Cessna Skylane 182T, Skylane 182T NAV III Operating Handbook
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Cessna Skylane 182T NAV III is a high-performance, single-engine airplane that offers a combination of speed, range, and payload. It is designed for both personal and business travel, and its advanced avionics suite makes it a great choice for pilots who want to fly with confidence and efficiency.
The Skylane 182T NAV III is powered by a 230-horsepower Textron Lycoming engine that gives it a maximum speed of 150 knots and a cruise speed of 145 knots. It has a range of up to 930 nautical miles, making it capable of long-distance flights. The airplane's spacious cabin can accommodate up to four people, and its large baggage compartment can hold up to 200 pounds of luggage.
The Skylane 182T NAV III is equipped with the Garmin G1000 avionics suite, which includes a large touchscreen display, integrated navigation, communication, and terrain awareness systems. This advanced technology makes it easy for pilots to fly the airplane safely and efficiently, even in challenging weather conditions.
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Cessna
A Textron Company
Pilot's Operating Handbook
and
FAA Approved Airplane Flight Manual
Serial No.
Registration No.
N780CP
f7
publ~cat~on
14
CFR Part 23
Member of GAMA
APPROVED BY
FMA~PAOVEDLJNDERFARZ~ lMCam.ACcnllC0
~ ~ ~
-
COPY RIGHT 2004
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS USA
182TPHAUS-04
OF APPROVAL
ORIGINAL ISSUE 3 JUNE 2004
REVISION 4 22 DECEMBER 2005 U.S.
0 6 .
~
852.54
'THIS MANUAL WAS PROVIDED FOR THE
AIRPLANE IDENTIFIED ON THE TITLE
PAGE ON
04/04/2006
SUBSEQUENT REVISIONS SUPPLIED BY
CESSNA AIRCRAFT COMPANY MUST BE
PROPERLY INSERTED. edsna Aircraft Company
CESSNA
MODEL 182T NAV I l l
INTRODUCTION
Pilot's Operating Handbook
and
FAA Approved Airplane Flight Manldal
182T
NAV Ill AVIONICS OP'TION
Original Issue
-
3 June 2004
Revision 4
-
22 December 2005
PART NUMBER: 182TPHAUS-04
U.S. ilii
CESSNA
MODEL 182T NAV I I I
CONGRATULATIONS
Congratulations on your purchase and welcome to Cessna ownership! Your Cessna has been designed and constructed to give you the most in performance, value and comfort.
This Pilot's Operating Handbook has been prepared as a guide to help you get the most utility from your airplane. It contains information about your airplane's equipment, operating procedures, performance and suggested service and care. Please study it carefully and use it as a reference.
The worldwide Cessna Organization and Cessna Customer Service are prepared to serve you. The following services are offered by each Cessna Service Station:
THE CESSNA AlRPLAhlE WARRANTIES, which provide coverage for parts and labor, are upheld through Cessna Service
Stations worldwide. Warranty provisions and other important information are contained in the Customer Care Program
Handbook supplied with your airplane. The Customer Care Card assigned to you at delivery will establish your eligibility under warranty and should be presented to your local Cessna Service
Station at the time of warranty service.
FACTORY TRAINED PERSONNEL to provide you with courteous, expert service.
FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship.
A STOCK OF GENUINE CESSNA SERVICE PARTS are available when you need them.
THE LATEST AUTHORITATIVE INFORMATION FOR
SERVICING CESSNA AIRPLANES. Cessna Service Stations have all of the current Maintenance Manuals, Illustrated Parts
Catalogs and various other support publications produced by
Cessna Aircraft Company.
A current Cessna Service Station Directory accompanies your new airplane. The Directory is revised annually, and a current copy can be obtained from your nearest Cessna Service Station.
We urge all Cessna owners/operators to utilize the benefits available within the Cessna Organization.
U.S. iii
INTRODUCTION
CESSIVA
MODEL 182T NAV Ill
I
PERFORMANCE
-
SPECIFICATIONS
I
'SPEED
Maximum at Sea Level
. . . . . . . . . . . . . . . . . . .
150 KNOTS
Cruise, 80% Power at 7000 Feet . . . . . . . . . . . 145 KNOTS
CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve.
80% Power at 7000 Feet . . . . . . . . . . . Range
87 Gallons Usable Fuel
773 hlM
. . . . . . . . . . .
Time 5.4 HOURS
75% Power at 8000 Feet . . . . . . . . . . . Range
87 Gallons Usable Fuel Time
813 NM
5.8 HOURS
Max Range at 10,000 Feet, 55% Power Range
87 Gallons Usable Fuel Time
930 NM
7.6 HOURS
RATE-OF-CLIMB AT SEA LEVEL
. . . . . . . . . . . . . . . . .
924 FPM
SERVICE CElLllVG
. . . . . . . . . . . . . . . . . . . . . . . . .
18,100 FEET
TAKEOFF PERFORMANCE
Ground Roll
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
795 FEET
Total Distance Over A 50 Foot Obstacle . . . . . . . 1514 FEET
LANDING PERFORMANCE
Ground Roll
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
590 FEET
Total Distance Over A 50 Foot Obstacle . . . . . . . 1350 FEET
STALL SPEED (KCAS)
Flaps Up, Power Off
. . . . . . . . . . . . . . . . . . . . . . .
54 KCAS
Flaps Down, Power Off . . . . . . . . . . . . . . . . . . . . . 49 KCAS
MAXIMUM WEIGHT
Landing
31 10 POUNDS
3 100 POL1 hlDS
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
2950 POUIVDS
(Continued Next Page) l i v U.S.
CESSNA
MODEL 182T NAV Ill
PERFORMANCE
-
SPECIFICATIONS
(Continued)
STANDARD EMPTY WEIGHT
. . . . .
1924 POUNDS
MAXIMUM USEFUL LOAD
. . . . . . . . . . . . . . . .
1186 POUNDS
BAGGAGE ALLOWANCE
. . . . . . . . . . . . . . . . . .
200 POUNDS
WING LOADING LbsISq. Ft. . . . . . . . . . . . . . . . . . . . . . . . 17.8
POWER LOADING Lbs/HP
. . . . . . . . . . . . . . . . . . . . . . . .
