beac-on, and Optimal Strobe
Lights -- ON {as r~quired}.
(9) Throttle Fricti::m Lock-- ADJUST.
(10) Flaps-- 0"' tol0°,
TAKE-OFF.
KORMAl TAKE-Off.
(1) Wing Flaps -- 0" to 10° {to" preferred).
(2) Power -- MAXIMUM (full throttle aJtd 2700 RPM).
(3) Mixture-- RlCH (lean for field elevation per f1:el flow placard
above 3COO feet).
{4) Aiuraft Attitude-- LIFT NOSE WHEEL at 65 :M:PH.
{5) Climb Speed-- 75 to 85 MPH.
{6) Brakes --APPLY momelltarily wha< airborne.
{7) Lan:ling Gear -- RETRACT in elimt out.
(8) Wing FlapB --RETRACT (if extended).
MAXIMUM PERFORMANCE TAtcE-Off.
(1} Wi~ Flaps-- lDQ.
{2) Brakes-- APPLY.
{3) Power-- MAJ\.1MUM (full throttle a.W. 2700 RPM).
(4)
Mixture-- RICH (lean for field elevation per fuel flow placard
above 3000 feet).
(5} Brakes-- RELEASE.
(6} Air:!raft Attitu:ie -- LIF'l' NOSE WHEEL at 60 MPH.
(7) Climb Speed -- 70 MPH until aU obstacles are cleared.
(8) Brakes-- APPLY rnome:ttarily when airborne.
(9} Lar:ding Gear -- RETRACT after ol:Etacles are cleared.
(10) Wil'g Flaps --RETRACT after reaching 80 MPH.
1·5

,I
II
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II
,ll
il
i
II
I
II
NOrE
Do not reduce pov.er until landing gear and wing flaps
have been retracted.
ENROUTE CLIMB.
NORMAl CLIMB.
(1) Air-speed -- 100 to 120 MPH.
{l) Power-- 25 INCHES Hg. and 2500 RP.ft'::.
{3) Mixture-- LEANED to 13 GAL/HR.
{!) Cowl Flaps -- OPEN as required.
MAXiMUM PEtfORMANCE CLIMB.
(l) Airspeed-- 95 MPH at sea level to -91 MPH at 10~000 feet.
(l) Power-- MAXIMUM (tull throttle and 2100 RPM).
(3) Mixture -- LEAN per fuel fltJW placard.
(4:) Cowl F:.aps -- FU:.L OPEN.
CRUISE.
(1) Power -- 15 to 25 lNCHEB Hg., 2100 to 2500 RPM (no more than
75%).
(:) Mixture-- LEAN per Cessna Power Computer or Operationa:
Data, Secticn VI.
{l) Cowl F.lap5 -- CLOSED.
LET-DOWN.
1-6
(1) Power-- AS DESIRED.
NO'IE
Avoid continuous operation Mween 1400 and 1750 RPM
with less than 10 inches Hg.
(2) Mixture-- ADJUST for smooth operati~"'l.
(3) Cowl Flaps -- CLOSED.
(4} Wing Flaps-- AS DESIRED (O" to 10" btlow 150 M?H, 10" to 30"
below 110 MPH).
(5) Landing Gear -- AS DESIRED (do not Wend above 140 MPH).
BEFORE LANDING.
{1} Seat3, Belts, Harnesses -- ADJUST and LOCK.
(2) Fuel Selector Talve Handle -- BOTH-
{3} Landing Gear -- EXTEND below 140 MPH.
(4} Mixklre -- RIOI.
{5} Propeller -- HrGH RPM.
(6) Airspeed -- SO to 90 MPH (flaps UP).
(7) Wing Flaps -- AS DESIRED (0" to 10"' below 15Cl MPH, 10, to 30°
below 111) MPH).
(8) Airspeed -- 70 to 80 MPH {flaps DOWN).
(9) Btabilator and Rudder Trirn --ADJUST,
BALKED LANDING.
(1) Power-- MAXIMUM (full throttle ani 2700 RPM).
(2) Wmg Flaps -- RETRACT to 20".
{3) Airspe€d -- 75 MPH.
{4) Wing Flaps-- RETRACT slowly.
(5) Cowl Flaps-- OPEN.
NORMAL LANDING.
(1} Touchdown-- MAIN WHEELS FIRST.
(2) Landing Roll-- LOWER :t-JOSE WHEEL GENTLY.
(3) Braking-- :MIMMUM REQUIRED.
AFTER LANDING.
( 1) Wing Flaps -- UP.
(2) Cow: Flaps -- OPEN.
SECURING AIRCRAFT.
(1) Parl!ing Brake-- SET.
(2} Radios, Electr1eal Equipment -- OFF. .
(3) Mixture-- IDLE ClJT-OFF (pulled full out).
(4) Ignition and Master Switches-- OFF_
(5) Control Lock-- INSTALL.
(6) Fuel Selector Valve Handle -- LEFT or RIGHT.
l-7

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Figure 2-1.
21
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211. A,;!olray
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-
DESCRIPTON AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitling in the aircraft. This
section also <overs in somewhat greater detail soma of1he items listed
in Checklist form in Section I that require fur.her explanation.
FUEL SYSJEM.
Fuel is S'Jpplied to the engine from two ittegral fuel tanks, one in each
wi:ag. With the fuel selector valve handle in be BOTH position, thf- total
us<.ble fuel fo:- all flight conditions is 60 gallons with the tanks completely
filled.
NOTE
With heavy cabin loadings, it may be necessary to reduce
the fuel load to keep the aircraft witbin the approved
weight limits (refer- to Section IV for weight and balance
control procedures). To facilitate fueling to reduced fuel
loadf., a 22 gallon marker is provided. inside each tank
filler neck in the form of a series of small holes.
Fuel fron each wing fuel tank tlows throq.;h a reserroir tank to the
fud selector valve, thrcugh a bypa:;s in the electric auxiliary fuel pump
to :he fuel strainer, and then to the engine-driven fuel pump. From here
fuel is distriluted to the engine cylinders via a control UJiit and injector
manifold.
