Cessna Skylane 182Q airplane PILOT'S OPERATING HANDBOOK
The Skylane 182Q is a single-engine, fixed-wing aircraft designed for general aviation purposes, including personal transportation, flight training, and business travel. It offers a comfortable cabin with seating for four passengers, a powerful engine for good performance, and a range of optional equipment to customize the aircraft to individual needs.
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PILOT'S OPERATING HANDBOOK
~
Cessna
.
SKY LANE
1977
MODEL
182Q
Serial No .
/G'Z..t,.
5 3
50
Registration No .
) /
7350V
THIS HANDBOOK INCLUDES THE MATERIAL
REQUIRED TO BE FURNISHED TO THE PILOT
BY CAR PART 3
COPYRIGHT© 1976
CESSNA AIRCRAFT COMPANY
WICHITA , KANSAS , USA
01087 13-RPC-300-2/92
A
LIST OF EFFECTIVE PAGES
CESSNA
MODEL 182Q
LIST OF EFFECTIVE PAGES
INSERT LATEST CHANGED
PAGES: DISPOSE OF
SUPERSEDED PAGES.
NOTE: This handbook will be kept current by Service Letters published by-Cessna Aircraft
Company. These are distributed t9 Cessna Dealers and to those who subscribe through the Owner Follow-Up System. If you are not receiving subscription service, you will want to keep in touch with your Cessna Dealer for information concerning the change status of the handbook. Subsequent changes should be examined immediately after receipt;. the handbook should not be used for operational purposes until it has been updated to a _current status. On a changed page, the portion of the text or illustration affected by the change is indicated by a vertical line in the outer margin of the page.
Dates of issue for original _and changed pages are:
Original . . . 0 . . . 24 August 1976
THE TOTAL NUMBER OF PAGES IN THIS HANDBOOK IS 262, CONSISTING OF THE
FOLLOWING. THIS TOTAL INCLUDES THE SUPPLEMENTS PROVIDED IN SECTION
9 WHICH COVER OPTIONAL SYSTEMS AVAILABLE IN THE AIRPLANE. ,
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Title.
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CONGRATULATIONS
CESSNA
MODEL 182Q r
CONGRATULATIONS .....
Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and comfort. It is our desire that you will find flying it, either for business or pleasure, a ·pleasant and profitable experience.
This Pilot's Operating Handbook has been prepared as a guide to help you get the most pleasure and utility from your airplane. It contains information 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. Worldwide, the Cessna Dealer Organization backed by the Cessna Customer Services Department stands ready to serve you. The following services are offered by most Cessna Dealers:
("_:-
• THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained in your Customer Care Program book, supplied with your airplane. Warranty service is available to you at authorized Cessna
Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. r
•
•
FACTORY TRAINED PERSONNEL to provide you with courteous expert service .
FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship.
•
•
A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them .
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING 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.
~·-
-
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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. · i
PERFORMANCE-
SPECIFICATIONS
CESSNA
MODEL 182Q
PERFORMANCE- SPECIFICATIONS
· )
SPEED:
Maximum at Sea Level . . . . . . . . . . . . . . . 148 KNOTS
Cruise, 75% Power at 8000 Ft . . . . . . . . . . . . 144 KNOTS
CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power.
7 5% Power at 8000 Ft . .
56 Gallons Usable Fuel
Range
Time
520 NM
3. 7 HRS
735 NM
75% Power· at 8000 Ft . . . .
75 Gallons Usable Fuel
Maximum Range at 10,000 Ft
56 Gallons Usable Fuel
Maximum Range at 10, 000 Ft
75 Gallons Usable Fuel
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING . . . . .
Range
Time
Range
Time
Range
Time
5. 2 HRS
640 NM
5. 7 HRS
910 NM
8.1 HRS
1010 FPM
16,500 FT
TAKEOFF PERFORMANCE:
Ground Roll . . . . . .
Total Distance Over 50-Ft Obstacle
705FT
1350 FT
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . .
Total Distance Over 50-Ft Obstacle
STALL SPEED (CAS):
Flaps Up, Power Off . .
Flaps Down, Power Off .
MAXIMUM WEIGHT . . . .
STANDARD EMPTYWEIGHT:
Skylane . . . . . . .
Skylane II . . . . . .
MAXIMUM USEFUL LOAD:
Skylane . . . . . . .
· Skylane II . . . . . .
BAGGAGE ALLOWANCE . . .
WING LOADING: Pounds/Sq Ft
POWER LOADING: Pounds/HP
FUEL CAPACITY: Total
Standard Tanks
Long Range Tanks .
OIL CAPACITY . . . .
ENGINE: Teledyne Continental
230 BHP at 2400 RPM
PROPELLER: Constant Speed, Diameter .
590FT
1350 FT
56 KNOTS
50 KNOTS
2950 LBS
1717 LBS
1781 LBS
1233. LBS
1169 LBS
200 LBS
16. 9
12. 8
61 GAL.
80 GAL.
12 QTS
0-470-U
82 IN.
0
' )
, )
· ) ii
TABLE OF CONTENTS CESSNA
MODEL 182Q
TABLE OF CONTENTS
GENERAL . .
LIMITATIONS
EMERGENCY PROCEDURES
NORMAL PROCEDURES .
PERFORMANCE . . . .
·,
SECTION
1
2
3
4
5
WEIGHT
&
BALANCE/
EQUIPMENT LIST . . . . . . . . . • . . . . 6
AIRPLANE
&
SYSTEMS
DESCRIPTIONS . . .
. . . . . . . . 7
AIRPLANE HANDLING,
SERVICE
&
MAINTENANCE . . . . . . . . 8
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures) . . . . . . . . . . 9 iii/(iv blank)
CESSNA
MODEL 182Q
SECTION ·1
GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Three View
·Introduction
Descriptive Data
Engine·
Propeller
Fuel . . .
Oil
Maximum Certificated Weights
Standard Airplane Weights . .
Cabin and Entry Dimensions
Baggage Space and Entry Dimensions
Specific Loadings . . . . . . . . .
Symbols, Abbreviations and Terminology
General Airspeed Terminology and Symbols
Meteorological Terminology . . . . . . .
Engine Power Terminology . . . . . . . .
Airplane Performance and Flight Planning Terminology
Weight and Balance Terminology . . . . . . . . . . .
Page
1-4
1-5
1-5
1-5
1-5
1'-5
1-6
1-6
1-2
1-3
1-3
1-3
1-3
1-3
1-6
1-7
1-7
1-7
SECTION 1
GENERAL
CESSNA
MODEL 182Q
MAX.
11'-8"
~
NOTES:
1. Wing span shown with strobe lights installed.
2. Maxiinum height shown with nose gear depressed, all tires and nose strut properly. inflated and flashing beacon installed.
3. Wheel base length is 66 1/2".
4. Propeller ground clearance is 10 7/8".
5. Wing area is 174 square feet.
6.
Minimu'm .turning radius
!*pivot point to outboard wing tip) is 27'.
-,
;....,,
1-2
1 - - - - - - - - - - - - - , - - - - 3 6 ' - 0 " - - - - - - - - - - - - - l
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)
Figure 1-1. Three View
CESSNA
MODEL 182Q
SECTION 1
GENERAL
INTRODUCTION
This handbook contains 9 sections, and includes the materia!"required to be furnished to the pilot. by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used.
DESCRIPTIVE DATA
ENGINE
--~
\__ ! -
Number of Engines:
1.
Engine Manufacturer: Teledyne Continental.
Engine Model Number: 0-470-U.
Engine Type: Normally-a-spirated, direct-drive, air-cooled, horizontally-opposed, carburetor-equipped, six-cylind~r engine with 470 cu. in. displacement. ·
Horsepower Rating and Engine Speed: 230 rated BHP at 2400 RPM.
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PROPELLER
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: C2A34C204/90DCB-8.
Number of Blades: 2. ·
Propeller Diameter, Maximum: 82 inches.
Minimum: 80.5 inches.
Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 15.0° and a high pitch setting of 29.4° (30 inch station).
FUEL
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
1-3
SECTION 1
GENERAL
CESSNA
MODEL 182Q
FUel Capacity:
Standard Tanks:
Total Capacity: 61 gallons.
Total Capacity Each Tank: 30. 5 gallons.
Total Usable: 56 gallons.
Long Range Tanks:
Total Capacity: 80 gallons.
Total Capacity Each Tank: 40 gallons.
Total Usable: 75 gallons.
NOTE
To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.
OIL
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation.
Continental Motors Specification MHS-24A, Ashless Dispersant Oil:
This oil must be used after first 50 hours or oil consumption has stabilized.
Recommended Viscosity For Temperature Range:
SAE 50 above 4°C (40°F).
SAE 10W30 or SAE 30 below 4°C (40°F).
NOTE
Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.
Oil Capacity:
Sump: 12 Quarts.
Total: 13 Quarts (if oil filter installed).
1-4
CESSNA
MODEL 182Q
SECTION 1
GENERAL
MAXIMUM CERTIFICATED WEIGHTS
Takeoff: 2950 lbs.
Landing: 2950 lbs.
Weight in Baggage CQmpartment:
Baggage Area "A
II
(or passenger on child's seat)-Station 82 to 108:
120 lbs. · See note below.
Baggage Area "B" and Hatshelf-Station 108 to 136: , 80 lbs. See note below.
NOTE
The max~mum combined weight capacity -for baggage areas A and. B, including the hatshe1f, is 200 lbs. The maximum hatshelf load is 25 lbs.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight, Skylane: 1717 Ibs.
Skylane II: 1781 lbs.
Maximum Useful Load, Skylane: 1233 lbs.
Skylane II: 1169 lbs.
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6.
.L
I.
SPECIFIC LOADINGS
Wing Loading: 16. 9 lbs./ sq.
Power Loading: 12. 8 lbs./hp. ft~
1-5
SECTION 1
GENERAL
CESSNA
MODEL 182Q
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS
KIAS
KTAS
VNO
VNE
Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.
Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots.
Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.
Maneuvering Speed is the maximum speed at which you may . use abrupt control travel.
·Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.
Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution.
Never Exceed Speed is the speed limit that may not be exceeded at any time.
Stalling Speed or the minimum steady flight speed at which the airplane is controllable .
. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity.
Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance.
Vy
Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
OAT Outside Air Temperature is the free air static temperature.
It is expressed in either degrees Celsius (formerly Centigrade) or degrees Fahrenheit.
1-6
CESSNA
MODEL 182Q
SECTION 1
GENERAL
Standard
Temperature
Pressure
Altitude
Standard Temperature is 15°C at sea level pressure altitude and decreases by 2 C for each 1000 feet of altitude.
Pressure. Altitude is the altitude read. from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013mb).
ENGINE POWER TERMINOLOGY
BHP Brake Horsepower is the power developed by the engine.
Revolutions Per Minute is engine speed. RPM
MP Manifold Pressure is a pressure measured in the engine's induction system and is expressed
in
inches of mercury (Hg).
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
Demonstrated
Crosswind
Velocity
Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff artd landing was actually demonstrated during certification tests. The value shown is not considere.d to be limiting.
r
Usable Fuel Usable Fuel is the fuel available for flight planning.
Unusable
Fuel
Unusable Fuel is the quantity of fuel that can not be safely used in flight.
GPH
~
\._
NMPG g
Gallons Per Hour is the· amount of fuel (in gallons) consumed per hour.
Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration.
[is acceleration due to gravity.
WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum
Station
Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes.
Station is a location along the
~irplane fuselage given in terms of the distance from the reference datum.
1-7
SECTION 1
GENERAL
CESSNA
MODEL 182Q
Arm
Moment
Arm is the horizontal distance from the reference datum to the center of gravity (C. G.) of an item.
Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. )
Center of
Gravity
(C. G.)
e.G.
Arm
Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.
1
- . _
1
Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.
e.G.
Limits
Standard
Empty
Weight
Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight.
Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil.
Basic Empty Basic Empty Weight is the standard empty weight plus the
Weight weight of optional equipment.
Useful
Load
Useful Load is the difference between takeoff weight and the basic empty weight.
Gross
(Loaded)
Weight
Gross (Loaded) Weight is the loaded weight of the airplane.
Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run.
·Maximum
Takeoff
Weight
Maximum
Landing
Weight
Tare
Maximum Landing Weight is the maximum weight approved for the landing touchdown.
Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings.
Tare is deducted from the scale reading to obtain the actual
(net) airplane we~ght.
1-8
CESSNA
MODEL 182Q
SECTION
2
LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
\,.,.,.,_
'-'
Introduction . . . . . . . .
Airspeed Limitations . . . .
Airspeed Indicator Markings
Power Plant Limitations . .
Power Plant Instrument Markings
Weight Limits . . . . . .
Center of Gravity Limits .
Maneuver Limits . . . . .
Flight Load Factor Limits
Kinds of Operation Limits
Fuel Limitations
Placards . . . . . . . .
..
Page
2-3
2-4
2-4
2-5
2-6
2-6
2-7
2-7
2-7
2-7
2-8
2-9
2-1/(2-2 blank)
CESSNA·
MODEL 182Q
SECTION 2
LIMITATIONS
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration.
When applicable, limitations associated with optional systems or equip-' ment are included tn Section 9.
NQTE
The ai:rspeeds listed in the Airspeed Limitations chart
(figure 2-1) and the Airspeed Indicator Markings chart
(figure 2-2) are based on Airspeed Calibrationdata shown in Section '5 with the normal·static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration· var1ations between the normal and alternate static sources as shown·iri Section 5. . ·
Your Cessna is certificated under FAA Type Certificate No. 3A13 as
Cessna Model No. 182Q.
2-3
SECTION 2
LIMITATIONS
CESSNA
MODEL 182Q
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in figure 2-1.
VNE
VNO
SPEED
Never Exceed Speed
Maximum Structural
Cruising Speed
KCAS KIAS
172
139
REMARKS
179 Do not exceed this speed in any operation.
143 Do not exceed this speed except in smooth air, and then only with caution.
VA
VFE
Maneuvering Speed:
2950 Pounds
2450 Pounds
1950 Pounds
Maximum Flap Extended
Speed:
To 10° Flaps
10° - 40° Flaps
Maximum Window Open
Speed
109
99
89
137
95
172
111 Do not make full or abrupt
100 coni:rol movements above
89 this speed.
140
95
179
Do not exceed these speeds with the given flap settings.
Do not exceed this speed with windows open.
Figure 2-1. Airspeed Limitations
AIRSPEED INDICATOR MARKINGS
Airspeed indicator .markings and their color code significance are shown in figure 2-2.
2-4
CESSNA
MODEL 182Q
SECTION 2
LIMITATIONS
MARKING
White Arc
Green 'Arc
Yellow Arc
Red Line
KIAS VALUE
OR RANGE
45-95
48- 143
143- 179
179
SIGNIFICANCE
Full Flap Operating Range. Lower limit is maximum weight landing configuration. v
Uppe~ in limit is maximum speed permissible with
- flaps extended.
Normal Operating Range. Lower limit is maximum weight v
5 at most forward
C.G. with flaps retracted. Upper limit is maximum structural cruisin~J speed.
Operations must be conducted with caution and only in smooth air.
Maximum speed for all operatipns.
Figure 2-2. Airspeed Indicator Markings
POWER PLANT LIMITATIONS
Engine Manufacturer: Teledyne Continental.
Engine Model Number:
0~470-U.
Engine Operating Limits for Takeoff and Continuous Operations: -
Maximum Power: 230 BHP-
Maximum Engine Speed: 2400 RPM.
-
Maximum Cylinder Head Temperature: 238°C (460°F).
Maximum Oil Temperature: 116°C (240°F).
Oil Pressure, Minimum: 10 psi. -
Maximum: 100 psi.
Propeller Manufacturer: McCauley Accessory·Division_
Propeller Model Number: C2A34C204/90DCB-8.
Propeller Diameter, Maximum: 82 inches.
Minimum: 80.5 ·inches.
Propeller Blade Angle at 30 Inch Station, Low: 15.0°;
. High: 29.4° ..
2-5
SECTION 2
LIMITATIONS
CESSNA
MODEL 182Q
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance are shown in figure 2-3. ·
INSTRUMENT
Tachometer
Manifold Pressure
Oil Temperature
Cylinder Head
Temperature
Oil Pressure
Carburetor Air
Temperature
RED LINE
MINIMUM
LIMIT
- - -
-
- -
- - -
- -
-
10 psi
- - -
GREEN ARC YELLOW ARC
NORMAL
OPERATING
2100-
2400 RPM
CAUTION
RANGE
-
--
15-23 in. Hg
-
- -
RED LINE
MAXIMUM
LIMIT
2400
RPM
---
100°- 240°F
200°- 460°F
- - -
-- -
240°F
460°F
30-60 psi
-- -
-
- -
-15° to 5°C
Figure 2-3. Power Plant Instrument Markings
100 psi
-
- -
WEIGHT LIMITS
Maximum Takeoff Weight: 2950 lbs.
Maximum Landing Weight: 2950 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area "A" (or passenger on child's seat) -
Station 82 to 108: 120 lbs. See note below.
Baggage Area "B" and Hatshelf -
Station.108 to 136: 80 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage areas A and B, including the hatshelf, is 200 lbs. The maximum hatshelf load is 25 lbs.
2-6
CESSNA
MODEL 182Q
SECTION 2
LIMITATIONS
CENTER OF GRAVITY LIMITS
~
Center of Gravity Range:
Forward: 33. 0 inches aft of datum at 2250 lbs. or less, with straight line variation to 39. 5 inches aft of datum at 2950 lbs.
Aft: 48. 5 inches aft of datum at all weights. ·
Reference Datum: Front face of firewall.
·MANEUVER LIMITS
This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations.
These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights; chandelles, and steep turns in which the angle of bank is not inore than 60°. ·
Aerobatic maneuvers, including spins, ·are not approved.
FLIGHT LOAD FACTOR LIMITS
Flight Load· Factors:
*Flaps Up: +3. Bg,
*Flaps Down: +2. Og
-1. 52g
*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.
~·
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be equipped for night
VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard re-, fleets equipment installed at the time of Airworthiness Cefttificate issu- . ance.
Flight into known icing conditions is prohibited.
2-7
SECTION 2
LIMITATIONS
CESSNA
MODEL
182Q
FUEL LIMITATIONS
2 Standard Tanks: 30. 5 U.S. gallons each.
Total Fuel: 61 U.S. gallons.
Usable Fuel (all fl~ght conditions):
56
U.S. gallons.
Unusable Fuel: 5. 0 U.S. gallons.
2 Long Range Tanks: 40 U.S. gallons each.
Total Fuel: 80 U.S. gallons.
Usable Fuel (all flight conditions): 75 U.S. gallons.
Unusable Fuel: 5. 0 U.S. gallons.
NOTE
To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.
NOTE
Takeoff and land with the fuel selector valve handle in the BOTH position.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
2-8
CESSNA
MODEL 182Q
SECTION 2
LIMITATIONS
PLACARDS
C"
The following information is displayed in the form of composite or individual placards.
(1) In full view of the pilot: (The 'DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.)
This airplane must be operated as a normal category airplane in compliance with the operating limitations as stated in the form of placards, markings, and manuals.
- - - - - - - - MAXIMUMS - - - - - - - -
MANEUVERING SPEED (lAS) . . . .
GROSS WEIGHT . . . . . . . . .
FLIGHT LOAD FACTOR . . Flaps Up ..
· Flaps Down .
. 111 knots
. 2950 lbs.
+3. 8, -1. 52
+2.0
No acrobatic maneuvers, inCluding spins, approved.
Altitude loss in a stall recovery - 160ft. Flight into known icing conditions prohibited. This airplane is certified for the .following flight operations as of date of original airworthiness certificate:
DAY - NIGHT - VFR - IFR
(2) On control lock:
Control lock·- remove before starting engine.
(3) ·On the fuel selector valve plate (standard tanks):
Off
Left - 29 gal. Level flight only,
Both - 56 gal. All flight attitudes. Both on for takeoff and landing.
Right - 29 gal. Level flight only.
2-9
SECTION 2
LIMITATIONS
On the fuel selector valve plate (long range tanks):
CESSNA
MODEL 182Q
Off
Left - 37 gal. Level flight only.
Both - 75 gal. All flight attitudes. Both on for takeoff and landing.
Right - 37 gal. Level flight only.
.
()
·...____-
(4} On the baggage door:
FORWARD OF BAGGAGE DOOR LATCH
120 POUNDS MAXIMUM
BAGGAGE AND/OR AUXILIARY PASSENGER
AFT OF BAGGAGE DOOR LATCH
80 POUNDS MAXIMUM
.. BAGGAGE INCLUDING 25 LBS MAXIMUM IN
BAGGAGE WALL HATSHELF
MAXIMUM 200 POUNDS COMBINED .
FOR ADDITIONAL LOADING INSTRUCTIONS SEE
WEIGHT AND BALANCE DATA
(5) On flap control indicator:
10° to 20° to FULL
(Partial flap range with blue color code and 140 kt callout; also, mechanical detent at 10° .)
(Indices at these positions with white color code and 95 kt callout; also, mechanical detent at 10° and 20° .)
2-10
(6) F:orward of fuel tank filler cap (standard tanks):
Service this airplane with 100/130 minimum aviation grade gasoline. Capacity 30.5 gal. ·
~'
CESSNA
MODEL 182Q
SECTION 2
LIMITATIONS
Forward of fuel tank filler cap (long range tanks):
Service this airplane with 100/130 minimum aviation grftde gasoline. Capacity 40.0 gal.
(7) On aft panel of baggage compartment (all models with oxygen):
~, ~~~------------------0-0C_Y_G_E_N ~------~
2-11/{2-12 blank)
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE 0 F C 0 N lENT S
Introduction. . . . . . . . . . . .
Airspeeds For Emergency Operation
OPERATIONAL CHECKLISTS
Engine Failures . . . . . . . . . . . . . .
Engine Failure During Takeoff Run . . . .
Engine Failure Immediately After Takeoff
Engine Failure During Flight . . . . . .
Forced Landings . . . .. . . . . . . . . . .
Emergency Landing Without Engine PoweP
Precautionary Landing ·with Engine Power
Ditching. . . . . . ..
Fires . . . . . . . . . . .
During Start On Ground .
Engine Fire In Flight . .
Electrical Fire In Flight
Cabin Fire
.·
Icing . . . . . . . . . . .
Inadvertent Icing Encounter
Static Source Blockage (Erroneous Instrument Reading
Suspected) . . . . . . . . . . . . .
Landing With a Flat Main Tire . . . . . . .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates . . . . .
Ammeter Shows Discharge. . . . . . .
AMPLIFIED PROCEDURES
Engine Failure
Forced Landings
··.
Page
3-3
3-3
3-9
3-10
3-5
3-5
3-5
3-6
3-6
3-7
3-7
3-7
3-7
3-3
3-3
3-4
3-4
3-4
3-4
3-4
3-8
3-8
3-8
a-s
3-8
3-1
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS (Continued)
Landing Without Elevator Control . . . . . . . . . . .
Fires . . . . . . . . · . . . . . . . . . . . . . . . .
Emergency Operation In Clouds (Vacuum System Failure).
Executing A 180° Turn In Clouds . .
Emergency Descent Through Clouds
Recovery From a Spiral Dive
Flight In Icing Conditions . . . . . . .
Static Source Blocked . . . . . . .
Spins . . . . . . . . . . . . . . . . .
Rough Engine Operation Or Loss
Of
Power
Carburetor Icing . .
·Spark Plug Fouling . . . . . . . . .
Magneto Malfunction . . . . . . . .
Low Oil Pressure . . . . . . . . . .
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge .
Insufficient Rate Of Charge . . . . . .
CESSNA
MODEL 182Q
Page
'1
3-10
3-10
3-10
3-11
3-l1
3-12
3::12
3-12 \ l
3-13
· 3-13
I
3-13
3-14
3-14
3-14 ,..-.._
3-14 '
)
3-15
3-15
3-2
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. -However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9 .
.
----
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
Wing Flaps Up . .
Wing Flaps Down.
Maneuvering Speed:
2950 Lbs
2450 Lbs .
1950 Lbs .
Maximum Glide:
2950 Lbs .
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up . .
Wing Flaps Down . . . . .
70 KIAS
65 KIAS
111 KIAS
100 KIAS
89 KIAS
70 KIAS
65 KIAS
70 KIAS
65 KIAS
OPER'ATIONAL CHECKLISTS
ENGINE FAILURE DURING TAKEOFF RUN
(1) Throttle -- IDLE.
(2) Brakes -- APPLY.
(3) Wing Flaps -- RETRACT.
(4) Mixture -- IDLE CUT-OFF ..
(5) Ignition Switch -O~F.
(6) Master Switch -- OFF.
3-3
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
(1) Airspeed-- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Selector Valve -- OFF.
(4) Ignition Switch -- OFF.
(5) Wing Flaps --AS REQUIRED (40° recommended).
(6) Master Switch-- OFF.
ENGINE FAILURE DURING FLIGHT
(1) Airspeed -- 70 KIAS.
(2) Carburetor Heat -- ON.
(3) Fuel Selector Valve -- BOTH.
(4) Mixture -- RICH.
(5) Ignition Switch-- BOTH (or START if propeller is stopped).
(6) Primer -- IN and LOCKED.
!)
