Cessna 1975 150 Owner's Manual

CUSTOMER CARE
“TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD”.
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS
OST
5461
AN
CSSNa.
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
1975
WORLD'S LARGEST PRO-
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
MODEL
E. E
В.
OWNERS
MANUAL
PERFORMANCE - SPECIFICATIONS
Commuter *
GROSS WEIGHT . + + + 4 2 4 2 44 4 + 1 4 4 4 4 4 4 4 4 4 + 4 + 6 6
SPEED: 2
Top Speed at Sea Level E“ Paba. le 2 le ia 125 mph
Cruise, 75% Power at TOO0 ft . . . . . . . . . . . 122 mph
RANGE:
Cruise, T5% Power at TO00 ft . . . . . . . . . . . EEE Evin
22. 5 Gallons, No Reserve 4.1 hrs
122 mph
Cruise, 75% Power at 7000 ft. . . . . . . . . . . CEE LB EE RER EE Me
35 Gallons, No Reserve 6. 2 hrs
122 mph
Maximum Range at 10,000 ft . . . . . . . 660 mi
22, 5 Gallons, No Reserve 6.9 hrs
95 mph
Maximum Range at 10,000 ft . . . . . . . . .. 1025 mi
i5 Gallons, No Reserve 10. 8 hrs
95 mph
RATE OF CLIMB AT SEA LEVEL . . . . . . . . .. 670 fpm
SERVICE CEILING REE à 3 7 14, 000 ft
TAKE-OFF:
Ground Run + + + «+= DRAE 6 E de 5 SES HU Eu cs 5 5 à 735 ft
Total Distance Over 50-Ft Obstacle PAU & № М 3 Eo oF OR OF BOB Ни: 1385 ft
LANDING:
Ground Roll STIRS à à à € % à XX OE OR OE EE BE 445 ft
Total Distance Over 50-Ft Obstacle CARTA Y SON ANOS E 1075 ft
STALL SPEEDS:
Flapa Up, Power OH. : + + + 484554 04 a 2 aw 4 55 mph
Flaps Down, Power OFf . . . . . . . . . . . . .. 48 mph
BAGGAGE +4 = sa ka a al sr ENE Y E A a LEO SON fn E ESB 120 lbs
POWER LOADING: Pounds/ HP. зн оно RON OY e AZ ON ЕО 16.0
FUEL CAPACITY: Total
Standard Tanks . . . - . 2 2 © © + + +. e a e aaa wow mE Wr 45 25 CONO de wesw 26 zal,
Optional Long Range Tanks . к яв ве ow wk a wee eo 38 gal.
OIL CAPACITY . . . 2. aaa aaa ea ea 6 ats
PROPELLER: Fixed Pitch, Diameter . 2 a Te 38; om 0: ces ES 69 inches
ENGINE: Continental Engine A A paca 0-200-A
100 rated HP at 2750 RPM
F150
150 Commuter Commuter II F150 Commuter
EMPTY WEIGHT: (Approximate) 1000 lbs 1065 lbs 1085 lbs 1030 1bs 1080 Ibs
USEFUL LOAD: (Approximate) 600 Ibs 535 Ibs 515 lbs 570 168 520 Ibs
WING LOADING: Pounds/Sq Foot 10.2 10.0 10.0 10.0 10.0
NOTE: All performance figures include the effect of speed fairings which improve
the speeds by approximately two mph. Speed fairings are standard equip-
ment on the Commuter and Commuter II and are optional equipment on the
150, F150, and F150 Commuter.
Me This manual covers operation of the Model 150 which is certificated as Model 150M
under FAA Type Certificate No. 3A19. The manual also covers operation of the Model
Reims/Cessna F150 which is certificated as Model FI50M under French Type Certificate
No. 38/3 and FAA Type Certificate No. A13EU. The Model F150, manufactured by Reims
Aviation S.A, Reims (Marne), France, is identical to the 150 except that it is powered
by an 0-200-A engine manufactured under license by Rolls Royce, Crewe, England.
D1033-13—RAND—15000—12/75
BEE OO OEE TT TT TT SEE
CONGRATULATIONS . . . ..
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
structed to give you the most in performance, economy, and comfort. It is our de-
sire that you will find flying it, either for business or pleasure, a pleasant and
profitable experience.
This Owner's Manual has been prepared as a guide to help you get the most pleasure
and utility from your Model 150, It contains information about your Cessna's equip-
ment, operating procedures, and performance; and suggestions for its servicing and
care. We urge you to read it from cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of a Cessna,
World-wide, the Cessna Dealer Organization backed by the Cessna Service Depart-
ment stands ready to serve you. The following services are offered by most Cessna
Dealers:
THE CESSNA WARRANTY -- It is designed to provide you with the most
comprehensive coverage possible:
a, No exclusions
b. Coverage includes parts and labor
с, Available at Cessna Dealers world wide
d. Best in the industry
Specific benefits and provisions of the warranty plus other important
benefits for you are contained in your Customer Care Program book
- supplied with your aircraft. Warranty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
of your Customer Care Card which establishes your eligibility under
the warranty,
FACTORY TRAINED PERSONNEL to provide you with courteous expert
service,
FACTORY APPROVED SERVICE EQUIPMENT to provide you with the
most efficient and accurate workmanship possible,
A STOCK OF 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.
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.
[HRC EAE A Ta
* Maximum height of airplane with nose gear depressed, all tires and nose strut
properly inflated, and optional flashing beacon installed.
** Maximum wing span if optional conical eamber wing tips and optional strobe
lights are installed, If standard wing tips without strobe lights are installed,
wing span is 32'-8 1/8".
ue |
PRINCIPAL |
DIMENSIONS
TABLE OF CONTENTS
EE 1000000000 EA
ii
Page =
SECTION I —- OPERATING CHECKLIST.......... 1-1
SECTION H - DESCRIPTION AND
OPERATING DETAILS _____________ 2-1
SECTION Ill - EMERGENCY PROCEDURES _____ 3-1
SECTION IV - OPERATING LIMITATIONS .__.___. 4-1
SECTION М - CARE OF THE AIRPLANE _______. 5-1
SECTION VI - OPERATIONAL DATA... 6-1
SECTION ViII- OPTIONAL SYSTEMS. _____________ 7-1
ALPHABETICAL: INDEX sas san dass ——]———— Index-1
This manual describes the operation and performance of
the Model 150, the Commuter, and the Commuter II.
Equipment described as '"Optional'' denotes that the sub-
ject equipment is optional on the Model 150. Much of
this equipment is standard on the Commuter and Com-
muter II.
lii
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Section |
CUE E
OPERATING CHECKLIST
One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with
your aircraft's equipment, systems, and controls. This can best be done
by reviewing this equipment while sitting in the aircraft. 'Those items
whose function and operation are not obvious are covered in Section II.
Section I lists, in Pilot's Checklist form, the steps necessary to
operate your aircraft efficiently and safely. It is not a checklist in its
true form as it is considerably longer, but it does cover briefly all of the
points that you should know for a typical flight. A more convenient plastic
enclosed checklist, stowed in the map compartment, is available for
quickly checking that all important procedures have been performed.
Since vigilance for other traffic is so important in crowded terminal
areas, it is important that preoccupation with checklists be avoided in
flight. Procedures should be carefully memorized and performed from
memory. Then the checklist should be quickly scanned to ensure that
nothing has been missed.
The flight and operational characteristics of your aircraft are normal
in all respects. There are no "unconventional'' characteristics or opera-
tions that need to be mastered. All controls respond in the normal way
within the entire range of operation. All airspeeds mentioned in Sections
I, II and III are indicated airspeeds. Corresponding calibrated airspeed
may be obtained from the Airspeed Correction Table in Section VI.
JH
1-2
"О
| EXTERIOR
D а.
b.
с.
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
Per
Note
Visually check aircraft for general condition during walk-
around inspection. In cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and
control surfaces. Also, make sure that control surfaces
contain no internal accumulations of ice or debris. If
night flight is planned, check operation of all lights, and
make sure a flashlight is available.
Remove control wheel lock.
Check ignition switch OFF.
Turn on master switch and check fuel quantity indicators, then
turn master switch OFF.
Check fuel shutoff valve handle ON.
Remove rudder gust lock, if installed.
Disconnect tail tie-down.
Figure
d.
а.
; a 0
9 гео
ve
Check control surfaces for freedom of movement and security.
Check aileron for freedom of movement and security.
Disconnect wing tie-down.
Check main wheel tire for proper inflation.
Before first flight of 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.
Visually check fuel quantity; then check fuel filler cap secure.
Check oil level, Do not operate with less than four quarts.
Fill to six quarts for extended flight.
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 line drain plug will be necessary.
Check propeller and spinner for nicks and security.
Check carburetor air filter for restrictions by dust or other
foreign matter.
Check landing light for condition and cleanliness.
Check nose wheel strut and tire for proper inflation.
Disconnect nose tie-down.
Inspect flight instrument static source opening on left side
of fuselage for stoppage.
Check main wheel tire for proper inflation.
Before first flight of 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.
Visually check fuel quantity; then check fuel filler cap secure.
Remove pitot tube cover, if installed, and check pitot tube
opening for stoppage.
Check stall warning vent opening for stoppage.
Check fuel tank vent opening for stoppage.
Disconnect wing tie-down.
Check aileron for freedom of movement and security.
1-1,
1-3
BEFORE STARTING ENGINE.
(1)
(2)
(3)
(4)
(5)
Exterior Preflight -- COMPLETE,
Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
Fuel Shutoff Valve -- ON.
Radios, Electrical Equipment -- OFF.
Brakes -- TEST and SET.
STARTING ENGINE.
(1)
(8)
Mixture -- RICH.
Carburetor Heat -- COLD,
Master Switch -- ON.
Prime -- AS REQUIRED,
Throttle -- OPEN 1/4 INCH.
Propeller Area -- CLEAR.
Ignition Switch -- START (release when engine starts).
Oil Pressure -- CHECK,
BEFORE TAKE-OFF.
(7)
(8)
(9)
Cabin Doors -- LATCHED.
Flight Controls -- FREE and CORRECT,
Elevator Trim -- TAKE-OFF.
Fuel Shutoff Valve -- ON.
Brakes -- SET.
Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM
on either magneto or 75 RPM differential between magnetos).
b. Carburetor Heat -- CHECK (for RPM drop).