13.5
FUEL CAPACITY
. . . . . . . . . . . . . . . . . . . . . . . .
92 GALLONS
OIL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 QUARTS
ENGINE: Textron Lycoming
230 BHP at 2400 RPM
. . . . . . . . . . . . . . . . . 10-540-AB1
PROPELLER: 3-Bladed, Constant Speed, Diameter 79 INCHES
I
NOTE
*
Speed performance and range are shown for an airplane equipped with the standard wheel and brake fairings. These fairings increase the speeds approximately 3 knots over an airplane without the fairings.
The above performance figures are based on the indicated weights, standard atmospheric conditions, level, hard-surface dry runways and no wind. They are calculated values derived from flight tests conducted by Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance.
U.S. v
INTRODUCTION
CESSNA
MODEL 182T NAV Ill
COVERAGE
I
The Pilot's Operating Handbook in the airplane at the time of delivery from Cessna Aircraft Company contains information applicable to the Model 182T Nav Ill airplane by serial number and registration number shown on the Title Page. This handbook is applicable to 182T airplanes equipped with the Nav Ill Avionics
Option. All information is based on data available at the time of publication.
I
This handbook consists of nine sections that cover all operational aspects of a standard-equipped airplane. Following Section 8 are the Supplements, Section 9, which provide expanded operational procedures for the avionics equipment (both standard and optional), and provides information on special operations.
Supplements are individual documents and may be issued or revised without regard to revision dates which apply to the POH litself. These supplements contain a Log of-Effective Pages, which should be used to determine the status of each supplement.
ORIGINAL ISSUE AND REVISIONS
This Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual is comprised of the original issue and any subsequent
(revisions. To make sure that information in this manual is current, the revisions must be incorporated as they are issued. As revisions l a r e issued, they will be noted in the Log of Effective Pages.
The part number of this manual has also been designed to further aid the ownerloperator in determining the revision level of any POH.
Refer to the example below for a breakdown:
84062
182T PHAUS -00
TL
M a n u a l (Pilot's Operating Handbook, NAV Ill, U.S.)
Airplane Model (1 8 2 7
(Continued Next Page)
I v i U.S.
CESSNA
MODEL 182T NAV Ill
ORIGINAL ISSUE AND REVISIONS
(Continued)
It is the responsibility of the owner to maintain this handbook in a current status when it is being used for operational purposes.
Owners should contact their local Cessna Service Station whenever1 the revision status of their handbook is in question.
Revisions are distributed to owners of U.S. Registered aircraft according to FAA records at the time of revision issuance and to
Internationally Registered aircraft according to Cessna Owner
Advisory records at the time of issuance. Revisions should be read carefully upon receipt and incorporated into this POH.
REVISION FILING INSTRUCTIONS
REGULAR REVlSlONS
Pages to be removed or inserted in the Pilots' Operating Handbook and FAA Approved Airplane Flight Manual are determined by the
Log of Effective Pages located in this section. This log contains the page number and revision level for each page within the POH. As revisions to the POH occur, the revision level on effected pages is updated. When two pages display the same page number, the page with the latest revision level shall be inserted into the POH.
The revision level on the Log Of Effective Pages shall also agree with the revision level of the page in question.
TEMPORARY REVISIONS
Under limited circumstances, temporary revisions to the POH may be issued. These temporary revisions are to be filed in the applicable section in accordance with filing instructions appearing on the first page of the temporary revision.
The recession of a temporary revision is accomplished by incorporation into the POH at revision time or by a superseding temporary revision. In order to accurately track the status of temporary revisions as they pertain to a POH, a Temporary Revision
List will be located previous to this section when required. This list will indicate the date the temporary revision was incorporated into the POH, thus authorizing the recession of the temporary revision.
1
182TPHAUS-02 U.S. vii
INTRODUCTION
CESSNA
MODEL 182T NAV I I I
IDENTIFYING REVISED MATERIAL
I A bar located in the outer margin adjacent to the applicable text will extend the full length of new pages and deleted, new, or revised text added on new or presently existing pages.
A bar in the footer will indicate a revision to the headerlfooter, a new
I page, format or spellinglgrammar changes andlor that information has slipped to or from that page.
I
A bar located adjacent to the figure number in the outer margin will be used to indicate that the figure number only has changed.
A miniature pointing hand
W
will be used to indicate that an illustration has been revised or is all new material. The miniature hand will point to the figure number.
All revised pages will carry the revision number opposite the page number on the applicable page. A list of revisions is located at the beginning of the Log Of Effective Pages.
WARNINGS, CAUTIONS AND NOTES
Throughout the text, warnings, cautions and notes pertaining to airplane handling and operations are utilized. These adjuncts to the text are used to highlight or emphasize important points.
WARNING
OPERATING PROCEDURES, TECHNIQUES, ETC.,
WHICH WlLL RESULT IN PERSONAL INJURY OR
LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
CAUTION
OPERATIOIV PROCEDURES, TECHNIQUES, ETC.,
WHICH WlLL RESULT IN DAMAGE TO
EQUIPMENT IF NOT CAREFULLY FOLLOWED.
NOTE
An operating procedure, technique, etc., which is considered essential to emphasize. viii U.S.
CESSNA
MODEL 182T NAV Ill
INTRODUCTION
LOG OF EFFECTIVE PAGES
-
-
Use this page to determine the currency and applicability of your
POH.
Pages affected by the current revision are indicated by an asterisk (*) preceding the pages listed under the Page Number column.