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
(1) Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Selector Valve -- OFF.
(4) Ignition Switch -- OFF.
(5) Wing Flaps --AS REQUIRED (40° recommended).
(6) Master Switch-- OFF. ·
(7) Doors -- UNIA TCH PRIOR TO TOUCHDOWN.
(8) Touchdown -- SLIGHTLY TAIL
LOVV.
(9) Brakes-- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
(1) Wing Flaps-- 20°.
(2) Airspeed-- 65 KIAS.
(3) Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed.
(4) Radio and Electrical Switches -- OFF.
(5) Wing Flaps -- 40° (on final approach).
(6) Airspeed --
65
KIAS.
(7) Master Switch-- OFF.
3-4
'"
I
...-.__
)
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES
(8) Doors-- UNLATCH PRIOR TO TOUCHDOWN.
(9) Touchdown-- SLIGHTLY TAIL LOW.
(10) Ignition Switch -- OFF.
(11) Brakes-- APPLY HEAVILY.
DITCHING
(1) Radio -- TRANSMIT MAYDAY on 121. 5 MHz, giving location and intentions.
(2) Heavy Objects (in baggage area) -- SECURE OR JETTISON.
(3) Flaps-- 20° - 40°.
(4) Power -- ESTABllSH 300FT/MIN DESCENT at 60 KIAS.
(5) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
NOTE
If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10° flaps.
(6) Cabin Doors-- UNLATCH.
(7)
Touchdown-- LEVEL ATTITUDE AT ESTABLISHED DE-
SCENT.
(8) Face -- CUSHION at touchdown with folded coat.
(9) Airplane-- EVACUATE through cabin doors. If necessary, open window to flood cabin to equalize pressure so doors can be opened.
(10) Life Vests and Raft -- INFLATE.
FIRES
DURING START ON GROUND
(1) Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine
If·engine starts:
(2) Power -- 1700 RPM for a few minutes.
(3) Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
(4) Throttle -- FULL OPEN.
(5) Mixture --IDLE CUT-OFF.
3-5
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
(6) Cranking-- CONTINUE.
(7) Fire Extinguisher-- OBTAIN (have ground attendants obtain if
~ not installed).
(8) Engine -- SECURE.
J a. Master Switch -- OFF b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. .
(9) Fire --EXTINGUISH using fire extinguisher, wool blanket, or dirt.
_ (10) Fire Damage-- INSPECT, repair damage or replace damaged components or wiring before conducting another flight.
~
ENGINE FIRE IN FLIGHT
(1) Mixture -- IDLE CUT-OFF.
(2) Fuel Selector Valve -- OFF.
(3) Master Switch-- OFF..
(4) Cabin Heat and Air -- OFF (except overhead vents).
(5) Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture).
(6) Forced Landing -- EXECUTE (as described in Emergency Landing
Without Engine Power).
.~
~
ELECTRICAL FIRE IN FLIGHT
(1) Master Switch -- OFF.
(2) All Other Switches (except ignition switch) -- OFF.
(3) -Vents/Cabin Air/Heat -- CLOSED.
(4) Fire Extinguisher --ACTIVATE
(if available).
!WARNING'
After discharging an extinguisher within a closed cabin, ventilate the cabin.
If fire appears out and electrical power is necessary for continuance of flight:
(5) Master Switch -- ON.
(6) Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized.
(8) Vents/Cabin Air/Heat-- OPEN when_ it is ascertained that fire is completely extinguished.
'~
3-6
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES
CABIN FIRE
(1) Master Switch-- OFF.
(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher --ACTIVATE (if available).
I
WARNING
a
After discharging an extinguisher within a closed cabin, ventilate the cabin. '
~~
~·
(4) Land the airplane as soon as .IXJSsible to inspect for damage.
WING FIRE
(1)
Navigation Light Switch -- OFF.
(2) Strobe Light Switch (if installed).-- OFF.
(3)
Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the· fuel tank and cabin, and land as soon as .IXJSsible using flaps only as required for final approach and touchdown.
ICING
INADVERTENT ICING ENCOUNTER
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster control clockwise to obtain maximum defroster airflow.
(4) Increase engine speed to minimize ice build-up on propeller blades.
(5) Watch for signs of carburetor air filter ice and apply carburetor heat as required.. An unexplained loss in manifold pressure could be caused by· carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously.
(6) Plan a landing at the· nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site.
(7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared. for significantly higher stall speed.
3-7
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
(8)
Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused ,.-.... by wing flap extension could result i? a loss of elevator effective· 1 ness.
(9)
Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach.
(10) Perform a landing approach using a forward slip, if necessary, for improved visibility.
(11)
Approach at 80 to 90 KIAS, depending upon the amount of ice accumulation.
(12)
Perform a landing in level attitude.
.~
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
(1)
(2)
Alternate Static Source Valve -- PULL ON.
Airspeed -- Consult appropriate table in Section 5.
(3)
Altitude -- Cruise
50 feet higher and approach
30 feet higher than normal.
~-
1
LANDING WITH A FLAT MAIN TIRE
(1) Approach -- NORMAL.
(2) Wing Flaps -- FULL DOWN.
(3) Touchdown-- GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control.
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
.
OVER-VOLTAGE LIGHT ILLUMINATES
(1)
Master Switch -- OFF (both sides).
(2) Master Switch -- ON.
(3) Over-Voltage Light-- OFF.
If over-voltage light illuminates again:
(4) Flight -- TERMINATE as soon as practical.
AMMETER SHOWS DISCHARGE
(1) Alternator -- OFF.
(2) Nonessential Electrical Equipment-- OFF.
(3) Flight -- TERMINATE as soon as practical.
3-8
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude. is the. first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid-obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior fo touchdown.
After an engine failure in flight, the best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure.·· If time permits, an engine restart should be attempted as shown in the checklist.
If the engine cannot be restarted, a forced landing without power must be completed.
12,000
..
;::_{_ff-,J.rj-::/.~i:.,..,":::1't
~'
(;
t:
10,000 l--+----1f--+--+--t---t---t----::~9~1---t z
<i: a: a: w fw
>
0 aJ
<( f-
::c t:l w
::c
:~
1 - - - - - + - - - + - t - - .
~~w--
...... , .. <J ::...........
1
I
:::~~~:~:.~:$:~:~f~):f~J~~:···:~:~:=!±~=~=E=~jE~=~=E=~=~~t=~N==D±M=I=L=LjiN=G==~
::}fi~~~p::::···
*FLAPS UP *ZERO WIND
0~~~--~--~---L--~--~----L-~~--~--~
0 2
4 6 8 10
12 14 16 18 20
GROUND DISTANCE- NAUTICAL Ml LES
Figure 3-1. Maximum Glide
3-9
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed in the checklist for Emergency Landing Without Engine Power.
Before attempting an "off airport" landing with engine power available, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions.
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight with an airspeed of approximately 80 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively.
At flareout the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, at flareout, the elevator trim control should be adjusted toward the full ,.-._ nose-up position and the power adjusted so that the airplane will rotate to · 1 the horizontal attitude for touchdown. Close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After
~ completion of this procedure, execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum svstem failure during flight in marginal
3-10
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely c;>n the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows:
(1) Note the time of the minute hand and observe the position of the sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane.
(3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading.
(4)
If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass· will read more accurately.
(5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and·steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn, a. descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.
Before .descending into the clouds, set up a stabilized let-down condition as follows:
(1)
(2)
Apply full rich mixture.
Apply full carburetor heat.
(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
(4) Adjust the elevator and rudder trim control wheels for a stabilized descent at 80 KIAS.
(5) Keep hands off control wheel.
3-ll
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
(6) Monitor turn coordinator and make corrections by rudder alone.
(7) Adjust rudder trim to relieve unbalanced rudder force, if present.
(8)
Check trend of compass card movement and make cautious corrections with rudder to stop turn.
(9) Upon breaking out of clouds, resume normal cruising flight.
~.
RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:
(1) Close the throttle.
(2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line.
(3)
Cautiously apply elevator back pressure -to slowly reduce the indicated airspeed to 80 KIAS.
(4) Adjust the elevator trim control to maintain an
80
KIAS glide.
(5) Keep hands off the controlwheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.
(8) Upon breaking
out
of clouds, resume normal cruising flight.
·
" }
' )
' )
FLIGHT IN ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape icing conditions.
STATIC SOURCE BLOCKED
· )
If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. . Cabin pressures will vary with open ventilators or windows and with airspeed. To avoid the possibility of large errors, the windows should not be open when using the alternate static source.
()
NOTE
In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the
3-12
CESSNA
MODEL 182Q
SECTION3
EMERGENCY PROCEDUEES static pressure instruments by breaking the glass in the. face of the rate-of-climb indicator.
A calibration table is provided in Section 5 to illustrate the effect of the alternate static source on indicated airspeeds. With the windows and vents closed the airspeed indicator may typically read as much as
3 knots faster and the altimeter 45 feet higher in cruise. With the vents open, this variation reduces to zero. If the alternate static source must be used for landing, the normal indicated approach speed may be used since the indicated airspeed variations in this configuration are 2 knots or less. · ·
SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery procedure should be used:
(1)
RETARD THROTTLE TO IDLE POSITION.
(2) PLACE AILERONS IN NEUTRAL POSITION.
(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC-
TION OF ROTATION. .
(4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
WHEEL BRISKLY FORWARD FAR ENOUGH TO BRE.AK·THE STALL •
. (5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inp1ts may extend the recovery.
(6) AS ROTATION STOPS, NEUTRAliZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOI'E
If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information.
ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING r
An unexplained. drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle.
3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182Q
If conditions require the continued use of carwretor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. ' )
SPARK PLUG FOULING
A
slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be
·verified by turning the ignition switch momentarily from BOTH to either
L or R position. An obvious power loss in single ignition operation Is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation.
If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of single ignition position. r-"j
t)
MAGNETO MALFUNCTION
A
sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from
BOTH
to either Lor R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs.
~
,
LOW OIL PRESSURE
'J
If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.
r-;
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field.
Use only the minimum power required to reach the desired touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS)
Malfunctions in the electrical power supply system can be detected by · periodic monitoring of the ammeter and over-voltage warning light; how-
3-14
CESSNA
MODEL 182Q
SECTION 3
EMERGENCY PROCEDURES ever, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions.
Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge.
The following paragraphs describe the recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at. low engine speeds
(such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths.of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging.·
To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again.
If the problem no longer exists, normal alternator charging will resume and the warning light will go off.
If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time.
If the emergency occurs at night, power must be conserved for later operation of the wing flaps ·and possible use of the landing lights during landing.
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical.
3-15/(3-16 blank)
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction . . . . . . . . .
Speeds For Normal Operation
CHECKLIST PROCEDURES
Preflight Inspection
Cabin . . . . .
·Empennage
Right Wing, Trailing Edge
Right Wing
Nose . . . . . . . . .
Left Wing . . . . . . .
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . · . .
Takeoff . . . . . .
Normal Takeoff
Short. Field Takeoff
Enroute Climb . . . .
Normal Climb
Maximum Performance Climb
Cruise . . . .
Descent . . . .
Before Landing
Landing . . . .
Normal Landing
Short Field Landing
Balked Landing
After Landing . .
Securing Airplane
AMPLIFIED PROCEDURES
Starting Engine
Page
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4-5
4-6
4-6
4"6
4-6
4-7
4-7
4-7
4~7
4-8
4-8
4-8.
. 4-11
4-1.
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
TABLE OF CONTENTS (Continued)
Taxiing . . . . .
Before Takeoff . .
Warm-Up
Magneto Check
Alternator Check
Takeoff . . . . . .
Power Check . .
Wing Flap Settings
Crosswind Takeoff
Enroute Climb . . . .
Cruise . . . . . . .
Leaning With A Cessna Economy Mixture Indicator (EGT)
Stalls . . . . . . .
Landing . . . . . . . .
Normal Landing . .
Short Field Landing
Crosswind Landing
Balked Landing
Cold Weather Operation
Starting . . . . .
Operation . . . .
Hot Weather Operation
Noise Abatement
Page
. 4-15
. 4-15
. 4-17
. 4-17
. 4-18
. 4-18
. 4-18
. 4-18
.4-18
. 4-18
. 4-18
. 4-20
. 4-21
. 4-21
. 4-11
. 4-13
. 4-13
. 4-13
. 4-13
. 4-13
. 4-13
. 4-14
. 4-14
4-2
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal proce<;lures associated with Optional Systems can be found in Section 9.
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum weight of 2950 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate. to the particular weight must be used.
Takeoff:
Normal Climb Out . . . . . . . . . . . . . .
Short Field Takeoff, Flaps 20°, Speed at 50 Feet
Enroute Climb, Flaps Up:
Normal . . . . . . . . . . .
Best Rate of Climb, Sea Level
Best Rate of Climb, 10;000 Feet
Best Angle of Climb, Sea Level
Best Angle of Climb, 10,000 Feet
70-80
57
KIAS
KIAS
85,95 KIAS
. -78
KIAS
72 KIAS
,;,. 54
KIAS
62 KIAS
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps 40°
Short Field Approach, Flaps 40°
Balked Landing:
Maximum Power, Flaps 20° . .
Maximum Recommended Turbulent Air Penetration Speed:
. , 70-80 KIAS
60-70 KIAS
60
KIAS
55 KIAS
.2950
2450
1950
Lbs
Lbs . . . . . . . . . . . . . . . .
Lbs . . . . . . . . . . . . . . . .
Maximum Demonstrated Crosswind Velocity:
111 KIAS
100
KIAS
89 KIAS
Take.off
Landing . . . . . . . . . . . . . . . .
20 KNOTS
15 KNOTS
4-3
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
4-4
NOI'E
Visually check airplane for general condition during walkaround inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and controls surfaces. Also, make sure that the control surfaces contain no internal accumulations of ice or debris.
If a night flight is planned, check operation of all lights, and make sure a flashlight is available.
Figure 4-1. Preflight Inspection
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
CHECKLIST PROCEDURES
P R E FLI G H T I N SPEC T I 0 N
CD
CABIN
(1) Control Wheel Lock -- REMOVE.
(2) Ignition Switch -- OFF.
(3) Master Switch -- ON.
(4) Fuel Quantity Indicators -- CHECK QUANTITY.
(5) Master Switch -- OFF. · ·
(6) Fuel Selector Valve -- BOTH.
(7) Baggage Door -- CHECK for security, lock with key i1 child's seat is to be occupied.
~·
®EMPENNAGE
(1) Rudder Gust Lock -- REMOVE.
(2) Tail Tie-Down -- DISCONNECT.
(3) Control Surfaces -- CHECK freedom of movement and security.
@
RIGHT WING Trailing Edge
(1) Aileron-- CHECK freedom of movement and security.
@)
RIGHT WING.
(1) Wing Tie-Down -,- DISCONNECT.
(2) Main Wheel Tire -- CHECK for proper inflation.
(3) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade.
(4) .Fuel Q.lantity -- CHECK VISUALLY for desired level.
(5) Fuel Filler Cap -- SECURE and vent unobstructed.
®NOSE
(1) Static Source Openings (both sides of fuselage) -- CHECK for stoppage. ·
(2) Propeller and Spinner -- CHECK
fat
nicks, security and oil leaks.
(3) Landing Lights -- CH:ECK for. condition and cleanliness.
(4) Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter.
4-5
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
(5) Nose Wheel Strut and Tire -- CHECK for proper inflation.
(6) Nose Tie-Down -- DISCONNECT.
(7) Engine Oil Level-- CHECK. Do not operate with less than nine quarts. Fill to twelve quarts for extended flight.
(8) Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed.
If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug will be necessary.
®LEFT WING
(1)
Main Wheel Tire -- CHECK for proper inflation.
(2) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and proper fuel grade. _
(3) Fuel Quantity -- CHECK VISUALLY for desired level.
(4) Fuel Filler Cap -- SECURE and vent unobstructed.
0
LEFT
WING
Leading Edge
(1) Pitot Tube Cover -- REMOVE anci check opening for stoppage.
(2) Fuel Tank Vent Opening -- CHECK for stoppage.
(3) Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned ON (horn should sound when vane is pushed upward).
(4) Wing Tie-Down -- DISCONNECT.
®
LEFT
WING
Trailing Edge
(1)
Aileron -- CHECK for freedom of movement and security.
BEFORE STARTING ENGINE
(1) Preflight Inspection -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(3) Fuel Selector Valve -- BOTH.
(4) Ridios, Autopilot, Electrical Equipment-- OFF.
(5) Brakes -- TEST and SET.
(6) Cowl Flaps -- OPEN (move lever out of locking hole to reposition).
(7) Circuit Breakers -- CHECK IN.
4-6
~
- -'
. CESSNA
MODEL
182Q
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE
(1) Mixture-- RICH.··.
(2} Propeller -- HIGH RPM.
(3} Carburetor Heat-- COLD.
(4)
Throttle -- OPEN
1/2
INCH.
(5) Prime-- AS REQUIRED.
(6} Master Switch -- ON.
(7} Propeller Area-- CLEAR.
(8)
Ignition Switch -- START (release when engine starts).
NOTE
If engine has been overprimed, start with throttle 1/4 to
1/2 open~·
Reduce throttle to idle when engine fires.·
-
:
,.
(9} Oil Pressure -- CHECK.
BEFORE TAKEOFF
\:':·
~.
(1) Cabin Doors and Windows -- CLOSED and LOCKED.
(2) Parking Brake -- SET.
(3) Flight Controls -- FREE and CORRECT.
(4) Flight Instruments -- SET.
(5) Fuel Selector Valve --
BOTH:
. (6) Mixture --RICH.
(7)
Elevator and Rudder Trim '"" TAKEOFF.
(8) Throttle -- 1700 RPM. a. Magnetos-- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller-- CYCLE from high to low RPM; return to high
RPM (full in). c. Carburetor Heat-- CHECK for RPM drop. d. Engine Instruments and Ammeter·-- CHECK: e .. ·suction Gage-· CHECK.
(9) Radios -- SET.
(10) Autopilot
(if installed) -- OFF.
(11) Flashing Beacon, Navigation Lights and/or Strobe Lights-- ON as required.
(12)
Throttle Friction Lock -- ADJUST.
~_{-
TAKEOFF
NORMAL TAKEOFF
(1} Wing Flaps -- 0° - 20°.
4-7
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
(2) Carburetor Heat --
COW.
(3) Power-- FULL THROTTLE and 2400 RPM.
(4) Elevator Control -- LIFT NOSE WHEEL at 50 KIAS.
(5) Climb Speed -- 70 KIAS (flaps 20 °).
80 KIAS (flaps UP).
SHORT FIELD TAKEOFF
(1) Wing Flaps-- 20°.
(2) Carburetor Heat-- COLD.
(3) Brakes-- APPLY.
(4) Power-- FULL THROTTLE and 2400 RPM.
(5) Brakes -- RELEASE.
(6) Elevator Control-- MAINTAIN SLIGHTLY TAIL LOW ATTITUDE.
(7) Climb Speed -- 57 KIAS (until all obstacles are cleared).
(8) Wing Flaps -- RETRACT slowly after reaching 70 KIAS.
ENROUTE CLIMB
NORMAL CLIMB
,._,l
(1) Airspeed -- 85-95' KIAS.
(2) Power-- 23 INCHES Hg and 2400 RPM ..
(3) Fuel Selector Valve --BOTH.
(4) Mixture-- FULL RICH (mixture may be leaned above 5000 feet).
~
(5) Cowl Flaps -- OPEN as required. )
MAXIMUM PERFORMANCE CLIMB
(1) Airspeed --78 KIAS at sea level to 72 KIAS at 10,000 feet.
(2) Power-- FULL THROTTLE and 2400 RPM.
(3) Fuel Selector Valve-- BOTH.
(4) Mixture --FULL RICH (mixture may be leaned above 5000 feet).
(5) Cowl Flaps -- FULL OPEN. .
CRUISE
(1) Power -- 15-23 INCHES Hg, 2100-2400 RPM (no more than 75% power).
(2) Elevator and Rudder Trim -- ADJUST.
(3) Mixture -- LEAN.
(4) Cowl Flaps -- CLOSED.
4-8
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
DESCENT
(1) Power -- AS DESIRED.
(2) Carburetor Heat-- AS REQUIRED to prevent carburetor icing.
(3) Mixture -- ENRICHEN as required. · -
(4) Cowl Flaps -- CLOSED.
(5) Wing Flaps --AS DESIRED- (0° :. 10° below 140 KIAS, 10° - 40° below 95 KIAS). ·
~-
BEFORE LANDING
(1) Seats, Belts, Shoulder Harnesses --ADJUST and LOCK.
(2) Fuel Selector Valve-- BOTH. ·
(3) Mixture --RICH.
(4) Carburetor Heat-- ON (apply full heat before qlosing throttle).
(5) Propeller-- HIGH RPM. ·
(6) Autopilot (if installed) -- OFF.
LANDING
NORMAL LANDING
(1) Airspeed -- 70-80 KIAS (flaps UP): .
(2) Wing Flaps -- AS DESIRED (0°" 10° below 140 KIAS, 10°- 40° below 95 KIAS).
(3) Airspeed -- 60 - 70 KIAS (flaps DOWN).
(4) Trim-- ADJUST.
(5) Touchdown-- MAIN WHEELS FIRST.
(6) Landing Roll-- LOWER NOSE WHEEL GENTLY.
(7) Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING
(1) Airspeed -70~80 KIAS (flaps UP).
(2) Wing Flaps -- 40°_ (below 95 KIAS).
(3) Airspeed-- MAINTAIN 60 KIAS.
(4) Trim-- ADJUST.
(5) Power --REDUCE to idle as obstacle is cleared.
(6) Touchdown-- MAIN WHEELS FIRST.
(7) Brakes-- APPLY HEAVILY.
(8) Wing Flaps -- RE-TRACT for maximum brake effectiveness.
4-9
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
BALKED LANDING
(1)
(2)
(3)
(4)
(5)
(6)
Power-- FULL THROTTLE and 2400 RPM.
Carburetor Heat -- COLD.
Wing Flaps -- RETRACT to 20°.
Climb Speed--
55
KIAS.
Wing Flaps -- RETRACT slowly after reaching 70 KIAS.
Cowl Flaps -- OPEN.
AFTER LANDING
(1) Wing Flaps -- UP.
(2) Carburetor Heat -- COLD.
(3) Cowl Flaps -- OPEN.
SECURING AIRPLANE
(1) Parking Brake -- SET.
(2) Radios, Electrical Equipment, Autopilot-- OFF.
(3) Throttle -- IDLE.
(4) Mixture -- IDLE CUT-OFF (pulled full out).
(5) Ignition Switch -- OFF.
(6) Master Switch -- OFF.
(7) Control Lock-- INSTALL.
(8) Fuel Selector Valve -- RIGHT.
~-
;
4-10
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
AMPLIFIED PROCEDURES
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 intermittent firing 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 mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter.· Repeat the starting procedure without any additional priming.
If the engine is underprimed (most likely 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.
If
PfOlonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature.
30
After starting, if the oil gage does not begin to show pressure within seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail.
NOTE
Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA-
TION paragraphs in this section.
TAXIING
When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure
4- 2) to maintain directional control and balance.
The carburetor heat control knob should be p.1shed full in during all ground operations unless heat is absolutely necessary for smooth engine
4-11
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
CODE
WIND DIRECTION t
NOTE strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
.braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to maintain direction.
Figure 4-2. Taxiing Diagram
4-12
r)
CESSNA
MODEL 182Q
SECTION4
NORMAL PROCEDURES 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 TAKEOFF
C"'
WARM-UP
Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the· g.round. Full throttle· checks on the ground' are not· recommended unless the pilot has good reason to suspect that the engine is n·ot turning up properly.
.
.
·
~I
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows.
Move
ignition switch first to R position, and note RPM. Next m<i>Ve switch back to BOTH to·clear the other set of plugs. Then mov:e: switch to.L position,. note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos.
If there is a doubt concerning operation of the ignition system, RPM checks .at 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 is set in advance of the setting· spe.cified~
ALTERNATOR CHECK
Prior to flight where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights),.· a positive verification can be made by loading the electrical-system: momentarily (3 to 5 seconds) with the landing light during the engine runup (1700
RPM). The ammeter will remain within a needle width of the initial reading if the alternator and voltage regulator are operating properly.
TAKEOFF
It is important .to check full-throttle engine· operation early in the
. 4-13
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff.
Full-throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care.
After full throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting.
WING FLAP SETTINGS
Normal takeoffs are accomplished with wing flaps 0° to 20°. Using
20° wing flaps reduces the ground run and total distance over an obstacle by approximately 20 per cent. Flap deflections greater than 20° are not approved for takeoff.
If 20° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 70 KIAS is reached. To clear an obstacle with wing flaps 20°, an obstacle clearance speed of 57 KIAS should be used.
Soft field takeoffs are performed with 20° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude.
If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed.
With wing flaps retracted and no obstructions ahead, a climb-out speed of 80 KIAS would be most efficient.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.
4-14
CESSNA
MODEL182Q
SECTION 4
NORMAL PROCEDURES
ENROUTE ·CLIMB
Normal climbs are performed at 85-95 KIAS with flaps up, 23 In.