Cc. Engine Instruments and Ammeter -- CHECK.
d. Suction Gage -- CHECK.
Flight Instruments and Radios -- SET.
Throttle Friction Lock -- ADJUST.
Wing Flaps -- 0°.
- TAKE-OFF.
NORMAL TAKE-OFF.
1-4
(1)
Wing Flaps -- 0°,
(2)
(3)
(4)
(5)
Carburetor Heat -- COLD,
Throttle -- FULL OPEN.
Elevator Control -- LIFT NOSE WHEEL (at 55 MPH).
Climb Speed -- 70-80 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
(1)
(2)
(3)
Wing Flaps -- 0°.
Carburetor Heat -- COLD.
Brakes -- HOLD.
Throttle -- FULL OPEN.
Brakes -- RELEASE.
Elevator Control -- SLIGHTLY TAIL LOW.
Climb Speed -- 70 MPH (with obstacles ahead).
ENROUTE CLIMB.
Airspeed -- 75-85 MPH,
NOTE
If a maximum performance climb is necessary, use
speeds shown in the Maximum Rate-Of-Climb Data
chart in Section VI.
Throttle -- FULL OPEN.
Mixture -- RICH (unless engine is rough).
CRUISE.
(1)
Power -- 2000 to 2750 RPM (no more than 75%).
(2) Elevator Trim -- ADJUST.
(3) Mixture -- LEAN.
BEFORE LANDING.
(1) Mixture -- RICH.
(2) Carburetor Heat -- ON (apply full heat before closing throttle).
1-5
E
(3) Airspeed -- 70-80 MPH (flaps UP).
(4) Wing Flaps -- AS DESIRED (below 100 MPH),
(5) Airspeed -- 60-70 MPH (flaps DOWN).
BALKED LANDING.
(1) Throttle -- FULL OPEN.
(2) Carburetor Heat -- COLD.
(3) Wing Flaps -- RETRACT TO 20°.
(4) Airspeed -- 65 MPH.
(5) Wing Flaps -- RETRACT (slowly).
NORMAL LANDING.
(1) Touchdown -- MAIN WHEELS FIRST.
(2) Landing Roll -- LOWER NOSE WHEEL GENTLY.
(3) Braking -- MINIMUM REQUIRED.
AFTER LANDING.
(1) Wing Flaps -- UP.
(2) Carburetor Heat -- COLD.
SECURING AIRCRAFT.
Parking Brake -- SET.
Radios, Electrical Equipment -- OFF.
Mixture -- IDLE CUT-OFF (pulled full out).
Ignition Switch -- OFF.
Master Switch -- OFF.
Control Lock -- INSTALL.
и ие и, ие ит, и
OF сл оны со В =
1-6
1-7
| INSTRUMENT PANEL |
36 35 34 33 32 31 30 29
Turn Coordinator {Opt. }
Airspeed Indicator
Directional Gyro (Opt. )
Gyro Horizon (Opt, }
Clock (Opt. )
Aircraft Registration Number
Vertical Speed Indicator (Opt.)
Altimeter
Marker Beacon Indicator
Lights and Switches/Radio
Transmitter selector Switch
o EEE
opt.)
10, Omni Course Indicator (Opt. )
11. ADF Bearing Indicator (Opt. )
28
21
13.
13.
14,
15,
16.
17.
. Ammeter
19.
20.
21.
22.
Rear View Mirror and Control
Optional Instrument Space
Fuel and Oil Gages
Suction Gage (Opt. )
Over-Voltage Warning Light
Map Compartment
Cabin Air/Heat Control Knobs
Wing Flap Switch
23. Cigar Lighter (Opt)
24,
25,
26.
27.
28.
Mixture Control Knob
Throttle (With Friction Lock)
Microphone (Opt. )
Elevator Trim Control Wheel
Carburetor Heat Control Knol
. Electrical Switches
. Fuses
. Radio Dial Light Rheostat
. Panel Lights Rheostat
. Ignition/Starter Switch
. Master Switch
. Primer
. Parking Brake Knob
1-8
Figure 2-1
Section II
Te Ш
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the aircraft. This
section also covers in somewhat greater detail some of the items listed
in Checklist form in Section I that require further explanation.
FUEL SYSTEM.
Fuel is supplied to the engine from two tanks, one in each wing.
From these tanks, fuel flows by gravity through a fuel shutoff valve and
fuel strainer to the carburetor.
Refer to figure 2-2 for fuel quantity data, For fuel system servicing
information, refer to Servicing Requirements on the inside back cover,
FUEL TANK SUMP QUICK-DRAIN VALVES.
Each fuel tank sump is equipped with a fuel quick-drain valve to facili-
tate draining and/or examination of fuel for contamination and grade. The
FUEL QUANTITY DATA (U.S. GALLONS)
USABLE FUEL TOTAL
TANKS ALL FLIGHT NE FUEL
| CONDITIONS VOLUME
TWO, STANDARD WING
a Tem 22.5 3.5 26.0
TWO, LONG RANGE WING
19 GAL, EACH 35.0 3.0 38.0
Figure 2-2,
2-1
FUEL SYSTEM
SCHEMATIC
VENT
LEFT FUEL TANK
VALVE
FUEL SHUTOFF Zr GALS
Due to crossfeeding between fuel
tanks, the tanks should be re-
topped after each refueling to
assure maximum capacity.
ENGINE
PRIMER
CODE
FUEL SUPPLY
i] sTRAINER
CARBURETOR
RIGHT FUEL TANK
D VENT i
— —. MECHANICAL SEPARE MIXTURE
LINKAGE CONTROL
y KNOB
Figure 2-3.
valve extends through the lower surface of the wing just outboard of the
cabin door. A sampler cup stored in the aircraft is used to examine the
fuel. Insert the probe in the sampler cup into the center of the quick-
drain valve and push. Fuel will drain from the tank sump into the sam-
pler cup until pressure on the valve is released.
LONG RANGE FUEL TANKS.
Special wings with long range fuel tanks are available to replace the
standard wings and fuel tanks for greater endurance and range.
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-4). A 12-volt
battery is located on the right, forward side of the firewall just inside the
cowl access door. Power is supplied through a single bus bar; a master
switch controls this power to all circuits, except the engine ignition sys-
tem, optional clock and optional flight hour recorder (operative only when
the engine is operating).
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
aircraft. The left half, labeled ALT, controls the alternator.
Normally, both sides of the master switch should be used simulta-
neously; however, the BAT side of the switch could be turned ON sepa-
rately 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 OFF 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 al-
ternator to the battery or from the battery to the aircraft electrical sys-
2-3
REGULATOR _—
ELECTRICAL SYSTEM
ALTERNATOR
FIELD
MASTER 4 BREAKER
T
ze VO
ALTERMATOR | €
FLIGHT HOUR ‘|
RECORDER (OPT)
OIL PRESSURE
SWITCH (OPT)
= CIGAR LIGHTER [OPT]
E E ]
AMMETER )
STARTER
CONTACTOR
“| BATTERY
| X es
UF i BATTERY +
CONTACTOR -
GROUND SERVICE
PLUG RECEPTACLE (OPT)
TO
WING FLAP
IGMITION
SWITCH
CODE
© CIRCUIT BREAKER (AUTO-RESET]
e CIRCUIT BREAKER (PUSH-TO.RESET]
SCHEMATIC
TO IGNITION SWITCH
TO WING FLAP SYSTEM
енто LANDING
LIGHT (OPT)
E TO WING TIF STROBE
UGHTS (OPT)
TO FLASHING
Me | BEACON (OPT)
BCH LTO PITOT HEAT
PITOT HT SYSTEM (OPT)
ТО NAVIGATION LIGHTS
AND OPTIONAL CONTROL
WHEEL MAF LIGHT
TO TRANSMITTER RELAY
TO DOME LIGHT
Fe-To RADIO (OPT)
RADIO 3
Eje-1o raDíIO (OPT)
RADIO 7
Ee-TO RADIO [OPT]
RADIO 1
TO OPTIONAL TURM
COORDINATOR OR
OPTIONAL TURN-AND.
BANK INDICATOR
MITO INSTRUMENT AND
COMPASS LIGHTS
TO FUEL QUANTITY
INDICATORS
2-4
@ USE Je DIODE AM RESISTOR MAGNETOS
À CAPACITOR [NOISE FILTER}
Te FUSE
Figure 2-4.
tem. When the engine is operating and the master switch is 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 discharge rate of the battery.
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
The aircraft 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 ammeter.
In the event an over-voltage condition occurs, the over-voltage sen-
sor automatically removes alternator field current and shuts down the
alternator. The red warning light will then turn on, indicating to the
pilot that the alternator is not operating and the aircraft battery is sup-
plying all electrical power,
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 over-voltage warning light may be tested by momentarily turning
off the ALT portion of the master switch and leaving the BAT portion
turned on.
FUSES AND CIRCUIT BREAKERS.
Fuses on the left lower portion of the instrument panel protect the
majority of electrical circuits in the airplane. Labeling below each fuse
retainer indicates the circuits protected by the fuses. Fuse capacity is
shown on each fuse retainer cap. Fuses are removed by pressing the
fuse retainers inward and rotating them counterclockwise until they dis-
engage. The faulty fuse may then be lifted out and replaced. Spare fuses
are held in a clip inside the map compartment.
NOTE
A special SLO-BLO fuse protects the wing flaps circuit.
If this fuse is replaced, care should be taken to assure
that the replacement fuse is of the proper type and capa-
city. A SLO-BLO fuse is identified by an integrally
mounted spring encircling the fuse element.
Two additional fuses are located adjacent to the battery: one fuse pro-
tects the battery contactor closing circuit, and the other fuse protects the
optional clock and optional flight hour recorder circuits. The cigar light-
er is protected by a 9 amp fuse contained in an in-line fuseholder located
adjacent to the back of the lighter.
The airplane utilizes two circuit breakers for circuit protection. A
"push-to-reset" circuit breaker (labeled ALT) is located on the left side
of the instrument panel near the fuses and protects the alternator circuit.
The alternator field and wiring is protected by an automatically resetting
circuit breaker mounted behind the left side of the instrument panel.