Revision Number Date Revision Number D l t e
Original
Revision 1
Revision 2
3 June 2004
24 June 2004
27 June 2005
Revision 3 19 July 2005
Revision 4 22 December 2005
Page
Number
*
Title
Assignment Record
* i/ii iii thru vii
* viii thru xilxii xiiilxiv
*
1 -1 11 -2 thru 1 -26
1-27 thru 1-28
*
2-112-2 thru 2-4
2-5
*
2-6 thru 2-9
2-10
2-1 1
*
2-12
*
2-1 3
2-14 thru 2-20
2-2112-22
Page
Status
Revised
Revised
Revised
Revised
Revised
Revised
Original
Revised
Revised
Original
Revised
Revised
Revised
Revised
Revised
Revised
Added
Revision
Number
(Continued Next Page)
U.S. ix
INTRODUCTION
CESSNA
MODEL 182T NAV Ill
LOG
0
F EFFECTIVE PAGES
(Continued)
Page
Number
3- 1
3-2 thru 3-313-4
*
3-5
3-6 thru 3-21
*
3-22
3-23
3-24 thru 3-25
* 3-26 thru 3-31
3-32 thru 3-33
* 3-34
3-35
*
3-36
*
4-1 thru 4-48
*
4-49 thru 4-5114-52
5-1 15-2 thru 5-36
6-116-2 thru 6-24
6-2516-26
*
7-1 thru 7-317-4
*
7-5 thru 7-1 1
7-12
7-13 thru 7-14
7-1 5 thru 7-1 8
*
7-1 9 thru 7-26
7-27
7-28 thru 7-35
*
7-36
*
7-37 thru 7-47
7-48 thru 7-51
7-52 thru 7-53
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Page
Status
Revised
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Number
(Continued Next Page)
I x U.S.
-
CESSNA
MODEL 182T NAV Ill
INTRODUCTION
LOG OF EFFECTIVE PAGES
(Continued)
Page
Number
*
7-56 thru 7-57
7-58 thru 7-59
*
7-60
7-61 thru 7-62
*
7-63 thru 7-66
7-67 thru 7-7517-76
8-1 thru 8-2
8-3 thru 8-5
8-6
*
8-7 thru 8-8
8-9 thru 8-1 2
8-1 3
*
8-14
8-15 thru 8-22
*
8-23 thru 8-24
Page
Status
Original
Revised
Criginal
Revised
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Revision
Number
DATE OF APPROVAL
U.S. xilxii
CESSNA
MODEL 182T NAV Ill
INTRODUCTION
TABLE OF CONTENTS
SECTION
GENERAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
LIMITATIONS
. . . . . . . . . . . . . . . . . . . . . . . . . .
2
EMERGENCY PROCEDURES
. . . . . . . . . . . . . .
3
NORMAL PROCEDURES
. . . . . . . . . . . . . . . . .
4
PERFORMANCE
. . . . . . . . . . . . . . . . . . . . . . . .
5
WEIGHT AND BALAIVCEIEQUIPMENT LIST
. . . .
6
AIRPLANE AND SYSTEMS DESCRIPTION
. . . .
7
HANDLING. SERVICE AND MAINTENANCE
. . .
8
SUPPLEMENTS
. . . . . . . . . . . . . . . . . . . . . . . .
9
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL
GENERAL
TABLE OF CONTENTS
Page
.
Three View
.
Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-5
Descriptive Data
Engine
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-5
1-5
Propeller
. . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
1-5
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Certificated Weights
. . . . . . . . . . . . . . . . . . . . .
Standard Airplane Weights
. . . . . . . . . . . . . . . . . . . . . . . .
Cabin And Entry Dimensions
. . . . . . . . . . . . . . . . . . . . . . .
Baggage Space And Entry Dimensions
Specific Loadings
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Symbols, Abbreviations And Terminology
. . . . . . . . . . . . . . . .
General Airspeed Terminoiogy
And
Symbois
Meteorological Terminology
. . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . .
Engine Power Terminology
. . . . . . . . . . . . . . . . . . . . . . .
1-6
1-7
1-8
1-8
1-8
1-8
1-8
1-9
1-5
1-10
1-10
Airplane Performance And Flight Planning Terminology
. .
1-1 1
Weight And Balance Terminology
. . . . . . . . . . . . . . . . . .
1-12
Metricllmperial1U.S. Conversion Charts
Weight Conversions
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Length Conversions
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distance Conversions
. . . . . . . . . . . . . . . . . . . . . . . . . . .
Volume Conversions
Quick Conversions
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Conversions
Pressure Conversion
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Volume to Weight Conversion
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-14
1-15
1-17
1-21
1-22
1-25
1-26
1-27
1-28
U.S. 1-111-2
CESSNA
MODEL 182T NAV
Ill
SECTION 1
GENERAL
THREE VIEW
-
NORMAL GROUND ATTITUDE
Figure 1-1 (Sheet 1 of 2)
(Continued Next Page)
U.S. 1-3
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
THREE VIEW
-
NORMAL GROUND AlTITUDE (Continued)
k 0"
I
NOTE
a
Wing span shown with standard strobe lights installed. a
Wheel base length is 66 1/2". a
Propeller ground clearance is 10 7/8". a
Wing area is 174 square feet. a
Minimum turning radius ('pivot point to outboard wing tip) is 27'
-
0 . a
Normal ground attitude is shown with nose strut showing approximately 2" of strut, and wings level.
Figure 1-1 (Sheet 2)
1-4 U.S.
-
CESSNA
MODEL 182T NAV Ill
SECTlOlV 1
GENERAL
INTRODUCTION
This handbook contains 9 sections and includes the material required to be furnished to the pilot by FAR Part 23. It also contains supplemental data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It also contains definitions and explanations of symbols, abbreviations, and terminology commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Textron Lycoming.
Engine Model Number: 10-540-AB1 A5.
Engine Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, six cylinder enaine with 541 cu. in. dis~lacement.
Horsepower ~ating"and Engine Speed: 230 rated BHP at 2400
RPM.
PROPELLER
Propeller Manufacturer: McCauley Propeller Systems.
Propeller Model Number: B3D36C43118OVSA-1.
Number of Blades: 3.
Propeller Diameter: 79.0 inches.
Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 14.9" and a high pitch setting of 31.7" (30 inch station).
(Continued Next Page)
U.S. 1-5
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
DESCRIPTIVE DATA
(Continued)
FUEL
WARNING
USE OF UNAPPROVED FUELS MAY RESULT IN
DAMAGE TO THE ENGINE AND FUEL SYSTEM
COMPONENTS, RESULTING IN POSSIBLE
ENGINE FAILURE.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 Grade Aviation Fuel (Green).
NOTE
lsopropyl alcohol or diethylene glycol monomethyl ether (DiEGME) may be added to the fuel supply.
Additive concentrations shall not exceed 1% for isopropyl alcohol or 0.10% to 0.15% for DiEGME.
Refer to Section 8 for additional information.
Fuel Capacity:
Total Capacity:
. . . . . . . . . . . . . . . . . . . . . . .