Hg. or full throttle (whichever is greater) and 2400 RPM for the best combination of engine cooling, rate of climb and forward visibility.
If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 78 KIAS at sea level, decreal;ling to 72 KIAS at 10,000 feet.
(":
If an obstruction ahead requires a steep climb angle, a best angleof-climb speed should be used with flaps up and maximum power.
This speed is 54 'KIAS at sea level, increasing to 62 KIAS at io,ooo feet.
The mixture should be full rich during climb at altitudes up to 5000 feet. Above 5000 feet, the mixture may be leaned for smooth engine operation and increased power.
CRUISE
Normal cruising is performed between 55% and 75% power. The corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the Data in Section 5.
NOTE
·Cruising should be done at 75% power as much as practical until a total of 50 hours has accumulated or oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders~
The Cruise Performance Table, figure 4-3, illus.trates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable .wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption.
4-15
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc).
Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting .which may be establi13hed as follows:
(1)
(2)
Lean the mixture until the engine becomes rough.
Enrichen the mixture to obtain smooth engine operation; then further enrichen an equal amount.
For best fuel economy at 65% power or less, the engine may be operated at the leanest mixture. that results in smooth engine operation. This will result in approximately 5% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed.
Any change in altitude, power or carburetor heat will require a change .~ in the recommended lean mixture setting and a recheck of the EGT setting 1
(if installed). ·
Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon regaining the original manifold pressure indication (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming.
Since heated air causes ·a richer mixture, readjust the mixture setting
· w,hen carburetor heat is used continuously in cruising flight. t )
ALTITUDE
4000 Feet
6000 Feet
8000 Feet
10,000 Feet
Standard Conditions
75% POWER
KTAS NMPG
139
141
144
- - -
10.8
11.0
11.2
- - -
65% POWER
KTAS NMPG
131
133
135
138
11.8
12.0
12.2
12.4
55% POWER
KTAS NMPG
121
123
125
127
12.8
13.0
13.2
13.4
Zero Wind
Figure 4-3. Cruise Performance Table
4-16
:,~
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES
The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due tci excessive water ingestion. The mixture setting should be readjusted for smoothest operation.
LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT)
Exhaust gas temperature (EGT) as shown on the .optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at
75% power or less . . To adjust the mixture, using this indicator, lean to establish the peak EGT as a reference point and, then enrichen the mixture by a desired increment based on figures in the table below.
~I
Continuous operation at peak EGT is authorized only at 65% power or less. This best economy mixture setting results in approximately
5% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed.
NOTE
Operation on the lean side' of peak EGT is not approved.
When leaning the mixture·under some conditions, engine roughness may occur before peak EGT is reached.
In this case, use the EGT corresponding to the onset of roughness as the reference point instead of peak
EGT.
MIXTURE
DESCRIPTION
'
RECOMMENDED LEAN
(Pilots Operating Handbook and Power Computer)
BEST ECONOMY
(65% Power or Less)
EXHAUST GAS
TEMPERATURE
50°F Rich of Peak EGT
Peak E,GT
Figure 4-4. EGT Table
(1
STALLS
· The stall characteristics are conventional and aural warning is· provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations.
4-17
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
Power-off stall speeds at maximum weight for both forward and aft c. g. positions are presented in Section 5.
LANDING
NORMAL LANDING
Landings should be made on the main wheels first to reduce the landing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important in rough field landings.
)
SHORT FIELD LANDING
For a short field landing, make a power-off approach at 60 KIAS with 40° flaps and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking . as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires.
CROSSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control.
After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary.
BALKED LANDING
)
In a balked landing (go-around) climb, the wing flap setting should be , - ) reduced to 20° immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted.
COLD WEATHER OPERATION
STARTING
Prior to starting on a cold morning, it is advisable to pull the propel-
· }
4-18
CESSNA
MODEL 182Q
SECTION 4
NORMAL PROCEDURES ler through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy;
NaTE.
·Wl:!en pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wir.e on either magneto could cause the engine to.fire.
~'
In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are 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 proba,bly will be congealed prior to starting in extremely cold temperatures. When using an "external power source, the position of. the master switch is important. Refer to Section 7, paragraph Ground Service
Plug Receptacle, for operating details. ·
Cold weather starting procedures are as follows:
With Preheat:
(1)
With ignition switch turned off, mixture full rich and throttle open
1/2 inch, prime the engine four to eight strokes as the propeller is being turned over by hand.
NOTE
·Use heavy strokes of the primer for best atomization of
·fuel. After priming, push primer all the way in and turn to the locked position to avoid the possibility of the engine drawing fuel through the primer.
(2) Propeller -- CLEAR.
(3) Master Switch -- ON.
(4) Ignition Switch -- START (release to BOTH when engine starts).
(5) Pull carburetor heat on after engine has started, and leave on
·until the engine is running smoothly.
Without Preheat:
. , (1)
Prime the engine six to eight strokes while the propeller is being turned by hand with mixture full rich and throttle open 1/2 inch.
Leave the primer charged and ready for stroke.
(2) Propeller -- CLEAR.
(3) Master Switch -- ON.
4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
(4) Ignition Switch -- START.
(5) Pump throttle rapidly to full open twice. Return to 1/2 inch open ..
~ position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or alternately, pump the throttle rapidly over the first 1/4 o;§ total travel.
(8) Oil Pressure -- CHEC:f{.
(9) Pull carburetor heat on after engine has started. Leave on until the engine is running smoothly.
(10) Primer -- LOCK.
~
J
NOTE
If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. j~AU~IqN\
Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck the flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre-
~~
.
OPERATION
During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeoff 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 takeoff.
Rough engine operation in cold weather can be caused by a combination of an inherently leaner mixture due to the dense air and poor vaporization 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.
For optimum operation of the engine in cold weather, the appropriate use of carburetor heat is recommended. The following procedures are indicated as a guideline:
(1) Use carburetor heat during engine warm-up and ground check.
4-20
CESSNA
MODEL
182Q
SECTION 4
NORMAL PROCEDURES
Full carburetor heat may be required for temperatures below -l2°C whereas partial heat could be used in temperatures between -12°C and 4°C.
(2) Use the minimum .carburetor heat required. for smoot}J. operation in take-off, climb, and. cruise. '
NOTE
Care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temperature to 0° to 21
o
C range where icing is critical under certain atmospheric conditions.
(3} . If the airplane is equip~d with a carburetor. air temperature gage, it can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by application of carburetor heat.
HOT WEATHER OPERATION
The general warm temperature starting information in this section is appropriate. A void prolonged engine operation on the ground.
~:
NOISE ABATEMENT
Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation:
(1)
Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations.
(2) During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas.
4-21
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
NOTE
The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft.
The certificated noise level for the Model182Q at 2950 pounds maximum weight is 69.1 dB(A). No determination has been made by the
Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
4-22
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
r:'
Introduction . . . . . . .
Use of Performance Charts
Sample Problem
Takeoff . . .
-·
Cruise
Fuel Required
Landing . . .
Figure 5-1, Airspeed Calibration -Normal Static Source
Airspeed Calibration - Alternate Static Source
Figure 5-2, Temperature Conversion Chart .
Figure 5-3, Stall Speeds . . . . . . . . . . . . .
Figure 5-4, Takeoff Distance - 2950 Lbs -. . . . . .
Takeoff Distance - 2700 Lbs and 2400 Lbs
Figure 5-5, Rate of Climb -Maximum . . . . . . .
Figure 5-6, Time, Fuel, and Distance to Climb - Maximum
Rate of Climb . . . . . . . . . . . . . .
Time, Fuel, and Distance to Climb - Normal Climb.
Figure 5-7; Cruise Performance - 2000 Feet
Cruise Performance - 4000 Feet
Cruise Performance - 6000 Feet
Cruise Performance - 8000 Feet
Cruise Performance - 10, 000 Feet
Cruise Performance - 12, 000 Feet
Figure 5-8, Range Profile - 56 Gallons Fuel .
Range Profile - 75 Gallons .Fuel .
Figure 5-9, Endurance Profile - 56 Gallons Fuel
Endurance Profile - 75 Gallons Fuel
Figure 5-10, Landing Distance . . . .
Page
5-3
5-3
5-3
5-4
5-5
5-5
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-1/ (5-2 blank)
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so · that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques.
It should be noted that the performance information presented in the range and endurance profile charts allo;vvs for 45 ininutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture. leaning technique, fuel metering characteristics, engine. and propeller condition, and air turbulence may account for variations of 10% ·or more in range and endurance .. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight.
USE OF.PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight
Usable fuel
TAKEOFF CONDITIONS
Field pressure altitude
Temperature
Wind component along runway
Field length
2850 Pounds
75 Gallons
1500 Feet
28°C (16°C above standard)
12 Knot Headwind
3500 Feet
5-3
SECTION 5
PERFORMANCE
CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enroute
LANDING CONDITIONS
Field pressure altitude
Temperature
Field length
720 Nautical Miles
7500 Feet
16°C (16°C above standard)
10 Knot Headwind
,-...
·
1
2000 Feet
25°C
3000 Feet
TAKEOFF
The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2950 pounds, pressure altitude of
2000 feet and a temperature of 30°C should be used and results in the following:
Ground roll
Total distance to clear a 50-foot obstacle
930 Feet
1800 Feet
These distances are well within the available takeoff field length;
However, a correction for the effect of wind may be made based on Note
3 of the takeoff chart. The correction for a 12 knot headwind is:
.t)
1
12 Knots
9 Knots x
10% =13% Decrease
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(930 feet x
13%)
Corrected ground roll
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
(1800 feet x
13%)
Corrected total distance to clear a 50-foot obstacle
930
121
809 Feet
1800
CESSNA
MODEL 182Q
1566 Feet
5-4
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
CRUISE
The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising . · altitude and the expected wind .enroute have been given.for this sample problem. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9.
The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and .longer range result when lower power settings are used.
The range profile chart indicates that use of 65% power at 7500 feet yields a predicted range of 795 nautical miles with no wind. The endurance profile chart shows a corresponding 5.9 hours. Using this information, tJ:J.e estimated distance can be determined for the expected
10 knot headwind at 7500 feet as follows:
795
Range, zero. wind
Decrease in rarige due to wind
(5.9 hours x
10 knot headwind)
Corrected range
59
736 Nautical Miles
This indicates that the trip can be made without a fuel stop using approximately 65% power.
The cruise performance chart for 8,000 feet pressure altitude is entered using 20° C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions. The power setting chosen is 2200 RPM and 21 inches of manifold pressure, which results in the following:
Power
True airspeed
Cruise fuel flow
65%
137 Knots
11.0 GPH
The power computer may be used to determine power and fuel consumption more accurately during the flight.
0
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6·.shows that a normal climb from 2000 feet to 8000
5-5
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q feet requires 2.8 gallons of fuel. The corresponding distance during the climb is 15 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes.
However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a nonstandard temperature is to increase the time, fuel, and distance by 10% for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: t )
,1)
=
16% Increase
With this factor included, the fuel estimate would be calculated as follows:
2.8 Fuel to climb, standard temperature
Increase due to non-standard temperature
(2.8 x16%)
Corrected fuel to climb
M
3.2 Gallons
Using a similar procedure for the distance during climb results in 17 nautical miles.
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance
720
-17
703 Nautical Miles
'~
With an expected 10 knot headwind, the ground speed for cruise is predicted to be:
137
-10
127 Knots
Therefore, the time required for the cruise portion of the trip is:
703 Nautical Miles
127 Knots
= 5.5 Hours
The fuel required for cruise is:
5.5 hours x 11.0 gallons/hour= 60.5 Gallons
5-6
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required
1.7
3.2
60.5
65.4 Gallons
(''
This will leave a fuel reserve of:
75.0
-65.4
9:6
Gallons
Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
LANDING
A p~ocedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances corresponding to 2000 feet pressure altitude arid a temperature of 30° C are as follows:
Ground roll
Total distance to clear a 50-foot obstacle
670 Feet·
1480 Feet
A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff.
5-7
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
NORMAL STATIC SOURCE
CESSNA
MODEL 182Q
FLAPS UP
KIAS
KCAS
FLAPS 20°
KIAS
KCAS
FLAPS 40°
KIAS
KCAS
50
60
40
52
50 60 70 80 90 .95
- - -
- - -
57 64
72
81
90 95
- - - - -
- - -
-
-
-
- - -
- - -
- - -
- - - - -
- -
-
40
51
60 70 80 90 100
64 71 80 89 99
110
108
120
117
130
127
50 60 70 80 90
95 - - -- -
56 63
72 81
91
95
- - -
- --
140
136
150
145
160 ---
155 ---
- -
-
- - -
- - - - - - -
-
-
-
-- -- -
Figure 5-l. Airspeed Calibration (Sheet 1 of 2)
5-8
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
AIRSPEED CALIB-RATION
ALTERNATE STATIC SOURCE
HEATER/VENTS AND WINDOWS CLOSED
FLAPS UP
NORMAL KIAS
ALTERNATE .KIAS
~I
FLAPS 20°
NORMAL KIAS
ALTERNATE KIAS
FLAPS 40°
NORMAL KIAS
ALTERNATE KIAS
60 70 80 90 100 110
120 130
59 70 80. 91 1.02
112
122 133
140 150 160
143 153 163
50 60 70 80 90 95
51 62 72 82 92 97
---
-
- -
-
--- -
-·--
-----
--
-
--
-
---
40 50
60
70
80 90
43 51 60 71 81 90
95
95
--
- --
-
--
-
-
-
-
---
---
-- -
-
--
FLAPS UP
NORMAL KIAS
ALTERNATE KIAS
FLAPS 20°
HEATER/VENTS OPEN AND WINDOWS CLOSED
60
6Q
70 80 90
70 '80 90
100
100
110
110
120
120
130
130
140
140
150
150
160
160
NORMAL KIAS
ALTERNATE KIAS
FLAPS 40°
50 60 70 80 90
95 - - -
50 60 70 79 89
93
- - -
---
---
-
--
-
--
-
-- -
-
-
--
-
--
-
NORMAL KIAS
ALTERNATE KIAS
40 50
60
70 80
90
41 49 59 68 .78
87
95 -
92
--
-
-
---
---
-- -
-
---
..
-- -
---
Figure 5-1. Airspeed Calibration (Sheet 2 of 2)
c··
~
\._
.·-
. 5-9
SECTION 5
PERFORMANCE
TEMPERATURE CONVERSION CHART
CESSNA
MODEL 182Q
120
60 t::
UJ
:r: z
UJ
0:
:r:
<t:
LL
40
0:
(.!)
UJ
0
20
100
80
0
-20
5-10
-40
-40
-20 0 20
DEGREES- CELSIUS
~-
40
Figure 5-2. Temperature Conversion Chart
60
rJ
--
Q
'!) f)_
/
't]
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
STALL SPEEDS
CONDITIONS:
Power Off
NOTES:
1. Maximum altitude Ieiss during a stall recovery may be as much as 160 feet.
2. KIAS values are approximate. -
MOST REARW ARb CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT
LBS
FLAP
DEfLECTION oo
30°
45° 60°
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
2950
UP
20°
4QO
41
38
38
56
51
50
44
41
41
60
49
55 ;
45
54
45
67
61
59
58
54
79
54. 72.
71
~-·
MOST-.FORW AR D CENTER OF GRAVIJY
-.
ANGLE OF BANK
WEIGHT
LBS
FLAP
DEFLECTION oo--.
30°
45°
60°
KIAS KCAS KIAS KCAS .KIAS KCAS KIAS KCAS
2950
UP
20°
4QO
48
47
45
59
55
54
52
51
48
63
59
.58
57
56
54
70
. 68
65
64
66
64
83
78
76
Figure 5-3, Stall Speeds
5-11
!
TAKEOFF DISTANCE
MAXIMUM WEIGHT 2950 LBS.
CONDITIONS:
Flaps 20°
2400 RPM and Full Throttle Prior to Brake Release
I
SHORT FIELD
I
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
NOTES:
1. Short field technique as specified in Section 4. .
2. Prior to takeoff from fields above 5000 feet elevation, the mixture should be leaned to give maximum power in a full throttle, static runup.
3. Decrease distances 10% for each 9·knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
4. Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed.
5. For operation· on a dry, grass runway, increase distances by 15% of the "ground roll" figure.
WEIGHT
LBS
TAKEOFF
SPEED PRESS
KIAS
ALT
FT
LIFT AT
OFF 50FT
0°C
10°C 20°C 30°C
40°C
TOTAL
TOTAL
TOTAL TOTAL
TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS
2950 49 57
S.L.
635
1000
690
2000
755
1220
1335
1465
3000
825
4000
905
1605
1770
5000
995 "1965
6000
7000
1090
1200
8000 1325
2185
2450
2765
680
745
810
890
970
1065
1175
1290
1425
1305
1430
1565
1725
1905
2115
2360
2655
3015
730
795
870
950
1045
1145
1260
1390
1530
1395
1530
1680
1850
2050
2280
2555
2885
3300
780
850
1490
1635
1800
930
1020
1120
1230
1350
1985
220q
2460
2765
1490 3145
-----
835
910
1590
1745
1925
995
1090
2130
-
-11
9!5.
2370
1315
2655
1450
3005
-----
---
Figure 5-4. Takeoff Distance (Sheet 1 of 2)
·f)
TAKEOFF DISTANCE
270.0 LBS AND 2400 LBS
I
SHORT FIELD
I
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES.
WEIGHT
L8S
TAKEOFF
SPEED
KIAS
LIFT
AT
OFF 50FT o
0 c
10°C 20°C
30°C
PRESS
ALT
TOTAL TOTAL
TOTAL TOTAL
FT
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50FT 08S ROLL 50FT 08S ROLL 50FT 08S ROLL 50FT 08S
40°C
TOTAL
GRND TO CLEAR
ROLL 50FT 08S
2700
47
55
..
:·
.'.
,·,
S.L.
520
1000 555 1065 595 1135 635 1210
1000 565 1085
1185
605
660
1160 650
710
1235 695
1320
2000 615
3000
675
725
1265 1355 760 1445
6000 885
1295
1425
5000 805 1565
1730
790
865
950
1385 775 1485 830 1585
4000
7000
735
970 1920 1045
8000 1070
2140 1150
1525
1680
1860
2065
2310
850 1630
930
1020
1120
2225 1205 2400
1235
1800
1995
2500
910
995
1095
1325
1745
1930
2150
2705
680
740
810
885
1285
1405
1540
1695
970
1870
1065
2075
1170 2310
1290
2595
1420 2935
' .
2400 44 52 S.L. 395
1000 430
2000 470
3000 515
4000 560
5000
615
6000 670
7000
735
8000 810
775
840
915
995
1085
1185
1300
1435
1585
425
465
825
895
505
975
550
1060
600 1160
655
1270
720
1395
790
870
1535
1700
455
495
540
875
950
1035
590
645
1130
1235
705
770
1355
1490
845 1645
930
1825
485
530
930
1010
575 1105
630 1205
690 1320
755
1445
825 1595
905 1765
1000 1960
520
565
615
675
990
1075
1175
1285
735 1405
805 1545
885 1705
970 1890
1070 2105
Figure·5-4. Takeoff Distance (Sheet 2 of 2)
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
RATE OF CLIMB
MAXIMUM
CONDITIONS:
Flaps Up
2400 RPM
Full Throttle
Cowl Flaps Open
NOTE:
Mixture leaned above 5000 feet for smooth engine operation and increased power.
,')
WEIGHT
LBS
2950
PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000
CLIMB
SPEED
KIAS
78
76
75
74
73
72
71
-20°C
1155
1020
890
760
635
510
385
RATE OF CLIMB - FPM
0°C
1070
945
815
690
565
440
320
20°C
990
865
740
620
500
375
255
Figure 5-5. Rate of Climb
40°C
910
7!)0
670
550
430
---
-- -
5-14
CESSNA
MODEL 1S2Q
SECTION 5
PERFORMANCE
TIME, FUEL, AND DISTANCE TO CLIMB
I
MAXIMUM
RAT"E
OF CLIMBI
CONDITIONS:
Flaps Up
2400 RPM
Full Throttle
Cowl Flaps Open
Standard Temperature
~I
NOTES:
1. Add .1. 7 gallons of fuel for engine start, taxi and takeoff allowance.
2. Mixture leaned above 5000 feet for smooth engine operation and increased power-.
3. Increase time, fuel and distance by 10% for each 10°C above standard temperature.
4. Distances shown are based on zero wind.
FROM SEA LEVEL
WEIGHT
LBS
PRESSURE
ALTITUDE
FT
TEMP oc
CLIMB' RATE OF
SPEED CI,.IMB
KIAS FPM
TIME FUEL USED DISTANCE
MIN GALLONS NM
2950 S.L. 15 78 1010
0
0 0
1 1 1000
2000
13
11
77
76
955
900
0.3
'0.7
3000
4000 •'
9
7
76 845
2
3
5
1.1
3
4
6
75
75
790
735
1.5
1.9 5000
6000•
7000
8000
9000
10,000
11,000
12,000 .
5
3
-5
-7
-9
1
-1
-3
74
74
73
72
72
71
71
680
625
570
515
460
405
350
11
12
15
17
6
7
9
20
2.3
'2.8
3.2
3.8
4.3
4.9
5.6
20
23
27
8
10
12
14
17
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 1 of 2)
5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
TIME, FUEL, AND DISTANCE TO CLIMB
I
NORMAL CLIMB - 90 KIAS
I
' l
'· '
·~
CONDITIONS:
Flaps Up
2400 RPM
23 Inches Hg or Full Throttle
Cowl Flaps Open
Standard Temperature
NOTES:
1. Add 1. 7 gallons of fuel for engine start, taxi and takeoff allowance.
2. _ Mixture leaned above 5000 feet for smooth engine operation and increased power.
3. Increase time, fuel and distance by 10% for each 10°C above standard temperature.
4. Distances shown are based on zero wind.
WEIGHT
LBS
PRESSURE
ALTITUDE
FT
TEMP oc
2950 S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10,000
11,000
12,000
.5
3
1
-1
-3
-5
-7
-9
15
13
11
9
7
670
670
670
670
670
670
640
575
510
450
385
320
260
RATE OF
CLIMB
FPM
FROM SEA LEVEL
TIME
FUEL USED
DISTANCE
MIN
GALLONS
NM
0 0
0
1
0.4
2
3
0.8
5
4
1.2
7
6
1.7 9
7 2.1
12
9
11
2.6
3.0
14
17
13 3.6
4.2
20
24
15
17
4.8 28
33
20
24
5.6
6.5
39
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
5-16
CESSNA
.MODEL 182Q
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE AlTITUDE 2000 FEET
COND.rTiONS:
2950 Pounds
Recommended:Lean Mixture
Cowl Flaps Closed
NOTE ..
:For best fuel economy at 65% power or less, operate at
·~he leanest mixture that results in smooth ellgine operation or at peak EGT if an EGT indicator is installed.
RPM MP
2400 22
21'
20
19
2300 23.
22
21
20
2200 23
22
21
20
20°C BELOW
STANDARD TEMP
-9oc
%
BHP
77
72
67
62
KTAS GPH
134
131
128
124
13.1
12.3
11.5
10.7
78
73
68
64
'
135
132
128
125
73 132
69 129
64
. 125
60 121
12:5
11.7
11.0
10.2
STANDARD
TEMPERATURE
11°C
%
BHP
KTAS GPH
74
69
65
60
135 12.6
132
11.8
128 11.1
124 10.3
13.3
12.5
75.
70
11.7 66
10:9 .
62
70
66
62
58
136
133
129
125
12.8
12.0
11.3
10.5
133
12.0
129
11.3
126 10.6
122
9.9
20°C ABOVE
·STANDARD TEMP
31°C
%
BHP
KTAS GPH
71
67
63
58
136
133
129
125
12.2
11.4
10.7
10.0
72
68
64
60
137
133
130
126
12.4
11.6
10.9
10.2
68 . 1.33
64
11.6
130,
10.9
60
56
126
122
1 10.2
9.6
2100
23
22
21
68
64
60
20
' 56
19
18
52
47
128
125
121
118
113
109
11.6
10.9
1.0:2
9.6
9.0
8.4
66
62
58
54
50
46
129
11.2
126 10.5
122
118
114
109
9.9
9.3
8.7
8.1
64
60
56
52
48
44
130
126
122
118
113
108
10.8
10.2
9.6
9.0
8.5
7.9
Figure 5-7. Cruise Performance {Sheet 1 of 6)
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
CONDITIONS:
2950 Pounds
Recommended Lean Mixture
Cowi.Fiaps Closed
NOTE
For best fuel economy at 65% power· or less, operate at the leanest mixture that results in smooth engine opera~ tion or at peak EGT if an EGT indicator is installed.
.!)