When more than one radio is installed, the radio transmitter relay
(which is a part of the radio installation) is protected by the fuse labeled
NAV-DOME. It is important to remember that any malfunction in other
systems protected by this fuse (navigation lights, dome light, or optional
control wheel map light) which causes the fuse to open will de-activate
these systems and the transmitter relay. In this event, the switches for
these lighting systems should be turned off to isolate the circuits; then
replace the NAV-DOME fuse to re-activate the transmitter relay and per-
mit its usage. Do not turn on any of the lights protected by the fuse until
the malfunction has been corrected.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation lights are located on the wing tips and top of
the rudder. Optional lighting includes a single landing light or dual land-
ing/taxi lights in the cowl nose cap, a flashing beacon on the top of the
vertical fin, and a strobe light on each wing tip. All exterior lights are
controlled by rocker type switches on the left switch and control panel.
The switches are ON in the up position and OFF in the down position.
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.
The two high intensity strobe lights will enhance anti-collision pro-
tection. However, the lights should be turned off when taxiing in the
vicinity of other aircraft, or during flight through clouds, fog or haze.
2-6
INTERIOR LIGHTING.
Illumination of the instrument panel is provided by red flood lighting
in the forward portion of the overhead console. The magnetic compass
and flap position indicator are illuminated by integral lighting. A dim-
ming rheostat on the left switch and control panel operates these lights.
A second rheostat on the panel controls optional radio lighting. Lighting
intensity is decreased as the rheostats are turned counterclockwise.
An optional map light may be mounted on the bottom of the pilot's
control wheel. The light illuminates the lower portion of the cabin just
forward of the pilot and is helpful when checking maps and other flight
data during night operations. To operate the light, first turn on the NAV
LT switch, then adjust the map light's intensity with the rheostat disc
located at the bottom of the control wheel.
A cabin dome light in the overhead console is controlled by a rocker-
type switch on the left switch and control panel. The switch is ON in the
up position and OFF in the down position.
WING FLAP SYSTEM.
The wing flaps are electrically operated by a flap motor located in
the right wing. Flap position is controlled by a switch, labeled WING
FLAPS, on the lower center portion of the instrument panel. Flap posi-
tion is mechanically indicated by a pointer housed in the left front door-
post.
To extend the wing flaps, the flap switch must be depressed and held
in the DOWN position until the desired degree of extension is reached.
Releasing the switch allows it to return to the center off position. Normal
full flap extension in flight will require approximately 9 seconds. After
the flaps reach maximum extension or retraction, limit switches will auto-
matically shut off the flap motor.
To retract the flaps, place the flap switch in the UP position. The
switch will remain in the UP position without manual assistance due to an
over-center design of the switch. Full flap retraction in flight requires
approximately 6 seconds. More gradual flap retraction can be accom-
plished by intermittent operation of the flap switch to the UP position.
After full retraction, the switch is normally returned to the center off
position.
CABIN HEATING AND VENTILATING SYSTEM.
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull CABIN HT and
CABIN AIR knobs.
Heated fresh air and outside air are blended in a cabin manifold just
aft of the firewall by adjustment of the heat and air controls; this air is
then vented into the cabin from outlets in the cabin manifold near the
pilot's and passenger's feet. Windshield defrost air is also supplied by
a duct leading from the manifold.
A separate adjustable ventilator near each upper corner of the wind-
shield supplies additional outside air to the pilot and passenger.
PARKING BRAKE SYSTEM.
To set the parking brake, pull out on the parking brake knob, apply
and release toe pressure fo the pedals, and then release the parking brake
knob. To release the parking brake, apply and release toe pressure on
the pedals while checking to see that the parking brake knob is full in.
SEATS.
Standard seating consists of individually adjustable pilot and front
passenger seats with two-position reclining backs. By raising a lever at
the front of the seat on the inboard side, the seat can be adjusted fore and
aft. A control knob near the center of the front edge of the seat is used
to adjust the reclining angle of the seat back. To recline the back, pull
the knob forward firmly and lean back against the seat. The control will
remain extended as long as the seat back is reclined. To return the back
of the seat to the upright position, pull forward on the bottom edge of the
back. The back of these seats will also fold forward and lay down flat as
an aid to stowing or retrieving articles from the baggage area.
A child's seat is available for installation in the rear of the cabin.
The seat back is secured to the cabin sidewalls, and the seat bottom is
attached to brackets on the floors. The child's seat is not adjustable,
2-8
SHOULDER HARNESSES.
Shoulder harnesses are provided for the pilot and front seat passen-
ger. Each harness is attached to the rear doorpost just above window
line and is stowed behind a stowage sheath mounted above each cabin door.
When stowing the harness, fold it and place it behind the sheath.
To use the shoulder harness, fasten and adjust the seat belt first.
Remove the harness from the stowed position, and lengthen as required
by pulling on the end of the harness and the narrow release strap. Snap
the harness metal stud firmly into the retaining slot adjacent to the seat
belt buckle. Then adjust to length by pulling down on the free end of the
harness. A properly adjusted harness will permit the occupant to lean
forward enough to sit completely erect but is tight enough to prevent ex-
cessive forward movement and contact with objects during sudden decel-
eration. Also, the pilot will want the freedom to reach all controls easily.
Releasing and removing the shoulder harness is accomplished by
pulling upward on the narrow release strap and removing the harness stud
from the slot in the seat belt buckle, In an emergency, the shoulder har-
ness may be removed by releasing the seat belt first, and then pulling the
harness over the head by pulling up on the release strap.
INTEGRATED SEAT BELT/SHOULDER HARNESSES
WITH INERTIA REELS.
Optional integrated 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 to attach points on the out-
board side of the front seats. A separate seat belt half and buckle is
located on the inboard side of the seats. The inertia reels are located
in the upper cabin sidewall just aft of each cabin door. Inertia reels
allow complete freedom of body movement. However, in the event of a
sudden deceleration, they will lock up automatically to protect the occu-
pants.
To use the seat belt/shoulder harness, adjust the metal buckle half
on the harness up far enough to allow it to be drawn across the lap of
the occupant and be fastened into the inboard seat belt buckle. Adjust
seat belt tension by pulling up on the shoulder harness. To remove the
seat belt/shoulder harness, release the seat belt buckle and allow the
inertia reel to draw the harness to the outboard side of the seat.
2-9
STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of primer
in warm temperatures to six strokes in cold weather, with the throttle
open approximately 1/4 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 indicates overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: Set
mixture control in the idle cut-off position, throttle full open, and crank
the engine through several revolutions with the starter. Repeat the start-
ing 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, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the oil gage does not begin to show pressure with-
in 30 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.
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
2-5) to maintain directional control and balance.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
The nose wheel is designed to automatically center straight ahead
when the nose strut is fully extended. In the event the nose strut is over-
inflated and the airplane is loaded to a rearward center of gravity posi-
tion, it may be necessary to partially compress the strut to permit steer-
ing. This can be accomplished prior to taxiing by depressing the airplane
nose (by hand) or during taxi by sharply applying brakes.
2-10
TAXIING DIAGRAM
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ON LH WING AND ON RH WING AND
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USE DOWN AILERON
EX: ON RH WING AND
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| USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
CODE NOTE
Strong quartering tail winds require caution.
WIND DIREC TION 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 2-5.
2-11
BEFORE TAKE-OFF.
WARM-UP.
Most of the warm-up will have been conducted during taxi, and addi-
tional warm-up before take-off should be restricted to the checks out-
lined in Section I. Since the engine is closely cowled for efficient in-flight
cooling, precautions should be taken to avoid overheating on the ground.
MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows. Move
ignition switch first to R position and note RPM, Next move switch back
to BOTH to clear the other set of plugs. Then move switch to the L posi-
tion, note RPM and return the switch to the BOTH position. RPM drop
should not exceed 150 RPM on either magneto or show greater than 75
RPM differential between magnetos. If there is a doubt concerning opera-
tion of the ignition system, RPM checks at higher engine speeds 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 specified.
ALTERNATOR CHECK.
Prior to flights 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 momen-
tarily (3 to 5 seconds) with the optional landing light, (if so equipped), or
by operating the wing flaps during the engine runup (1700 RPM). The am-
meter will remain within a needle width of zero if the alternator and vol-
tage regulator are operating properly.
TAKE-OFF.
POWER CHECKS.
It is important to check full-throttle engine operation early in the take-
off run. Any signs of rough engine operation or sluggish engine accelera-
tion is good cause for discontinuing the take-off. If this occurs, you are
justified in making a thorough full-throttle, static runup before another
2-12
take-off is attempted. The engine should run smoothly and turn approxi-
mately 2460 to 2560 RPM with carburetor heat off.
Full throttle runups over loose gravel are especially harmful to pro-
peller tips. When take-offs must be made over a gravel surface, it is
very important that the throttle be advanced slowly. This allows the air-
plane to start rolling before high RPM is developed, and the gravel will
be blown back of the propeller rather than pulled into it. When unavoid-
able small dents appear in the propeller blades, they should be immediate -
ly corrected as described in Section V.
Prior to take-off from fields above 5000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup,
After full throttle is applied, adjust the throttle friction lock clock-
wise 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.
FLAP SETTINGS.
Normal and obstacle clearance take -offs are performed with flaps up.
The use of 10° flaps will shorten the ground run approximately 10%, but
this advantage is lost in the climb to a 50-foot obstacle, Therefore the
use of 10° flaps is reserved for minimum ground runs or for take-off from
soft or rough fields.
If 10° of flaps are used on soft or rough fields with obstacles ahead, it
is preferable to leave them extended rather than retract them in the climb
to the obstacle. The exception to this rule would be in a high altitude take-
off in hot weather where climb would be marginal with flaps 10°. Flap de-
flections greater than 10° are not recommended at any time for take-off,
PERFORMANCE CHARTS.
Consult the Take-Off Distance chart in Section VI for take-off dis-
tances at gross weight under various altitude and headwind conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
2-13
ground, make a coordinated turn into the wind to correct for drift.
ENROUTE CLIMB.
CLIMB DATA.
For detailed data see Maximum Rate -Of -Climb Data chartin Section VI.
CLIMB SPEEDS.
Normal climbs are conducted at 75 to 85 MPH with flaps up and full
throttle, for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The best rate-of-climb
speeds range from 78 MPH at sea level to 71 MPH at 10, 000 feet. If an
obstruction dictates the use of a steep climb angle, climb at an obstacle
clearance speed of 70 MPH with flaps retracted.