The auxiliary fu-el _plUllp is used primarily for primiDg th-e engine
before starting. Priming is accomplished thr:JU.gb the regular injection
system.
lf the auxiliary fuel fl'Um_p switch is accidentally plactld in the 00 po-
sition (with master switch turned 01. and mixhre rich) with the engine
2-1

I
I
i
I INSTRUMENT PANEL I
L ~c P<~-..c• Aler.wto
;<-A>"c" 'i«Jve
2, !actio" Gag., {0¢ J
3. Eronomy Mixlunlmheal<>r iQ>t.
4, o&ul<ec S.,ooo l"'u:at"" Ugk:o
em! s~·l!<'hes 10¢ )
5. Over-1/<lilag-e W..mi"!' IJ;rhl
6. Cjlind•~ <$<ad Tl»>;><catu~
_At Fu<>l Qtianllt~ IM!ator,
~<m>>el•~. aod Ql, Pco•.an
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7. !Hglot lnstrnmeclGrou;>
8. Right fi~l QJ:.ctl'y lod1e>.l<:>c
m<! Oil T<>mperalu<> G"f><'
9. ""-m!ol,; Pr••""<'</Fuel
;"""" lndk-';to<
lD. '<;idla hlt>etar &ruehes(eyt.)
11, .<a. 1 LOC """'"""" lndi."""'r
__oght (Q?i_J
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12. )~,), 2 !.0(' lleve,..,d tn<liU!!.o<
~ht ((Ft.)
11. Rea• V1ew Mirr<n {Opl.)
11. T>~llffi<let"r
t> Rl>dl~• {Opt.)
1t. Autoptl<>l Conlr..J ~nlt (0;1.)
1'. l'lighlll""< Re«J<'<!Or[Opr,)
1!. AUF iS~"!; !rdi<alor ((\It, 1
11. W~~~& FtQ Switet aod frnti<#D~
~~. Map Corn]>O.rtrno..">t
ll. ADF flo& (q,l.)
2!. !light Cohln All Conlrcl K""h
2;. CirouiC .&re.U·~
~t. D.:lros(.,.- Con\:ol l::ooi>
l\., O.bU! ll..U Om><>! KllCb
~&. Mixture <:ootro K~OO
2'. Propel!a Cent·<>~. Koob
Figure 2-1.
21
~B. -.., Tr.m C\mieul Whed
211. A,;!olray
:00. Cffi>'l Flap ::mrtrol Lever
J!. C.o:u Llgtlu
:112. Mtcr<>ph<mo' !!¥1.)
~- O:u.>1.-esy l4;ht (Ojt..)
$4. Th-ll•
~0. LandiJ>g Ga7 Lev""
:IS. ~lator Trim C<lfl!rol "'~i
;t/. LltJ>.lJog Ge.r PoallW<l
I-<a\or 4;ht•
118. Eled>-lcall»>ffoh""
11!1. Inst=mellll..OO lla<l!o Thai
L!glll Rheo.w.ts
-ro. P>;:-l<:mg - Ha,!l.<>
tL JgmUm h"tdl.
-12. AuxUl>-r)' -1 P><- Swi!oh
4.1.-e<St>ut
44. P:'l<m<! aM "'"il!a<Y Mlko
-.
H. Lei! Cabln Hr Co!l!M Koob
-Secti011/
-
DESCRIPTON AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitling in the aircraft. This
section also <overs in somewhat greater detail soma of1he items listed
in Checklist form in Section I that require fur.her explanation.
FUEL SYSJEM.
Fuel is S'Jpplied to the engine from two ittegral fuel tanks, one in each
wi:ag. With the fuel selector valve handle in be BOTH position, thf- total
us<.ble fuel fo:- all flight conditions is 60 gallons with the tanks completely
filled.
NOTE
With heavy cabin loadings, it may be necessary to reduce
the fuel load to keep the aircraft witbin the approved
weight limits (refer- to Section IV for weight and balance
control procedures). To facilitate fueling to reduced fuel
loadf., a 22 gallon marker is provided. inside each tank
filler neck in the form of a series of small holes.
Fuel fron each wing fuel tank tlows throq.;h a reserroir tank to the
fud selector valve, thrcugh a bypa:;s in the electric auxiliary fuel pump
to :he fuel strainer, and then to the engine-driven fuel pump. From here
fuel is distriluted to the engine cylinders via a control UJiit and injector
manifold.
The auxiliary fu-el _plUllp is used primarily for primiDg th-e engine
before starting. Priming is accomplished thr:JU.gb the regular injection
system.
lf the auxiliary fuel fl'Um_p switch is accidentally plactld in the 00 po-
sition (with master switch turned 01. and mixhre rich) with the engine
2-1

I!
I.
I!!'
2-2
FUEL SYSTEM
SCHEMATIC
T•"""''"""""'"'"'''"""-'f>oill.ruo"--, ....
"""·- .. ~.-...,.n<p=~~,..,..-~.,,.
·~"'< ~ ,,. ........ ~ ,..,. .......... '""'"~·
--"'"""_'_""''"""""""'
-...................., ...... ,_ .. ,,...c
.......... -..,.,. .... ~ ...... ,. .... ...., .. ~
·-·"'-"'"" .. .
FUEL RISERVOHI
v:a:n·
FUEL SELECTOR VAL'lE
..................... _.;., ......... """·"""
o. t..1 ~"'-'"' «~•• '•"""• ,..~·.c-...orr
_., .... , ....... " .... ......,.
DRAIN LEVER A/
(UNDER ff..DT'S SEATlV
AllX!LlAFY
A1JX!LIAHY
FtELPUMP
"""!TCH
MlJ<"rJRt
CO!o.'!ROL
THR01T"c,£
'm
INJECTION
~'~
E?«JINJ;;-IIRWEN
FUEL PUMP
,----I J FUEL C('NTBOL l-'NI'l'
' ..
I CJDE----,
~ FUEL :SUPPLY
c::::=l VENT
~ --- MEC!fl,l,"JCAL UJ>."KAGi
~EL<;;CT:ttcAL
FUEL FLOW INDICATOR I CONNE:TION I
(l<lg!ot hal! o1 <hotl in~tr-t)
Figure 2-2.
sbpped, the intake manifolds will be flooded.
The auxlliary fuel Jl1llllP is also used for vapor suppression in hot
weather. Nnrmally, momentary U>e will be sufficient br vapor suppres-
sion; however, continucus operation is permlssible if required. 'Iurning
or. the auxiliary fuel pump with a normally orerating engine pump vill re-
sult in only a very minrr enrichment of the nrlxture.
It is not necessary to have the auxiliary fuel pump operating dlring
normal take-off and lanling, since gravity ami the engine-driven pump
Wlll supply adequate fuel flow to the fuel inje:tor Wlit.
In the event of failill"e of the engine-driven pump, lEe of the auxiliary
fuel pump will provide 3ufficient fuel to mailtain flight at maximum con-
ti:ruous power-.