Total Usable:
. . . . . . . . . . . . . . . . . . . . . . . .
Total Capacity Each Tank:
. . . . . . . . . . . . . . .
Total Usable Each Tank:
. . . . . . . . . . . . . . . .
92.0 U.S. gallons
87.0 U.S. gallons
46.0 U.S. gallons
43.5 U.S. gallons
NOTE
To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings level, normal ground attitude and place the
Figure 1-1 for normal ground attitude dimensions.
(Continued Next Page)
1-6 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 1
GENERAL
DESCRIPTIVE DATA
(Continued)
OIL
Oil Specification:
MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil: used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and the filter changed after the first 25 hours of operation.
Refill the engine with MIL-L-6082 or- SAE
Straight Mineral Oil and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized.
MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil: oil conforming to Textron Lycoming Service Instruction No 1014, and all revisions and supplements thereto,
must be used
after first 50 hours or once oil consumption has stabilized.
Recommended viscosity for temperature range: or SAE J 1899
NOTE
When operating temperatures overlap, use the lighter grade of oil.
Oil Capacity:
Sump: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Continued Next Page)
8 U.S. quarts
9 U.S. quarts
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
DESCRIPTIVE DATA
(Continued)
MAXIMUM CERTIFICATED WEIGHTS
Ramp Weight:
Takeoff Weight:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
31 10 Ibs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3100 Ibs
Landing Weight:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2950 Ibs
Weight in Baggage Compartment, Normal Category:
Baggage Area A (Station 82 to 109):
. . . . . . . . . . . . . . . .
120 Ibs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refer to note below.
Baggage Area B (Station 109 to 124):
. . . . . . . . . . . . . . . .
80 Ibs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refer to note below.
Baggage Area C (Station 124 to 134):
. . . . . . . . . . . . . . . .
80 Ibs
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refer to note below.
NOTE
The maximum allowable combined weight capacity for baggage in areas A, B and C is 200 pounds. The maximum allowable weight capacity for baggage in areas B and C is 80 pounds.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight:
. . . . . . . . . . . . . . . . . . . . . . . .
1924 Ibs
Maximum Useful Load, Normal Category:
. . . . . . . . . . .
1 186 Ibs
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are illustrated in Section
6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are illustrated in detail in Section
6.
SPECIFIC LOADINGS
Wing Loading: . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.8 Ibslsq. ft.
Power Loading: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.5 Ibslhp.
1-8 U.S.
- - -- -
4 nn-r
I O L
I
PHAUS-00
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS
Knots Calibrated Airspeed
is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.
Kl AS
Knots Indicated Airspeed
is the speed shown on the airspeed indicator and expressed in knots.
KTAS
Knots True Airspeed
is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.
Maneuvering Speed
is the maximum speed at which full or abrupt control movements may be used.
Maximum Flap Extended Speed
is the highest speed permissible with wing flaps in a prescribed extended position.
Maximum Structural Cruising Speed
is the speed that should not be exceeded except in smooth air, then only with caution.
Never Exceed Speed
is the speed limit that may not be exceeded at any time.
Stalling Speed or the minimum steady flight speed
is the minimum speed at which the airplane is controllable.
Stalling Speed or the minimum steady flight speed
is the minimum speed at which the airplane is controllable in the landing configuration at the most forward center of gravity.
(Continued Next Page)
U.S. 1-9
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
VX
Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance.
VY Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
OAT Outside Air Temperature is the free air siaiic temperature. It may be expressed in either degrees Celsius or degrees Fahrenheit.
Standard
Temperature Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each
1000 feet of altitude.
Pressure
Altitude Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb).
ENGINE POWER TERMINOLOGY
BHP
Brake Horsepower is the power developed by the engine.
Static RPM
MP
MCP
Static RPM is engine speed attained during a full throttle engine runup when the airplane is on the ground and stationary.
Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (in Hg).
Maximum Continuous Power
(Continued Next Page)
1-10 U.S.
CESSNA
MODEL 182T NAV Ill
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demonstrated
Crosswind
Velocity
Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting.
Usable Fuel Usable Fuel is the fuel available for flight planning.
Unusable
Fuel
Unusable Fuel is the quantity of fuel that can not be safely used in flight.
GPH Gallons Per Hour is the amount of fuel consumed per hour.
N Nl PG Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting andlor flight configuration.
9
g is acceleration due to gravity.
Course Datum
Course Datum is the compass reference used by the autopilot, along with course deviation, to provide lateral control when tracking a navigation signal.
(Continued Next Page)
SECTION 1
GENERAL
U.S. 1-11
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV I I I
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum
Station
Arm
Moment
Reference Datum
is an imaginary vertical plane from which all horizontal distances are measured for balance purposes.
Station
is a location along the airplane fuselage given in terms of the distance from the reference datum.
Arm
is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item.
Moment
is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits.)
Center of
Gravity (C.G.)
Center of Gravity
is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.
C.G. Arm
Center of Gravity Arm
is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.
C.G. Limits
Center of Gravity Limits
are the extreme center of gravity locations within which the airplane must be operated at a given weight.
Standard
Empty Weight
Standard Empty Weight
is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil.
(Continued Next Page)
1-12 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION
1
GENERAL
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
Basic Empty
Weight
Useful Load
MAC
Basic Empty Weight is the standard empty weight plus the weight of optional equipment.
Useful Load is the difference between ramp weight and the basic empty weight.
MAC (Mean Aerodynamic Chord) is a chord of an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actual wing.
Maximum
Ramp
Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver, and includes the weight of fuel used for start, taxi and runup.
Maximum
Takeoff
Weight Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll.
Maximum
Landing
Weight
Tare
Maximum Landing Weight is the maximum weight approved for the landing touchdown.
Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight.
U.S. 1-13
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV I I I
METRIC1IMPERIAUU.S. CONVERSION CHARTS
The following charts have been provided to help international operators convert U.S. measurement supplied with the Pilot's
Operating Handbook into metric and imperiai measurements.
The standard followed for measurement units shown is the National
Institute of Standards Technology (NIST), Publication 81 1, "Guide for the Use of the International System of Units (SI)."
Please refer to the following pages for these charts.