NOTE
Steep climbs at low speeds should be of short dura-
tion to allow improved engine cooling.
CRUISE.
Normal cruising is done at power settings up to 75% power. The
engine RPM and corresponding fuel consumption for various altitudes can
be determined by using your Cessna Power Computer or the Operational
Data in Section VI.
The Operational Data in Section VI shows the increased range and
improved fuel economy that is obtainable when operating at lower power
settings and higher altitudes. The use of lower power settings and the
selection of cruise altitude on the basis of the most favorable wind condi-
tions are significant factors that should be considered on every trip to
reduce fuel consumption.
The Cruise Performance table on page 2-15 shows the true airspeed
and miles per gallon during cruise for various altitudes and percent pow-
ers. 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.
2-14
CRUISE PERFORMANCE
COMMUTER
75% POWER 65% POWER 55% POWER
ALTITUDE TAS MPG TAS MPG TAS MPG
Sea Level 115 20.5 108 22.0 102 24.3
3500 Feet 118 21.1 112 22.9 105 29.0
7000 Feet 122 21.8 115 23.5 108 | 25.7
Standard Conditions Zero Wind
To achieve the lean mixture fuel consumption figures shown in
Section VI, the mixture should be leaned as follows:
(1) Pull the mixture control out until engine RPM peaks and begins
to fall off,
(2) Enrichen slightly back to peak RPM.
For best fuel economy at 55% power or less, operate at the leanest
mixture that results in smooth engine operation or at 50 RPM on the lean
side of the peak RPM, whichever occurs first. This will result in approxi-
mately 5% greater range than shown in this manual.
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi-
nal RPM (with heat off), use the minimum amount of heat (by trial and
error) to prevent ice from forming. Since the heated air causes a richer
mixture, readjust the mixture setting when carburetor heat is to be used
continuously in cruise flight.
The use of full carburetor heat is recommended during flight in very
heavy rain to avoid the possibility of engine stoppage due to excessive
water ingestion. The mixture setting should be readjusted for smoothest
operation.
STALLS.
The stall characteristics are conventional for the flaps up and flaps
down condition. Slight elevator buffeting may occur just before the stall
with flaps down.
Stall speeds are shown in Section VI for aft c.g., full gross weight
conditions. They are presented as calibrated airspeeds because indicated
airspeeds are unreliable near the stall. The stall warning horn produces
a steady signal 5 to 10 MPH before the actual stall is reached and remains
on until the airplane flight attitude is changed.
SPINS.
Spins are approved in this aircraft (see Section IV). For recovery
from an inadvertent or intentional spin, the following procedure should
be used.
(1) RETARD THROTTLE TO IDLE POSITION.
(2) APPLY FULL RUDDER OPPOSITE TO THE DIRECTION OF
ROTATION.
(3) AFTER ONE-FOURTH TURN, MOVE THE CONTROL WHEEL
FORWARD OF NEUTRAL IN A BRISK MOTION.
(4) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
Application of aileron in the direction of the spin will greatly increase
the rotation rate and delay the recovery. Ailerons should be held in a
neutral position throughout the spin and the recovery. Intentional spins
with flaps extended are prohibited.
LANDING.
Normal landing approaches can be made with power-on or power-off
at speeds of 70 to 80 MPH with flaps up, and 60 to 70 MPH with flaps
down. Surface winds and air turbulence are usually the primary factors
in determining the most comfortable approach speeds.
Actual touchdown should be made with power-off and on the main
wheels first. The nose wheel should be lowered smoothly to the runway
as speed is diminished.
2-16
SHORT FIELD LANDINGS.
For a maximum performance short field landing in smooth air condi-
tions, make an approach at 60 MPH with 40° flaps using enough power to
control the glide path. After all approach obstacles are cleared, pro-
gressively reduce power and maintain 60 MPH by lowering the nose of the
airplane. Touchdown should be made with power-off and on the main
wheels first. Immediately after touchdown, lower the nose wheel and
apply heavy braking as required. For maximum brake effectiveness, re-
tract the flaps, hold full nose -up elevator, and apply maximum brake
pressure without sliding the tires.
Slightly higher approach speeds should be used under turbulent air
conditions.
CROSSWIND LANDINGS.
When landing in a strong crosswind, use the minimum flap setting
required for the field length. Use a wing low, crab, or a combination
method of drift correction and land in a nearly level attitude.
Excessive nose strut inflation can hinder nose wheel alignment with the
aircraft ground track in a drifting crosswind landing at touchdown and dur -
ing ground roll. This can be counteracted by firmly lowering the nose wheel
to the ground after initial contact. This action partially compresses the
nose strut, permitting nose wheel swiveling and positive ground steering.
BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should
be reduced to 20° immediately after full power is applied, Upon reach-
ing a safe airspeed, the flaps should be slowly retracted to the full up
position.
In critical situations where undivided attention to the aircraft is re-
quired, the 20° flap setting can be approximated by holding the flap switch
for approximately two seconds, This technique will allow the pilot to ob-
tain the 20° setting without having to divert his attention to the flap posi-
tion indicator.
COLD WEATHER OPERATION.
Prior to starting on cold mornings, it is advisable to pull the pro-
2-17
peller through several times by hand to "break loose" or "limber" the
oil, thus conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it
as if the ignition switch is turned on. A loose or
broken ground wire on either magneto could cause
the engine to fire.
In extremely cold (0°F and lower) weather, the use of an external pre-
heater is recommended whenever possible to reduce wear and abuse to
the engine and electrical system,
Cold weather starting procedures are as follows:
With Preheat:
(1) With ignition switch OFF and throttle closed, prime the engine
four to ten strokes as the propeller is being turned over by hand.
NOTE
Use heavy strokes of primer for best atomization of
fuel. After priming, push primer all the way in and
turn to locked position to avoid possibility of engine
drawing fuel through the primer,
(2) Propeller Area -- CLEAR,
(3) Master Switch -- ON.
(4) Throttle -- OPEN 1/4 INCH.
(5) Mixture -- FULL RICH.
(6) Ignition Switch -- START.
(7) Release ignition switch to BOTH when engine starts.
(8) Oil Pressure -- CHECK.
Without Preheat:
(1) Prime the engine eight to ten strokes while the propeller is
being turned by hand with the throttle closed. Leave the primer
charged and ready for a stroke.
(2) Propeller Area -- CLEAR,
(3) Mixture -- FULL RICH.
(4) Master Switch -- ON.
(5) Ignition Switeh -- START.
2-18
(6) Pump throttle rapidly to full open twice. Return to 1/4" open
position.
(7) Release ignition switch to BOTH when engine starts.
(8) Continue to prime engine until it is running smoothly, or alter-
nately, pump throttle rapidly over first 1/4 of total travel.
(9) Oil Pressure -- CHECK.
(10) Pull carburetor heat knob full on after engine has started. Leave
on until engine is running smoothly.
(11) Primer -- LOCK.
NOTE
If the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
IMPORTANT
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 flames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without pre-
heat.
During cold weather operations, no indication will be apparent on the
oil temperature gage prior to take-off if outside air temperatures are very
cold. After a suitable warm-up period ( 2 to 5 minutes at 1000 RPM), ac-
celerate the engine several times to higher engine RPM. If the engine ac-
celerates smoothly and the oil pressure remains normal and steady, the
aircraft is ready for take-off.
When operating in sub-zero temperature, avoid using partial carbu-
retor heat. Partial heat may increase the carburetor air temperature to
the 32° to 70° range, where icing is critical under certain atmospheric
conditions.
Refer to Section VII for cold weather equipment.
NOISE ABATEMENT.
Increased emphasis on improving the quality of our environment re-
2-19
quires renewed effort on the part of all pilots to minimize the effect of air-
craft noise on the public.
We, as pilots, can demonstrate our concern for environmental im-
provement, 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 2, 000 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
take-off and descent for landing should be made so as to avoid pro-
longed flight at low altitude near noise- sensitive areas.
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 2, 000 feet is necessary for him to
adequately exercise his duty to see and avoid other air-
craît.
2-20
Section Il
ma Ван В
EMERGENCY PROCEDURES
Emergencies caused by aircraft or engine malfunctions are extremely
rare if proper pre-flight inspections and maintenance are practiced. En-
route weather emergencies can be minimized or eliminated by careful
flight planning and good judgement 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 prob-
lem.
ENGINE FAILURE.
ENGINE FAILURE AFTER TAKE-OFF.
Prompt lowering of the nose to maintain airspeed and establish a glide
attitude is the first response to an engine failure after take-off. In most
cases, the landing should be planned straight ahead with only small changes
in direction to avoid obstructions. Altitude and airspeed are seldom suffi-
cient to execute a 180° gliding turn necessary to return to the runway. The
following procedures assume that adequate time exists to secure the fuel
and ignition systems prior to touchdown.
(1) Airspeed -- 70 MPH.
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Shutoff Valve -- OFF,
(4) Ignition Switch -- OFF,
(5) Wing Flaps -- AS REQUIRED (40° recommended).
(6) Master Switch -- OFF,
ENGINE FAILURE DURING FLIGHT.
While gliding toward a suitable landing area, an effort should be made
to identify the cause of the failure. If time permits, and an engine restart
is feasible, proceed as follows:
3-1
(1) Airspeed -- 75 MPH.
(2) Carburetor Heat -- ON.
(3) Fuel Shutoff Valve -- ON.
(4) Mixture -- RICH.
(5) Ignition Switch -- BOTH (or START if propeller is not windmilling)
(6) Primer -- IN and LOCKED.
If the engine cannot be restarted, a forced landing without power must be
executed. A recommended procedure for this is given in the following
paragraph.
FORCED LANDINGS.
EMERGENCY LANDING WITHOUT ENGINE POWER.
If all attempts to restart the engine fail and a forced landing is immi-
nent, select a suitable field and prepare for the landing as follows:
(1) Airspeed -- 75 MPH (flaps UP)
65 MPH (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Shutoff Valve -- OFF,
(4) Ignition Switch -- OFF.
(5) Wing Flaps -- AS REQUIRED (40° recommended).
(6) Master Switch -- OFF.
(7) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(8) Touchdown -- SLIGHTLY TAIL LOW.
(9) Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER.
Before attempting an "off airport landing, one should drag the land-
ing area at a safe but low altitude to inspect the terrain for obstructions
and surface conditions, proceeding as follows:
3-2
(1) Drag over selected field with flaps 20° and 70 MPH airspeed,
noting the preferred area for touchdown for the next landing approach.