The fueJ selector 'alve handle should be in the BOTH position for
take-off, lar.ding, and power-on naneuvers ihat involve prolonged slips
or skids. Illring prolonged clim1: or cruise with the fuel selector in
BOTH position, unequal fuel flow from each :ank may occur if the air-
craft is out of trim directionally (;lip indicator ball not centered) or if
the fuel tank caps are r.ot sealing properly. The resulting heaviness can
be alleviatei gradually by turning the selectcr valve to :he tank in the
heavy wing.
To ensure a prompt engine n:start after rmming a fuel tank dry,
switch the ft.el selector to the opposite tank at the first indication ::d fuel
flow fluctuation or power loss. Then turn or. the auxiliary fuel pump and
advance the mixture ccotrol to full rich. Afler power and steady :fuel
flow are restored, turn off the aw:itiary fuel pump and lean the mixture,
if desirable. Prior to landing, the fuel seleetor should be returned to
the BOTH position.
NOTE
With low fuel (!/16th tanl or less) a prolonged powered
steep descent :1000 feet or more) sllould be avoided
witll more than 10~ flaps to prevent the possibility of
fuel starvation resulting :rom un~overing the fuel tank
outlets. H starvation shoo.ld occur
1
leveling tie nose
and turning on the auxiliary fuel punp should restore
engine power within 30 seconds.
For fuel system servicing inf:.rmation, refer to Servicing Require-
ments on thE inside back cover.
2-3

FUEL TANK SUMP QUICK-DRAIN VALVES.
Each fttel ta* sump is equipped Vlith a iuel quick-drain valve to f>.-cili-
tate draining and/or examination of: fuel for conttmination and grade. The
valve extends through the l<twer surface of the wing just out:>eard of tiE
cabin door. A sampler cup stored in the aircraft is m~ed to examine ne
fuel. Insert the probe in the sampler et.tp into the center of the quick-
drain valve and push. Fuel will drain fl'om the tank S\lmp i'lto the sam-
pler cup until pressure on tfl€ valw< is released.
ELECTRICAL SYSTEM.
ELectrical energy is $Upplied by a 14-volt, direct-current system
powered by an er.gi_ne-driven alternator (see figure 2.-3). The 12-v{llt
battery is located aft of the rear cabin Wall. Power is supplied to aU
electrical circuits through a split bus bar, one sJde cQfrt.aining electronic
system circuits :md the other side having general electrical system ci:-
cuits. Both sides of the bus are on at all times except whet: either an ex-
ternal power source is connected or tbe starter switch is turned on; then a
power contactor is automatlcally activated to open the circuit to the elec-
tronic bus. Isolating the electronic clt>euits in this manner prevents:
harmhl transien:: voltages :lrom damaging the transistors ir. the eleetr:mic
equipnent.
MASlER SWITCH.
The
master switch is a split-rocker type swftch labele£ MASTEn,
and is ON in the ·1p position and OFF b the down position. The right
half o:l the switci:, labeled BAT, contrala all electrical power to the air-
plane. The left half, labeled ALT .• controls the alter.nat{lr.
N:~rmally, b:th sides 0:: the mast€l" switch sllould be us~d simulta-
neously; however, the BAT side nf the switch could be turned ON sepa-
rately to Check equipment while on the gl"aund. The ALT side of the
switch, when pla~ in the OFF position, removes the altenator frorn
the electrical system. Witlt this switch in the OFF positioa the entire
e1ectr~ea1 load is placed on the battery, ContinuOO operation with the
alternator switcll OFF Will reduce battery power low enough to open the
batter1 contactor, remove power from the alternator field. and prevEnt
alternator restart.
2-4
ELECTRICAL SYSTEM
SCHIIUTIC
TO ..._., "EL"
L_l----<o~<:w ~ .......
....,,.. --~-
owa-c:~ J • ·~~ "' MT HlO
+-- ~ ~"OJ'
·-
" <<KI>• "'"" """"' • ., ..... ,
• '"" ill-"'""' """""""o'
~~ "'"""'' """' "''"'
a@ '~<c.;,, .. ., ...... ,""
Figure 2-3.
''""~'
OWO-ro<T...C.. W......,t<;:J. """''
",...u
I"'H
$TR<l&i i10HT!; )mTf
~ >0 <N<>I~~ •N$Ut1W~T CW5UO
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<DO ;;tAO CONT'tO\ O!l.d
uu.o ,.. ,,...,c..,;o~ ,~
)--ro UNti .. O <>a• .. OT<:)t
WtN< nM S<S!f ..
COtm.H/DOM< HQ"r>
,.,N,-..o,. swnc><
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CUj.M liGH! .. (W{C10CW 0<01
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;o '~""' coo•o""~'O>t c•
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TO SU..tl W~ONINO 'y'""
~ ro """'""""'"" ..
~lOUDI£>)0Pll
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h-'»---to uno 10"'
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·-·

'
)!I
I' I
~I
'~I
~
111
1:'
AMMETER.
The ammeter indicates the flov of current, in amperes, from the
alternator to lhe battery or from th:J battery to the aircrJt electrical
sy~tem. When the engine is operating and the master switch is ON, the
ammeter indicates the charging rat=- applied to the battery, In the event
the alternator is not functioning or :he electrh:alload exceeds the output
of lbe alternator, the ammeter indi::ates the battery discharge rate.
OVER·VOLTAGE SENSOR AND WARNING LIGHT.
The aircraft is equipped with a:t automati< over-voltage protection
system consi!?ting of an over-voltage sensor behind the ir_strument pwel
arui a red waning light, labeled HIGH VOLTAGE, near the ammete:-.
In the event an over-voltage condition occ~trs, the over-voltage sen-
sor automatically removes alternatar field current and shuts down tle
alternator. The red wartling light will then turn on, indicating to the
pikt that the alternator is: not ope>rating and tha aircraft battery is supply-
ing all electrical pow-er.
The over-voltage sensor may ~ reset by :urning the master switch
off and back on again. If the warn~ light does not illuminate, normal
alternator cha:-ging has resumed; however, if the light dres illuminate
aga~n,_ a malfunction has occurred. and the flight should te terminat:!d as
soon as practieal.
The warning light may be testeC by momertarily turn.ng off the ALT
portion of the master switch and leaving the BJ!.T portion turned on.
CIRCUIT BREAKERS AND FUSES.