·~
RPM
2400
2300
2200
MP
22
21
20
19
23
22
21
20
23
22
21
20
19
20°C BELOW
STANDARD TEMP
-13°C
%
BHP
KTAS
GPH
-- -
74
69
64
---
---
135
12.6
131
11.8
127 10.9
STANDARD
TEMPERATURE
7°C
%
BHP
KTAS
GPH
76
71
66
62
139
136
132
128
13.0
12.1
11.3
10.6
20°CABOVE
. STANDARD TEMP
27°C
%
BHP
KTAS
GPH
73
69
64
60
140
136
133
128
12.5
11.7
11.0
10.2
-
- - - -
--
-
76
140 13.1
74
141
12.6
75 135 12.8
72 136 12.3 70 137 11.9
70 132 12.0
68 133 11.5 65 134 11.2
66
128
11.2
63
129 10.8
61
130
10.4
75
70
66
62
57
135
12.8
132 12.0
129
11.3
125 10.5
121 9.8
72
68
64
59
55
136
133
129
126
121
12.3
11.6
10.9
10.2
9.5
70
66
61
57
53
137
11.9
134 11.2
130
10.5
126 9.8
121 9.2
2100
23
22
21
20
19
18
17
70
66
62
57
53
49
45
132
11.9
128
11.2
125
10.5
121
9.8
117
112
9.2
8.6
107
8.0
67
63
59
55
51
47
43
133
129
126
121
117
112
107
11.5
10.8
10.1
9.5
8.9
8.3
7.8
65
61
57·
53
50
46
42
133
130
126
122
117
112
106
11.1
10.4
9.8
9.3
8.7
8.1
7.6
Figure 5-7. Cruise Performance (Sheet 2 of 6)
5-18
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
-~.
CRUIS_E PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
CONDITIONS:
2950 Pounds
Recommended Lean Mixture
Cowi Flaps cios~d
NOTE
For best fuel economy at 65% power or less, operate at t~11leanest. mixture tl;lat results in smooth engine operation or at peak EGT if an EGT indicator is installed.
RF'M
2400
2300
2200
22
21
'20
19
22
21
20
19
MP
22
21
20
19.
·2o<:>c BELow
STANDARD TEMP
-17°C
%
. BHP
KTAS
GPH
---
75
71
66
STANDARD
TEMPERATURE
3oC
%
BHP
KTAS
GPH
20°CABOVE
STANDARD TEMP
23°C
%
BHP
KTAS GPH
-----
77
143
13.3
75 144 12.8
138
12.9
73
139
12.4 70 140 12.0
135
131
12.1
11.2
68
64
136
132
11.6
10.8
66
61
136
132
11.2
10.5
77
72
67
63
72
68
63 .
59
139
136
132
128
136
132
129
125
13.1
12.3
11.5
10.7
12.3
11:6
10.8
10.1
74
69
65 .133
11.1 63 133 10.7 eo
129 10.3 58
129 10.0
69
65
61
57
140 12.6
-,37
11.8
137 11.9
133 11.1
129
125
10.4
9.7
71
67
67
63
59
55
141
137
12.2 .
11.4
137
11.5 .
134 10.8
130
125
10.1
9.5
2100 22
' 21
19
.18
17
67
63
55
51
47
132
129
121
1.16
111
11.5
10.8
9.5
8.8
8.2
65
61
53
49
45
133
129
121
116
110
11.1
10.4
9.2
8.6
8.0
63
59
51
47
43
133 10.7
129 10.1
12·1
115
109
8.9
8.3
7.8
Figure 5-7_. Crui_se Performance (Sheet 3 of 6)
5-19
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 8000 FEET
CONDITIONS:
2950 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 65% power or less, operate at the leanest mixture that results in smooth engine operation or at peak EGT if .an EGT indicator is installed.
'~
!")
RPM
2400
2300
2200
MP
21
20
19
18
21
20
19
18
21
20
19
18
2100 21
20
19
18
17
65
61
57
52
48
74
69
64
60
69
65"
61
56
20°C BELOW
STANDARD TEMP
-21°C
%
BHP
KTAS GPH
77
72
68
63
142
139
135
130
13.3
12.4
11.5
10.7
STANDARD
TEMPERATURE
-1oc
%
BHP
KTAS
GPH
74
70
65
60
143
139
135
131
12.7
11.9
11.1
10.3
139
136
132
127
136
132
128
124
12.6
11.8
11.0
10.2
11.8
11.1
10.3
9.7
71
66
62
58
67
63
58
54
140
137
132
128
137
133
129
124
12.1
11.3
10.6
9.9
11.4
10.7
10.0
9.3
69
64
60
56
65
60
56
52
20°C ABOVE
STANDARD TEMP
19°C
%
BHP
KTAS
GPH
72
67
63
58
144 12.3
140 11.5
136
10.7
131 10.0
141
137
11.7
11.0
133 10.2
128
9.6
137
133
129
124
11.0
10.3
9.7
9.1
132'
129
124
120
115
11.1
10.4
9.7
9.1
8.5
63
59
54
50
46
133
129
124
120
114
10.7
10.0
9.4
8.8
8.2
60
57
53
49
45
133
129
124
119
113
10.3
9.7
9.1
8.5
8.0
' )
..-,
,,-\
-~
' \ ,
Figure 5-7. Cruise Performance (Sheet 4 of 6)
5-20
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
~~
I
"'--
./
<;:RUISE PERFORMANCE
PRESSURE ALTITUDE 10,000 FEET
CONDITIONS:
2950 Pounds.
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 65% power or less, operate at the .leanest mixture that results in smooth engine operation or at peak EGT if an EGT indicator is installed.
('
RPM MP
~'
-~
\__
r
2400 20
19
18
17
2300 20
19
. 18
·17
2200 20
19
18
17
71
66
61
57
67
62
58
53
20°C BELOW
STANDARD TEMP
-25°C
%
BHP
KTAS
GPH
74
69
65
60
142
138
134
129
12.7
11.8
11.0
10.2
STANDARD
TEMPERATURE
-5°C
%
BHP
KTAS GPH
71
67
62
57
143
139
12.2
11.4
135 10.6
130
9.8
140
136
131
126
12.1
11.3
10.5
9.7
136 11.4
132 10.6
128 9.9
123 9.2
68
64
59
55
64
60
56
51
140
11.6
136
10.9
131
10.1
126 9.4
66
61
57
53
137
. 11.0
'62
132
10.2 58
128
9.6
54
123 8.9 50
20°CABOVE
STANDARD TEMP
15°C
%
BHP
KTAS GPH
69
64
60
55
144
140
135
130
11.8
11.0
10.2
9.5
141
136
132
126
137
133
128
122
11.2
10.5
9.8.
9.1
10.6
9.9
9.3
8.7 l'
2100 20
19
18
17
16
63
58
54
50
132
128
123
118
46 . 112
10.7
10.0
9.3
8.7
8.1
60
56
52
133
128
123
48
118
44 111
10.3
9.6
9.0
8.4
7.8
51;!
54
50
46
42
133
128
123
116
109
9.9
9.4
8.8
8.2
7.6
.~
.\
'-
Figure 5-7. Cruise Performance (Sheet 5 of 6)
5-21
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 12,000 FEET
CONDITIONS:
2950 Pounds ,
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 65% power or less, operate at the leanest mixture that results in smooth engine operation or at peak EGT if an EGT indicator is installed.
RPM MP
2400 18
17
16
15
2300
18
17
16
15
2200 18
17
16
15
59
55
51
46
63
58
54
49
20°C BELOW
STANDARD TEMP
-29°C
%
BHP
KTAS GPH
66
61
56
51
138
133
128
122
11.3
10.5
9.7
9.0
135 10.8
130
10.0
125 9.3
119
. 8.6
131
126
121
114
10.2
9.5
8.8
8.2
61
56
52
47
57
53
49
44
STANDARD
TEMPERATURE
-9oc
%
BHP
KTAS GPH
64
59
54
50
139
133
128
121
10.9
10.1
9.4
8.7
135
130
125
118
131
126
120
113
10.4
9.7
9.0
8.3
9.8
9.2
8.5
7.9
55
51
47
43
59
54
50
45
20°C ABOVE
STANDARD TEMP
11°C
%
BHP
KTAS GPH
61
57
52
48
139
133
127
120
10.5
9.8
9.1
8.4
135
130
124
116
131
125
119
111
1·o.o
9.4
8.7
8.1
9.5
8.9
8.3
7.7
2100 18
17
16
56
51
47
127
. 122
116
9.6
8.9
8.3
54
49
45
127
121
115
9.3
8.7
8.1
52
48
44
126
120
113
9.0
8.4
7.8
.')
5-22
Figure 5-7. Cruise Performance (Sheet 6 of 6)
CESSNA
MODEL 182Q
R.ANGE PROFILE
45 MINUTES RESERVE
56 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
SECTION 5
PERFORMANCE
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons. f--t--+-t--+-+-+-1.('~ 144
135 125 .
LL w
Cl
::J
1-
1-
~
.
BOOO
1--+-++-+--+
•i"£q...:.Kf-'T-+A:.:.SH4-'-Kt'T-+A.:.::.St-lf..:.:Kt'-T-'+A:.:.St¥1_1 +12-+-K+TA--ISH
~~-+-+-H--+1t+-+-1H-ft--t-t-1++-+-t-t-1H
.§H-+-+-+-+H-++-+-tH-+-+++-H-++--1
I--+-++-'~-+~+-H-H-t-t-1-+~-t-t-11+-+-t-t-1H
6000 1-+-++-+--1-+-1+-+-t-1-ll-f--1-1-+-H-+-+-f-tt-++-+-H
139
1--+-l-+-+-+-+t-· KT AS
~
131
/ K_tAS-
121
KT AS 109 KT AS
40001-+-+-1-H-H~~~~~~~~~~~~~~
H-+-t-t-1
1-
-1-t-t-+-'
a:
l--+--+-1f-
a:
--r--
a:
r--r--
a:
H--t-+-+-1---1 s
2000 f-+-+-+-t-
0
~--+-+--t-t- a.
1--+-l-+-+-~ s
0 a.
~
,..._ co f--+-+-+--1-r 134 ...
II
126 s
0
'!;
~
It) r---1f - f r--r--
~
:>
0 r--+- ':
'<!"
1-+--t-t-1-+--t t-++-t-1-+--t
~
,l---!-1~17~l-"-J-+-I-+-+-+--I
ILH:
KT
AS~ nt:;;~T AS _,y.1 06 KT AS
S. L.4L50.J......L.....L...L5-LO.:<:O l.....I.-'----'--55...,0:.J....:..L....J.-'--6-"'0'--0.I......l---'-....rc:..6.._50...L...-'---''--'-7...JOO
RANGE- NAUTICAL MILES
Figure 5-8. Range Profile (Sheet 1 of 2)
5-23
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
RANGE PROFILE
4 5
MINUTES RESERVE
7
5
GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during a normal climb as shown in figure 5-6.
2.
Reserve fuel is based on
45 minutes at
45%
BHP and is
6 gallons.
5-24
12,000
10,000
1w w u..
8000
~
6000
::J
1i=
_I
<t: 4000
2000
S.L.
650
1
-<,.-<-)
I v«,.~ ~140
129f-::-
~114:±oS2
_KTAS_
-
KTAS
1-KTAS
:vv.A
«.v
I
<§~t
144
KTAS-
--j
135
125
112
;;I<TAS-- - vKtAs!I'KTAS-
II
C>C>
rf
139
KTAS
I
I
I
I
II
I
I
1_;31 t
KTAS,
I
I
I
121
...-KTAS--
109
KTAS
-
cr:
0
Cl.
I
I_
~I
cr:
~I
Ol
Cl.,
CZ::I
I
~I
~
cr:
UJ
!':
0
Cl.
~I
'II
KTAS
750
~
ttH
~
LO
~I
·tb·
126
~TAS
=tt
111
"""
KTAsH 1 06
KTAs-
800 850 950 700
900
RANGE- NAUTICAL MILES
~.
Figure 5-8. Range Profile (Sheet 2 of 2)
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
ENDURANCE PROFILE
45 MINUTES RESERVE
56 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at '45% BHP and is 6 gallons. lli.J
I
,_
1--+-r--+r-r-r-r--
' r-r--~ r-
Q:
-..J
0
Q:
~I
-f
r-g r--~
1-1-
1-1t- t-
~I- ~r-
1-1- :5:1-
~I-
:s: t-O
0..
<ft.\-'t-~ tr--C:
LlJ t-:s= t- t - 0
0.. tt-~ r-t-
~tt--Ln tO t-- t-LO
LO a:
LlJ
$:
0
0..
<ft.
LO
'<I'
S.L. 3
4
5 6
ENDURANCE- HOURS
7
Figure 5-9. Endurance Profile (Sheet 1 of 2)
5-25
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
ENDURANCE PROFILE
45 MINUTES RESERVE
75 GALLONS USABLE FUEL
CONDITIONS:
2950
Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons.
5-26
1w w
LL
w
0
::J
1i=
....1
<(
12,000
10,000
8000
6000 ' ' -
§
_;:
'
~
Q;-
t?
I~
~
~I
"
~
"
4000 cr: w f-f-CC f-- f-w
3: 1-1-
3:
*
f-1f-- f--
*
(0
2000
S.L.
4 a: w
3:
0 c..
5 6
7
ENDURANCE - HOURS
8 cr: w
3:
0 c..
9
Figure 5-9. Endurance Profile (Sheet 2 of 2)
/)
(1
LANDING DISTANCE
I
SHORT FIELD
I
CONDITIONS:
Flaps 40°
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
NOTES:
1. Short field technique as specified in Section 4.
2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
3. For operation on a dry, grass runway, increase distances by 40% of the "ground roll" figure.
SPEED
WEIGHT AT
LBS 50FT
KIAS
0°C 10°C
20°C 30°C
40°C
PRESS
ALT
FT
TOTAL TOTAL TOTAL TOTAL TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS
2950 60
S.L. 560
1000 580
2000 600
3000
625
4000 650
5000 670
6000
700
7000
725.
8000 755
1300
1335
1370
1410
1450
1485
1530
1575
1625
580
600
625
645
670
695
725
750
780
1335
1365
1405
1445
1485
1525
1575
1615
1665
600
620
645
670
695
720
750
780
810
1365
1400
1440
1485
1525
1565
1615
1665
1715
620
645
670
695
720
745
775
805
835
1400
1440
1480
1525
1565
1610
1660
1710
1760
640
665
690
715
740
770
800
830
865
1435
1475
1515
1560
1600
1650
1700
1750
1805
Figure 5-10 .. Landing Distance
c
CESSNA
MODEL 182Q.
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Introduction . . . . . . . . . .
Airplane Weighing Procedures . .
Weight and Balance . . . . . . .
Baggage and Cargo Tie-Down
Equipment List . . . . . . . .
Page
6-3
6-3
6-6
6-7
6-15
6-1/(6-2 blank)
CESSNA
MODEL 182Q
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. · A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section . r--1
. It should be noted that specific information regarding the weight, arm, moment and installed equipment list for this airplane can only be found in· the appropriate weight and balance records carried in the airplane.
~:
AIRPLANE WEIGHING PROCEDURES
(1) Preparation: a.
.Inflate tires to recommended operating pressures. b. Remove the fuel tank sump ·quick-drain fittings and fuel selector valve drain plug to drain all fuel. c. Remove oil sump drain plug to drain all oil. d. _Move sliding seats to the most forward position. e. Raise flaps to the fully retracted position. f. "· Place all control surfaces in neutral position.
(2) Leveling: _ a. Place scales under each wheel (minimum scale capacity,
1000 pounds). b. Deflate the nose tire and/ or lower or raise the nose strut to properly center the bubble in the level (see Figure 6-1).
(3) Weighing: a. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading.
(4) Measuring: a.
Obtain measurement
A by measuring horizontally (along the airplane center line) from a line. stretched between the main wheel centers to a plumb bob dropped from the firewall. b. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measurements.
(5) Using weights from (3) and measurements from (4) the airplane weight and C.
G. can be determined.
6-3
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
Datum (Firewall, Front Face)
Sta 0.0
CESSNA
MODEL 182Q
Level On Top Surface
Centerline of Tailcone
Scale Position Scale Reading
Left Wheel
Right Wheel
Nose Wheel
Sum of Net Weights (As Weighed)
Tare
Symbol
L
R
N w
Net Weight
X= ARM = (A) - (N) x (B); X= ( w
)
-
(
) X (
) = (
) IN.
Item
Airplane Weight (From Item 5, page 6-3)
Add Oil:
No Oil Filter (12 Ots at 7.5 Lbs/Gal)
With:Oil Filter (13 Ots at 7.5 Lbs/Gal)
Add Unusable Fuel:
Std. Tanks (5 Gal at 6 Lbs/Gal)
L.R. Tanks (5 Gal at 6 Lbs/Gal)
Equipment Changes
Airplane Basic Empty Weight
Weight (Lbs.)
Moment/1 000
X C.G. Arm (ln.) = (Lbs.-ln.)
-15.0
-15.0
46.0
46.0
Figure 6-1. Sample Airplane Weighing
6-4
.t)
AIRPLANE MODEL
DATE
ITEM NO.
In Out
SAMPLE WEIGHT AND BALANCE RECORD
(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
DESCRIPTION
OF ARTICLE OR MODIFICATION
I
SERIAL NUMBER
WEIGHT CHANGE
ADDED(+) REMOVED(-)
I
PAGE NUMBER
RUNNING BASIC
EMPTY WEIGHT
Wt.
(lb.)
Arm
(ln.)
Moment
/1000
Wt.
(lb.)
Arm Moment
(ln.)
/1000
Wt.
(lb.)
Moment
/1000
Figure 6-2. Sample Weight and Balance Record_
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 182Q
(6) Basic Empty Weight may be determined by completirig Figure 6-1.
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane, and eriter them in the column titled YOUR AIRPLANE on the Sample Loading Problem. ·
t )
NOTE
In addition to the basic empty weight and moment noted on these records, the c. g. arm. (fuselage station) is also shown, but need not be used on the Sample Loading
Problem. The moment which is shown must be divided by 1000 and this value used as the moment/1000 on the loading problem.
Use the Loading Graph to determine the moment/1000 for each addi-. tional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers, baggage/cargo and hatshelf is based on seats positioned for average occupants and baggage/cargo or hatshelf items loaded in the center of these areas as shown on the Loading Arrangements diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward. and aft c. g. range limitation (seat travel and baggage/cargo or hatshelf area limitation). Additional moment calculations, based on the actual weight and c. g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable.
6-6
CESSNA
MODEL 182Q
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
BAGGAGE AND CARGO TIE-DOWN
("'I
A nylon baggage net having six tie-down straps is provided as standard equipment to secure baggage in the area aft of the rear seat and on the hatshelf. Six eyebolts serve as attaching points for the net. Two eyebolts "for the forward tie-down straps are mounted on the cabin floor near each sidewall just forward of the baggage door approximately at station
92; two center eyebolts mount on the floor slightly inboard of each sidewall just aft of the baggage door approximately at station 109; the two aft eyebolts secure at the top of the rear baggage wall at station 124.
If a child's seat is installed, only the center and aft eyebolts will be needed for securing the net in the area remaining behind the seat. A placard on: the baggage door defines the weight limitations in the baggage areas.
A cargo tie-down kit consisting of nine tie-down attachments is available if it is desired to remove the rear seat (and child's seat, if installed) and utilize the rear cabin area to haul cargo. Two tie-down attachments clamp to the aft end of the two outboard front seat rails and are locked in place by a bolt which must be tightened to a minimum of fifty inch pounds.
Seven tie_-down attachments bolt to standard attach points in the cabin floor, including three rear seat mounting points. The seven attach points are located as follows: two are located slightly inboard and just aft of the rear doorposts approximately at station 69; two utilize the aft outboard mounting points of the rear seat; orie utilizes the rearmost mounting point of the aft center attach point for the rear seat approximately at station 84
(a second mounting point is located just forward of this point but is not used); and two are located just forward of the center baggage net tie-down eyebolts approximately at station 108. The maximum allowable cabin floor loading of the rear cabin area is 200 pounds/square foot; however,
·when items with small or sharp support areas are carried, the installation of a 1/4" plywood floor is recommended to protect the airplane structure.
The maximum rated load weight capacity for each of the seven tie-downs is ·140 pounds and for the two seat rail tie-downs is 100 pounds. Rope, strap, or cable used for tie-down should be rated at a minimum of ten times the load weight capacity of the tie-down fittings used. Weight and balance calculations for cargo in the area of the rear seat, baggage and hatshelf area can be figured on the Loading Graph using the lines labeled
2nd Row Passengers or Cargo and/or Baggage or Passengers on Child's
Seat.
6-7
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
LOADING
ARRANGEMENTS
*Pilot or passenger center of gravity on adjustable seats positioned for average occupant. Numbers in parentheses indicate forward and aft limits of occupant center of gravity range.
**Arms measured to the center of the areas shown.
NOTE:
The aft baggage wall (approximate· station 124) can be used as a convenient interior reference point for determining the location of baggage area fuselage stations.
SEATING SEATING
Figure 6-3. Loading Arrangements
CESSNA
MODEL 182Q
SEAT REMOVED
.
)
6-8
CESSNA
MODEL 182Q
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
CABIN HEIGHT MEASUREMENTS
....
~:
48~"-----+-1---
6S.:i.
DOOR OPENING DIMENSIONS
CABIN DOOR
BAGGAGE DOOR
I
WIDTH
(TOP)
32"
15
'%''
I
WIDTH
(BOTTOM) (FRONT)
I
36%"
15'%"
I
HEIGHT
I
I
41"
I
22"
HEIGHT
(REAR)
3 BYz"
20%"
=WIDTH=
• LWR WINDOW
Ll NE
*
CABIN FLOOR
CABIN WIDTH MEASUREMENTS
....
REAR DOORPOST BULKHEAD r-=;;;~~~~:::;:::-:::-=~-=::;t~:-:::-:::-=f~~;T~I~E ~D~O~W
N RINGS ( 6)
CABIN
STATIONS :0
(C.G. ARMS.)
10 20
30 40 50
90 100 110
Figure 6-4. Internal Cabin Dimensions
6-9
CT.>
I
1-'
0
SAMPLE
LOADING PROBLEM
SAMPLE AIRPLANE
Weight
(lbs.)
Moment
(lb.-ins.
/1000)
YOUR AIRPLANE
Weight
(lbs.)
Moment
(ib.-ins
/1000)
1.
2.
3.
4.
5.
6.
7.
Basic Empty Weight (Use the data pertaining to your airplane as it is presentlY equipped.
Includes unusable fuel and full oil) .
Usable Fuel (At
6
Lbs./Gal.)
Standard Tanks (56 Gal. Maximum)
Long Range Tanks
(75
Gal. Maximum)
Pilot and Front Passenger (Sta.
32 to
50)
Second Row Passengers
Cargo Replacing Second Row Seats
(Station
65 to
82)
Baggage (Area "A") or Passenger on Child's
Seat (Station 82 to 1 08) 120 Lbs. MaxiiJlum
Baggage - Aft (Area "B ") and Hatshelf
(Station 108 to 136) 80Lbs. Maximum
TOTAL WEIGHT AND MOMENT
1800
336
340
340
120
14
2950
8. Locate this point. (2950 at 130.4) on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable.
63.3
16.1
12.6
25.2
. 11.6
' 1.6
130.4
Figure 6-5. Sample Loading Problem
J
·.J
0)
I
....
~
1)
500
I~
00
@ p
~
E-<
:r:
H
[;1:1
"
~
~
<
0
...:1
450
400
350
300
250
200
40
<::J~v
~
JJ, v~
~ y~
75GAL. MAX.
\0~
LONG RANGE TANKS
e;,·
70
56 GAL. MAX.
STANDARD.
50 TANKS
~9:>9)
~~
~0
~~9:>
~~0
'!>~ c~<9-
(£
0~
LOADING GRAPH
150
100
BAGGAGE (AREA "A") OR
PASSENGER ON CIDLD'S SEAT
(120 LBS. MAX.)
10
50
AFT BAGGAGE (AREA ''B") AND HATSHELF (80 LBS. MAX.)
0
0
5
10 15 20 25
. LOAD MOMENT/1000 (POUND-INCHES)
30
NOTES: (1) Line representing adjustable seats shows pilot and front seat passenger center of gravity on adjustable seats positioned for an average occupant. Refer to the
Loading Arrangements diagram for forward and aft limits of occupant c. g. range.
(2) Hatshelf Maximum Load 25 Lbs.
Figure 6-6. Loading Graph
~~
-
~- ~Tm1r~
lttH=
~ ~ ~~ -~~ -~~
!
I I I I
2900
2800
CENTER OF GRAVITY
MOMENT ENVELOPE
iii2700
§ ''
0
2600 , .
~
~
2500
g
1
$
- +:+
,
~i
,
·±
' fil
::::2400
E-< rz..
~
2300 u e:i
-:r:
2200 q fil
~
2100
0
....:l
I '
2000
+1+-
, +'
1900
-
-·-:
I
+
1800
55 60 65
' I
H~ r
·±
I_
I - ·
70 75 80 85 90 95 100 105 110 115 120 125 130 135 140
LOADED AffiCRAFT MOMENT/1000 (POUND-INCHES)
,·_)
Figure 6-7. Center of Gravity Moment Envelope
J
J
IJ
0)
I
....
c,.,
.........
-
0)
I
....
~
!
')
!)
~
~~
/)
~~
()
29 2 5 9~3111111
ftffiiifffi llllffiTm
IJ81111
Fllllllllllllllllllllllllllllllllllllllllllll
~0
~! t"'z
:X:.