1-14 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL
WEIGHT CONVERSIONS
(Kilograms x
2.205
=
Pounds)
(Pounds x
.454 = Kilograms)
1
2
KILOGRAMS INTO POUNDS
KILOGRAMMES EN LIVRES
3
4
5
6
7
8
9 k9
0
Ib.
Ib. Ib. Ib. Ib. Ib. Ib. Ib. Ib. Ib.
50
60
70
80
90
0
10
20
30
40
22.046
44.093
66139
88.185
2.205
24.251
46.297
68.343
90.390
4.409
26.456
48.502
70.548
92.594
110.23
132.28
154.32
176.37
198.42
112.44
134.48
156.53
178.57
200.62
6.614
28.660
50.706
8.819
30.865
11.023
33.069
52.91 1 55.1 16
13.228
35.274
57.320
15.432
37.479
59.525
17.637
39.683
61.729
19.842
41.888
63.934
114.64
136.69
158.73
180.78
202.83
72.753 74.957 77.162 81.571 83.776 85.980
165.35 167.55
103.62
169.76
105.82 108.03 94.799 97.003
I I I I I
141.10 143.30 145.51 147.71 149.91
I
152.12
I
138.89
160.94 163.14
99.208
101.41
171.96 174.17
182.98
79.366
194.01 196.21
185.19
207.24
187.39
209.44
189.60
211.64
191.80
213.85 205.03 216.05 218.26
100
220.46
222.67 224.87 227.08 229.28 231.49 233.69 235.90
238.10
240.30
Ib.
0
1
2
POUNDS INTO KILOGRAMS
LIVRES EN KILOGRAMMES
3
4
5
6
7
8 9
0
10
20
30
40 kg
4.536
9.072
13.608
18.144 kg
0.454
4.990
9.525
14.061
18.597 kg
0.907
5.443
9.979
14.515
19.051 kg
1.361 kg
1.814 kg
2.268 kg
2.722 kg
3.175 kg
3.629 kg
4.082
5.897
10.433
14.969
19.504
6.350
10.886
15.422
19.958
6.804
11.340
15.876
7.257
11.793
16.329
7.711
12.247
16.783
8.165
12.701
17.237
8.618
13.154
17.690
20.412
1
20.865
~
21.319
1
21.772
~
22.226
1
50
60
70
80
90
22.680
27.216
23.133
27.669
31.752
36.287
40.823
32.205
36.741
41.277
23.587
28.123
32.659
37.195
41.731
24.040
28.576
33.112
37.648
42.184
24.494
29.030
24.948
29.484
34.019
33.566
38.102
42.638
38.555
43.091
25.401
29.937
34.473
39.009
43.545
25.855
30.391
34.927
39.463
43.999
26.303
30.844
35.380
39.916
44.452
26.762
31.298
35.834
40.370
44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
Figure 1-2 (Sheet 1 of 2)
~ 1 I
U.S.
1-15
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
WEIGHT CONVERSIONS
(Kilograms x
2.205
=
Pounds) (Pounds x
.454
=
Kilograms)
POUNDS KILOGRAMS
1-16 U.S.
0-0
Figure 1-2 (Sheet 2)
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL m
0
LENGTH CONVERSIONS
(Meters x
3.281
=
Feet)
(Feet x
.305 = Meters)
1 2
METERS INTO FEET
METRES EN PlEDS
3 4
5
6
7
8
9
0
10
20
30
40
feet feet feet feet
- - -
32.808
65.617
98.425
131.23
3.281
36.089
68.897
101.71
134.51
6.562
39.370
72.178
104.99
137.79
9.842
42.651
75.459
108.27
141.08
feet
13.123
45.932
78.740
11 1.55
144.36
50
60
70
80
90
164.04
195.85
229.66
262.47
295.27
167.32
200.13
232.94
265.75
298.56
170.60
203.41
236.22
269.03
301.84
173.86
206.69
239.50
272.31
305.12
177.16
209.97
242.78
275.59
308.40
feet feet feet feet feet
16.404
49.212
82.021
114.83
147.64
180.45
213.25
246.06
278.87
311.68
19.685
52.493
85.302
118.1 1
150.92
183.73
216.53
249.34
282.15
314.96
22.956
55.774
88.582
121.39
26.247 29.528
154.20 157.48 160.76
I l l
187.01
219.82
252.62
285.43
318.24
59.055
91.863
124.67
190.29
223.10
255.90
288.71
321.52
62.336
95.144
127.95
193.57
226.38
259.19
291.58
324.80
100 328.08 331.36 334.64 337.93 341.21 344.49 347.77 351.05
354.33 357.61
FEET INTO METERS
PlEDS EN METRES
Figure 1-3 (Sheet 1 of 4)
U.S. 1-17
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
LENGTH CONVERSIONS
(Meters x
3.281 = Feet) (Feet x
.305 = Meters)
FEET METERS
1-18 U.S.
15
20
10
5
0
Figure 1-3 (Sheet 2)
Units x
10, 100, etc.
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL
LENGTH CONVERSIONS
(Centimeters x
,394
=
Inches)
(Inches x
2.54
=
Centimeters)
CENTIMETERS INTO INCHES
CENTIMETRES EN POUCES
crn
0
1 2 3
4
5
6 7 8 9 in. in. in. in. in. in. i n . i n . i n . in.
0
10
20
...
3.937
7.874
0.394
4.331
8.268
0.787
4.724
8.661
1.181
5.118
9.055
1.575
5.512
9.449
1.969
5.906
2.362
6.299
2.756
6.693
3.150
7.087
9.843 10.236 10.630 11.024
3.543
7.480
11.417
30
40
11.811 12.205 12.598 12.992 13.386
15.748 16.142
13.780
16.535 16.929 17.323 17.717
14,173 14.567 14.961
18.504 18.898
15.354
19.291
1
50 19.685 20.079 20.472 20.866 21.260 21.654 22.047 22.441 22.835 23.228
60
23.622
24.016 24.409 24.803 25.197 25.591 25.984 26.378 26.772 27.164
70 27.559 27.953 28.346 28.740 29.134 29.528 29.921 30.315 30.709 31.102
80 31.496 31.890 32.283 32.677 33.071 33.465 33.858 34.252 34.646 35.039
90 35.433 35.827 36.220 36.614 37.008 37.402 37.795 38.189 38.583 38.976
100 39.370 39.764 40.157 40.551 40.945 41.339 41.732 42.126 42.520 42.913
in.