Most of the electr-ica~ circuits in the aircraft are proJected by "push-
to-reset" ciret.it breakers mounted on the right side of the instrument
paneL Exceptions to this are the battery conta:;tor closing (external pow-
er} circuit, clcck and optional flight hour recorder circuits which have
fuses: mounted :;ear the battery. The landing g~ar circuit is protected by
a push-pull tne circuit b:reaker on lle right side of the instrument panel,
and the c1gar lighter has a manually r€set type circuit breaker mounted
on t:ie back of the lighter .wcket
When mort than one radio is installed, the radio transmitter relay
(which is a part of the radio installation) is protected by tEe navigatioo
lights circuit b:-eaker labiOled NAV UGHTS. It is importa~t to remember
2-6
tha: any malfunction in tke navigatioo lights system which causes the
cir~t break€r to open vill de-acth•ate both the navigation lights ani the
traasmitter relay. In this event, tke navigati<m light switch should be
turned off to isolate the eircuit; the:t reset the circuit breaker to racti-
yah the transmitter relay and permit its usage. Do not turn on the navi-
gatlon lights switch until the malfur.ction has been corrected.
LIGHTING EQUIPMENT.
EX~ERlOR. LIGHTING.
Conventional nav-igation lights are located on the wine; tips and bp of
the rudder, landing and taxi lights are installed in the nose cap, at:d a
flashing beaco1 is mmmted on top o1 the vertical fin. Optional lighting in-
cludes a strobe light on each wing tip and two courtesy li!ihts, one under
eaC3 wing, just outboard of the cabb door. Tte courtesy lights are op-
era:::ed by a switch loeated on the left rear doo1 post. All exterior lights,
except the courtesy lights, are cont-olled by rocker type switcbes oa the
left switch and control panel. The switches are ON in thE up position and
OFF in the down position,
The llash:ng beacon should not be used wh~n flying through douds or
overcast; the ilashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can proluce- vertigo and loss of
orientation.
The two bigh intensily strobe li~hts will e.hance anti -collision protec-
tior:. Howeve:-, the lights should bE turned off when taxlhg in the vicinity
of
other aircraft, or during night flight througk clouds, fog or haze.
INTERIOR LIGHTING.
Instrumert and conhol panel lighting is provided by flood lighting, in-
teg:-a.Illghting. and optional post an:i eleclrolu:n1nesC£nt Jghting. Two
rheostat control knobs m the left svitch and control pane:, labeled :PANEL
LKHTS and ENG-RADIO LIGHTS, control the intensity o: the instrument
and control patJellighting. A slide-type switch on the left side of the over-
heaj console, labeled PANEL LTS, is used to select either standarc flood
2·7

~I
lighting in the FLOOD position, optional post li_Jhting in the POST position,
or a combination of post and flood lighting in the BOTH position.
Switches
a.'"ld controls on the lower part of the instrurr.ent panel may
be lighted by optional eledroluminescent panels which do not require light
bulbs for illum:nation. T:> operate t:Us lighting. turn on the NAV LIGHTS
switch and adjust light intensity with the contra:. knob labeled PANEL
LIGHTS- Electroh1mines~nt lighting is not affected by the selection of
post or flood lighting.
Instrument and control panel flood lighting oonsists of four red flood
lights on the un:ierside of the anti-glare shield, and a singl.e red flood
light in the forward part of the overh:md console. To use :Iood lighthg.
place the PANEL LTS sehdor switcb. in the FlOOD position and adjust
light intensity 'irith the PANEL LIGHTS rheostat control koob.
The instrulllent panel may be eq_Upped with optional post lights which
are :nounted at the edge of each instrument or ronl:rol and provide direct
lightng. The Lghts are cr;>erated by placing the PANEL Lt"S selectOJ
switch in the POST positioo and adjurting light intensity with the PANEL
LIGHTS
rhoostat control knob. By p:.acing the PANEL LT.S selector
switch in the BOTH positia.n.. the post lights can be used in comb.imtion
with the standard flood ligiling.
The engine instrument cluster, radio equip:nent, and magnetic com-
pass have integ.:-alligbting and operate independently of post or flood light-
ing. The light :ntensity of these iten:s is controlled by the ENG-RADIO
LIGETS rheostat control knob.
A cabin dome light is located in lhe aft part of the overhead console,
and is operated by a switch adjacent io the light. To turn the light on,
mOVli: the switcl: to the right.
The inatrunent panel eontrol pedestal. may ·Je equipped with an option-
al co.lrtesy ligb::, mounted at its base, which illuminates the forward cabin
floor area. This light is controlled by the courtesy light svttch on the left
rear door post.
An optional map light :nay be mounted on the bottom of the pilot's con-
trol vheel. The light illuminates the lower portion of the cabin just for-
ward of the pilot and is helpful when theck:ing maps and other flight data
during night operations. To operate the light, first turn or. the NA V
LrGHI'S switch; then adjust the map light's intemtty with the knurled diak
type ::-heostat control located at the bcttom of thE control wlteel.
·-·
LANDING GEAR SYSTEM.
The retractable tric!cle landing gear is extended and retracted by hy-
draulic actuators powered by an eledrically-driven hydraulic power pack.
The power pack assemblJ is located aft of the :-ear baggage compartment
wan. Mechanically-actuated wheel well doors are provided for the nose
gear. They are open when the nose gear is down and closed when it is
ret: acted.
An over-center mechanical linkage provides a positiYe mechankal up
and down lock for the no~e wheel. The main gear- utilizes hydraulic se-
quence valve Cownloeks and hydraul:.c pressur~ for positive uplock. :Main
gear uploek pressure .is maintained automatically by the ·power pack as-
sembly. If pressure drlf,ls below tlat neeessa:y to retail: uplock pres-
sure on the main gear, tll€ power ~ck will automatically compensate.
Two position-indicator lights, mounted to the left of the stabilator
trim control "'hef!I, indicate that the gear is either up or down and lGcked.
Both the gear UP (amber} and gear DWN {gree:t) lights are the press-to-
test type, inccrporating 4i.mming stutters for :light operation. As an ad-
ditional rerninier that the gear is ~racted, a warning horn sounds inter-
mittently wher.ever the tt.rottle is retarded below approxi:nately 12 inches
manifold pressure (master switch oo.) with the gear up or not down and
loeied.
LANDING GEAR LEVElL
The gear [ever, mmnted to the left of the engine con:rols, has :wo
positions (up f:lr gear up, and down for gear down) which give a mechan-
ical indication of landing gear position. From either position, the l~ver
must be pullet out sllghtly to clear a. detent be:ore it can be repositioned;
operaUon of tl:e landing gear system will not begin until t:1e lever has be-en
repositioned. After the lever has baen repositioned, hydraulic pressure
is cirected wi!hin the sy.Etem to achtate the ge<.r to the selected position.
Til£ gear lever will remain in whict.ever position bas bee:t selected.