28001111111
I I II I I II II I I II II I I I I I II Yf I I II I I i Ill I I I I I II i Ill I Ill I I II II I I
1111111
II Ill I I Ill IIIII
~
D
2700
LLLI I I I I I I I I I I I I I I I I I I I I I I I L l I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I ! I I I l__lll__l_l
00
§
2600
~
;:;- 2500
:r:
9
~
2400
E-<
~ 2300 u
ei
2200
I
:llllllllllllllllllll,,~~~~~~~~~~~;,:~,,~,~~~lllllllllllllllllllllllllllllll ~
:::fllllllllllll#IHI#II UUOOI.IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
~ ~
......
32
~3
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
~ ~ ~
AffiCRAFT C. G. LOCATION - INCHES AFT OF DATUM (STA, 0. 0 FffiEWALL)
Zt"'O t-3:X:.t-3
t"'za
Ult_:j t-3-.0)
Figure 6-8. Center of Gravity Limits
~
I
CESSNA
MODEL 182Q
SECTION 6
WEIGHT
&
BALANCE/
EQUIPMENT LIST
EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment available_ for this airplane. A separate equipment list of items installed in your specific airplane· is-provided in your aircraft file. The following list and the. specific )ist for your airplane have a similar order of listing.
This equipment list provides the following information:
An item number gives the identification number for the item. Each number is prefixed with a letter which identifies the descriptive grouping (example:
A.
Powerplant & Accessories) under which it is listed. Suffix letters identify the equipment as a required i'tem, a staridara item or an optional item. Suffix letters are as follows:
-R = required items of equipment for FAA certification
-S = standard equipment items
-0 =optional equipment items replacing required or standard items
-A= optional equipment items which are in addition to required or
·standard items
A reference drawing column provides the drawing number for the item.
NOTE
If additional equipment is to b~ installed, it must be done in accordance with the reference drawing, accessory kit instructions, or a
_ separate FAA approval.
Columns showing weight (in pounds) and arm (in inches) provide the weight
-and center of gravity location for the eguipment.
NOTE
_Unless otherwise indicated, true values (not net change values) for the
'weight and arm are shown. Positive arms are distances aft of the
.airplane datum; negative arms are distances forward o·f the datum._
NOTE
: Asterisks(*) after the item weight and arm indicate complete assembly installations. Some major· components of the assembly are listed on the lines-immediately following. The summation of these major components does not necessarily equal the complete assembly installation.
6-15
O'l
,...,..
O'l
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
A01-R
A05-R
A09-R
Al7-0
A21-A
A33-R
A37-R
A41-R
A61-S
A70-A
A73-A
A. POWERPLANT & ACCESSORIES
ENGINE, CONTINENTAL 0-470-U SPEC. 1
TWO MAGNETOS WITH IMPULSE COUPLING·
OIL COOLER-HARRISON
TWELVE 18MM X 3/4 20-3A SPARK PLUGS
STARTER, 12 VOLT PRE STOll TE MCL 6501
CARBURETOR, MARVEL SCHEBLER
. FILTER, CARBURETOR AIR
ALTERNATOR, 14 VOLT, 60 AMP
OIL COOLER, NON-CONGEAL MODINE 1E-1605-D
REPLACES OIL COOLER ON ITEM A01-R AND
CHANGES ENGINE DESIGNATION TO 0-470-U
SPECIFICATION 2 INET CHANGE)
FILTER INSTALLATION, FULL FLOW ENGINE OIL
ADAPTOR ASSEMBLY .
FILTER CAN ASSEMBLY lAC 6436992)
FILTER ELEMENT KIT
PROPELLER, MCCAULEY C2A34C204/90DCB-8
GOVERNOR, PROPELLER
I
MCCAULEY C290-D3T/14l
SPINNER INSTALLATION, PROPELLER
SPINNER DOME
FORWARD SPINNER SUPPORT
·AFT SPINNER BULKHEAD
VACUUM SYSTEMo ENGINE DRIVEN
VACUUM PUMP IAV. OF 4J
SUCTION GAGE
PRIMING SYSTEM, SIX CYLINDER
01l QUICK DRAIN VALVE INET CHANGE)
0750201 .
SLICK 662
TCM 627392
SH 200A
TCM 634592
MA-4-5
0750038-4
C611501-0102
TCM639171
0750606-11
1250922-3
(294505-0101"
(294505-0102
C161009-0106
C161031-0107
075263 7 .
0752637-11
1250412-1
0752637-1
0706003-1
(6.68540-0101
0750125
17!)1015-4
B. LANDING GEAR & ACCESSORIES
B01-R-1
B.Ol-R-2
WHEEL, BRAKE
&
WHEEL ASSV,
BRAKE ASSV,
BRAKE ASSY
1
TIRE, 6-PLY
TUBE
WHEEL, BRAKE
&
TIRE ASSY, 6.00X6 MAIN 12)
CLEVELAND 40-113 lEACH)
CLEVELAND 30-75 ILEFT)
CLEVELAND 30-75 IRIGHT)
RATED BLACKWALL IEACHJ
(EACH)
TIRE ASSY, 6.00X6 MAIN 12)
1241156-138
Cl63001-0l04
Cl63030-0ll3
C163030-0114
C262003-0204
C262023-0102
C163015-0207
WT LBS ARM INS
446.0*·
12.9
4.6
2.8
17.8
5.8
1.0
11.5
1.5
-17.6*
-12.0
-31.5
-19.0
-4·.5
-9.6
-33.0
-5.5
-31.5
4. 5*
1.5
1. 8
0.3
53.0
3.0
3.0*
1.7
0.2
1.1
4.5*
2.8
0.3
1.0
NEGL
-3.4*
-4.2
-3.0
-3.0
-41.6
-32.5
-42.0*
-44.2
-46.5
-37.8
0.0*
-3.3
. 16.7
-15.0
39.8*
7.4
1.9
1.9
8.4
1.9
39.0*
58.6*
58.9
55.5
55.5
58.9
58.9
58.6*
0)
I
!)
ITEM NO
tJ
!)
C)
EQUIPMENT LIST DESCRIPTION
'~
REF DRAWING
B04-R-l
B04-R-2
BlO-S
Bl6-R
B16-0
WHEEL
BRAKE
BRAKE
TIRE,
TUBE
WHEEL
&
ASSY, MCCAULEY
ASSY, MCCAULEY C-30018
AS~Y, MCCAULEY C-30018
6-PLY RATED BLACKWALL
TIRE ASSY, 5.00X5 NOSE
WHEEL ASSY, CLEVELAND 40-77
TIRE, 6-PLY RATED BLACKWALL
I
I
I lEACH)
LEFT I
R IGHTI
EACH I lEACH
I
TUBE .
WHEEL & TIRE ASSY, 5.00X5 NOSE
WHEEL ASSY, MCCAULEY C-30053
TIRE, 6-PLY RATED BLACKWALL
TUBE ' .
FAIRING INSTAllATION, WHEEL ISET OF 31
NOSE WHEEL FAIRING
MAIN WHEEL FAIRING
BRAKE DISC FAIRING lEACH)
AXLE, STANDARD DUTY MAIN GEAR (SET OF 21
AXLE, HEAVY DUTY MAIN GEAR lEACH)
ISET OF 21
C. ELECTRICAL SYSTEMS
COl-R
C04-R
C07-A
ClO-A
Cl9-0
C22-A
C25-A
C31-A
C40-A
C43-A
C46-A
BATTERY, 12 VOLT, 33 AMP HR
REGULATOR, 14 VOLT, 60 AMP ALTERNATOR
GROUND SERVICE PLUG RECEPTACLE
ELECTRIC ELEVATOR TRIM INSTL
ELECTRIC DRIVE ASSEMBLY
HEATING SYSTEM; PITOT &
SWITCH
LIGHTS, INSTRUMENT POST
STALL WARNING
MAP LIGHT, CONTROL WHEEL MOUNTED
LIGHTS, COURTESY INET CHANGEI
DETECTORS, NAVIGATION LIGHT ISET OF 21
OMNI FLASHING BEACON LIGHT
LIGHT ASSY . liN FIN TIPI
FLASHER ASSY (IN FIN TIPI
LOADING RESISTOR
STROBE LIGHTS, WHITE (EACH WING TIPI
POWER S.UPPLY (AERO-FLASH 73-1401121
LIGHT ASSY. lAERO~FLASH 73-1451121
C163003-0l02
C163032-0109
Cl63032-0108
C262003-0204
C262023-0L02
1241156-104
1241156-12
C262003-0202
C262023-0L0l
C1630L560111
C163003-0401
C262003-0202
C262023-0101
0741638
0543079
0541223
''0741641
0541124-1
1441003-1
0712605-1
C611001-0201
0701019-1
0760134-1
0770724-1
0713333-7
0760020-19
0700615-9
0701013
0701042-1
C621001-0106
C594502-0101
OR95-1.5
0701018-1
C622007-0101
C622006~0101
f)
t)
6.3
1.8
1.8
8.7
1.9
9.7*
2.8
5.0
1.2
9.9*
3.0
5.0
1. 2
18.4*
3.9
5.7
0.6
2.6.
4.5
WT LBS ARM INS
5 8.9
55.5
5
5.5
58.9
58.9
-7
.1*
-7.1
-7.1
-7
.1*
-7.1
-7.1
-7.1
45.9*
-6.0
60.2
58.0
58.9
5
8.9 s;::o ot:z::l t:Jm t:z::lm r<Z
.....
~ i{5
D
26.5
0.5
3.2
3.8*
3.3
0.5
0.5
0.1
0.5
NEGL
1.
8*
0.7
0.4
0.2
2.6*
2.3
0.3
130.5
-0.7
-2.6
217. 7*
221.0
2
6.5
17.5
27.0
61.7
2 08
.6>1•
'253.0
253.0
212.0
44.4*
42.0
I t:z::lO
D:::q
c:::!>-,3
~&"
S;:IJ:Im t:z:j~t:z:j
Zt'O
>-,3~>-,3
..... o...,.
C/)t:z:jL< f-c3..._cn
0 ) j f-l o:>
ITEM NO
()
. EQUIPMENT LIST DESCRIPTION
<)
:J
·~
:._)
REF DRAWING
C49-S
LIGHT INSTL, COWL MOUNTED lANDING
&
TAXI
LIGHT BULBS (SET OF 21
D. INSTRUMENTS
0770771
GE-4509
DiH-R
DOl-O
D04-A
D07-R
D07-0-l
D07-0-2
DlO-A
Dl6-A-l
Dl6-A-2
·•Dl6-A-3
D22-A
D25-S
D2B-R
D34-R
D49-A
D64-S
D64-0
D64-0-2
D67-A
INDICATOR, AIRSPEED
INDICATOR, TRUE AIRSPEED I NET CHANGE)
STATIC ALTERNATE AIR SOURCE
AlTIMETER, SENSITIVE
ALTIMETER, SENSITIVE (FEET
&.
MILLIBARS)
ALTIMETER, SENSITIVE 120 FT. MARKINGS)
ALTIMETER INSTALLATION (2ND UNIT)
ENCODING ALTIMETER (REQUIRES RELOCATING
STANDARD TYPE AlTIMETERI
ENCODING ALTIMETER, FEET AND MILLIBARS
(REQUIRES RELOCATING STANDARD TYPE
AL TIMETERJ
ENCODING ALTIMETERf BliND (INSTRUMENT
PANEL INSTALLAT ON NOT REQUIRED)
GAGE, CARBURETOR AIR TEMPERATURE
CLOCK, ELECTRIC 10770771)
COMPASS, MAGNETIC & MOUNT
INSTRUMENT CLUSTER, ENGINE & FUEL
INDICATOR INSTALLATION, ECONOMY MIXTURE
EGT INDICATOR
THERMOCOUPLE PROBE
THERMOCOUPLE LEAD WIRE (lCI
.~YRO
SYSTEM INSTL. (NON AUTO-PILOT)
·DIRECTIONAL INDICATOR IAV. OF
4)
ATTITUDE INDICATOR IAV. OF 31
HOSES, FITTINGS, SCREWS, CLAMPS ETC.
GYRO SYSTEM INSTL. FOR NAV-0-MATIC 300A
AUTOPILOT .
DIRECTIONAL INDICATOR fAV.
OF
2t
ATTJTUDE INDICATOR (AV. OF 31
DIRECTIONAl INDICATOR WITH MOVABLE HEADING
INDEX POINTER, NON AUTOPILOT (USED WITH
D64-S AND REPLACES STD DIRECTIONAL
INDICATOR l .
HOURMETER, INSTAlLATION
C661064-0212
1201108-7
0701028-1
C661071-0101
C66107-l-Ol02
Cb61025-0102
1213681
1213732
1213732
0701099-1
0750610-1
C664508-0101
1213679-2
C669502-0202
0750609-2
C66850l-0211
C668501-0204
C668501'-0206
0701030-1
0701038-1
40760
1201126
1200744
~~)
1.5*
1.0
0.4
1.1
1.3 o.
1*
0.4
0.-1
0.1
5.9*
2.7
2.2
1.0
6.
7*
3.2
2.2
3.1
WT lBS
'1.6*
1.0
0.6
0.2
0.3
1.0
1.0.
1.0
3.0 .
3.0
ARM INS
.
-25.3~
. -32.5
16.0
16.5
14.4
15.3
15.3
15.3
16.0
14.0
14.0 t:tj~OO
()t:tjt:tj q .... o
"'"0""3
~""30 t:tj
:z
:z&oa,
""3I:J:I
t-<>
00>
""3:z
0 t:tj
-
13.6•
5.5
16.6
20.5
16.5
8.2*
17.1 .
-20.5
-0.3
13.3*
14.1
14.4
11.1
13-0*
13.0
14.4
14.1
0.-5* 7.6*
~
0 t:Jo t:tjt:tj t""oo
1-"1:/) ooz
~>
()
.ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
073-R
082-S
085-R
088-S
088-0-1
088-0-2
091-S
RECORDING INDICATOR
OIL PRESSURE SWITCH
GAGE, MANIFOLD PRESSURE
GAGE, OUTSIDE AIR TEMPERATURE
TACHOMETER INSTALLATIONi ENGINE
RECORDING TACH INDICATOR
TACH.·FLEXIBLE SHAFT ( ASES 1605-241
INDICATOR, TURN COORDINATOR
INDICATOR, TURN COORDINATOR IFDR N.O.M.
1
Sl
INDICATOR, TURN & BANK
INDICATOR, RATE OF CLIMB
C664502-0101
S1 711-1
C66203.5-0101
C668507-0101
0.706006
C668020-0 ll7
S-1605-2
. C661003-0504
42320-0014 s:...1413-2 .
C661080-0101
E. CABIN ACCOMMODATIONS
E05-R
E0 5-0
E07-S
'E07-0
E09-S
Ell-A
El5-R
El5-S
El9-0
E23-S
E27-S
E27-0
E35-A-1
E35-A-2
E37-0
E39-A
E43-A
E45-S
E47-A
E49-A
E50-A
SEAT, ADJUSTABLE FORE
SEAT, ADJUSTABLE F.ORE
&
SEAT, ARTICULATING VERT. ADJ. - PILOT
&
AFT - PILOT
AFT - CO-PILOT
SEAT, ARTICULATING VERT. ADJ. - CO-PILOT
SEAT, 2ND ROW BENtH .
SEAT INSTALLATION, AUXILIARY (CHILDS)
~~~f ~~~~= r~~DAWAY
1120 LB. MAX CAP.)
BELT ASSY, LAP !PILOT SEAT)
SHOULDER HARNESS ASSY, PILOT
PILOT
BELT
CO-PILOT INERTIA REEL INSTL.· (NET
CHANGE
I
BELT
&
&
BELT ASSY, 2ND· ROW OCCUPANTS (SET
·oF
21
&
SHOULDER HARNESS ASSY, CO-PILOT
SHOULDER HARNESS ASSY, .2ND ROW · ·
INTERIOR, VINYL SEAT COVERS , (NET CHANGE)
INTERIOR, LEATHER SEAT COVERS (NET CHANGE)
OPENABLE RH CABIN ODOR wiNDOW (NET CHANGE)
WINDOWS, OVERHEAD CABIN TOP INET CHANGE)
VENTILATION SYSTEM~ 2ND ROW SEATING
CURTAIN,
~EAR
WINDOW
OXYGEN
SYSTEM~
4 PORT
OXYGEN CYLINDER-EMPTY
OXYGEN 48 CU FT@ 1800 PS1
CUP HOLDER, RETRACTABLE (SET OF 2)
HEADREST, 1ST ROW I INSTALLED ARM l CEACHl
0714019-21
0714019-23
0714019-21
0714020-24
0714021-33
0501009-5
0714022-4
S1746-5
S2275-103
S2275-201
0701077
S2275-3
S-1746-1
S-2275-7
CES-1154
CES-1154
0701065-4
0701017-1
0701084-1
0700707-12
0701091-1
C166001-0601
1201124
1215073-1
WT LBS ARM INS
0.1
0.2
0.9
0.1
0.9*
0.7
0.2
1.3
1·9
2.0
1.0
17.5
-1.0
15.8
28.5
13.8*
16.9
3.0
16.0
14.2
15.5
15.4
13.0
24.0
13.0
24.0
23.0
8. 2*
6.9
·0.9
1.0
0.6
3.6
1.6
1.6
3.2 o.o
2.1)
2.3
0.6
3.6
1.5
34.0*
25.0
4.0
0.1
0.9
44.0
41.5
44.0
41.5
80.5
104.2*
104.4
101.1
37.0
37
.o
92.0
37.0
74.5
74.5
62.3
47.0
45.5
62.3 uz.q.,
125.2~
128.3
128.3
16.0
47.0
C)
I
N
0
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
E51-A
E53-A
E55-S
E59-A
E65-S
Ell-A
E7S-A
EB5-A
EB9-A
E93-R
HEADREST, 2ND ROW I INSTALLED ARM I CEACHI
MIRRORw REAR VIEW
SUN VISORS ISET OF 21
APPROACH PLATE HOLDER
BAGGAGE TIE DOWN NET
CARGO TIE DOWN LATCHES & SEAT RAIL CLAMPS
IUSE INSTALLED CARGO ARMICSTOWEDI
STRETCHER INSTALLATION, BOXED (CUSTOM .AIRI
· IUSE ACTUAL INSTALLED WEIGHT AND ARMI
CONTROLS INSTALLATION, DUAL ICO-PILOTI
WHEEL, PEDALS & TOE BRAKES
~~~r~2h ~~~~~~.P[k~fNA~L~=M~C~~¥oANfJRCHGI
!INCLUDES EXHAUST SYSTEM!
1215073-1
1201041
0701024-1
0715046-1
1215042-1
0701029-1
0700164-3
0760101-2
07 60650-3
0760020-21
0750201
F. PLACARDS & WARNING
F01-R PLACARD, OPERATIONAL LIMITATIONS-VFR DAY 07051B6
F01-0-1 PLACARD,· OPERATIONAL LIMITATIONS-VFR DAY0705186
NIGHT
F01-0-2 PLACARDi OPERATIONAL LIMITATIONS-IFR DAY07051B6
F04-R
NIGHT .
INDICATOR, STALL WARNING HORN-AUDIBLE S-2077-5
G. AUXILIARY EQUIPMENT
G01-A
G04-A
G07-A
G13-A
G16...,A
G19-A
G22-S
G25-S
G31-A
G55-A-1
TAILCONE LIFT HANDLES ISET OF 21
TOW HOOK, INSTALLED ARM SHOWN
HOISTING RINGS, AIRPLANE
CORROSION PROOFING, INTERNAL
STATIC DISCHARGERS (SET OF 101
STABILIZER ABRASION BOOTS
TOWBAR, AIRCRAFT !STOWED ARM SHOWNJ
PAINT, OVERALL COVER-EXTERIOR
OVERALL WHITE BASE 1102773 SQ INI·
COLORED STRIPE
CABLES, CORROSION RESISTANT CNET CHANGE!
FIRE EXTINGUISHER, HAND TYPE fFOR USE WITH
0712033-1
0712643-1
0700612-1
0760007-1
1201131-2
1200032-3
0501019-1
0704035
0760007:...1
07010~4-1
(~
'.~
WT lBS
ARM INS
0.9
0.3
1.0
0.1
0.5
1.2
B.7
NEGL
1B.O
B7
.o
16.0
33.0
27.5
10B.O
. 16.1
-16.0
NEGL
NEGL
NEGL
1.0
17.5
1.0 o.s
1.5
7.0
0.4
2.7
1.6
11.
B*
11.2
0.5 o.o
3.0
1B6.5
231.0
45.6
70.0
130.5
206.0
97.0
92.3*
92.2
94.4
35.0
/J
ITEM NO
EQUIPMENT LIST DESCRIPTION
REF DRAWING
G55-A-2
G89-A
G92-A
STANDARD PILOT SEATI
FIRE EXTINGUISHER, HAND TYPE (FOR USE WITH
VERTICAL ADJUSTING PILOT SEATI
WINTERIZATION KIT, ENGINE.
WINTER FRONT INSTALLED ARM SHOWN
WINGS, EXTENPEO RANGE FUEL {NET CHANGE!
0701014-3
0752647-2
0720700
H. AVIONICS
&
AUTOPILOTS
H01-A-1
H01-A-2·
H04-A
H07-A
H10-A
Hll-A-1 cEsl~tEle~RAE~~~ 1 J~oBr~-546EI
GONJOMETER I~DICATOR IIN-346Al
ADF LOOP ANTENNA
ADF SENSE ANTENNA
MOUNTING BOX
&
&
MISC ITEMS
PT10-A TRANSCEIVER
ASSOC. WIRING
CESSNA 400 ADF {W/BFOl
ADF RECEIVER WITH BFO (R-446Al
GONIOMETER INDICATOR (IN-346A)
ADF .LOOP ANTENNA
&
ASSOC. WIR lNG
ADF SENSE ANTENNA .
. MOUNTING BOX t ~ISC ITEMS
DME INSTALLATION, NARCO
RECEIVER (OME · 190)
. MOUNTING BOX
ANTENNA
CESSNA 400 GLIDESLOPE
RECEIVER (R-443Bl
ANTENNA (MOUNTED ON UPPER WINDSHIELD)
PANTRONICS HF TRANSCEIVER 1ST UNIT
&
MOUNT .
PT-10PS-L4 REMOTE POWER SUPPLY
DX-10RL-14 REMOTE ANTENNA LOAD BOX
ANTENNA INSTALLATION, 351 INCH LONG
MICROPHONE INSTALLATION HAND HELD
HEADSET INSTALLATION .
CABIN SPEAKER INSTALLATION
.
ENGINE NOrSE FILTER
RAD
10
COOLING
AUDIO CONTROL SYSTEM
PANTRONICS HF TRANSCEIVER ·2ND UNIT
3910159-1
41240...:.0101
40980-1001
3960104-1
077075C-608
. 3.910 160-'1'
43090-1114
40980-1001
3960104-1
0770750-608
3910166-6
3312-400
UDA~3
3910119-6
42100-0000
1270098-1
3910156-3
C582103-0101
C582103-0201
.C589502-0101
3960117
0770750-701
07'70750-704
0770750-741
3940148-1
3930152-5
3970130-1
3910156-4
WT LBS ARM INS
3.0
1.1*
0.5
7.0
. 29.0
-29.9*
-34.3
56.5
0.2
3.9*
2.1
0.2
27 .2*
3.8
8.6
4.2
0.3
0.3
0.2
1.9
0.1
1.0
1.9
19.8*
7. 3*
2.3
0.9
2.1
0.3
1.7
8.4*
3.4
0.9
2.1
0.3
1.7
6.0*
4.9
0.6
.o
102;.2*
130.1
29.6
77 .3*
11.7
130.1
117.0
152.1
19.4
14.3
45.1
-6.0
12.5
13.0
98.0*
23.6*
13.0
16.0
33.4
96.2
17
21.6*
11.5 .
16.0
33.4
96.2
17.0
14.4*
11.0
11.0
88.4
ITEM NO
EQUIPMENT LIST
DESC~IPTION
REF DRAWING
Hll-A-2
Hl3-A
Hl6-A-l
Hl6-A-2
H22-A-l
H22-A-2
H22-A-3
PTlO-A TRANSCEIVER tHIGH FREQUENCY
PT-lOPS-14 REMOTE POWER SUPPLY
. DX-lORL-14 REMOTE ANTENNA LOAD BOX
ANTENNA INSTL 351 INCHES LON~
SUNAIRE SSB HF TRANSCEIVER . 2ND UNIT .
RE-1000. SINGLE SIDE B.AND XCVR (ASB.-1251
PA1010A REMOTE POWER AMPLIFIER
CU-110 ANTENNA COUPLER (LOAD BOX)
ANTENNA INSTL 351 INCHES LONG
CESSNA 400 MARKER BEACON
RECEIVER CR-402AJ
ANTENNA, FLUSH MOUNTED IN TAILCONE
CESSNA 300 TRANSPONDER
RECEIVER-TRANSMITTER (RT-359AJ
ANTENNA ( A-109A l
CESSNA 400 TRANSPONDER
RECEIVER-TRANSMITTER (RT-459AJ
ANTENNA ( A-l09A
I . .
CESSNA 300 NAV/COM 360 CHANNEL COM VOR/LOC.