Then retract flaps upon reaching a safe altitude and airspeed.
(2) Radio, Electrical Switches -- OFF.
(3) Wing Flaps -- 40”,
(4) Airspeed -- 65 MPH.
(5) Master Switch -- OFF.
(6) Doors -- UNLATCH PRIOR TO TOUCHDOWN,
(7) Touchdown -- SLIGHTLY TAIL LOW.
(8) Ignition Switch -- OFF.
(9) Brakes -- APPLY HEAVILY.
DITCHING.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area, and collect folded coats or cushions for protection of
occupant's face at touchdown. Transmit Mayday message on 121. 5 MHz.
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel to swells.
(2) Approach with flaps 40° and sufficient power for a 300 ft. /min.
rate of descent at 65 MPH.
(3) Unlatch the cabin doors.
(4) Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging airplane height
over a water surface.
(5) Place folded coat or cushion in front of face at time of touchdown.
(6) Evacuate airplane through cabin doors. If necessary, open win-
dow to flood cabin compartment for equalizing pressure so that door
can be opened.
(7) Inflate life vests and raft (if available) after evacuation of cabin.
The aircraft cannot be depended on for flotation for more than a few
minutes.
FIRES.
ENGINE FIRE DURING START ON GROUND.
Improper starting procedures during a difficult cold weather start can
cause a backfire which could ignite fuel that has accumulated in the intake
duct. In this event, proceed as follows:
(1) Continue cranking in an attempt to get a start which would suck
the flames and accumulated fuel through the carburetor and into the
engine,
(2) If the start is successful, run the engine at 1700 RPM for a few
minutes before shutting it down to inspect the damage.
3-3
(3) If engine start is unsuccessful, continue cranking for two or three
minutes with throttle full open while ground attendants obtain fire ex-
tinguishers.
(4) When ready to extinguish fire, discontinue cranking and turn off
master switch, ignition switch, and fuel shutoff valve.
(5) Smother flames with fire extinguisher, seat cushion, wool blanket,
or loose dirt. If practical, try to remove carburetor air filter if it is
ablaze.
(6) Make a thorough inspection of fire damage, and repair or replace
damaged components before conducting another flight.
ENGINE FIRE IN FLIGHT.
Although engine fires are extremely rare in flight, the following steps
should be taken if one is encountered:
(1) Mixture -- IDLE CUT-OFF.
(2) Fuel Shutoff Valve -- OFF.
(3) Master Switch -- OFF,
(4) Cabin Heat and Air -- OFF (except overhead vents).
(5) Airspeed -- 100 MPH, If fire is not extinguished, increase glide
speed to find an airspeed which will provide an incombustible mixture.
Execute a forced landing as outlined in preceding paragraphs.
ELECTRICAL FIRE IN FLIGHT.
The initial indication of an electrical fire is usually the odor of burn-
ing insulation. The following procedure should then be used:
(1) Master Switch -- OFF.
(2) All Radio/Electrical Switches -- OFF.
(3) Vents/Cabin Air/Heat -- CLOSED.
(4) Fire Extinguisher -- ACTIVATE (if available).
If fire appears out and electrical power is necessary for continuance
of flight:
(5) Master Switch -- ON.
(6) Fuses and Circuit Breaker -- 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.
DISORIENTATION IN CLOUDS.
In the event of a vacuum system failure during flight in marginal
weather, the directional gyro and gyro horizon will be disabled, and the
pilot will have to rely on the turn coordinator or the turn and bank indi-
cator 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 pro-
ficient in partial panel instrument flying,
EXECUTING A 180% TURN IN CLOUDS,
Upon 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 sym-
bolic aircraft wing opposite the lower left index mark for 60 seconds.
Then roll back to level flight by leveling the miniature aircraft.
(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 ac-
curately.
(5) Maintain altitude and airspeed by cautious application of elevator
control. Avoid overcontroiling by keeping the hands off the control
wheel and steering only with rudder.
EMERGENCY LET-DOWNS THROUGH CLOUDS.
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 approxi-
mate course. Before descending into the clouds, set up a stabilized let-
down condition as follows:
3-5
(1) Apply full rich mixture.
(2) Use full carburetor heat.
(3) Reduce power to set up a 500 to 800 ft. /min. rate of descent.
(4) Adjust the elevator trim tab for a stabilized descent at 80 MPH.
(5) Keep hands off the control wheel.
(6) Monitor turn coordinator and make corrections by rudder alone.
(7) Check trend of compass card movement and make cautious cor-
rections with rudder to stop the turn.
(8) 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 aircraft in the turn coordinator with the horizon
reference line.
(3) Cautiously apply elevator back pressure to slowly reduce the in-
dicated airspeed to 80 MPH.
(4) Adjust the elevator trim control to maintain an 80 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold
a straight heading.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to dis-
turb the trimmed glide.
(8) Upon breaking out of clouds, apply normal cruising power and re-
sume flight.
FLIGHT IN ICING CONDITIONS.
Although flying in known icing conditions is prohibited, an unexpected
icing encounter should be handled as follows:
(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 to obtain windshield defroster air-
flow. Adjust cabin air control to get maximum defroster heat and air-
flow.
3-6
(4) Open the throttle to increase engine speed and 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 engine speed could be
caused by carburetor ice or air intake filter ice. Lean the mixture
for maximum RPM 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.
(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 in a loss of elevator effectiveness.
(9) Open left 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 75 to 85 MPH, depending upon the amount of ice
accumulation.
(12) Perform a landing in level attitude.
ROUGH ENGINE OPERATION OR LOSS OF POWER.
CARBURETOR ICING.
A gradual loss of RPM 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. If conditions require
the continued use of carburetor heat in cruise flight, use the minimum
amount of heat necessary to prevent ice from forming and lean the mix-
ture slightly 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 normal lean setting
for cruising flight. If the problem does not clear up in several minutes,
3-7
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 a single
ignition position.
MAGNETO MALFUNCTION. |
A sudden engine roughness or misfiring is usually evidence of mag- 1
neto problems. Switching from BOTH to either L or R ignition switch
position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued opera-
tion on BOTH magnetos is practicable. If not, switch to the good mag-
neto and proceed to the nearest airport for repairs.
LOW OIL PRESSURE.
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 pre-
cautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest air-
port would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil tempera-
ture, there is good reason to suspect an engine failure is imminent. Re-
duce engine power immediately and select a suitable forced landing field.
Leave the engine running at low power during the approach, using 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-
ever, the cause of these malfunctions is usually difficult to determine.
Broken or loose alternator 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. Prob- y
lems of this nature constitute an electrical emergency and should be dealt )
with immediately. Electrical power malfunctions usually fall into two cate-
gories: excessive rate of charge and insufficient rate of charge. The
paragraphs below describe the recommended remedy for each situation.
3-8
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 ac-
cept 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 comes
on 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 use
of the landing light and flaps 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 non-essential equipment should be turned off and the
flight terminated as soon as practical.
EMERGENCY LOCATOR TRANSMITTER (ELT).
The ELT consists of a self-contained dual-frequency radio transmit-
ter and battery power supply, and is activated by an impact of 5g or more
as may be experienced in a crash landing. The ELT emits an omnidirec-
tional signal on the international distress frequencies of 121. 5 and 243.0
MHz. General aviation and commercial aircraft, the FAA, and CAP
monitor 121.5 MHz, and 243.0 MHz is monitored by the military. Follow-
ing a crash landing, the ELT will provide line-of-sight transmission up to
100 miles at 10,000 feet. The duration of ELT transmissions is affected
3-9
by ambient temperature. At temperatures of +70° to +130°F, continuous
transmission for 115 hours can be expected; a temperature of -40°F will
shorten the duration to 70 hours.
The ELT is readily identified as a bright orange unit mounted behind
the baggage compartment wall on the right side of the fuselage. 'To gain
access to the unit, pull out on the black fasteners on the baggage compar-
ment wall, and lift the wall out. The ELT is operated by a control panel
at the forward facing end of the unit (see figure 3-1).
ELT OPERATION.
(1) NORMAL OPERATION: As long as the function selector switch
remains in the ARM position, the ELT automatically activates follow-
ing an impact of 5 g or more over a short time period.
(2) ELT FAILURE: If "g'" switch actuation is questioned following
a minor crash landing, gain access to the ELT and place the function
selector switch in the ON position.
(3) PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve aircraft
battery. Do not activate radio transceiver.
(4) AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function
selector switch in the OFF position, preventing radio interference.
Attempt contact with rescue aircraft with the radio transceiver set
to a frequency of 121.5 MHz. If no contact is established, return the
function selector switch to ON immediately.
(5) FOLLOWING RESCUE: Place ELT function selector switch in
the OFF position, terminating emergency transmissions.
(6) INADVERTENT ACTIVATION: Following a lightning strike or an
exceptionally hard landing, the ELT may activate although no emer-
gency exists. Select 121.5 MHz on your radio transceiver. If the
ELT can be heard transmitting, place the function selector switch
in the OFF position; then immediately return the switch to ARM.
El T EEES 4
7 ser SwitCH то ом _ ; A
OEA TE i= 1
CC | ser swirch TO ARM a...
ONTRO ll REMOTE OPERATION:
| JG JAEL A
re i Rem
PANEL
1. COVER - Removable for access to battery.
2. FUNCTION SELECTOR SWITCH (3-position toggle switch):
ON - Activates transmitter instantly. Used for test purposes
and if "g'"" switch is inoperative.
OFF - Deactivates transmitter. Used during shipping, storage
and following rescue.
ARM - Activates transmitter only when "g" switch receives 5g
or more impact.
3. ANTENNA RECEPTACLE - Connection to antenna mounted on
top of the tailcone.
Figure 3-1.
3-11
Section lV
FM в Ш
OPERATING LIMITATIONS
OPERATIONS AUTHORIZED.
Your Cessna exceeds the requirements of airworthiness as set forth
by the United States Government, and is certificated under FAA Type Cer-
tificate No. 3A19 as Cessna Model No. 150M.
The airplane may be equipped for day, night, VFR, or IFR operation.
Your Cessna Dealer will be happy to assist you in selecting equipment
best suited to your needs.