During a normal cycle, the gear locks up :ll' down and the position in-
dicator light c:nnes on injicating completion oi the cycle. Landing gear
extension can be detectee by illumiration of the gear DW1f indicator light
(green), a.bser.ce of a gear warning ~orn with be throttle retarded Mlow
approximately 12 inches manifold pressure, alld visual inspection of the
m.Un gear position. Indication of gear retracton is prov.ded by illumin-
aticn of the gear UP (amber) light. Shoold a gear indieabr light faL to
2-9

II
illurrinate, the light should be checlu:d for a bumed-out bulb by pressing
to test. A burne<i-out bulb can be replaced in flight with tt.e bulb fron the
r-emaining indicator light.
A safety switch, actu.ated by the Mse gear, electrica.I.y prevents
inad\<!rtent rehaction whenever the r.ose gear strut is corr.pressed by the
weight of the ai:craft. Also, a switch type eirruit breaker is provickd
as a maintenance safety feature. With the switth pulled rn..t, landing gear
operation is prEvented. After maintmance is campleted, and prior t')
flight, the switch should bF placed in the on poS:tion {push~d in).
EMERGENCY l-AND PUMP.
':'he landing gear emezgency hanC pump is located on the floor between
the fmnt seats <:nd is used to manually extend the gear in the event of hy-
draulic pump failure. Whm not in use, the pump handle is retracted and
stowEd beneath a. hinged cover marked with a placard outlir.ing emergency
operation procedures. Re:er to Section ill for emergency operation oE the
hand pump.
CABIN HEATING, VENTILATING
AND DEFROSTING SYSTEM.
The temperature and volume of a:.rflow into the cabin can be regu:.ated
to any degree d€sired by adjustment d a single CABIN HEAT knob and two
CABIN AIR knol::s. When r;artial eabi:l heat is desired, ble:liiing warm and
cold <dr will reSJJ.t in improved ventilation and reat distribrl:ion thrrn;;hout
the cabin.
I'ront cabin heat and v:ntilating air from tlw main heat and ventila-
ting system is nuted throt:gh two mallifolds located forward of the rudder
pedals to directionally-adjustable, on-off ventilaturs on the front cabb
sidewalls. Rear cabin hea: and ail' is supplied ty ducts from both fro1.t
cabin ventilators, one exte:uling down each side of the cabin to the for.vard
doo~st:, then along the lo·.ver edge o:' the cabin door to an outlet near the
aft eCge of the {bor. Airfbw from each outlet rnay be dire)ted through
either of two lowered operlngs by rotating a kncb Dn top of the Dutlet. For
maxill'lum rear cabin heating, close tnth front cabin ventilators.
2-10
Windshield defrost air is supplied from the left cabin manifold; t:.1ere-
fore, the temperature of the defrosting air is the same as heated cabin
air, A push-pllll control knob labelEd DEFROSTER regulates the volume
of air to the wbdshield. Pttll the kmb out as necessary for defrosting.
Four sepal'ately adJustable over1ead ventihtor-s supply individual
air-; two are mounted in a console ab:we the pil(lt and co-p-Jot, and two
opti(lnal individual ventila:ors may 00 mounted .n the rear cabin eeiling.
Additional ground and flight ventilation is available through an open-
able vent windcw in each cabin door. These wi:ldows can '3e opened <.-t
speeds up to HO MPH by rotating the crank located below the window.
SHOULDER HARNESSES.
Shoulder larness:es are provided as standard equipment for the pilot
and front seat passenger, and as optional for tre rear sea: passengers.
Seat belts are standard ~ipment for all passe:1gers.
E;;.ch front seat harmss is attached to a rear door post just above
wim:ow
line and is stowed behind a stowage sheath mounte:i above the
cabin door. When stowing the harness, fold it and place it behind the
sheath. The optional rea:- seat shoulder harnesses are attached ad-
jace:d to the lover corners of the rear window. Each rea.- seat harn~ss
is stowed behh.d a stowage sheath located abov~; the aft side window.
To use the front and :-ear seat shoulder harnesses, fasten and adjust
the seat belt fi:-st. Remove the harr_ess from be stowed position, and
lengthen as required by pulling on the end of the harness aOO the narrow
release strap. Snap the t-arness metal stud firmly into the retaining slot
adjacent to the seat belt W.ckle. Then adjust h· length by pulling dov;n on
the Tee end of the harness. A properly adjusted harntss will permit the
occvpant to lean forv;ard enough to sit completely erect but is tight enough
to pi"event excessive forward movement and cmtact with nbjects dur:.ng
sudden deceleration. Also, the piloc will want the freedom to reach all
con1rols easily.
Releasing and removing the sho.tlder harness is accomplished by pull-
ing ..>pward on :he narrow release strap, and removing the harness stud
fron the slot i:t the seat belt buckle. In an em?rgency, the shoulder har-
ness may be removed by releasing the seat bel~ first, and pulling the har-
ness over the head by pulling up on ihe release strap.
2-11

INTEGRATED SEAT BELT /SHOULDER HARNESSES
WITH INERTIA REELS.
Optional integrated seat belt/shoulder harnesses witi. inertia reels are
ava:lable for the pilot anC front seat passenger. The seal belt/shoulder
harnesses extEnd from inertia reels located in the cabin ceiling t<J attach
poir.ts inboard of the two front seats. A sepante seat belt bali and buckle
is located ouib:)ard of the seats. Inertia reels allow complete freedom of
bod:; movemen:. However, in the e?ent of a sudden decehration, t!By
will lock up au:ornatically to protect the occupants.
NOTE
The inertia reels are located for maximum shoulder har-
ness comfort and safe retention 11 the seat occuputts.
This location rec_uires that the shoulder harnessEes cross
near the top so t:m.t the right hand inertia reel serves the
pilot and the left hand reel serves the front passmger.
When fastening be harness, cheek to ensure the proper
harness is being used.
To uS£ the seat belt/shoulder harness, adjJSt the meial Wckle hllf
on tlte harness up far enough to allov it to be drawn across the lap o1 the
occrpant and ~ fastened into the outaoard seat belt bueklE. Adjust seat
belt tension by pulling up ::m the shoulder harneas. To remove the seat
belt/shoulder hl.rness, rclease the seat belt bu::kle and allow the inertia
reel to draw tie harness to the inboard side of :he seat.
STARTING ENGINE.