0
1
INCHES INTO CENTIMETERS
POUCES EN CENTIMETRES
2 3 4 5 6 7 8 9 crn crn crn cm crn crn cm crn crn cm
0
10
20
...
25.40
50.80
2.54
27.94
53.34
5.08
30.48
55.88
7.62
33.02
58.42
10.16
35.56
60.96
12.70
38.10
63.50
15.24
40.64
66.04
17.78
43.18
68.58
20.32
45.72
71.12
22.96
48.26
73.66
30
40
76.20 78.74
81.28 83.82 86.36 88.90 91.44 93.98 96.52
101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38
121.92
99.06
124.46
50
127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72
175.26
70 177.80 180.34 182.88
185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36
90 228.60
231 .I4 233.68 236.22 238.76
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86
Figure 1-3 (Sheet 3)
U.S. 1-19
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
LENGTH CONVERSIONS
(Centimeters x
.394
=
Inches) (Inches x
2.54
=
Centimeters)
INCHES CENTINIETERS
1-20 U.S.
2
Units x
TO,
5
00, eic.
0
Figure 1-3 (Sheet 4)
0585T1028
CESSNA
MODEL 182T NAV Ill
SECTION 1
GENERAL
DISTANCE CONVERSIONS
(Statute Miles xl.609=Kilometers) (Kilometers x.622Statute Miles)
(Statute Miles x.E69=Nautical Miles) (Nautical Miles x l .15=Statute Miles)
(Nautical Miles xl.E52=Kilorneters) (Kilometers x.54=Nautical Miles)
STATUTE
MILES
NAUTICAL
MILES KILOMETERS
105
160
65
--
55
60
-
-
55
-
-
50
-
50
45
45
--
40
40
--
35
55
--
100
50
--
90
35
--
30
30
--
25
25
--
20
-
-
15
15
-
1 0 -
- l o
5
--
0 - 0
0 - 0
Figure 1-4
45
--
80
40
-
70
35
-
-
30
-
60
-
50
25
-
-
20
-
40
I ~ - - ~ O
'
--
20
Units x
10,
100, etc.
5
--lo
0585T1029
U.S. 1-21
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV
I I I
VOLUME CONVERSIONS
(Imperial Gallons x
4.546 = Liters)
(Liters x
.22
=
Imperial Gallons)
LITERS INTO IMPERIAL GALLONS
LITRES EN GALLONS IMPERIAL
IMPERIAL GALLONS INTO LITERS
GALLONS IMPERIAL EN LITRES
1-22 U.S.
Figure
1-5 3)
CESSNA
MODEL 182T NAV Ill
VOLUME CONVERSIONS
SECTION 1
GENERAL
(Imperial Gallons
X
4.4546 = Liters)
(Liters x
.22
=
Imperial Gallons)
IMPERIAL
440
LITERS
'$:
Units x
10, 100, etc.
Figure 1-5 (Sheet
2)
U.S. 1-23
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV
Ill
VOLUME CONVERSIONS
(Imperial Gallons x 1.2 = U.S. Gallons)
(U.S. Gallons x .833 = Imperial Gallons)
(U.S. Gallons x 3.785
=
Liters)
(Liters
x .264 = U.S. Gallons)
IMPERIAL
100 120
U. S. LITERS
1-24 U.S.
Figure 1-5 (Sheet 3)
Units x 10, 100, etc.
0585~1033
CESSNA
MODEL 182T NAV I I I
TEMPERATURE CONVERSIONS
SECTION 1
GENERAL
Figure
U.S. 1-25
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV Ill
PRESSURE CONVERSION
Hectopascals (Millibars) to inches Mercury (inHG)
1-26 U.S.
Figure 1-7
CESSNA
MODEL 182T NAV
Ill
SECTION 1
GENERAL
VOLUME TO WEIGHT CONVERSION
8 W 8
AVGAS Specific Gravity = .72
(Liters x .72
=
Kilograms)
(Liters x 1.58 = Pounds)
(Kilograms x
(Pounds x
1.389 =
.633 =
Liters)
Liters)
LITERS POUNDS LITERS KILOGRAMS
1-
140
,130
AVGAS FUEL
125
- -
90
IB5
110 80
Units x 10, 100, etc.
IC
Figure
1-8
U.S. 1-27
SECTION 1
GENERAL
CESSNA
MODEL 182T NAV I I I
QUICK CONVERSIONS
R
31x0
0585T1031
1-28 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
OPERATING LIMITATIONS
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-3
2-4
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Powerplant Limitations
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-6
Powerplant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . 2-7
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center-Of-Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-8
2-8
ManeuverLimits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Flight Load Factor Limits
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-9
Kinds Of Operations Limits
. . . . . . . . . . . . . . . . . . . . . . . . . .
2-9
Kinds Of Operations Equipment List
Fuel Limitations
. . . . . . . . . . . . . . . . 2-1 01
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-14
Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aux Audio System
12V Power System
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G I 000 Limitations
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BendixIKing KAP 140
2 Axis Autopilot . . . . . . . . . . . . . . .
L3 Communications WX-500 Stormscope
Traffic Advisory System (TAS)
. . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
Terrain Awareness and Warning System (TAWS-B)
. . . . .
2-14
2-15
2-15
2-15
2-16
2-16
2-17
2-17
2-17
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
I
FAA APPROVED
182TPHAUS-04
U.S. 2-112-2
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its erlgine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the
Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations.
NOTE
Refer to Supplements, Section 9 of this Pilot's
Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options.
I
The airspeeds listed in Figure 2-1, Airspeed
Limitations, and Figure 2-2, Airspeed Indicator
Markings, are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5.
The Cessna Model No. 182T is certificated under FAA Type
Certificate No. 3A13.
FAA APPROVED
182TPHAUS-04 U.S. 2-3
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
Figure 2-1.
AIRSPEED LIMITATIONS
SYMBOL SPEED
VNo
Maximum Structural
Cruising Speed
Do not exceed this speed in any operation.
140 Do not exceed this speed except in smooth air, and then only with caution.
VA
Maneuvering Speed:
3100 Pounds
2600 Pounds
21 00 Pounds
VFE
Maximum Flap
Extended Speed:
Flaps LIP to 10"
Flaps 10" to 20"
1
-----
Flaps 20" to FULL
Maximum Window
~
Open Speed
1
! 71
Do not make full or abrupt control movements above
1 10
101
91
140 this speed.