Your airplane must be operated in accordance with all FAA-approved
markings and placards in the airplane. If there is any information in this
section which contradicts the FAA-approved markings and placards, it is
to be disregarded.
MANEUVERS-UTILITY CATEGORY.
This airplane is certificated in the utility category and is designed
for limited aerobatic flight. In the acquisition of various certificates
such as commercial pilot, instrument pilot and flight instructor, certain
maneuvers are required by the FAA. All of these maneuvers are per-
mitted in this airplane. In connection with the foregoing, the following
gross weight and flight load factors apply, with maximum entry speeds
for maneuvers as shown:
Gross Well + 4 4 » 4 vw sw 6 ws en wi 5 + 1600 lba
Flight Load Factor, *Flaps Up. . . . . . . . . . +4.4 -1,76
Flight Load Factor, *Flaps Down . . . . . . . . +3.5
*The design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.
No aerobatic maneuvers are approved except those listed below:
MANEUVER MAXIMUM ENTRY SPEED*
Chandelles: : составы . 109 MPH (95 knots)
Lazy EightS 5 à zu ue à a ws . 109 MPH (95 knots)
Steep Turns «© — + «+ 6 + 4 + + a 4 4 » . 109 MPH (95 knots)
Spins . . . « « « + « « , Use Slow Deceleration
Stalls (Except Whip Stalls) . « « « « « + , Use Slow Deceleration
* Higher speeds can be used if abrupt use of the controls is avoided.
Aerobatics that may impose high loads should not be attempted. The
important thing to bear in mind in flight maneuvers is that the airplane is
clean in aerodynamic design and will build up speed quickly with the nose
down. Proper speed control is an essential requirement for execution of
any maneuver, and care should always be exercised to avoid excessive
speed which in turn can impose excessive loads. In the execution of all
maneuvers, avoid abrupt use of controls.
AIRSPEED LIMITATIONS (CAS).
The following is a list of the certificated calibrated airspeed (CAS)
limitations for the airplane.
Never Exceed Speed (glide or dive, smooth air) . . . . . 162 MPH
Maximum Structural Cruising Speed . . . . . . . . . . 120 MPH
Maximum Speed, Flaps Extended. . . . . . +. « . . . 100 MPH
*Maneuvering Speed . . . iE Ew aw ow wow 6 A cr OO MEH
*The maximum speed at which you may use abrupt control travel,
AIRSPEED INDICATOR MARKINGS.
The following is a list of the certificated calibrated airspeed mark-
ings (CAS) for the airplane.
. . . 162 MPH (red line)
120-162 MPH (yellow arc)
56-120 MPH (green arc)
49-100 MPH (white arc)
Never Exceed (glide or dive, smooth air) .
Caution Range . j UE 3
Normal Operating Range
Flap Operating Range .
4-2
ENGINE OPERATION LIMITATIONS.
Power and Speed. « + « == a aa xa e a 100 BHP at 2750 RPM
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Range . . ...
Maximum Allowable , ...
* * ñ * ü a . * - . Green Arc
* + * = " * * * a " 240 °F (red line)
OIL PRESSURE GAGE.
Minimum Idling , , . . « +. + + « + + + + e , , 10 PSI (red line)
Normal Operating Range . . . . . . . . . .30-60PSI (green arc)
Maximum > 34. 474 20604. 64: 6 7 dais a .100PSI (red line)
FUEL QUANTITY INDICATORS.
Empty (1.75 gallons unusable each standard tank) . . . E (red line)
(1.50 gallons unusable each long range tank)
TACHOMETER.
Normal Operating Range. . . . . . . . 2000-2750 RPM (green arc)
Maximum Allowable . . . . . . . . 2750 RPM (red line)
SUCTION GAGE (GYRO SYSTEM).
Normal Operating Range 4,6 - 5.4 in. Hg (green arc)
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 Loading Problem, Loading Graph,
and Center of Gravity Moment Envelope as follows:
Take the licensed empty weight and moment from appropriate weight
and balance records carried in your airplane, and write them down in the
column titled "YOUR AIRPLANE" on the Sample Loading Problem.
NOTE
The licensed empty weight and moment are recorded
on the Weight and Balance and Installed Equipment
Data sheet, or on revised weight and balance records,
and are included in the aircraft file. In addition to
the licensed 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
and baggage is based on seats positioned for average
occupants and baggage loaded in the center of the
baggage 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 or baggage area limita-
tion). 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.
4-4
| LOADING ARRANGEMENTS
* Pilot or passenger center of STATION TA
gravity on adjustable seats —(C-G. ARM) (C.G. )
positioned for average occu-
pant. Numbers in parentheses AL. hg ul
indicate forward and aft limits
of occupant center of gravit
(33 TO 41) | (33 TO 41)
|
*r Arms measured to the center
of the areas shown. CHILD SEAT
**64 ——|— AREA | 64 —
NOTE
The aft baggage wall (approx-
imate station 94) can be used **84 ——|- AREA 2 *+*84 ——|- AREA 2
as a convenient interior refer -
ence point for deter mining the 94 — ns
location of baggage area fuselage STANDARD OPTIONAL
RANTE: SEATING SEATING
BAGGAGE LOADING AND TIE-DOWN
UTILITY SHELF
BAGGAGE AREA
MAXIMUM ALLOWABLE LOADS
AREA (1) = 120 POUNDS
AREA (2) = 40 POUNDS
AREAS (1) + (2) = 120 POUNDS
* TIE-DOWN NET ATTACH POINTS
* A tie-down net is provided to secure baggage in the baggage area.
The net attaches to six tie-down rings. Two rings are located on the floor
just aft of the seat backs and one ring is located two inches above the floor
on each cabin wall at the aft end of area . Two additional rings are
located at the top, aft end of area . Af least four rings should be used
to restrain the maximum baggage load of 1204,
If the airplane is equipped with an optional utility shelf, it should be re-
moved prior to loading and tying down large baggage items. (Slide the tab of
the locking clips on each end of the shelf to disengage the shelf from the
aircraft structure.) After baggage is loaded and secured, either stow the
shell or, if space permits, install it for storing small articles.
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Section Ÿ
EE Ten...
CARE OF THE AIRPLANE
H your airplane is to retain that new-plane performance and depend-
ability, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventive main-
tenance based on climatic and flying conditions encountered in your lo-
cality.
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.
GROUND HANDLING.
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 30° either side of center, or dam-
age 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.
MOORING YOUR AIRPLANE.
Proper tie-down is the best precaution against damage to your parked
airplane by gusty or strong winds. To tie down your airplane securely,
proceed as follows:
(1) Set parking brake and install control wheel lock.
(2) Install a surface control lock between each aileron and flap.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing and tail tie-down fittings, and secure each rope
to ramp tie-down.
(4) Install a surface control lock over the fin and rudder.
(5) Install a pitot tube cover.
(6) Tie a rope to an exposed portion of the engine mount and secure
the opposite end to a ramp tie-down,
WINDSHIELD- WINDOWS.
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 re-
moved. 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 ma-
terials 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 clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft flan-
nel 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 com-
pletely; in most cases, the curing period will have been completed prior
to delivery of the airplane. In the event that polishing or buffing is re-
quired within the curing period, it is recommended that the work be done
5-2
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 cor-
rosion 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.
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 neces-
sary to remove ice before flight, care should be taken to protect the paint-
ed surfaces during ice removal with chemical liquids. A 50-50 solution
of isopropyl alcohol and water will satisfactorily remove ice accumula-
tions without damaging the paint. A solution with more than 50% alcohol
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.
ALUMINUM SURFACES.
The clad aluminum surfaces of your Cessna require only minimum care
to keep them bright and clean. The airplane may be washed with water to
remove dirt; oil and grease may be removed with gasoline, naphtha, car-
bon tetrachloride or other non-alkaline solvents. Dulled aluminum sur-
faces may be cleaned effectively with an aircraft aluminum polish.
After cleaning, and periodically thereafter, waxing with a good auto-
motive wax will preserve the bright appearance and retard corrosion.
Regular waxing is especially recommended for airplanes operated in salt
water areas as a protection against corrosion.
PROPELLER CARE.
Preflight inspection of propeller blades for nicks, and wiping them
9-3
occasionally with an oily cloth to clean off grass and bug stains will as-
sure long, trouble-free service. Small nicks on the blades, 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; re-
move grease and dirt with carbon tetrachloride or Stoddard solvent.
INTERIOR CARE.
To remove dust and loose dirt from the upholstery, headliner, and
carpet, clean the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly, with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for sev-
eral seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, used spar-
ingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volatile solvent; it may damage the padding and back-
ing materials.
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.
The plastic trim, instrument panel and control knobs need only be
wiped off with a damp cloth. Oil and grease on the control wheel and con-
trol knobs can be removed with a cloth moistened with Stoddard solvent.
Volatile solvents, such as mentioned in paragraphs on care of the wind-
shield, must never be used since they soften and craze the plastic.
MAA PLATE/FINISH AND TRIM PLATE.
Information concerning the Type Certificate Number (TC), Production
Certificate Number (PC), Model Number and Serial Number of your par-
ticular aircraft can be found on the MAA (Manufacturers Aircraft Associ-
ation) plate located on the cabin floor below the left rear corner of the
5-4
pilot's seat. The plate is accessible by sliding the seat forward and lifting
the carpet in this area,
A Finish and Trim plate contains a code describing the interior color
scheme and exterior paint combination of the aircraft, The code may be
used in conjunction with an applicable Parts Catalog if finish and trim in-
formation is needed. This plate is located adjacent to the MAA plate.
AIRCRAFT FILE.
There are miscellaneous data, information and licenses that are a
part of the aircraft 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 aircraft at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-2).
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
B. To be carried in the aircraft at all times:
(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2) Aircraft Equipment List.
C. To be made available upon request.
(1) Aircraft 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 exported aircraft should check with
their own aviation officials to determine their individual requirements.
Cessna recommends that these items, plus the Owner's Manual,
Power Computer, Pilot's Checklist, Customer Care Program book and
Customer Care Card, be carried in the aircraft at all times.
5-5
FLYABLE STORAGE.
Aircraft 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 revolu-
tions. This action ""limbers' the oil and prevents any accumulation of cor-
rosion on engine cylinder walls,
IMPORTANT
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 aircraft 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 the electrolyte from freezing in cold weather. If the aircraft is to
be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
INSPECTION REQUIREMENTS.