In cold wect.her, the engine com?artrnent temperatw-e drops off ::-ap-
idly following engine shutdown and the injector :10zzle lines remain marly
full :rl fueL Cold weather starting p::-ocedures are therefel'€ relatively sim-
ple with highly predictable results. However, ~n extreme~y hot weatler,
engbe compartment temperatures irerease rapidly follow~ng engine shut-
dowtl, and fue! in the lines will vaporize and eseape into the intake manifold.
Hot weather starting procedures depend co:tSiderably on how socn
2-12
the r.ext engine start is atlempted. Within the f:rst 20 to 3G minutes alter
shutcown, the fnel manifol:i is adequately primed and the e-npty injector
nozzte lines will fill before the engine dies. However, after approxir.Iately
30 rr.inutes, the vaporized fuel in the manifold 'Kill have nearly dissipUed
and some slight "priming" could be raquired to :'€fill the Mzzle Jines and
keep the engine running af:er the intt.al start. Starting a l:ot engine is
facilitated by advancing the mixture control promptly to 1/3 open when the
engir.e fires, ar.d then smcothly to full rich as pqwer developes.
Should the engine tend to die after starting, turn on awdliary fuel pump
temporarily anc. adjust throttle as necessary to ~eep the ergine running.
Weak inter:nittent firing follow& by puffs a: black smoke from the
exha·1st stack indicate ove:--priming or flooding, In this event, turn off
the auxiliary fuel pump, open the throttle from J2 to full open and con-
throe
cranking vith the mixture full lean, When the engine fires, smoothly
adva.1.ce the mb:ture control to full rich and retard the thrdtle to desired
idle speed.
lf the engine is under:;::rimed {moat likely in cold weather with a cold
engir.e) it will IDt fire at all, and add..tional priningwill bt necessary.
After starting, if the oil pressur:'! gage does not begin to show pres-
sure within 30 seconds in llie summertime and about twice that long in
very cold weath:'!r, stop the engine and investigate. Lack af oil pressure
can cause serio.u> engine Carnage.
NOTE
Additiooal details concer-ning cold weatlter starting and
operation may be found unde.:- COLD WEATHER OPER-
ATION paragraphs in this section.
TAXIING.
When taxi ins it is impor-tant that speed and use of brakes be held ::a
a mid mum and that all cortrols be ut.lized {see taxiing diagram, figu:-e
2-4) to maintaindirectiona. control and balance. Taxiing over loose
1-13

I
II
1!
TAXIING DIAGRAM
COI:E
WIND DIRECTION '
2-14
NOTE
Stnmg quar-lerillg tail winds requir~ caution.
AvWd sudden bursts oi the ttt"Ottle and sharp
br<.king when tiE airplane is in this attitule.
U~ the steerab!e nose whee. and raddttr ;o
miiintain direction.
Figure 2-4.
gravel •)r cinders should be done at tow engine speed to avoid abrasion
and sto:1e damage to the propeller tips.
BEFORE TAKE-OFF.
WARM-UP.
Since the eng..ne is closely cow led for efficient in-flight engine cool-
ing, precautions !lhould be W!:en to avo:d overheating during prolonged
engine operation on the grou."\d. Also, long periods of idling at low RPM
may cause fouled spark plug3. If the e:lgine accelerates smoothly, the
airplar..e is ready for take-off.
MAGNETO CHECK.
The magneto check shrn .. .ld be madE at 1800 R?M as follcws: Move the
ignition switch first to R p06i.tion, and note RPM. Next move switch back
to BOTH to clear the other set of plugs. Then mc•ve switch to L positicc,
note RPM and return the sw~teh to the BOTH position. The :tPM drop
should not exceed 150 RPM ::m either magneto or show greater than 50
RPM differential between magnetos. A smooth drop off past normal is
usually a sign of a too lean or too rich mixture. ;I there is a doubt con-
cerning operatior. of the ignition systen, RPM checks at a leaner mixture
setting or at higher engine ~peeds will usually cODfi.rn< whether a deficiency
exists
A-1. absence of RPM drop may be an indicatio:l of faulty srounding of
one siie -of the ignition sy.sbm or shocl.d be cause for suspicion that the
magneto timing 13 set in advance of the setting sr;ecified.
ALTEIINATOR CHECK.
Prlor to fllg.tts where verificatim: of proper alternator and voltage reg-
ulator ope-ration ls essential {such as Aight or instrument flights), a pcsitive
verifieation can be made by loading the electrical system momentarily (3 to
5 secc.nds) with th.e landing light or by operating ihe wing flaps during the
engine
runup (1800 RPM). The ammeter will renain within a needle width
of zero if the alternator and voltage regulator are operating properly.
2-15

TAKE-OFF.
POWER CHECK.
Jt is importmt to che<k full-throttle engine operation early in the
ta.ke~o[f run. Any signs of rough engine operatbn or sluggish engine ac-
celeration are good cause :or discontnuing the take-off.
The auxillary fuel pump is norm<..lly off dur.ng take-oLs. Howevar,
if there is evidence of fuel vapor, as indicated cy fluctuation of the fuel
flow mdicator needle, or rough engine operation, the pum:t,: slnlld be
turned on. It is not necessary to readjust the mixture control when o;J-
erati:lg with the auxiliary :luel pump brned on because the mixture is only
sligh;ly enriche:led.
?ull-thrott]e runups over loose gravel are especially Jtarmful to :;~re
peller tips. Wl:en take-o-fis must be made over a gravel sarface, it i3
very important that the throttle be advanced slowly. This illows the air-
planE to start rolling before bigh RPM is develo;>ed, and Ue gravel will
be bbwn back of the propeller rather than pulled into it, When unavoid-
able small denta appear in the propeller blades, they should be eorr-eded
immediately as described i.n Section V under propeller care.
Prior to take-off from short fields above 3(00 feet elevation, the
mixhlre should 3e leaned in aceordan=e with the maximum power fuel
flow ?laeard lo£ated on the> instrumed panel cortr-ol pedestal.
AftE'r full thrflttle is applied, adj~st the thr'lttle frictioo lock clO<kwise
to prevent the throttle from creeping back from a maximum power position.
Sim[ar friction lock adjustments shoold be made as required in other flight
cond:tions to maintain a fi:<:ed throttlo& setting.
WING FLAP SETTINGS.
Take-offs are accomflished witt the wing flaps set in the 0"' to 1D<>
position. The preferred flap setting for normal take-off is 10°. This
flap setting (in comparison to flaps up} produces an approrlmately 15%
sho.rler ground run and total take-off distance over an obstacle. In aidi-
tion, it provides easier lilt-off 3Jld increased visibility over the nose in
the initial climb-out.
Flap settinss of greater than 10° are not recommendei at any tine
for bke-off.