. 1ST UNIT INSTALLATION
RECEIVER-TRANSMITTER (RT-308CJ
VOR/LOC INDICATOR tiN-51461
NOTE-1ST UNIT INSTL COMPONENTS
ARE A S L I S TED
ANTENNA
ANTENNA
&
&
CABLE, LH VHF COM
CABLE, VOR/LOC NAV
'MICROPHONE INSTALLATION HAND HELD
HEADSET INSTALLATION
SPEAKER INSTALLATION
RADIO COOLING .
ENGINE NOISE FILTER
AUDIO CONTROL SYSTEM
MOUNTING BOX, WIRING & ASSOC HARDWARE
CESSNA 300 NAV/COM 720 CHANNEL COM VOR/LOC
. 1ST UNIT INSTALLATION .
RECEIVER-TRANSMITTER tRT-328TI
VOR/LOC INDICATOR CIN-51481 .
INSTL COMPONENTS SAME AS H22-A-l
CESSNA 300 NAV/COM 720 CHANNEL COM VOR/ILS
1ST UNIT INSTALLATION
RECEIVER-TRANSMITTER (RT-328T)
VOR/ILS INDICATOR liN-5258)
C582103-0101
C582103-0 201
C589502-0101
3960117
3910109-3
99680
99682
99816
3960117
3910142-5
42410-5114
1270720-1
·3910127-6
41420-1114
41530-0001
3910128-2
41470-1114.
41530-0001
3910151-5
·42450-1114
45010-1000
0770750-701
0770750-704
·0770750-741
3930152-5
3940148-2
3970130-1
3910150-9
43340-1124
45010-1000
3910152-11
43340-1124
45010-2000
\.)
··~
WT LBS
ARM
INS
3.8
8.6
4.2
0.3
23.2*
5.3
8.5
5.2
0.3
2.5*
0.7
1.0
3.6*
2.7
0.1
3.6*
2.8
0.1
16~3*
6.4
0.6 o.8
1.5
0.3
0.2
1.9
1.0
0.1
1.9
1.6
16.8*
6.9
0.6
16. 9* .
6.9
0.7
47.4
176.9
19.4
14 .
.;3
45.1
12.5
-6.0
13.0
1 o.~.
32.0•
11.0
16.3
31.9~
11~0
16.3
11.7
130~1
117.0
152.1
9
6.1~
11.7
13 8.0
117.0
152-t.
67.4~
11.0
13
3.t_.
27.1·
12.5
...
12.5
..
32.6~
11.0
16.3.
.J
ITEM NO
EQUIPMENt LIST DESCRIPTION
REF
D~AWING
H25-A-1
H25-A-2
H28-A-1
H28-A-2
H31-A-1
H31-A-2
H44-A
H46-A
H52-A
. H55-A
INSTL COMPONENTS SAME AS H22-A-1
CESSNA 300 NAV/COM 360 CHANNEL COM VOR/LOC
2ND UNIT INSTALLATION
RECEIVER-TRANSMITTER (RT-308Cl
VOR/LOC INDICATOR IIN-514Bl
INSTL COMPONENTS--2ND UNIT NAV/COM
ANTENNA
&
CABLE, RH VHF COM
ANTENNA COUPLER
&
CABLES IVOR-OMN11
MOUNTING BOX, WIRING
&
MISC ITEMS
CESSNA 300 NAV/COM 720 CHANNEL COM VOR/LOC
2ND UNIT INSTALLATION
RECEIVER-TRANSMITTER (RT-328TI
VOR/LOC INDICATOR IIN-514Bl
INSTL COMPONENTS SAME AS H25-A-1
EMERGENCY LOCATOR TRANSMITTER
TRANSMITTER ASSEMBLY
ANTENNA ASSY. .
EMERGENCY LOCA'TOR TRANSMITTER 'lUSEO
IN
CANADA)
TRANSMITTER ASSY
ANTENNA
NAV-O~MATIC
. . . . . . ..
200A INSTAL(ATION lAF-295BI
CONTROLLER-AMPL I.F I ER
TURN COORDINATOR lD88-0-111NET CHANGE!
WING SERVO·.''INSTALLATION
NAV-0-MAHC 300A INSTALLATION IAF-395-Al
CONTROLLER-AMPLIFIER lC-395AI
GYRO INSTALLATION· CNET CHANGE!
TURN COORDINATOR CD88-0-11CNET CHANGE)
WING SERVO INSTALLATION
REVERSE SENSING·SWITCH INSTL.
ADF
~NTI
PRECIP SENSE ANTENNA
AVIONICS OPTION· G (FlUSH MTD COM ANTENNA I
HEA~~~¥~~~~IDcA~s~~~H~~.
EDGE. VERTICAL FIN
3910151-6
42450-1114
45010-1000
S2212-1
3910150-10
43340-1124
' 45010-1000
0170135-1
~§~~§t&:g~g~
0770135-2
(589510-0212
.
~§~6U~=~t 03
43610-1000
42320-0014
0700215
3910162-21
42660-1000
0701'038
42320-0014
0700215
39101.54-85
3910154-64
3910154-63
3970111-1
J. SPECIAL OPTION PACKAGES
J01-A
SKYLANE
II
KIT
C07-A GROUND SERVICE RECEPTICLE
0700800
. 0701019-1
WT LBS ARM INS,
9.7*
6.4
0.6
0.8
0.2
1.6
10. 2*
6.9
0.6
2.0*
1.8
0.1
1.8*
1.6
0.1
12. 2* '
1.1
0.6
1
.·a
13.0*
1,;6
0.8
0.6
7.8
0.2
0.8
1.4
0.2
14.4*
11.0'
16.3
4 7.4
5.0
10.8
14.3*
11.0
16.3 '
134.6*
134.5
13
7 .B
134.6*
134.5
137.8
47.5*
1'5.0
11.2
66.5
45.2*
13.0
10.8
11.2
66.5
16.0
141.8
184.6
12.0 .
64.1*
3.2
40.7*
-2.6
0)
I
N
~
ITEM NO
EQUIPMENT LIST DESCRIPTION
'
I
J04-A
C19-0 HEATED PITOT
&
STALL WARNING
C3l-A COURTESY ENTRANCE LIGHTS 121
C40-A . NAV LIGHT DETECTORS
C43-A
FLASHING BEACON LIGHT
· D04-A
STATIC ALTERNATE AIR SOURCE
E85-A DUAl CONTROLS
G92-A LONG RANGE WINGS
H01-A-l CESSNA 300 ADF (R-546EJ
0770724-1
0700615-9
0701013
0701042-1
DOl-O
TRUE AIRSPEED IND. (NET CHANG'EI · 1201008-7
0701028-1
H16-A-1 CESSNA 300 TRANSPONDER CRT359AI 3910127-6
H22-A-2 C~SSNA 300 NAV/COM ( RT-328TI
H28-A-1 EMERGENCY LOCATOR TRANSMITTER
H31-A-1 CESSNA 200A AUTO-PILOT
NAV-PAC CSKVLANE I I ONLYJ
(NET CHANGE J
H07-A
Hl3-A
400 GliDESLOPE CR-44381
400 MARKER BEACON (R-402AI
H22-A-2 NAV/COM 328T VOR/LOC 1ST UNIT
DELETED
H22-A-3 NAV/COH 328T VOR/ILS 1ST
UNIT
ADDEO
H25-A-2 NAY/COM 328T VOR/LOC 2ND
UNIT
ADDED
0760101-2
0720700
3910159-1
3910150-9
0770135-1
3910140-21
3910138-5
3910119-6
3910142-5
3910150-9
3910152-11
3910150.;..10
.
-
REF DRAWING WT LBS ARM INS
. t_:J:j
:lS
Cll
.Ot_:J:jt_:J:j
~,_.a
>-<0-t-3
'1j::r1H s;:t-30 t_:J:j z
0.5.
0.5
NEGL
1 •. 8
0.2
0.3
8.7
7.0
7.3
3.6
16.8
26.5
--
208.6
16.5 r<>
>-<t"'
en>
14.4 t-3
16.1
56.5
23.6
27.1
32.0 z.o·
134.6
12.2
16. 7*
3.9
2.5
-16.8
47.5
42 .• 8*
102.2
67.4
32.0 t-3b:! z' a
16.9
31.9
10.2
14.3
\,]
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
SECTION. 7
AIRPLANE
&
SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Page
~'
Introduction . .
Airframe . . .
Flight Controls .
Trim Systems
Instrument Panel .
Ground Control. .
Wing Flap System
Landing Gear System
Baggage Compartment
Seats . . . . . . . .
Seat Belts and Shoulder Harnesses
·.
Seat Belts · · · · · · · · ·
Shoulder Harnesses ·· · · ·
Integrated. Seat Belt/Shoulder Harnesses With Inertia Reels .
Entrance Doors and Cabin Windows
Control Locks . . .
Engine . . . . . . . . . . . . .
Engine Controls . . . . . . .
Engine Instruments . . . . . .
New Engine Break-in and Operation
Engine Oil System . .
Ignition-starter System . . . .
Air Induction System . . . . ·.
Exhaust System . . . . . . .
Carburetor and Priming System
Cooling System
Propeller . . . .
Fuel System . . .
Brake System . .
Electrical System
Master Switch
Ammeter . .
7-3
7-3
7-8
7-8
7-8
7-9
7-9
7-10
7-10
. - 7-11
7-17
7-18
7-19
7-19
7-19
7-19
7-20
7-20
7-21
7-24
7-24
7-26
7-26
7-12
7-12
7-12
7-14
7-14
7-15
7-16
7-16
7-16
7-1
SECTION 7
AIRPlANE & SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS (Continued)
Over-Voltage Sensor and Warning Light .
Circuit Breakers and Fuses . .
Ground Service Plug Receptacle
Lighting Systems . . . . . . . . .
Exterior Lighting . . . . . . .
Interior Lighting . ; . . . . .
Cabin Heating, Ventilating and Defrosting System
Pitot-Static System and Instruments
Airspeed Indicator . . .
Rate-of- Climb Indicator
Altimeter . . . . . . .
Vacuum System and Instruments
Attitude Indicator . .
Directional Indicator
Suction Gage . . . .
Stall Warning System . .
Avionics Support Equipment
Audio Control Panel
Transmitter Selector 'Switch .
Automatic Audio Selector Switch
Audio Selector Switches .
Microphone - Headset
Static Dischargers . . . . .
CESSNA
MODEL 182Q
Page
·~
7-26
7-27
7-27
7-28
7-28
7-28
.. 7-30
7-32
7-32
7-33
7-33
7-33
7-33
7-35
7-35
7-35
7-35
7-37
7-37
7-37
7-38
7-38
7-38
t) f}
·')
t )
7-2
CESSNA.
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
INTRODUCTION
This section provides description anc;l operation of the airplane and its systems. Some equipment described herein is optional and may not be installed in the airplane. Refer to Section 9, Supplements, for details of other optional systems and equipment.
AIRFRAME
The construction of the fuselage is a conventional formed sheet metal bulkhead, stringer, and skin design referred to as semi-monocoque.
Major items of structure are the front and rear carry-through spars to which the wings are attached, a bulkhead and forgings for main landing gear attachment at the base of the rear doorposts, and a bulkhead With attaching plates at the base of the forward doorposts for the lower attachment of the wing struts. Four engine mount stringers are also attached to the forward doorposts and extend forward to the firewall.
~·
The externally braced wings, containing the fuel tanks, are construced of a front and rear spar with formed sheet metal ribs, doublers, and stringers. The entire structure is covered with aluminum skin. The front spars are equipped with wing-to-fuselage and wing-to-strut attach fittings.
The aft spars are equipped with wing-to-fuselage attach fittings, and are partial-span spars. Conventional hinged ailerons and single-slot type flaps are attached to the trailing edge of the wings. The ailerons are constructed of a forward spar containing a balance weight, formed sheet metal ribs and "V" type corrugated aluminum skin joined together at the trailing edge.
The flaps are constructed basically the same as the ailerons, with the exception of the balance weight, and the addition of a formed sheet metal leading edge section.
('·
The empennage (tail assembly) consists of a conventional verticai stabilizer, rudder, horizontal stabilizer, and e.levator. The vertical stabilizer consists of a forward and aft spar, formed sheet metal ribs and reinforcements, four skin panels, formed leading edge skins, and a dorsal. The rudder is constructed of a forward and aft spar, formed sheet metal ribs and reinforcements, and a wrap-around skin pane~.
The top of the rudder incorporates a leaQing edge extension which contains a balance weight. The horizontal stabilizer is constructed of a forward and aft spar, ribs and stiffeners, center upper and lower skin panels, and two left and two right wrap-around skin panels which also form the leading edges. The horizontal stabilizer also contains the elevator trim tab actuator. Construction of the elevator consists of formed leading edge skins, a forward spar, ribs, torque tube and bellcrank, lE!ft upper and lower "V" type corrugated skins, and right upper and lower
''V" type corrugated
7-3
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
AILERON CONTEOL SYSTEM
CESSNA
MODEL 182Q
RUDDER AND RUDDER TRIM
CONTROL SYSTEMS
7-4
Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2)
f!:':
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
ELEVATOR CONTROL SYSTEM
~·
~·
ELEVATOR TRIM
CONTROL SYSTEM
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.
Figure 7-1. Flight Controi and Trim Systems (Sheet 2 of 2)
7-5
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1. Marker Beacon Indicator
Lights and Switches
2. Clock
3. S~ctiQn Gage
4. Flight Instrument Group
5 . Airplane Registration Number
6. Encoding Altimeter
7. Approach Plate Light and Switch
8. ADF Bearing Indicator
9. Omni Course Indicators
10. Autopilot Control' Unit
11. Transponder
12 . Rear View Mirror
13.
Audio Control Panel
14. Radios
15. Manifold
Pressur~
Gage
16. Fuel Quantity Indicators and Ammeter
17 . Cylinder Head Temperature,
Oil Temperature, and Oil
Pressure Gages
18 . Over-Voltage Warning Light
19. Tachometer
20 . Economy Mixture Indicator
21. Flight Hour Recorder
22. Carburetor Air Temperature
Gage
23. Additional Radio and
. Instrument Space
24. Secondary Altimeter
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·~
25.
Map Compartment
26. Defroster Control Knob
27,· Cabin Air Control Knob
28.
Cigar Lighter
29. Cabin Heat Control Knob
30. Wing Flap Switch· and
Position Indicator
31. Mixture Control Knob
32. Propeller Control Knob
33. Throttle (With Friction Lock)
34.
·Rudder Trim Control Wheel
35: Cowl Flap Control Lever
36. Microphone
37.
·Fuel Selector Light
38. Fuel Selector Valve Handle
39. Elevator Trim Control Wheel
40.
.Control Pedestal 'Light
.41. Carburetor Heat· Control Knob
42, Electrical Switches
43. Static Pressure Alternate
Source Valve
44. Parking Brake Handle
45. Circuit Breakers
46; Instrument and Radio Dial . ··
Light Rheostat Control Knobs
47. Ignition. Switch
48.
Primer
49. Auxiliary Mike Jack and
Phone Jack
50. Master Switch t:Jtl.l
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q skins incorporating a trailing edge cut-out for the trim tab. The elevator trim tab consists of a spar and upper and lower "V" type corrugated skins.
Both elevator tip leading edge extensions incorporate balance weights.
~
FLIGHT CONTROLS
The airplane's flight control system consists of conventional aileron, rudder, and elevator control surfaces (see figure 7-1). The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. The elevator control system is equipped with downsprings which provide improved stability in flight.
TRIM SYSTEMS
Manually-operated rudder and elevator trim is provided. Rudder trimming is accomplished through a bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal.
Rudder trimming is accomplished by rotating the horizontally mounted trim control wheel either left or right to the desired trim position. Rotating the trim wheel to the right will trim nose-right; conversely rotating it to the left will trim nose-left. Elevator trimming is accomplished through the elevator trim tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim wheel will trim nose-down; conversely, aft rotation will trim nose-up. The airplane may also be equipped with an electric elevator trim system. For details concerning this system, refer to Section 9, Supplements.
·~
I
INSTRUMENT PANEL
The instrument panel (see figure 7 -2) is designed around the basic "T" configuration. The gyros are located immediately in front of the pilot, and are arranged vertically. The airspeed indicator and altimeter are located to the left and right of the gyros, respectively. The remainder of the flight
~ instruments are located around the basic "T". Avionics equipment is stack-
l
ed approximately on the centerline of the panel, with the right side of the panel containing the wing flap switch and indicator, manifold pressure gage,
· tachometer, map compartment, and space for additional instruments and avionics equipment. The engine instrument cluster and fuel quantity indicators are on the right side of the avionics stack near the top of the panel.
A switch and control panel, at the lower edge of the instrument panel, con-
~ tains most of the switches, controls, and circuit breakers necessary to operate the airplane. The left side of the panel contains the master switch, engine primer, ignition switch, light intensity controls, electrical switches, and circuit breakers. The center area contains the carburetor heat con-
7-8
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS trol, throttle, propeller control, and mixture control. The right side of the panel contains the cabin heat, cabin air, and defroster control knobs and the cigar lighter. A pedestal extending from the switch and control panel to the floorboard, contains the elevator and rudder trim control wheels, cowl flap control lever, and microphone bracket. The fuel selector valve handle is located at the base of the pedestal. A parking brake handle is mounted under the switch and control panel, in front of the pilot.
An alternate static source valve control knob may also be installed beneath the switch and control panel.
For details concerning the instruments, switches, circuit breakers, and controls on this panel, refer in this section to the description of the systems to which these items are related.
GROUND CONTROL
Effective ground control while taxiing is accomplished through nose
\.__ ' wheel steering by using the rudder pedals; left rudder pedal to steer left
· and right rudder pedal to steer right. When a rudder pedal is depressed, a spring-loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nose wheel througt~ an arc of approximately 11 o each side of center. By applying either left or right brake, the degree of turn may be increased up to 29° each side of center.
Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut.
If a tow bar is not available, or pushing is required, use the wing struts as push points. Do not use the vertical or horizontal surfaces to move the airplane. If the airplane is to be towed by vehicle, never turn the nose wheel more than 29° either side of center or structural damage to the nose gear could result.
The minimum turning, radi]lS of the airplane, using differential brak• ing and nose wheel steering during taxi, is approximately 27 feet .. To obtain a minimum radius turn during ground handling, the airplane may be rotated around either main landing gear by pressing down on a tailcone bulkhead just forward of the horizontal stabilizer to raise the nose wheel off the ground.
WING FLAP SYSTEM
The wing flaps are of the single-slot type (see figure 7-3), and are extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position. The switch lever is moved up or down in a slotted panel that provides mechanical stops at the 10° and 20° positions .. For flap settings greater than 10°, move the switch lever to the right to ciear the stop and position it as desired. A
7-9
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q
)
'""----·
· Figure 7-3. Wing Flap System scale and pointer on the left side of the switch lever indicates flap travel in degrees. The wing flap system circuit is protected by a 15-ampere circuit breaker, labeled FLAP, on the left side of the instrument panel.
LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel, two main wheels, and wheel fairings. Shock absorption is provided by · the tubular spring-steel main landing gear struts and the air/oil nose gear shock strut. Each main gear wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of each wheel, and an aerodynamic fairing over each brake.
BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the rear passenger seats to the aft cabin bulkhead. Mounted to the aft cabin . ..-,. bulkhead, and extending aft of it, is a hatshelf. Access to the baggage compartment and the hatshelf is gained through a lockable baggage door
·
1 on the left side of the airplane, or from within the airplane cabin. A baggage net with six tie-down straps is provided for securing baggage and is attached by tying the straps to tie-down rings provided in the airplane. A
7-10
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS cargo tie-down kit may also be installed. For further informat_ion on baggage and cargo tie-down, refer to Section 6. When loading the
~i~plane, children should not be placed or permitted in the baggage compartment, and any material that might be hazar.dous to the airplane or occupants should not be placed anywhere in the airplane. ·For baggage area anddoor dimensions, refer to. Section 6.
SEATS
The seating arrangement consists of two separate adjustable seats for the pilot and front passenger, a split-backed fixed seat in the rear, and a child's seat (if installed) aft of the rear seats. The pilot's and front passenger's seats are available in two, different designs: _four-way and sixway adjustable.
Four-way seats may be moved forward or aft, and the seat back angle changed. To position either seat, lift the tubular handle under the center of the seat, slide the seat into position, release the handle, and check that the seat is locked in place. The seat back is spring-loaded to the vertical pqsition. To adjust its positton, lift the lever under the right front corner of the seat, reposition the back, release the lever, and check that_ the back is_ locked in place. The seat backs will also fold full forward.
The six-way seats may be uwvedf.orward or aft, adjusted for height, and the seat back angle is infinitely adjustable. Position the. seat by lifting the tubular handle, under the center of the seat bottom, and slide the seat into position; then release the lever and check that the seat is locked in place. Raise or lower the seat by rotating a large crank under the right corner of the left seat and the left corner of the right seaL Seat back · angle is adjustable by rotating a small crank under the left corner of the . · left seat and the right corner of th~ right seat. The seat bottom.angle will change as the seat back angle· changes, providing proper support. The seat backs will also fold full forward.
The rear passenger's seats consist of a fixed one-piece seat bottom. with individually adjustable seat backs. Two adjustment levers, on the left_and right rear corners of the seat bottom, are used to adjust the angle of the respective seat backs. To adjust ~ither seat back, lift the adjustment lever and reposition the back. The seat backs are. spring-loaded to the vertical position .
. A child's seat may be installed aft of the. rear passenger seats, and is held in place by two brackets mounted on the f~oorboard. The seat is designed to swing upward into a stowed position against the aft cabin bulkhead when not in use. To stow the seat, rotate the seat bottom up and aft
7-11
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q as far as it will go. When not in use, the ·seat should be kept in the stowed position.
tJ
Headrests are available for any of the seat configurations except the child's seat. To adjust the headrest, apply enough pressure to it to raise or lower it to the desired level. The headrest may be removed at any time by raising it until it disengages from the top of the seat back.
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see figure 7 -4). The pilot's and front passenger's seats are also equipped with separate shoulder harnesses; separate shoulder harnesses are also available for the rear seat positions. Integrated seat belt/shoulder harnesses with inertia reels can be furnished for the pilot's and front passenger's seat positions if desired.
SEAT BELTS
The seat belts used with the pilot's and front passenger's seats, and the child's seat
(if installed), are attached to fittings on the floorboard.
The buckle half is inboard of each seat and the link half is outboard of each seat. The belts for the rear seat are attached to the seat frame, with the link halves on the left and right sides of the seat bottom, and the buckles at the center of the seat bottom.
To use the seat belts for the front seats, position the seat as desired, and then lengthen the link half of the belt as needed by grasping the sides of the link and pulling against the belt. Insert and lock the belt link into the buckle. Tighten the belt to a snug fit. Seat belts for the rear seats, and the child's seat, are used in the same manner as the belts for the front seats .. To release the seat belts, grasp the top of the buckle opposite the link and pull upward.
SHOULDER HARNESSES
Each front seat shoulder harness is attached to a rear doorpost above the window line and is stowed behind a stowage sheath above the cabin door.
To stow the harness, fold it and place it behind the sheath. When rear seat shoulder harnesses are furnished, they are attached adjacent to the lower corners of the aft side windows. Each rear seat harness is stowed behind a stowage sheath above an aft side window. No harness is available for the child's seat.
To use a front or rear seat shoulder harness, fasten and adjust the
7-12
~I
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
.STANDARD SHOULDER
HARNESS
~·
NARROW RELEASE STRAP
(Pull up when lengthening harness)
FREE END OF HARNESS
(Pull down to tighten)
SHOULDER HARNESS-------
CONNECTING LINK
(Snap onto retaining stud on seat belt link to attach harness)
(PILOT'S SEAT SHOWN)
(:·
SEAT BELT /SHOULDER
HARNESS WITH INERTIA
REEL
J
I
I
FREE END OF SEAT BELT
(Pull to tighten)
;::.!~Y!i~~i!~:t::" level; pull link and harness i:l.ownward to connect to seat belt buckle)
' SEAT BELT BUCKLE__/
(Non adjustable)
·· ...
"\;_·_:_:_:_·_·· ..
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···········....
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Figure 7-4. Seat Belts and Shoulder Harnesses
7-13
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q seat belt first. Lengthen the harness as required by pulling on the connecting link on the end of the harness and the narrow release strap. Snap ~ the connecting link firmly onto the retaining stud on the seat belt link half. _ . )
Then adjust to length.
A
properly adjusted harness will permit the occupant to lean forward enough to sit completely erect, but prevent excessive forward movement and contact with objects during sudden deceleration.
Also, the pilot will want the freedom to reach all controls easily.
~
Removing the shoulder harness is accomplished by pulling upward on the narrow release strap, and removing the harness connecting link from
)
the stud on the seat belt link. In an emergency, the shoulder harness may be removed by releasing the seat belt first and allowing the harness, still attached to the link half of the seat belt, to drop to the side of the seat.
INTEGRATED SEAT BELT /SHOULDER HARNESSES WITH INERTIA REELS
IntegratE~d seat belt/shoulder harnesses with inertia reels are available for the pilot and front seat passenger. The seat belt/shoulder harnesses ·extend from .inertia reels located in the cabin top structure, through slots in the overhead console marked PILC>T and COPILOT, to attach points inboard of the two front seats. A separate seat belt half and buckle is located outboard of the seats. Inertia reels allow complete freedom of body movement. However, in the event of a sudden deceleration, they will lock automatically to protect the occupants.