Do not exceed this speed with flaps down. 1 120
100
175
IDQ speed with windows open.
, not exceed this
1
Figure 2-1
FAA APPROVED
182TPHAUS-04
2-4 U.S.
CESSNA
MODEL 182T NAV Ill
SEC-rIOI'4 2
OPERATING I-IMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are shown in Figure 2-2.
White Arc
AIRSPEED INDICATOR MARKINGS
MARKING
Kl AS
VALUE
OR RANGE
SIGNIFICANCE
I
Red Arc*
1
20
-
41
ILOW airspeed warning.
41
-
100 Full Flap Operating Range. Lower limit is maximum weight VSO in landing configuration. Upper limit is maximum speed permissible with flaps extended.
1
Green Arc
51
-
140
Normal Operating Range. Lower limit is maximum weight VS at most forward
C.G. with flaps retracted. Upper limit is maximum structural cruising speed.
Yellow Arc
Red Line
140
-
175 Operations must be conducted with
175
1 lcaution and onlv in smooth air.
~ a x i m u m
*
G I 000 airspeed indicator only.
Figure 2-2
FAA APPROVED
182TPHAUS-00
U.S. 2-5
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
POWERPLANT LIMITATIONS
Engine Manufacturer: Textron Lycoming.
Engine Model Number: 10-540-AB1A5.
Maximum Power: 230 BHP rating.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Engine Speed
. . . . . . . . . . . . . . . . . . .
2400 RPM
Maximum Cylinder Head Temperature
Maximum Oil Temperature
Oil Pressure, Minimum
. . . . . . 500°F (260°C)
. . . . . . . . . . . . . . .
245°F (1 18°C)
. . . . . . . . . . . . . . . . . . . . . . .
20 PSI
Oil Pressure, Maximum
. . . . . . . . . . . . . . . . . . . . . . 1 15 PSI
Fuel Grade: Refer to Fuel Limitations.
Oil Grade (Specification):
I
MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil or
MIL-L-22851 or SAE J1899 Ashless Dispersant Oil. Oil must comply with the latest revision and/or supplement for Textron
Lycoming Service Instruction No. 101 4.
Propeller Manufacturer: McCauley Propeller Systems.
Propeller Model Number: B3D36C431180VSA-1. l ~ r o p e l l e r 79 INCHES
Propeller Blade Angle at 30 Inch Station:
Low: 14.9"
High: 31.7"
FAA APPROVED
182TPHAUS-04
2-6 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LllVllTATlONS
POWERPLANT INSTRUMENT MARKINGS
Powerplant instrument markings and their color code significance are shown in Figure 2-3. Operation with indications in the red range is prohibited. Avoid operating with indicators in the yellow range.
POWERPLANT INSTRUMENT MARKINGS
INSTRUMENT
Tachometer
Manifold
Pressure
RED
LINE
(MIN)
----
----
Cylinder
Head
Temperature
----
Oil
Temperature
---- ----
Oil Pressure
Fuel
Quantity
Fuel Flow
Vacuum
Gage
----
0 (2.5
Gallons
Unusable
Each
Tank)
----
---- o to 20
PSI
----
----
----
RED
ARC
(LWR)
YELLOW
ARC
GREEN ARC
(NORMAL
OPERATING
RANGE)
RED
ARC
(UPR)
RED
LINE
(MAX)
---- ----
----
2000 to 2400
RPM
2400* to2700
RPM
----
----
15 to 23
1ii.iig
I
----
I
----
I
----
----
200 to 500°F
----
500°F
----
----
0 i o
8
Gallons
----
----
100 to 245°F 245' to
250°F
50 to 90 PSI 115' to
120 PSI
8 to 35
Gaiions
----
----
----
0 to 15 GPH
4.5 to 5.5 in.hg.
----
---- ----
---- ----
"Maximum operating limit is lower end of red arc.
Figure 2-3
FAA APPROVED
I
182TPHAUS-04
U.S. 2-7
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
WEIGHT LIMITS
Maximum Ramp Weight:
I
. .
. . .
. . .
.
. .
. . . .
. .
.
.
31 10 POUNDS
Maximum Takeoff Weight: . .
. . .
. .
.
.
.
. . . .
. .
. .
3100 POUNDS
Maximum Landing Weight:
. . . . . . . .
.
. . . .
.
. .
.
2950 POUNDS
Maximum Weight in Baggage Compartment:
1
Baggage Area A
-
Station 82 to 109: . .
.
.
. .
. . 120 POUNDS
)
Baggage Area B
-
Station 109 to 124:
Refer to note below.
.
. .
.
. . .
.
80 POUIVDS
Refer to note below.
)
Baggage Area C
-
Station 124 to 134:
. .
. .
. .
.
.
80 POUNDS
Refer to note below.
NOTE
The maximum allowable combined weight capacity for baggage in areas A, B and C is 200 pounds. The maximum combined allowable weight capacity for baggage in areas
B and C is 80 pounds.
CENTER-OF-GRAVITY LIMITS
Center-of-Gravity Range:
Forward: 33.0 inches aft of datum at 2250 pounds or less, with straight line variation to 35.5 inches aft of datum at
2700 pounds or less, with straight line variation to
40.9 inches aft of datum at 3100 pounds, continuing to aft limit at 3100 pounds.
Aft:
46.0 inches aft of datum at all weights.
Reference Datum: Front face of firewall.
FAA APPROVED
182TPHAUS-04
2-8 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
MANEUVER LIMITS
This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle-of-bank is not more than 60".
Aerobatic maneuvers, including spins, are not approved.
FLIGHT LOAD FACTOR LIMITS
Flight Load Factors (Maximum Takeoff Weight
-
3100 POUNDS):
)
*Flaps Up:
. . . . . . . . . . . . . . . . . . . . . . . . . . .
+3.8g, -1.529
*Flaps Down:
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
+2.0g
*
The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.
KINDS OF OPERA'TIONS LIMITS
The Cessna 182T Nav Ill airplane is approved for day and night,
VFR and IFR operations. Fl~ght ~ n t o known-~ang conditions is prohibited.