2-16
lANDING G£AR RETRACTION.
Si:lce the landing gear swings downward approximately nne foot as it
starts the retraction cycle, retraction should be ~;voided untJ. well clear
of the rWlway and after a positive clim':> is established. This is especiilly
important when a:tempting a short field take-off, where a premature lift-
oH might result in the airplane settling back onto the ground, On long run-
ways fue landing gear retraction can be delayed until reaching the point over
the runway wherE a Wheels-iown forcei landing on that rUID\ay would~
impraetical.
~fore retracting the landing gear, the brakes should re applied mo-
mentarily to stop wheel rotation. Centrifugal force caused Yj the rapiily
spinning wheel e::pands the :liameter of the tire. H there is an accumda-
tion of mud or ice in the wheel wells, llie rotating- wheel may rub as it is
retra{ted into tht\ wheel well.
PERFORMANCE CHARTS.
Consult the Take-off Data chart in Section VI for take-olf distances
wl.th 10" flaps under varioUll gross weight, altitude, headwind. tempen.-
ture, and runway surface conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong Cl."osswinds normally are perforn:ed with thE
m1nirrum flap setting neeeasary for the field leJlilth to minimize the drift
angle immediate:y after take-off. ThE- airplane is accelerated to a spEed
slight:y higher than normal and then pulled off abruptly to prevent po~sible
settling back to the runway while drift_ng. When clear of the ground, :nake
a coordinated turn into the w"ind to cal'J'(!ct for drift.
EN ROUTE CLIMB.
Normal clinbs are pe?formed at 100 to 120 MPH with :.anding gear and
flaps retracted and reduced power (dcwn to 25 inches of manifold pressure
and 2500 RPM) lor increased passenger comfort due to low~r noise level.
The mixture may be left full rich as loog as the engine is stnootb. Fer
optin:um power with 25 inches manifold pressure and 250() RPM, set the
mixtLre to 13 GPH. With :un throttle and 2500 :!:PM, set the mixture to
2 GY:I less than shown in !be maxi.mmn power nixture pla<:ard. Max:mum
rate of climb is achieved vith full throttle and 2100 RPM a: speeds ranging
2-17

from 95 MPH at sea level to 91 MPH at 10, 000 £eet. The mixture should
be leaned for a:.titude in a::eordance with the mrodmum power fuel flow pla-
card.
If an enroute obstacle dictates the use of a steep clim'> angle, all nb-
stac~e clearance speed of 80 MPH stould be used with landing gear a1d
flaps retracted and full th--ottle at aL altitudes.
CRUISE.
Normal cruising is performed between 55% and 75% power. The cor-
respJnding power settings and fuel ctmsumption for various altitudes can
be determined by using ywr Cessna Power Computer or t.he Operaticnal
Data in Section VI.
NUI'E
Cruising should be done at f.s% to 75% power unu: a total
of 50 hours has accumulated or oil consumption has sta-
bilize<!. This is to ensure proper seating of the xings and
is app:icable to new engines. and engii.es in service follow-
ing cy:inder repla.cement or top overhaul of one or more
cylinders.
The Cruise Performa..1.ce table s.1own below illustrate! the true air-
speel and miles per gallOJl during cruise for va..'"ious altitudes and pe:-cent
CRUISE PERFORMANCE
75% POWER 65% POWER 35% POWER
ALTITUDE
TAS MPG TA.S MPG TAS MPG
Sea Level
160 14.8 150 16.0 140
17,3
~500 Feet
165
15.3 155
16.5
l45 17,9
"iOOO Feet
170
15. '1 160 17.0 149
18.4
Standard Conditions Zero WiLd
2-18
powers. This table should be used as a guide, along with ti:e available
winds aloft infor:nation, to determine the most favorable aliitude and
power setting for a given trip. The sdection of eruise altibde on the
basis of the most favorable wind conditions and the use of lc·w power
settill55 are significant factors that sb:.mld be cor.sidered on every trip to
reduce fuel COI18'lmption.
For reduced noise levels, it is desirable to select the lowest RPJv. in
the green arc ra::tge for a g:.ven percent power that will proUde smootl:
engine
operation. The cow: flaps should be opened, if neces;sary, t()
mainbin the cylinder head :emperatu:re at approximately th:-ee-fourlh~
of the normal oparating razge (green s.rc).
Cruise performance data in this nanual and on the power computer is
based on an exte!lded range mixture setting which is approX:mately one-
half gallon per h:nr less ttan the best power mixture setting. This ex-
tended
range mixture settir.g results iJ. a one MPH speed loss and an aver-
age ircrease of :o% ill rarli!e when coopared. to a best power mixture
settin~.
For best fuel economy at 7 5% power or less, the engine may be op-
erated at one-half gallon per hour 1-ener than sh:lWn in this manual and
on thE power conputer. This will result in apprJXimately 1::% greater
range than shown in the cn:ise tables :1 this :rn.amal accompanied by a?-
proximately 2 MPH decrease in speed.
The fuel injection system used on this engine is considered to be non-
icing. In the event the main intake fil:er becomes blocked, an alterna~e
intake valve opens automalit:ally, Bupplying ulli'U:cred air from the loll"er
engine compartment and resulting in a 5% power loss at full throttle.
lEANING WITH A CESSNA ECONOMY MiXTURE INDICATOR (EGT).
Exhaust gas temperature (EGT} as shown on the optionEl Cessna
Eeoncmy Mixtur" Indicator may be used as an aid for mixture leaning
in cruising flight at 75% power or less. To adjust the mixhre, using
this indicator, lean to estaltli.sh tbe peak EGT as a reference point and
then enrichen the mixture l:y a desired increment based on rhe table
on the following ;mge.
As noted in :his table, operation at peak EG:' provides best fuel
economy. This results in approximately 4% greo.ter range :ban shown
2-19

MIXTURE
£XHAUST GAS RANGE INCREASE
DESCRIPTION TEMPERATURE
FROM BEST POWER
BEST POWER
Peak EGT Minu~
0%
100° F (EnrlcheL}
~ENDED RANGE
Peak EGT Minu&
(Owner's Mmual and
25o F (Enrichen)
10%
Cc.mputer Performance~
'
BEST ECONOMY P~EGT 14%
in the cruise tables of th:s manual accompanied by approximately 2 MPH
deaease in speed.
When lear.ing the mUture, undEr some conditions, engine roughness
may occur bebre peak EGT is reactled. In this case, use the EGT ,:or-
responding to the onset of roughness as the reference pobt instead nf
peak EGT. Any change in altitude cr power will require a recheck of the
EGT indicatiou.