To use the seat belt/shoulder harness, position the adjustable metal link on the harness at about shoulder level, pull the link and harness downward, and insert the link in the seat belt buckle. Adjust belt tension across the lap by pulling upward on the shoulder harness. Removal is accomplished by releasing the seat belt buckle, which will allow the inertia reel to pull the harness inboard of the seat.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of two entry doors, one on each side of the cabin at the front seat positiOIJ.S
(refer to Section 6 for cabin and cabin door dimensions). The doors incorporate a recessed exterior door handle, a conventional interior door handle, a key-operated door lock (left door only), a door stop mechanism, and an openable window in the left door. An openable right door window is also available.
' )
To open the doors from outside the airplane, utilize the recessed door handle near the aft edge of each door. Depress the forward end of the handle to rotate it out of its recess, and then pull outboard. To close or
7-14
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS.DESCRIPTIONS open the doors from inside the airplane, use the combination door handle
~' and ·arm rest. The inside door handle has three positions and a placard at its base which reads OPEN, CLOSE, and LOCK. The handle is springloaded to the CLOSE (up) position. When the door has been pul~ed shut and latched, lock it.by rotating the door handle forward to the LOCK p·osition (flush with the arm rest). When the handle is rotated to the LOCK · position, an over-center action will hold it in that position. Both cabin doors should· be locked prior to flight, and should not be opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airplane. The best procedure is to set up the airplane in a trimmed condition at approximately 80 knots, open a window·, momentarily shove the door outward slightly, and forcefully close and lock the door.
Exit from the aiq)lane is accomplished by rotating the door handle from the LOCK position, past the CLOSE position, aft to the OPEN posi-
. tion and pushing the doo;r open. To lock the ai;rplane, lock the right cabin
,-..,.. door with the inside handle, close the left cabin door, and using the igni-
\_ tion key, lock the door.
The left· cabin door is equipped with an openable window which is held in the closed position by a lock button equipped over-center latch on the lower edge of the window frame. To open the window, depress the lock
~
\_ loaded retaining ·arm which
will
help rotate the window outward and hold it there. An openable window is also available for the right door,. and functions in the same manner as the left window. If required, either window may be opened at any speed up to 179 knots. The cabin top windows (if in"stalled), rear side windows, and rear window are of the fixed type and cannot be opened.
c·,
CONTROL LOCKS
A control lock is provided to lock the ailerons and elevator control surfaces in a neutral position and prevent damage to these systems by wind buffeting while the airplane is parked. The lock consists of a shaped steel rod with a red metal flag attached to it. .The flag is labeled CON-
TROL LOCK, REMOVE BEFORE STARTING ENGINE. To install the control lock, align the hole in the top of the pilot's control wheel shaft with the hole in the top of the shaft collar on the instrument panel and insert the rod into the aligned holes. Proper installation of the lock will place the red flag over the ignition switch. In areas where high or gusty winds
7-15
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q occur a control surface lock should be installed over the vertical stabilizer
~nd rudder. The control lock and any other type of locking device should be removed prior to starting the engine.
,-,.
' l
ENGINE
The airplane is powered by a horizontally-opposed, six-cylinder, overhead-valve, air-cooled, carbureted engine with a wet sump oil system. The engine is a Continental Model 0-470-U and is rated at 230 horsepower at 2400 RPM. Major accessories include a propeller gover' ) nor on the front of the engine and dual magnetos, starter, belt-driven alternator, and vacuum pump on the rear of the engine. Provisions are also made for a full flow oil filter.
ENGINE CONTROLS
Engine manifold pressure is controlled by a throttle located on the lower center portion of the instrument panel. The throttle operates in a conventional manner; in the full forward position, the throttle is open, and in the full aft position, it is closed. A friction lock, which is a round knurled disk, is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it.
! )
The mixture control, mounted near the propeller control, is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knob. The rich position is full forward, and full aft is the idle cut-off position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob
~ counterclockwise. For rapid or large adjustment, the knob may be moved forward or aft by depressing the lock button in the end of the control, and then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil pressure gage, oil temperature gage, cylinder head temperature gage, tachom- ' ) eter, and manifold pressure gage. An economy mixture (EGT) indicator and carburetor air temperature gage are also available.
The oil pressure gage, located on the right side of the instrument panel, is operated by oil pressure. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage. ~
Gage markings indicate that minimum idling pressure is 10 PSI (red line),
1 the normal operating range is 30 to 60 PSI (green arc), and maximum pres-' · sure is 100 PSI (red line).
Oil temperature is indicated by a gage adjacent to the oil pressure
7-16
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS gage. The gage is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. Oil temperature limitations are the normal operating range (green arc) which is 38°C (100°F) to l16°C (240°F), and the maximum (red line) which is l16°C (240°F).
The cylinder head temperature gage, under the left fuel quantity indicator, is operated by an electrical-resistance type temperature sensor
~·
on the engine which receives power from the airplane electrical system.
Temperature limitations are the normal operating range (green arc) which is 93°C (200°F) to 238°C (460°F) and the maximum (red line) which is .
238°C (460°F).
The engine-driven mechanical tachometer is located on the lower right side of the instrument panel. The instrument is calibrated in increments of 100 RPM and indicates both e.ngine and propeller speed. An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths. Instrument markings include a normal operating range
(green arc) of 2100 to 2400 RPM, and a maximum (red line) of 2400 RPM.
The manifold pressure gage is located on the right side of the instru..: ment panel above the tachometer. The gage is direct reading and indicates induction air manifold pressure in inches of. mercury.
It has a normal operating range (green arc) of 15 to 2 3 inches of mercury.
An economy mixture (EGT) indicator is available for the airplane and is located on the right side of the instrument panel. A thermocouple prooe in the right exhaust stack assembly measures exhaust gas temperature and transmits it to the indicator. The indicator serves as a visual aid to the pilot in adjusting cruise mixture. Exhaust gas temperature varies with with fuel-to-air ratio, power, and RPM. However, the difference between the peak EGT and the EGT at the cruise mixture setting is essentially constant and this provides a useful leaning aid. The indicator is equipped with a manually positioned peak EGT reference pointer.
A carburetor air temperature gage may be installed on the right side of the instrument pan~l to help detect carburetor icing conditions. The
. gage is marked in 5° increments from -30°C to +30°C, and has a yellow arc between -15°C and +5°C which indicates the temperature range. most conducive to icing in the carburetor. A placard on the lower half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POS-
SIBLE CARBURETOR ICING CONDITIONS.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full range of use.
It is, however, suggested that cruising be accomplished at
7-17
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q
75% power until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive oil in the engine. If, during the first 25 hours, oil must be added, use only aviation grade straight mineral oil conforming to Specification No.
MIL-L-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication and propeller governor operation is supplied from a sump on the bottom of the engine. The capacity of the sump is 12 quarts (one additional quart is required if a full flow oil filter is installed).
Oil is drawn from the sump through a filter screen on the end of a pickup tube to the engine-driven oil pump. Oil from the pump passes through an oil pressure screen (full flow oil filter, if installed), a pressure relief valve at the rear of the right oil gallery, and a thermostatically controlled oil cooler. Oil from the cooler is then circulated to the left gallery and propeller governor~
The engine parts are then lubricated by oil from the galleries. After lubricating the engine, the oil returns to the sump by gravity. If a full flow oil filter is installed, the filter adapter is equipped with a bypass valve which will cause lubricating oil to bypass the filter in the event the filter becomes plugged, or the oil temperature is extremely cold.
An oil dipstick is located at the rear of the engine on the left side·, and an oil filler tube is on top of the crankcase near the front of the engine.
The dipstick and oil filler are accessible through doors on the engine cowling. The engine should not be operated on less than riine quarts of oil. To minimize loss of oil through the breather, fill to 10 quarts for normal flights of less than three hours. For extended flight, fill to 12 quarts (dipstick indication only). For engine oil grade and specifications, refer to
Section 8 of this handbook.
The oil cooler may be replaced by a non-congealing oil cooler for operations in temperatures consistently below -7°C (20°F). The noncongealing oil cooler provides improved oil flow at low temperatures.
Once installed, the non-congealing oil cooler is approved for permanent use in both hot and cold weather.
An oil quick-drain valve is avaiiable to replace the drain plug on the bottom of the oil sump, and provides quicker, cleaner draining of the engine oil. To·drain the oil with this valve, slip a hose over the end of the valve and push upward on the end of the valve until it snaps into the open position. Spring clips will hold the valve open. After draining, use a suitable tool to snap the valve into the extended (closed) position and remove the drain hose.
~:
7-18
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
IGNITION-STARTER SYSTEM r:·
Engine ignition is provided by two engine-driven magnetos, and two spark plugs in each cylinder. The right magneto fires the lower left and upper right spark plugs; and the left magneto fires the lower right and upper left spark plugs. Normal operation is conducted. with both magnetos due to the more .complete burning of the fuel-air mixture with dual ignition.
Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel. . The switch is labeled clockwise,
OFF, R, L, BOTH, and START. The engine should be operated on both magnetos (BOTH position) except for magneto checks. The R and L positions are for checking purposes and emergency use only. When the switch is rotated to the spring-loaded START position (with the master switch in the ON position), the starter contactor is energized and the starter will . crank the engine. When the switch is released, it will automatically return to the BOTH position.
AIR INDUCTION SYSTEM
-The engine air induction system receives ram air through an intake in the lower front portion of the engine cowling. The intake is covered· by an air filter which removes dust and other foreign matter from the induction air. Airflow passing through the filter enters an airbox.
After passing through the airbox, induction air enters the inlet in the carburetor which is under tlie engine, and is then ducted to the engine cylinders through intake manifold tubes. In the event carburetor ice is encountered or the intake filter becomes blocked, alternate heated air can be obtained from a shroud around an exhaust riser through a duct to a valve, in the airbox, operated by the carburetor heat control on the instrument panel. Heated air from the exhaust riser shroud is obtained from unfiltered air inside the cowling. Use of full carburetor heat at . full throttle will result in a loss of approximately one to two inches of manifold pressure.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe. The muffler is constructed with a shroud around the outside which forms a heating chamber for cabin heater air.
CARBURETOR AND PRIMING SYSTEM
The engine is equipped with an up-draft, float:-type, fixed jet carburetor mounted on the bottom of the engine. The carburetor is equipped with an enclosed accelerator pump, simplified fuel passages to prevent
7-19
SECTION 7
AIRPlANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q vapor locking, an idle cut-off mechanism, and a manual mixture control.
Fuel is delivered to the carburetor by gravity flow from the fuel system.
In the carburetor, fuel is atomized, proportionally mixed with intake air, and delivered to the cylinders through intake manifold tubes. The proportion of atomized fuel to air is controlled, within limits, by the mixture control on the instrument panel.
For easy starting in cold weather, the engine is equipped with a manual primer. The primer is actually a small pump which draws fuel from the fuel strainer when the plunger is pulled out, and injects it into the intake manifold when the plunger is pushed back in. The plunger knob, on the instrument panel, is equipped with a lock, and after being pushed full in, must be rotated either left or right until the knob cannot be pulled out.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the front of the engine cowling. The cooling air is directed around the cylinders and other areas of the engine by baffling, and is then exhausted through cowl flaps on the lower aft edge of the cowling. The cowl flaps are mechanically operated from the cabin by means of a cowl flap lever on the right side of the control pedestal. The pedestal is labeled OPEN,
COWL FLAPS, CLOSED. During takeoff and high power operation, the cowl flap lever should be placed in the OPEN position for maximum cooling; This is accomplished by moving the lever to the right to clear a detent, then moving the lever up to the OPEN position. Anytime the lever is repositioned, it must first be moved to the right.. While in cruise flight, cowl flaps should be adjusted to keep the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). During extended let-downs, it may be necessary to completely close the cowl flaps by pushing the cowl flap lever down to the CLOSED position.
·t)
A winterization kit is available and consists of two baffles which attach to the air intakes in the cowling nose cap, a restrictive cover plate for the induction air inlet, a placard to be installed on the instrument panel, and insulation for the crankcase breather line. This equipment should be installed for operations in temperatures consistently below -7°C (20°F). Once installed, the crankcase breather insulation is approved for permanent use in both hot and cold weather.
PROPELLER
The airplane has an all-metal, two-bladed, constant-speed, governorregulated propeller. A sett~ng introduced into the governor with the propeller control establishes the propeller speed, and thus the engine speed to be maintained. The governor then controls flow of engine oil, boosted
7-20
CESSNA.
MODEL 182Q
SECTION 7
AIRPLANE
& SYSTEMS DESCRIPTIONS to high pressure by the governing pump, to or from a piston in the propeller hub. Oil pressure acting on the piston twists the blades toward high pitch (low RPM). When oil pressure to the piston in the propeller hub is relieved, centrifugal force, assisted by an internal spring, twists the blades toward low pitch (high RPM).
A control knob on the lower center portion of the instrument panel is used to set the propeller and control engine RPM as desired for various flight conditions. The knob is labeled PROP PITCH, PUSH !NCR RPM.
When the control knob is pushed in, blade pitch will decrease, giving a higher RPM. When the control knob is pulled out, the blade pitch increases, thereby decreasing RPM. The propeller control knob is equipped with a vernier feature which allows slow or fine RPM adjustments by rotating the knob clockwise to increase RPM, and counterclockwise to decrease it.
To make rapid or large adjustments, depress the button on the end of the control knob and reposition the control as desired.
FUEL SYSTEM
r:!
The airplane may be equipped with either a standard fuel system or a long range system (see figure 7-6). Both systems consist of two vented fuel tanks (one in-each wing), a four-position selector valve, .fuel strainer, manual primer, ap.d carburetor. Refer to figure 7-5 for fuel quantity data for both systems.
Fuel flows by gravity from the two wing tanks to a four-position
~I selector valve, labeled BOTH, RIGHT, LEFT, and OFF. With the selector valve in either the BOTH, LEFT, or RIGHT position, fuel flows through a strainer to the carburetor. From the carburetor, mixed fuel and air flows to the cylinders through intake manifold tubes. The manual primer draws its fuel from the fuel strainer and injects it into the intake manifold.
TANKS
(':
STANDARD
(30.5 Gal. Each)
LONG RANGE
(40 Gal. Each)
FUEL QUANTITY DATA (U.S. GALLONS)
TOTAL
USABLE FUEL
ALL FLIGHT
CONDITIONS
TOTAL
UNUSABLE
FUEL
56 5
75 5
Figure 7-5. Fuel Quantity Data
TOTAL
FUEL
VOLUME
61
80
7-21
·SECTION 7
AIRPlANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q bz:z::::::
TO INTAKE • f
MANIFOLD
THROTTLE
- - _ CARBURETOR
- - -
--
~-.L;;;l-~
MIXTURE
CONTROL KNOB
TO ENGINE
CYLINDERS
•
To ensure maximum fuel
capacity during refueling, place the fuel selector valve handle in either
LEFT or RIGHT position to prevent crossfeeding.
CODE
'''''''''''''%d
FUEL SUPPLY
c::::::::::J
V E N T
MECHANICAL
LINKAGE
Figure 7-6. Fuel System (Standard and Long Range)
7-22
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
Fuel system venting is essential to system operation, Complete blockage of the venting system will result in collapsing of the bladder cells, a decreasing fuel flow and eventual engine stoppage. Venting of the right tank is accomplished by an interconnecting line from the left tank. The left fuel tank is vented overboard through a vent line which is equipped with a check valve, and protrudes from the bottom surface of the left wing near the wing strut attach point. . The fuel filler caps are equipped with vacuum operated vents which open, allowing air into the tanks, should the fuel tank vent line become blocked. .
Fuel quantity is measured by .two float-type fuel quantity transmitters
(one in each tank) and indicated by .two electrically-operated fuel quantity indicators on the right side of the instrument panel. An empty tank is indicated by a red line and the letter E. When an .indicator shows an empty tank, approximately 2. 5 gallons remain in a standard tank, or 3 gallons · remain in a long range tank as unusable fuel. . The indicators cannot be relied upon for accurate readings during skids, slips, or unusual attitudes.
If both indicator pointers should rapidly move to a zero reading, check the cylinder 'head temperature and oil temperature gages for operation.
If these gages are not indicating, an electrical malfunction has occurred.
f:',
~I
Th~ fuel selector valve should be in the BOTH position for takeoff, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either LEFT or RIGHT tank is reserved for cruising flight.
NOTE
When the fuel selector valve handle is in the BOTH position in cruising flight, uriequal fq.el flow from each tank may occur if the wings are not maintained exactly level.
Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the
"heavy" wing.
NOTE
It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the remaining fuel. The airspace in both fuel tanks is interconnected by a vent line and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are hot level.
The fuel system is equipped with drain-valves to provide a means for the examination of fuel in the system for contamination and grade. The system should be examined before the first flight of every day and after each refueling, by using the sampler cup provided to drain fuel from the
7-23
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q wing tank sumps, and by utilizing the fuel strainer drain under an access panel on the left side of the engine cowling. The fuel tanks should be filled after each flight to prevent condensation.
J
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. The brakes are operated by applying pressure to the top of either the left
(pilot's) or right (copilot's) set of rudder pedals, which are interconnected.
When the airplane is parked, both main wheel brakeS may be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedals, pull the handle aft, and rotate it 90° down.
' )
' )
For maximum brake life, keep the brake system properly maintained, and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure.
If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.
~
·
) t )
ELECTRICAL SYSTEM
Electrical energy (see figure 7-7) is supplied by a 14-volt, directcurrent system powered by an engine-driven, 60-amp alternator. The
12-volt, 33-ainp hour battery is located in the tailcone aft of the baggage compartment wall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical system circuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronic equipment.
7-24
CESSNA
MODEL 182Q
·r: ..
OVER-
VOLTAGE
WARNING
LIGHT
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
LANDING LIGHTS
TO NAVIGATION LIGHTS
ELECTROLUMINESCENT LIGHTING
AND CONTROL WHEEL MAP LIGHT
AUDIO MUTING RELAY
TO FUEL QUANTITY INDICATORS
CYLINDER HEAD TEMP. GAGE AND
CARBURETOR AIR TEMPERATURE
GAGE
IGNITION SWITCH
INSTRUMENT LIGHTING,
PEDESTAL LIGHTING, GLARE SHIELD
MOUNTED MAP LIGHT, COMPASS
LIGHT AND OXYGEN LIGHTING
GROUND
L..----!4-------f....LJ
SERVICE
PLUG
RECEPTACLE DOME AND COURTESY LIGHTS
WING FLAP SYSTEM
----Tn
ELECTRIC TRIM CIRCUIT BREAKER
ON CONTROL PEDESTAL
RADIO OR TRANSPONDER AND
ENCODING ALTIMETER
~I
•I
•
CODE
Q)
CIRCUIT BREAKER !PUSH-TO-RESET)
*
DIODE
/lflh
RESISTOR FUSE
;~
CAPACITOR [NOISE FILTER)
MAGNETOS
Figure 7-7. Electrical System
FROM PRIMARY BUS .
TO OVER-VOLTAGE SENSOR AND
MASTER SWITCH -
TO OVER·VOLTAGE WARNING LIGHT
TO TURN COORDINATOR OR TURN
AND BANK' INDICATOR
7-25
SECTION 7
AIRPlANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q
MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER, and is ON in the up position and OFF in the down position. The right half of the switch, labeled BAT, controls all electrical power to the airplane.
The left half, labeled ALT, controls the alternator.
Normally, both sides of the master switch should be used simultaneously; however, the BAT side of the switch could be turned ON separate- ..-._
1
ly to check equipment while on the ground. The ALT side of the switch,
)
when placed in'the OFF position, removes the alternator from the electrical system. With this switch in the OFF position, the entire electrical load is placed on the battery. Continued operation with the alternator switch. in the OFF position will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart.
AMMETER
The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.
OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled HIGH VOLTAGE, near the manifold pressure gage.
I')
I
In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alternator. The warning light will then turn on, indicating to the pilot that the alternator is not operating and the battery is supplying all electrical power.
.t}
The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practical.
~
The warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on .
. 7-26
CESSNA
MODEL 182Q
SECTION7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CIRCUIT BR-EAKERS AND FUSES
Most of the electrical circuits in the airplane are protected by "pushto-reset" circuit breakers mounted on the left side of the instrument panel.
Exceptions to this are the battery contactor closing (external power) circuit, clock, and flight hour recorder circuits which have fuses mounted near the battery. The control wheel map light is protected by the NAV LIGHT circuit breaker on the instrument panel, and a fuse behind the panel. The cigar lighter is equipped with a manually reset· circuit breaker, on the back of the lighter, and is also protected by the LDG LIGHTS circuit breaker.
GROUND SERVICE PLUG RECEPTACLE
A ground- service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the airplane electrical system (With the exception of electronic equipment). The receptacle is located behind a door on the left side of the fuselage near the aft edge of the cowling.
NOTE
Electrical power for the airplane electrical circuits is provided through a split bus bar having all electronic circuits on one side of the bus and other electrical circuits on the other side of the bus. When an external power source is connected, a contactor automatically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the transistors in the electronic equipment by transient voltages from the power source. Therefore, the external power source can not be used as a source of power when checking electronic components. -
Just before connecting an _external power source (generator type or battery cart), the master switch ·should be turned on. _
The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the electrical system, thereby preventing any damage to electrical equipment.
The battery and external power circuits have been designed to completely eliminate the need to "jumper" across the battery contactor to cl'ose it for charging a completely "dead" battery. A special fused circuit in the external power system supplies the needed "jumper" across the
7-27
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q contacts so that with a "dead" battery and an external power source applied, turning on the master switch will close the battery contactor.
·tJ
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Conventional navigation lights are located on the wing tips and taAil stinger, and dual landing lights are installed in the cowl nose cap. dditiona! lighting is available and includes a strobe light on each wing tip, a l~
)
flashing beacon on top of the vertical stabilizer, and two courtesy lights, one under each wing, just outboard of the cabin door. The courtesy lights are operated by a switch located on the left rear door post. All exterior lights, except the courtesy lights, are controlled by rocker type switches on the left switch and control panel. The switches are ON in the up posi-
~ tion and OFF in the down position. 1
The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation.
.t)
The two high intensity strobe lights will enhance anti-collision protection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during night flight through clouds, fog or haze.
INTERIOR LIGHTING.
-~
Instrument and control panel lighting is provided by flood, electroluminescent, and integral lighting, with post lighting also available. All light intensity is controlled by one dual rheostat, with concentric control knobs, and one single rheostat, labeled LWR PANEL, ENG-RADIO, and
INSTRUMENTS respectively. Both the dual and single rheostat controls rotate clockwise from dim to bright, and are located on the left switch and control panel. If post lighting is installed, a rocker-type selector switch next to the INSTRUMENTS rheostat control is used to select either post lighting or flood lighting. The switch is labeled LIGHTS, POST, FLOOD.
The m::t.rker beacon control panel, and switches and controls on the lower part of the instrument panel are lighted by electroluminescent panels which do not require light bulbs for illumination. To utilize this lighting, turn on the NAV LIGHT switch and adjust light intensity with the small
(inner) control knob of the concentric control knobs labeled LWR PANEL,
ENG-RADIO. Electroluminescent lighting is not affected by the selection of post or flood lighting.
7-28
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
Instrument panel flood lighting consists of four· red flood lights on the · underside of the anti-glare shield, and two red flood lights in the forward part of the overhead console. To use flood lighting, place the POST-
FLOOD selector switch (if installed) in the FLOOD position and adjust light intensity with the INSTRUMENTS rheostat control knob.
The instrument panel may be equipped with post lights which are mounted at the edge of each instrument or control and provide direct lighting.- The lights are opera:ted by placing the POST-FLOOD selector switch in the POST position and adjusting light intensity with the INSTRU-
MENTS rheostat control knob. Switching to post lights will automatically turn off flood lighting.
The engine instrument cluster, radio equipment, and magnetic compass have integral lighting and operate independently of-post or flood lighting. The light intensity of instrument cluster and radio equipment lighting is controlled by the large (outer) control knob of the· concentric control knobs labeled LWR PANEL, ENG-RADIO. Magnetic compass lighting intensity is controlled by the INSTRUMENTS rheostat control knob.
The airplane is equipped with a dome light aft of the overhead console.
The light is operated by a slide-type switch, aft of the light lens, which turns the light on when moved to the right.
The control pedestal has. two integral lights and, if the airplane is equipped with oxygen, the overhead console is illuminated by post lights.
Pedestal an!} console light intensity is controlled by the large (outer) control knob of the concentric control knobs labeled LWR PANEL, ENG-
RADIO. .
Map lighting is provided by overhead console map lights and an antiglare shield mounted map light. The airplane may also be equipped with a control wheel map light. The overhead console map lights operate in
· conjunction with instrument panel flood lighting and consist of two· openings just aft of the red instrument panel flood lights. The map light openings have sliding covers controlled by small round knobs which uncover the openings· when moved toward each other. The covers should be kept closed unless the map lights are required. A map light and toggle · switch, mounted in front of the pilot on the underside of the anti-glare shield, is used for illuminating approach plates or other charts when using a control wheel mounted approach plate: holder. The -switch is labeled
MAP LIGHT, ON, OFF and light intensity is controlled by the INSTRU-
MENTS control knob. A map light mounted-on the bottom of the pilot'.s control wheel (if installed) illuminates t~e lower portion of the cabin in front of the pilot, and is used for checking maps and other flight data during night operation. The light is utilized by turni_ng on the NA V LIGHT
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q switch, and adjusting light intensity with the rheostat control knob on the bottom of the control wheel.