As required by Federal Aviation Regulations, all civil aircraft of U.S.
registry must undergo a complete inspection (annual) each twelve calendar
months, In addition to the required ANNUAL inspection, aircraft operated
commercially (for hire) must have a complete inspection every 100 hours
of operation,
In lieu of the above requirements, an aircraft 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.
5-6
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to
provide a modern progressive inspection schedule that satisfies the com-
plete aircraft inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna aircraft.
CESSNA PROGRESSIVE CARE.
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your aircraft at a minimum cost and down-
time, Under this program, your aircraft is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period, The op-
erations are recycled each 200 hours and are recorded in a specially pro-
vided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for air-
craft that are being flown 200 hours or more per year, and the 100-hour
inspection for all other aircraft. 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 familiarity of Cessna Dealers with Cessna equipment and
factory-approved procedures provides the highest level of service possible
at lower cost to Cessna owners,
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 aircraft. You will want to thoroughly
review your Customer Care Program book and keep it in your aircraft at
all times.
Coupons attached to the Program book entitle you to an initial inspec-
tion 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 aircraft to you, If you pick up your air-
craft 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.
5-7
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
aircraft. 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 aircraft accomplish this work.
SERVICING REQUIREMENTS.
For quick and ready reference, quantities, materials, and specifica-
tions for frequently used service items (such as fuel, oil, ete.) are shown
on the inside back cover of this manual,
In addition to the EXTERIOR INSPEC TION covered in Section I,
COMPLETE servicing, inspection, and test requirements for your air-
craft are detailed in the aircraft Service Manual, The Service Manual
outlines all items which require attention at 50, 100, and 200 hour in-
tervals plus those items which require servicing, inspection, and/or
testing at special intervals.
Since Cessna Dealers conduct all service, inspection, and test pro-
cedures in accordance with applicable Service Manuals, it is recommend-
ed that you contact your Dealer concerning these requirements and begin
scheduling your aircraft for service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are
accomplished 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 aircraft is being operated.
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.
5-8
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 programs,
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
aircraft when delivered from the factory. These items are listed below.
e CUSTOMER CARE PROGRAM BOOK
e OWNER'S MANUALS FOR YOUR
AIRCRAFT
AVIONICS
e POWER COMPUTER
e SALES AND SERVICE DEALER DIRECTORY
e DO'S AND DON'TS ENGINE BOOKLET
The following additional publications, plus many other supplies that
are applicable to your aircraft, are available from your Cessna Dealer.
® SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS
Your Cessna Dealer has a current catalog of all Customer Services
Supplies that are available, many of which he keeps on hand. Supplies
which are not in stock, he will be happy to order for you,
"Ii EBT ea
|
NE
OPERATIONAL DATA
Section ИГ
The operational data shown on the following pages are compiled from
actual tests with the aircraft and engine in good condition and using aver-
age piloting technique. You will find this data a valuable aid when plan-
ning your flights.
A power setting selected from the range chart usually will be more
efficient than a random setting, since it will permit you to estimate your
fuel consumption more accurately. You will find that using the chart and
your Power Computer will pay dividends in overall efficiency.
Cruise and range performance shown in this section is based on the
use of a McCauley 1A102/0CM6948 propeller and a standard equipped
Commuter. Other conditions for the performance data are shown in the
chart headings. Allowances for fuel reserve, headwinds, take-off and
climb, and variations in mixture leaning technique should be made and
are in addition to those shown on the chart. Other indeterminate variables
such as carburetor metering characteristics, engine and propeller condi-
tions, externally-mounted optional equipment and turbulence of the atmo-
sphere may account for variations of 10% or more in maximum range.
Remember that the charts contained herein are based on standard day
conditions. For more precise power, fuel consumption, and endurance in-
formation, consult the Cessna Power Computer supplied with your air-
craft. With the Power Computer, you can easily take into account temper-
ature variations from standard at any flight altitude.
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12,000
10,000
8000
6000
4000
2000
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GROUND DISTANCE (STATUTE MILES)
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Gross Weight - 1600 Lbs.
CRUISE PERFORMANCE Standard Conditions
— COMMUTER — cap IES
Lean Mixture
NOTES: 1. Maximum cruise is normally limited to 75% power.
2. Cruise speeds for the standard Model 150 (without speed fairings)
are approximately 2 MPH lower than shown.
3. Mo ollowances fortake-off, climb or reserve.
22.5 GAL (NO RESERVE) | 35.0 GAL (NO RESERVE)
% TAS | СА! / ENDR. RANGE EMDR. RANGE
ALTITUDE [RPM | BHP | MPH| HOUR HOURS MILES HOURS MILES
2500 2750 | 87 124 6.6 3.4 425 5.3 665
2700 | 82 121 6.1 3.7 445 5.7 690
2600 | 72 116 5,4 4,2 480 6.5 745
2500 | 64 110 4,8 4,7 515 7.3 800
2400 | 56 105 4.3 5.2 550 8.2 855
2300 | 50 99 3,8 5.9 585 9.2 910
2200 | 44 94 3.4 6.5 615 10.2 955
2100 | 38 88 3.1 7.3 640 11.3 990
5000 2750 | 80 123 6.0 3.8 460 5.8 720
2700 | T5 120 5.6 4.0 480 6.2 745
2600 | 67 115 5.0 4.5 515 7.0 800
2500 | 59 109 4,5 5.0 550 7.8 855
2400 | 52 104 4,0 5.6 585 8.7 905
2300 | 46 98 3.6 6.2 615 9,7 955
2200 | 41 92 3.2 6.9 640 10.8 995
7500 2750 | 73 122 5.5 4.1 500 6.4 775
2700 | 69 119 5.2 4,3 515 6.7 £200
2600 | 62 114 4,7 4.8 550 7.5 855
2500 | 55 108 4.7 5.4 585 8.4 905
2400 | 49 103 3.8 6.0 615 9.3 955
2300 | 43 97 3.4 6.6 640 10.3 995
2200 | 39 90 3.1 7.2 655 11,3 1015
10000 2700 | 64 118 4.8 4,7 550 T.3 860
2600 | 57 112 4.3 5.2 585 8,1 310
2500 | 51 107 3.9 5.8 615 8.9 960
2400 | 45 101 3.5 6.3 645 9.9 1000
2300 | 41 95 3.2 6.9 660 10.8 1025
12500 2650 | 56 114 4.3 5.3 605 8.2 940
2600 | 53 111 4.1 5,6 620 8.6 965
2500 | 47 105 3.7 6.1 645 9.5 1005
2400 | 43 99 3.4 6.7 660 10.4 1030
2300 | 39 91 3.1 7.2 660 11.2 1025
6-4
Figure 6-4,
Figure 6-5.
6-5
Section VII
a E “E -
OPTIONAL SYSTEMS
This section contains a description, operating procedures, and per -
formance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner's Manual Supplements are pro-
vided to cover operation of other optional equipment systems when in-
stalled in your airplane. Contact your Cessna Dealer for a complete
list of available optional equipment.
COLD WEATHER EQUIPMENT
WINTERIZATION KIT.
For continuous operation in temperatures consistently below 20°F,
the Cessna winterization kit should be installed to improve engine opera-
tion. The kit consists of two shields to partially cover the cowl nose cap
opening, the addition of heat ducting from the right exhaust manifold for
additional cabin heat, a carburetor airbox heat outlet cap, and insulation
for the engine crankcase breather line. Once installed, the crankcase
breather insulation is approved for permanent use in both cold and hot
weather.
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 electrical and electronic equipment.
Just before connecting an external power source (generator type or
battery cart), the master switch-should be turned ON. This is especially
important since it will enable the battery to absorb transient voltages
7-1
which otherwise might damage the transistors in the electronic equipment.
The battery and external power circuits have been designed to com-
pletely eliminate the need to "jumper" across the battery contactor to
close it for charging a completely "dead" battery. A special fused cir-
cuit in the external power system supplies the needed "jumper" across
the contacts so that with a "dead" battery and an external power source
applied, turning the master switch ON will close the battery contactor.
RADIO TRANSMITTER SELECTOR SWITCH
Operation of the radio equipment is normal as covered in the respec-
tive radio manuals. When the aircraft is equipped with more than one
radio having transmitter capabilities, a transmitter selector switch is
installed to switch the microphone to the radio unit the pilot desires to
use for transmission. The switch is located under the glare shield and is
labeled TRANS, 1 and 2. Placing the switch in the upper position, labeled
1, switches the microphone to the upper transmitter; the lower position,
labeled 2, switches the microphone to the lower transmitter.
OIL QUICK-DRAIN VALVE
An oil quick-drain valve is optionally offered to replace the drain
plug in the oil sump drain port. The valve provides a quicker and cleaner
method of draining engine oil. To drain the oil with this valve installed,
slip a hose over the end of the valve, route the hose to a suitable con-
tainer, then 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 screwdriver or suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.
7-2
TRUE AIRSPEED INDICATOR
A true airspeed indicator is available to replace the standard airspeed
indicator in your airplane. The true airspeed indicator has a calibrated
rotatable ring which works in conjunction with the airspeed indicator dial
in a manner similar to the operation of a flight computer.
TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then
read true airspeed on rotatable ring opposite airspeed needle.
NOTE
Pressure altitude should not be confused with indicated
altitude. To obtain pressure altitude, set barometric
scale on altimeter to 29. 92 and read pressure altitude
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure alti-
tude has been obtained.