STALLS.
The stall characteristics are conventional and aural ·.varning 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 maxiJnum gross: weight and aft e.g. pJsi-
tion are presented on pa~e 5-2 as calibrated airspeeds sinee indicaUd
airspeeds are WU"eli.able near the stall.
BEFORE LANDING.
The landing gear is normaHy extended befflt"e enterirg the traffic pat-
ten. This practice will allow more time to confirm that the landing gear
is C.-own and lozked, As a further precaution, the landing gear may 'Je left
extended in go-around procedures oc traffic patterns for :ouch-and-fo
landings,
2·23
Landing gear extension can be detEcted by illumination cf the gear
DWN iadicator light (green). absence of a gear warning horn with the
throttle retarded below approximately ~2 inches of manifold ;treasure,
and visual inspection of the :nain gear position.
LANDING.
Normal tandi.Ig approac'les can be made with power on or power off
at speeds of SO to 9Q MPH w_th flaps up and 70 to 30 MPH wi:h flaps
down. Surface winds and ail' turbulence are usually the prirr_ary factors
in detet>mining the most cOI'Diortable awroach speeds. Slips are per-
mitted with any desired Hap setting. Actual toucidown should be made
with pcwer off and on the main wheels fu"st. The nose wheel should be
lowere:l smoothly to the runway as speed is dimin.shed.
Ft:.ll down st:Wilator {control wheel positioned full forward) should :rot
be used during the ground rcll. This raduces the weight on the main
wheels which causes poor braking and increases be possibility of slldillg
the tires.
SHOR1 FIELD UNDINGS.
For a maxin:um perfor:nance shoit field la.ndng in smoJth air con:ii-
tions, make an approach at 70 MPH with full flaps using eno..~gh power :o
control the glide path. (Slightly highei approach :speeds sho.lld be usee
m1der turbulent air conditions.) After all appro~h obstacles are cleared,
progressively reduce power and ma1ntain 70 MPil by )uwerLng the no.se oi
the airplane. Touchdown should be rru.de with pover-off anc on the main
wheels first. Immediately after touchdown, lower the nose wheel and ap-
ply heavy braking as required. For maximum brake effectiveness, retract
the flaps, hold the control vheel full back, and apply ma....-:tmum brake pres-
sure vithout sliding the tires.
CROSSWIND LANDINGS.
When landing in a strong crosswin:l. use the minimum flap setting re-
quired for the field length. Although the crab or combination method c~
drift correction may be used, the wing-low method gives the best contJol.
Alter :ouchdown, hold a straight course with the steerable nose wheel and
occasional braking if necessary.
T:re m.axlmu::n allowable crosswind velocity is dependent upon pilot
2-21

capability rather than air.:>lane limitations. With average pilot techllique,
direct crosswinds of 15 knots can bE handled wtfh safety.
BAlKED lANDING.
In a balked landing (go-around) tolimb, apply full throttle and 2700
RPM: smoothly, and reduce wing flaps promptly to 20". Upon reaching
an airspeed of approximately 75 MPH, flaps sb;ruld be skwly retracted
to the full up ]DSition.
If ob8tacl£"s are immBdtately ahead during the go-aro.md, the landing
gea:- should be left down and the wing flaps shwld be left 1t 20" until ob-
.stades are creared. At :'ield elevations above 3000 feet, the mixturO!
sho1.ld
be leaned for ma:c.mum power.
COLD WE-.THER OPERATION.
SURTING.
Prior to starting on :t cold mor:rlng, it is :tdvisable b pull the pro-
peller through several times by han:l to "breal! loose" or "limber" be
oil, thus conserving battery energy.
NOTE
When pulling th€ propeller through by band, treat it as if
the iprition switch is turned on, A loose or broken ground
wire on either magneto could cause tl:te engine tc fire.
In Extrem-ely cold (O"F and lower) \\eather, the use of an external pre-
heater and an external pc,wer source are reeommended wh.enever possible
to (•btain positive starting and to reduce wear and abuse b the engine and
the electrical system. Pre- heat will thaw the oil trappe<: in the oil oooler,
which probably will be ccngealed prior to starling in extr~mely cold tem-
peratures. When using an external power souree, the position of th~ mas-
ter switch is Important. Refer to ~ction VTI, paragraph Ground Service
Pl~ Receptacle, for operating details.
Cold weather startiq; procedures are the same as the normal starting
procedures in Section 1. Use caution to preve:rt inadvertent forward move-
me'lt of the ai.."Plane during starting when parked on snow or ice.
2-22
NOTE
H the en&ine does not start during the first few attempts,
or if engine firing diminishes :n strength, it is probable
that the spark plugs have been frosted over. Prehea.t
must be .lSed before another s::art is atte:npted.
Du-ing <'old weather operations, oo indication will be apparent on the
oil terr_perature gage prior tJ take-off if outside a.r tempera~ures are
very cold. After a suitable warm-up period (2 to 5 minutes :rt 1000 RPM),
aecele:-ate the engine several times to :righer engine RPM. If the engine
accele:ates smoothly and the oil presS'U'e remains normal aid steady,
the airplane is ready for take-off.
STATIC PRESSURE AlTERNATE SOURCE VALVE.
Astatic pressure alternate source valve is installed in :he left side
of the instrument panel for use when the external static source is mal-
functicning. This valve sup;1lies static pressure :rom inSida the rear
fuselage instead of the external static ports. An ~xternal condensate
drain, located in the alternate source line under ihe pilot's floorboard,
is provided for periodic draining of an;r moisture accumulation.
If erroneous instrument readings are suspeded due to water or ice
in the pressure Lnes going to the stan.C.ard external static pressure source,
the alternate static souree >alve should be pulled on.
Pressures within the raar fuselage will vary with open cabin ventila-
tors and vent windows. Wifu the wiru:kws closed, the most a.dverse vent
configuration results in minor airspeed and altimeter variations of less
than 5 MPH and SO feet, respecti\.cely. However, opening the vent win-
dows :nay result in large euors (depending on th: sealing e:ffectivenes;
of the baggage c\ll'tain) which increase with incre;uoing airs}:eed. For
example, at the placarded maximum window oper_ speed 'lf 120 MPH, the
airspred indicator and altimeter may :-ead loW b)· as much as 12 MPH rnd
90 feEt, respectively. To avoid the possibility o:' large errors, the win-
dows should not be open w!Bn using th~ alternate static source.
HOl WEATHER OPERATION.
'Ihe general warm tem;>erature starting information on page 2-12 is
appropriate. Avoid prolonged engine ~ration en the ground.
1:-23