The most probable cause of a light failure is a burned out bulb; however, in the event any ofthe lighting systems fail to illuminate when turned on, check the appropriate circ~it breaker. If the circuit breaker has opened (white button popped out), and there is no obvious indication of a short circuit (smoke or odor), turn off the light switch of the affected lights, reset the breaker, and turn the switch on again.
If the breaker opens again, do not reset it.
CABIN HEATING, VENTILATING AND
DE~ROSTING
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 control knobs (see figure 7-8). Both control knobs are the double button type with locks to permit intermediate settings.
NOTE
For improved partial heating on mild days, pull out the
CABIN AIR knob slightly when the CABIN HEAT knob is out. This action increases the airflow through the system, increasing efficiency, and blends cooi outside air
· with the exhaust manifold heated air, thus eliminating the possibility of overheating the system ducting.
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 extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the cabin manifold to an outlet on top of the anti-glare shield. Defrost air flow is controlled by a rotary type knob labeled DEFROST.
For cabin ventilation, pull the CABIN AIR knob out, with the CABIN
HEAT knob pushed full in. To raise the air temperature, pull the CABIN
HEAT knob out until the desired temperature is attained. Additional heat is available by pulling the knob out farther; maximum heat is available with the CABIN HEAT knob pulled out and the CABIN AIR knob pushed full in.
..
' )
I
Separate adjustable ventilators supply additional ventilation air to the
7-30
CESSNA
MODEL 182Q
HEATER
VALVE
SECTION 7
AIRPLANE
& SYSTEMS DESCRIPTIONS
,_
. AIRFLOW
ADJUSTMENT
L
WHEELS
~
;:?1
~
~·
ADJUSTABLE
/
AIR OUTLETS
CODE
¢
RAM AIR FLOW
<i=t
VENTILATING AIR
MECHANICAL
CONNECTION
. Figure 7-8. Cabin Heating, Ventilating, and Defrosting System
7-31
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q cabin. One near each upper corner of the windshield supplies air for the pilot and copilot, and two ventilators are available for the rear cabin area to supply air to the rear seat passengers. Each rear ventilator outlet can be adjusted in any desired direction by moving the entire outlet to direct the airflow up or down, and by moving a tab protruding from the center of the outlet left or right to obtain left or right airflow. Ventilation airflow may be closed off completely, or partially closed according to the amount of airflow desired, by rotating an adjustment wheel adjacent to the outlet.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is composed of either an unheated or heated pitot tube mounted on the lower surface of the left wing, two external static ports on the lower left and right sides of the forward fuselage, and the associated plumbing necessary to connect the instruments to the sources.
The heated pitot system consists of a heating element in the pitot tube, a rocker-type switch labeled PITOT HEAT, a 15-amp circuit breaker on the switch and control panel, and associated wiring. When the pitot heat switch is turned on, the element in the pitot tube is heated electrically to maintain proper operation in possible icing conditions. Pitot heat should be used only as required.
A static pressure alternate source valve may be installed adjacent to the parking brake for use when the external static source is malfunctioning.
This valve supplies static pressure from inside the cabin instead of the external static ports.
If erroneous instrument readings are suspected due to water or ice in the pressure line going to the standard external static pressure source, the alternate static source valve should be pulled on.
Pressures within the cabin will vary with open cabin ventilators and windows. Refer to Sections 3 and 5 for the effect of varying cabin pressures on airspeed and altimeter readings.
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour. Limitation and range markings include the white arc (45 to 95 knots), green arc
(48 to 143 knots), yellow arc (143 to 179 knots), and a red line (179 knots).
·~
If a true airspeed indicator is installed, it is equipped with a rotatable
7-32
CESSNA
MODEL l82Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
~.
\.
' ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. To operate the indicator, first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, momentarily set the barometric scale on the altimeter to 29.92 and read pressure altitude on the altimeter. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has b.een obtained.
Having set the ring to correct for altitude and temperature, then read the airspeed shown on the rotatable ring by the indicator pointer. For best accuracy, this indication should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true airspeed on the ring opposite the calibrated airspeed. ·
RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator depicts airplane rate of climb or descent in feet per minute. The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static source.
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-9) provides the suction necessary to operate the attitude indicator and directional indicator. The system consists of a vacuum pump mounted on the engine·, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, and instruments (including a suction gage) on the left side of the instrument paneL
ATTITUDE INDICATOR
The attitude indicator gives a visual indication of flight attitude. Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10°, 20°, 30°, 60°, and. 90° either side of the center mark. Pitch and roll attitudes are presented by a miniature airplane in relation to the horizon bar. A knob at the bottom of the instrumentis provided for in-flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication.
7-33
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
CODE c:::::::J
INLET AIR
E:;:::::::;:;:;:~
VACUUM
CESSNA
MODEL 182Q
OVERBOARD
1~\
VENT LINE
PUMP
'
~
/
VACUUM RELIEF VALVE
7-34
Figure 7-9. Vacuum System
I~
VACUUM SYSTEM
AIR FILTER
'J
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
DIRECTIONAL INDICATOR
A directional indicator displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The directional indicator will precess slightly over a period of time. Therefore, the compass card should be set in accordance with the magnetic compass just prior to takeoff, and occasionally re-adjusted on extended flights. A knob on the lower left edge of the instrum~nt is used to adjust the compass card to correct for any precession.
SUCTION GAGE
The suction gage is iocated on the left side of the instrument panel and indicates, in inches of mercury, the amount of suction available for operation of the attitude indicator and directional indicator. The desired suction range is 4. 6 to 5. 4 inches of mercury. A suction reading below this range may indicate a system malfunction or improper adjustment, and in this case, the indicators should not be considered reliable.
STALL WARNING SYSTEM
C':
The airplane is equipped with a vane-type stall warning unit, in the leading edge of the left wing, which is electrically connected to a stall warning horn under the map compartment. A 5-amp circuit breaker protects the stall warning system. The vane in the wing senses the change in airflow over the wing, and operates the warning horn at airspeeds between
5 and 10 knots above the stall in all configurations.
If the airplane has a heated stall warning system, the vane and sensor unit in the wing leading edge is equipped with a heating element. The · heated part of the system is operated by the PITOT HEAT switch, and is protected by the PITOT HEAT circuit breaker.
The stall warning system should be checked during the pre-flight inspection by momentarily turning on the master switch and actuating the vane in the wing. The system is operational if the warning- horn sounds as the vane is pushed upward.
AVIONICS SUPPORT EQUIPMENT
The airplane may, at the owner's discretion, be equipped with various types of avionics support equipment such as an audio control panel, microphone-headset, and static dischargers. The following paragraphs discuss these items.
7-35
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q
AUTOMATIC AUDIO SELECTION
ADF
-
~
-
REV SNS A/P oLOC1 NAV1
~-F-
0 0
F LOC 2 NAV 2
TRANSMITTER
SELECTOR
SWITCH
AUTOMATIC AUDIO
SELECTOR SWITCH
AUDIO SELECTOR
SWITCH {TYPICAL)
As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in the SPEAKER position, and the NAV/COM 1, 2 and 3 and ADF 1 and 2 audio selector switches are in the OFF position. With the switches set as shown, the pilot will transmit on the number 1 transmitter. and hear the number 1 NAV /COM receiver through the airplane speaker.
7-36
INDIVIDUAL AUDIO SELECTION
1 SPEAKER REV SNS A/P
"NAV /COM
2
AUT0 3
0
~-F-o
-
o o -
F
I
2
0
3 j
PHONE-- - P H O XMTR EL
ADF O LOC 1 NAV 1
~-F-0 0
F LOC2 NAV2
TRANSMITTER
SELECTOR
SWITCH
AUTOMATIC AUDIO
SELECTOR SWITCH
AUDIO SELECTOR
SWITCH {TYPICAL)
As illustrated; the number 1 transmitter is selected, the AUTO selector switch is in the OFF position, the number 1 NAV/COM receiver is in the PHONE position, and the number 1 ADF is in the SPEAKER position. With the switches set as shown, the pilot will transmit on the number 1 transmitter and hear the number
1 NAV/COM receiver on a headset; while the passengers are listening to the ADF audio through the airplane speaker. If another audio selector switch is placed in either the PHONE or SPEAKER position, it will be heard simultaneously with either the number 1 NAV /COM or number 1 AD F respectively.
Figure 7-10. Audio Control Panel
-~
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
AUDIO CONTROL PANEL
Operation of radio equipment is covered in Section 9 of this handbook.
When one or more radios are installed, a transmitter /audio switching systern is provided (see figure 7 -10). The operation of this switching system is described in the following paragraphs.
TRANSMITTER SELECTOR SWITCH
A rotary type transmitter selector switch, labeled XMTR SEL, is provided to connect the microphone to the transmitter the pilot desires to use. To select a transmitter, rotate the switch to the. number corresponding to that transmitter. The numbers 1, 2 and 3 on the right side of the switch correspond to the top, second and third transceivers in the avionics stack.
An audio amplifier is required for speaker operation, and is automatically selected, along with the transmitter, by.the transmitter selector . switch. As an example, if the number 1 transmitter is selected, the audio amplifier in the associated NAV /COM receiver is also selected, and functions as the amplifier for ALL speaker audio. In the event the audio amplifier in use fails, as evidenced by loss of all speaker audio, select another transmitter. This should re-establish speaker audio. Headset audio is not affected by audio amplifier operation.
AUTOMATIC AUDIO SELECTOR SWITCH
A toggle switch, labeled AUTO, can be used to automatically match the appropriate NAV /COM receiver audio to the transmitter being selected. To utilize this automatic feature, leave all NAV /COM receiver . switches in the OFF (center) position, and place the AUTO selector switch in either the SPEAKER or PHONE position, as desired. Once the AUTO selector switch is positioned, the pilot may then select any transmitter and its associated NAV /COM receiver audio simultaneously with the transmitter selector switch. If automatic audio selection is not desired, the
AUTO selector switch should be placed in the OFF (center) position.
NOTE
Using Cessna 300 Series Radios, sidetone (monitoring of the operator's own audio transmission) can be heard in the headset by placing the AUTO selector switch in the PHONE position. No sidetone will be heard with the AUTO selector switch in either the
SPEAKER (speaker operation) or OFF (center) position.
7-37
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 182Q
AU 010 SELECTOR SWITCHES
The a~dio selector switches, labeled NAV /COM 1, 2 and 3 and ADF
1 and 2, allow the pilot to initially pre-tune all NA V /COM and ADF receivers, and then individually select and listen to any receiver or combination of receivers. To listen to a specific receiver, first check that the AUTO selector switch is in the OFF (center) position, then place the audio selector switch corresponding to that receiver in either the SPEAKER
)
(up) or PHONE (down) position. To turn off the audio of the selected receiver, place that switch in the OFF (center) position. If desired, the audio selector switches can be positioned to permit the pilot to listen to one receiver on a headset while the passengers listen to another receiver on the airplane speaker.
~
The ADF 1 and 2 switches may be used anytime ADF audio is desired.
If the pilot wants only ADF audio, for station identification or other reasons, the AUTO selector switch (if in use) and all other audio selector switches should be in the OFF position. If simultaneous ADF and NAV /
COM audio is acceptable to the pilot, no change in the existing switch positions is required. Place the ADF 1 or 2 switch in either the SPEAKER or PHONE position and adjust radio volume as desired.
,-,_ l
NOTE '
'~
If the NAV /COM audio selector switch corresponding to the selected transmitter is in the PHONE position with the AUTO selector switch in the SPEAKER position, all audio seleCtor switches placed in the PHONE position will automatically be connected to both the airplane speaker and any headsets in use.
t )
MICROPHONE-HEADSET
The microphone-headset combination consists of the microphone and headset combined in a single unit and a microphone keying switch located on the left side of the pilot's control wheel. The microphone-headset permits the pilot to conduct radio communications without interrupting other control operations to handle a hand-held microphone. Also, passengers need not listen to all communications. The microphone and headset jacks are located near the lower left corner of the instrument panel.
r'
STATIC DISCHARGERS
If frequent IFR flights are planned, installation of wick-type static
7-38
CESSNA
MODEL 182Q
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS dischargers is recommended to improve radio communications during flight through dust or various forms of precipitation (rain, snow or ice crystals). Under these conditions, the build-up and discharge of static electricity from the trailing edges of the wings, rudder, elevator, propeller tips and radio antennas can resuit in loss of usable radio signals on all communications and navigation radio equipment. Usually the
ADF is first to be affected and VHF .communication equipment is the last to be affected.
Installation of static dischargers reduces interference from precipi_;
. tation static, but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals, even with static dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio signals.
If avoidance is impractical, minimize airspeed and anticipate temporary loss of radio signals while in these areas.
~I
7 -39/(7
-40 blank)
CESSNA
MODEL 182Q
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
SECTION 8
AIRPLANE HANDLING,
SERVICE
&
MAINTENANCE
~
\
'
'
TABLE OF CONTENTS
Page
Introduction . . . . . .
Identification Plate . . .
Owner Follow- Up System
Publications . . . .
Airplane File . . . . .
Airplane Inspection Periods
FAA Required Inspections .
Cessna Progressive Care .
Cessna Customer Care Program .
Pilot Conducted Preventive Maintenance
Alterations or Repairs
Ground Handling
Towing .
Parking .
Tie-Down
Jacking .
Leveling.
Flyable Storage
Servicing . . .
Engine Oil . .
Fuel . . . .
Landing Gear
Oxygen . . .
Cleaning and Care
Windshield- Windows
Painted Surfaces
Propeller Care.
Engine Care .
Interior Care
8-3
8-3
8.-3
8-3
8-4
8-5
8-5
8-6
8-6
8-7
8-7
8-7
8-7
8-7
8-8
8-8
8-9
8-9
8-10
8-10
8-11
8-11
8-12
8-12
8-12
8-12
8-13
8-13
8-14
8-1/ (8-2 blank)
CESSNA
MODEL 182Q
SECTIONS
HANDLING, SERVICE
&
MAINTENANCE
INTRODUCTION
This section contains factory-recommended procedures for proper ground handling and routine eare and servicing of your Cessna. It also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality.
~I
Keep in touch with your Cessna Dealer and take advantage of his knowledge and 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.
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the
SERIAL NUMBER. The Serial Number, Model Number, Production Certificate Number (PC) and Type Certificate Number (TC) can be found on the Identification Plate, located on the left forward doorpost. Lac ated adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed.
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, in the form of
Service Letters, directly from the. Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program book for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programf and stands ready, through his Service Department, to supply you with fast, efficient, low-cost service.
PUBLICATIONS
Various publications and flight operation aids are furnished in the
8-3
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
CESSNA
MODEL 182Q airplane when delivered from the factory. These items are listed below.
• CUSTOMER CARE PROGRAM BOOK
• PILOT'S OPERATING HANDBOOK/SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS AND AUTOPILOT
• PILOT'S CHECKLISTS
• POWER COMPUTER
• SALES AND SERVICE DEALER DIRECTORY
• DO'S AND DON'TS ENGINE BOOKLET
The following additional publications, plus many other supplies that are applicable to your airplane, are available from your Cessna Dealer.
• SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRPLANE
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items, many of which he keeps on hand. He will be happy to place an order for any item which is not in stock. tJ
·~
AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a checklist for that file. In addition, a periodic check should be made of the latest Federal Aviation
Regulations to ensure that all data requirements are met.
A. To be displayed in the airplane at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
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, FAA Form 337, if applicable).
(2) Equipment List.
· )
8-4
CESSNA
MODEL
182Q
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE c.
To be made available upon request:
(l) Airplane Log Book.
(2} Engine Log Book.
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 airplanes not registered in the
United States should check with their own aviation officials to determine their individual requirements.
Cessna recommends that these items, plus the Pilot's Operating
Handbook, Pilot's Checklists, -Power Computer, Custome·r Care Program book and Customer Care Card, be carried in the airplane at all times. .
AIRPLANE INSPECTION .P·ERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil aircraft of
U.S. registry must undergo a complete 1nspection (annual) each twelve calendar months. In addition to the required ANNUAL inspection, aircraft dperated commercially (for hire) must have a complete inspection every
1100 hours of operation.
The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components.
It is the responsibility of the owner/operator to ensure compliance with a~l applicable airworthiness directives. and, when the inspections are repetitive, to take appropriate steps to prevent inadvertent noncompliance.
In
1 lieu of the 100 HOUR and ANNUAL inspection requirements, an
<i.irplane may be inspected in accordance with a progressive inspection schedule, which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods.
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes. · · The program assists the
· owner in his responsibility to comply with all FAA inspection requirements, while ensuring timely replacement of life-limited parts and adherence. to factory-recommended inspection intervals and maintenance procedures.
8-5
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
CESSNA
MODEL 182Q
CESSNA PROGRESSIVE CARE
The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, your airplane is inspected and maintained in four operations at 50-hour intervals during a 200-hour period. The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted.
~
The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year, and the 100-hour inspection for all other airplanes. The procedures for the Progressive
Care Program and the 100-hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization. The complete faniiliarity of Cessna Dealers with Cessna equipment and factoryapproved procedures provides the highest level of service possible at lower cost to Cessna owners.
!)
~
Regardless of the inspection method selected by the owner, he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required
FAA inspec:tions and most of the manufacturer recommended inspections.
~
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE ,.,-._
PROGRAM book supplied with your airplane. You will want to thoroughly '
1 review your Customer Care Program book and keep it in your airplane at all times.
Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No. 1 or the first 100-hour inspection within the first 6 months of ownership at no charge to you.
If you take delivery from your Dealer, the initial inspection will have been
' )
performed before delivery of the airplane to you. If you pick up your airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work.
_t)
8-6
CESSNA
MODEL 182Q
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
PILOT CONDUCTED P·REVENTIVE MAINTENANCE
A
certified pilot who owns or operates an airplane.not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed. ·
NOTE
Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certi- . fication for information on. preventive maintenance that. may be performed by pilots. ·
A
Service M;anual should be obtained prior .to performing any preven-
. tive maintenance to ensure that proper procedures are followed. Your
Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel.
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness .of the airplane is not vtolated.
Alterations or repairs to the airplane must be accomplished by licensed personnel.
GROUND HANDLING.
TOWING
(:1
The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle of 29° either side of center, or damage to the gear will result. If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure.
A
flat nose tire or deflated strut will also increase tail height.
PARKING
When parking the airplane, head into the wind and set the parking brakes. Do not set the parking brakes during eold weather when accumulated moisture may freeze the brakes, or when the brakes are overheated.
8-7
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 182Q
Close the cowl flaps, install the control wheel lock and chock the wheels.
In severe weather and high wind conditions, tie the airplane down as out,..-....,. lined in the following paragraph.
)
TIE-DOWN
Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as follows·:
(1) Set the parking brake and 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 and tail tie-down fittings and secure each rope to a ramp tie-down.
(4) Tie a rope (no chains or cables) to the nose gear torque link and secure to a ramp tie-down. ·
(5) Install a pitot tube cover.
JACKING
When a requirement exists to jack the entire airplane off the ground, or when wing jack points are used in the jacking operation, refer to the
Service Manual for specific procedures and equipment required.
Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step assembly. When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack.
The jack must then be lowered for a second jacking operation. Do not jack both main wheels simultaneously using the individual main gear jack pads.
·
rJ
~
If nose gear maintenance is required, the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead, just forward of the · ' ) horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring.
NOTE
Do not apply pressure on the elevator or outboard stabilizer surfaces. When pushing on the tailcone, always apply pressure at a bulkhead to avoid buckling the skin.
To assist in raising and holding the nose wheel off the ground, weight down the tail by placing sand-bags, or suitable weights, on each side of the horizontal stabilizer, next to the fuselage. If ground anchors are
8-8
CESSNA
MODEL 182Q
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE available, the tail should be securely tied down.
NOTE
Ensure that the nose· will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane.
LEVELING
The reference point for leveii!lg the airplane longitudinally is the top of the tailcone between the rear window and the vertical fin. Deflate the nose tire and/or lower or raise the nose strut to properly center the.bubble in the level. Corresponding points on both upper door sills may be used to level the airplane laterally. ·
FLYABLE STORAGE
Airplanes placed in non-operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, the propeller should be rotated by hand through five revolutions. This action "limbers" the oil and·prevents any accumulation of corrosion on engine cylinder walls.
I
WARNING'
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in the idle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller.
After 30 days, the airplane should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to. minimize condensation in the tanks. Keep the battery fully charged to prevent th·e electrolyte from freezing in cold -weather.
If the airplane is to be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures.
8-9
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
SERVICING
CESSNA
MODEL 182Q
In addition to the PREFLIGHT INSPECTION covered in Section 4,
\COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines all items which require attention at 50, 100, and 200 hour intervals plus those items which require servicing, inspection, and/or testing at special intervals.
Since Cessna Dealers conduct all service, inspection, and test procedures in accordance with applicable Service Manuals, it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are accompplished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered.
Depending on various flight operations, your local Government Aviation Agency may require additional service, inspections, or tests. For these regulatory requirements, owners should check with local aviation officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifications for frequently used service items are as follows.
ENGINE OIL
GRADE --Aviation Grade SAE 50 Above 4°C (40°F).
Aviation Grade SAE 10W30 or SAE 30 Below 4°C (40°F).
Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather. Ashless dispersant oil, conforming to Continental Motors Specification MHS-24A, must be used.
NOTE
Your Cessna was delivered from the factory with a corrosion preventive aircraft engine oil.
If oil must be added during the first 25 hours, use only aviation grade straight mineral oil conforming to Specification No. MIL-
L-6082.
CAPACITY OF ENGINE SUMP-- 12 Quarts.
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. These quantities refer to oil
8-10
CESSNA
·MODEL 182Q
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
\.
~I dipstick level readings. During oil and oil filter changes, one adclitional quart is required when the filter element is changed.
OIL AND OIL FILTER CHANGE--
After the-first 25 hours of operation, drain engine oil sump and clean the oil pre·ssure screen. If an oil filter is installed, change the filter element at this time. Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to dispersant oil. On aircraft not equipped with an oil filter' drain the engine oil sump and clean the oil pressure ' screen each 50 hours thereafter. On aircraft which have an oil filter, the oil change interval may be extended to 100-hour intervals, providing the oil filter element is changed at 50-hour intervals. Change engine oil at least every 6 months even though less than the recommended hours have accumulated. Reduce intervals for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions.
FUEL
~'
APPROVED FUEL GRADES (AND COLORS) --
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/-130) Grade Aviation Fuel (Green).
CAPACITY EACH STANDARD TANK -- 30. 5 Gallons.
CAPACITY EACH LONG RANGE TANK--· 40.0 Gallons.
NOTE
_To ensure maximum fuel capacity during refueling, place the fuel selector valve handle in either LEFT or RIGHT position to prevent cross-feeding.
\...
LANDING GEAR
:tvrAIN WHEEL TIRE PRESSURE -- 42 PSI on 6. 00-6, 6-Ply Rated Tires.
NOSE GEAR SHOCK STRUT --
. Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to
55-60 PSI.
8-11
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
OXYGEN
CESSNA
MODEL 182Q
AVIATOR'S BREATHING OXYGEN-- Spec No. :MIL-0-27210.
MAXIMUM PRESSURE (cylinder temperature stabilized after filling) --
1800 PSI at 21 °C (70°F). Refer to Oxygen Supplement (Section 9) for filling pressures.
CLEANING AND CARE
WIN DSH IELD-W IN DOW S
The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease.
NOTE
Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze.
Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface.
PAINTED SURFACES
The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure completely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is required within the curing period, it is recommended that the work be dorte
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8-12
CESSNA
MODEL 182Q
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and. drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be·used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax.
A heavier coating of wax on the leading. edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas .
. When the airplane is parked outside in cold climates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol
~I is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze.
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 assure long, trouble-free service. Small nicks on the propeller, particularly near the tips and on the leading edges, should be dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an ·alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent.
ENGINE CARE_
The engine may be cleaned with Stoddard solvent, or equivalent, then dried lhoroughly.
!CAUTION\.
Particular care should be given to electrical equipment before cleaning. Cleaning fluids should not be allowed to enter magnetos, starter, alternator and the like.
Protect these components before saturating the erigine
8-13
SECTION 8
HANDLING, SERVICE
&
MAINTENANCE
CESSNA
MODEL 182Q with solvents. All other openings should also be covered before cleaning the engine assembly. Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use.
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.
Dpn'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 sparingly. .Before using any. solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials.
..1)
Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to· the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner.
If your airplane is equipped with leather seating, cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds.
The soap suds, used sparingly, will remove traces of dirt and grease.
The soap should be removed with a clean damp cloth.
The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic.
8-14
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Key features
- Single-engine aircraft
- Fixed-wing design
- Seating for four passengers
- Powerful engine
- Range of optional equipment
- Comfortable cabin