ALPHABETICAL INDEX
A
After Landing, 1-6
Aircraft,
file, 5-5
mooring, 5-1
securing, 1-6
Airspeed Correction Table, 6-2
Airspeed Indicator, True, 7-3
Airspeed Indicator Markings, 4-2
Airspeed Limitations, 4-2
Alternator Check, 2-12
Aluminum Surfaces, 5-3
Ammeter, 2-3
Authorized Operations, 4-1
B
Baggage Loading and Tie-Down, 4-5
Balked Landing, 1-6, 2-16
Before Landing, 1-5
Before Starting Engine, 1-4
Before Take-Off, 1-4, 2-12
alternator check, 2-12
magneto check, 2-12
warm-up, 2-12
Brake, Parking, 2-8
C
Cabin Heating and Ventilating, 2-8
Capacity,
fuel, inside back cover
oil, inside back cover
Carburetor Icing, 3-7
Care,
interior, 5-4
propeller, 5-3
Center of Gravity Moment
Envelope, 4-8
Cessna Customer Care Program,
5-7
Cessna Progressive Care, 5-7
Circuit Breakers and Fuses, 2-5
Climb,
data, 2-14
enroute, 1-5, 2-14
maximum rate-of-climb
chart, 6-3
speeds, 2-14
Cold Weather Equipment, 7-1
ground service plug
receptacle, 7-1
winterization kit, 7-1
Cold Weather Operation, 2-17
Correction Table, Airspeed, 6-2
Crosswind Landing, 2-17
Crosswind Take-Offs, 2-13
Cruise, 1-5, 2-14
Cruise Performance Chart, 2-15,
6-4
D
Diagram,
baggage loading and tie-down,
4-5
electrical system, 2-4
ELT control panel, 3-11
exterior inspection, 1-2
fuel quantity data, 2-1
fuel system, 2-2
instrument panel, 1-8
loading arrangements, 4-5
maximum glide, 6-5
principal dimensions, ii
Index-1
taxiing, 2-11
Dimensions, Principal, ii
Disorientation In Clouds, 3-5
emergency let-down through
clouds, 3-5
executing 180° turn in
clouds, 3-5
recovery from spiral dive, 3-6
Ditching, 3-3
E
Electrical Power Supply System
Malfunctions, 3-8
excessive rate of charge, 3-9
insufficient rate of charge, 3-9
Electrical System, 2-3
ammeter, 2-3
fuses and circuit breakers, 2-5
ground service plug receptacle,
7-1
master switch, 2-3
over-voltage sensor and
warning light, 2-5
schematic, 2-4
Emergency Landing without Engine
Power, 3-2
Emergency Let-Downs Through
Clouds, 3-5
Emergency Locator Transmitter
(ELT), 3-9
ELT operation, 3-10
Empty Weight, inside front cover
Engine,
before starting, 1-4
instrument markings, 4-3
oil, inside back cover
operation limitations, 4-3
starting, 1-4, 2-10
Engine Failure, 3-1
after take-off, 3-1
during flight, 3-1
Enroute Climb, 1-5, 2-14
Index-2
Equipment, Cold Weather, 7-1
Excessive Rate of Electrical
Charge, 3-9
Executing 180° Turn in Clouds,
3-5
Exterior Inspection Diagram, 1-2
Exterior Lighting, 2-6
F
File, Aircraft, 6-4
Fires, 3-3
electrical fire in flight, 3-4
engine fire during start on
ground, 3-3
engine fire in flight, 3-4
Flight in Icing Conditions, 3-6
Flyable Storage, 5-6
Forced Landings, 3-2
ditching, 3-3
emergency landing without
engine power, 3-2
precautionary landing with
engine power, 3-2
Fuel System, 2-1
capacity, inside back cover
fuel grade, inside back cover
fuel quantity data, 2-1
fuel quantity indicators, 4-3
long range fuel tanks, 2-3
schematic, 2-2
tank sump quick-drain valves,
2-1
Fuses and Circuit Breakers, 2-5
G
Graph, Loading, 4-7
Gross Weight, inside front cover
Ground Handling, 5-1
Ground Service Plug Receptacle,
7-1
Handling Airplane on Ground, 5-1
Harnesses, Shoulder, 2-9
Heating and Ventilating System, 2-8
Indicator, True Airspeed, 7-2
Inspection Requirements, 5-6
Instrument Markings, Engine, 4-3
Instrument Panel, 1-8
Insufficient Rate of Electrical
Charge, 3-9
Integrated Seat Belt/Shoulder
Harnesses with Inertia Reels, 2-9
Interior Care, 5-4
Interior Lighting, 2-7
L
Landing, 2-16
after, 1-6
balked, 1-6, 2-17
before, 1-5
crosswind, 2-17
distance, 6-3
forced, 3-2
normal, 1-6
precautionary with power, 3-2
short field, 2-17
Landing Gear Servicing, inside
back cover
main/nose wheel tire pressure,
inside back cover
nose gear shock strut servicing,
inside back cover
Lighting Equipment, 2-6
exterior lighting, 2-6
interior lighting, 2-7
Limitations, Airspeed, 4-2
Limitations, Engine Operation, 4-3
Loading Arrangements Diagram,
4-5
Loading Graph, 4-7
Loading Problem, Sample, 4-6
Long Range Fuel Tanks, 2-3
Low Oil Pressure, 3-8
M
MAA Plate/Finish Trim Plate, 5-4
Magneto Check, 2-12
Magneto Malfunction, 3-8
Maneuvers, Utility Category, 4-1
Markings, Airspeed Indicator, 4-2
Markings, Engine Instrument, 4-3
Master Switch, 2-3
Maximum Glide Diagram, 6-5
Maximum Performance Take-Off,
1-5
Maximum Rate-Of-Climb Data
Chart, 6-3
Moment Envelope, Center of
Gravity, 4-8
Mooring Your Airplane, 5-1
N
Noise Abatement, 2-19
Normal Landing, 1-6
Normal Take-Off, 1-4
Nose Gear Shock Strut, inside back
cover
O
Oil System,
capacity, inside back cover
oil/filter change, inside back
cover
oil grade, inside back cover
pressure gage, 4-3
quick-drain valve, 8-3
temperature gage, 4-3
Index-3
Operation, Cold Weather, 2-17
Operation Limitations, Engine,
4-3
Operations Authorized, 4-1
Over-Voltage Sensor and Warning
Light, 2-5
Owner Follow-Up System, 5-8
publications, 5-9
P
Painted Surfaces, 5-2
Parking Brake System, 2-8
Performance Charts, 2-13
Performance - Specifications,
inside front cover
Power Checks, 2-12
Precautionary Landing with Engine
Power, 3-2
Principal Dimensions Diagram, ii
Progressive Care, Cessna, 5-6
Propeller Care, 5-3
Publications, 5-9
Q
Quick-Drain Valve, Oil, 7-2
Quick-Drain Valves, Fuel, 2-1
R
Radio Transmitter Selector Switch,
7-2
Recovery From Spiral Dive,
3-6
Rough Engine Operation Or Loss of
Power, 3-7
carburetor icing, 3-7
low oil pressure, 3-8
magneto malfunction, 3-8
spark plug fouling, 3-7
Index-4
S
Sample Loading Problem, 4-6
Seats, 2-8
Securing Aircraft, 1-6
Servicing Requirements, 5-8
inside back cover
engine oil, inside back cover
fuel, inside back cover
landing gear, inside back cover
Short Field Landing, 2-17
Shoulder Harnesses, 2-9
spark Plug Fouling, 3-7
Spins, 2-16
Stalls, 2-16
speed chart, 6-2
starting Engine, 1-4, 2-10
Storage, Flyable, 5-6
Suction Gage, 4-3
Surfaces, Painted, 5-2
System,
cabin heating and ventilating,
2-8
electrical, 2-3
fuel, 2-1
owner follow-up, 5-8
wing flap, 2-1
T
Table of Contents, iii
Tachometer, 4-3
Take-Off, 1-4, 2-12
before, 1-4, 2-12
crosswind, 2-13
distance, 6-3
maximum performance, 1-5
normal, 1-4
power check, 2-12
wing flap settings, 2-13
Taxiing, 2-10
diagram, 2-11
Tire Pressure, inside back cover
PE
Transmitter Selector Switch, 7-2
True Airspeed Indicator, 7-3
W
Warm-Up, 2-12
Weight,
empty, inside front cover
gross, inside front cover
Weight and Balance, 4-4
baggage and cargo tie-down,
4-5
center of gravity moment
envelope, 4-8
loading arrangements diagram,
4-5
loading graph, 4-7
sample loading problem, 4-6
Windshield - Windows, 5-2
Wing Flap System, 2-7
Winterization Kit, 7-1
Index-5
SERVICING REQUIREMENTS *
ENGINE OIL:
GRADE -- Aviation Grade SAE 40 Above 40°F.
Aviation Grade SAE 10W30 or SAE 20 Below 40°F,
Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting in cold weather. Detergent or dispersant oil, con-
forming to Continental Motors Specification MHS-24A, must be used.
NOTE
Your Cessna was delivered from the factory with a cor-
rosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil (non-detergent) conforming to Speci-
fication No, MIL-L-6082.
CAPACITY OF ENGINE SUMP -- 6 Quarts.
Do not operate on less than 4 quarts. To minimize loss of oil through
breather, fill to 5 quart level for normal flights of less than 3 hours,
For extended flight, fill to 6 quarts. These quantities refer to oil
dipstick level readings, During oil and oil filter changes, one addi-
tional 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 pressure screen, If an optional oil filter is installed, change
filter element at this time. Refill sump with straight mineral oil
(non-detergent) and use until a total of 50 hours has accumulated or
oil consumption has stabilized; then change to detergent oil. On air-
craft not equipped with an optional oil filter, drain the engine oil
sump and clean the oil pressure screen each 50 hours thereafter. On
aircraft which have an optional 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 accumu-
lated. Reduce intervals for prolonged operation in dusty areas, cold
climates, or when short flights and long idle periods result in sludg-
ing conditions.
SERVICING REQUIREMENTS *
FUEL:
GRADE -- 80/87 Minimum Grade Aviation Fuel.
Alternate fuels which are also approved are:
100/130 Low Lead AVGAS (maximum lead content of 2 c.c, per
gallon)
100/130 Aviation Grade Fuel (maximum lead content of 4, 6 c. c.
per gallon)
NOTE
When substituting a higher octane fuel, low lead AVGAS
100 should be used whenever possible since it will resull
in less lead contamination of the engine,
CAPACITY EACH STANDARD TANK -- 13 Gallons.
CAPACITY EACH LONG RANGE TANK -- 19 Gallons,
NOTE
Due to cross-feeding between fuel tanks, the tanks should
be re-topped after each refueling to assure maximum
capacity.
LANDING GEAR:
NOSE WHEEL TIRE PRESSURE -- 30 PSI on 5, 00-5, 4-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE ~~ 21 PSI on 6, 00-6, 4-Ply Rated Tires.
NOSE GEAR SHOCK STRUT ==
Keep filled with MIL-H-5600 hydraulic [luid and inflated with air to
20 PSI. Do not over-inflale,
* For complete servicing requirements,
refer to the aircraft Service Manual.
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