The minimum equipment for approved operations required under the Operating Rules are defined by 14 CFR Part 91 and 14 CFR
Part 135, as applicable.
The following Kinds of Operations Equipment List (KOEL) identifies the equipment required to be operational for airplane airworthiness in the listed kind of operations.
(Continued Next Page)
FAA APPROVED
182TPHAUS-04
U.S. 2-9
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
KINDS OF OPERATIONS EQUIPMENT LIST
System, Instrument, Equipment and/or Function
KIND OF OPERATION
V
F
R v
F
R l
F
R
F
R
I
D
A
Y
N
I
G
H
T
D
A
Y
N
I
G
H
T
PLACARDS AND MARKINGS
182T Nav Ill POHIAFM 1 1 1 1
Garmin G 1000TM Cockpit
Reference Guide
1 1 1 1
COMMENTS
Accessible to pilot in flight
Accessible to pilot in fliaht
AIR CONDITIONING
1. Forward Avionics Fan
2. PFD Fan
3. MFD Fan
4. Aft Avionics Fan
AUTOFLIGHT
1. BendixIKing KAP 140 POH
Supplement
1
0
0
1
0
1
0
0
1
0
1
0
0
1
N R
1
0
0
1
N R Accessible to
pi!din f!ight when using autopilot
COMMUNICATIONS
0 0 1 1
1
1
1. VHF COM
ELECTRICAL POWER
1. 24V M a ~ n
2.
28V Alternator
3. 24V Standby Battery
4. Main Ammeter
5. Standby Ammeter
1
1
0
1
0
1
1
*
1
*
1
1
1
1
1
1
Refer to Note 1
Refer to Note 1
NOTE
1. The European Aviation Safety Agency (EASA) requires the 24V Standby Battery and Standby
Ammeter to successfully complete the pre-flight check before operating the airplane in VFR night,
IFR day, or IFR night conditions in Europe.
Correct operation of the 24V Standby Battery and
Standby Ammeter is recommended for all other operations.
(Continued Next Page)
2-10 U.S.
FAA APPROVED
182TPHAUS-03
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
(INDS OF OPERATIONS EQUIPMENT LIST (Continued)
I
KIND OF OPERATION
(
System, Instrument, Equipment andlor Function
D G D G
1
/
7
I
:,
I
7
I
COMMENT!
3. Elevator Trim System
4.
Elevator Trim Indicator
2. Alternate Induction Air
Svstem
INDICATINGIRECORDING
SYSTEM
1. Stall Warning System
2. System Annunciator and
Warning Displays
LANDING GEAR
1. Wheel Fairinns
I I
1
1
1
1
I
1
1
1
1
0
0 0 0
Removable
(Continued Next Page)
FAA APPROVED
182TPHAUS-01 U.S. 2-11
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
1
KINDS OF OPERATIONS EQUIPMENT LIST
(Continued)
System, Instrument, Equipment and/or Function
KIND OF OPERATION
V
F
R v
F
R l
F
R
I
F
R
D
A y
N
I
G
H
T
D
A y
N
I
G
H
T
COMMENTS
I-IGHTING
0
*
0
*
0
0
1
0
1
1
0
1
0
1
0
1
1
1
1
1
'Refer to Note 2
'Refer to Note 3
I
1.
2.
PFD Bezel Lighting
PFD Backlighting
3. MFD Bezel Lighting
4. MFD Backlighting
5. Switch and Circuit Breaker
Panel Lighting
6. Airspeed lndicator (Standby) lnternal Lighting
7. Altimeter (Standby) lnternal
Lighting
8.
Non-stabilized Magnetic
Compass lnternal Lighting
9. Attitude lndicator (Vacuum) lnternal Lighting
10.
1 1.
Cockpit Flood Light
Aircraft Position (NAV)
Lights
12. STROBE Light System
13. BEACON Light
14. TAXI Light
15.
LAND (Landing) Light
0
0
0
0
0
0
1
0
0
0
1
1
1
1
1
1
1
0
0
1
0
0
0
0
0
1
1
0
0
0
1
1
1
1
1
1
1
0
0
1 Operations for hire onlv
NOTE
I
2. PFD backlighting is required for day VFR flight if
MFD backlighting has failed. Display backup mode must be active so engine indicators are shown.
I
3.
MFD backlighting is required for day VFR flight if
PFD backlighting has failed. Display backup mode must be active so flight instruments are shown.
(Continued Next Page)
FAA APPROVED
182TPHAUS-04
2-12 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
KINDS OF OPERATIONS EQUIPMENT LIST (Continued)
System, Instrument, Equipment andlor Function
NAVIGATION AND PITOT-STATIC
SYSTEM
1. G l 000 Airspeed Indicator
2. Standby Airspeed Indicator
3. G 1000 Altimeter
4.
5.
Standby Altimeter
G l 000 Vertical Speed lndicator
1
0
1
0
0
KIND OF OPERATION
V
F
R v
F
R l
F
R
I
F
R
D
A y
N
I
G
H
T
D
A y
N
I
G
H
T
1
0
1
0
0
1
1
1
1
0
1
1
1
1
0
COMMENTS
10. Non-stabilized Magnetic
1 1. VHF Navigation Radio
12. GPS ReceiverINavigator
3. Marker Beacon Receiver
4.
Blind Altitude Encoder
I
182TPHAUS-03
U.S. 2-13
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
FUEL LIMITATIONS
Total Fuel:
.
. . .
. .
.
.
92.0 U.S. Gallons (46.0 gallons per tank)
Usable Fuel:
. . .
. . . .
87.0 U.S. Gallons (43.5 gallons per tank)
Unusable Fuel:
. .
. . .
5.0 U.S. Gallons (2.5 Gallons each tank)
NOTE
To ensure maximum fuel capacity and minimize cross-feeding when refueling, always park the airplane in a wings-level, normal ground attitude and place the fuel selector in the Left or Right position.
Refer to Figure 1-1 for normal ground attitude definition.
Takeoff and land with the fuel selector valve handle in the BOTH
Iposition. l ~ a x i m u m
diy:
30 seconds.
(operation on either LEFT or RIGHT tank limited to level flight only.
With 114 tank or less, prolonged uncoordinated flight is prohibited when operating on either the left or the right tank.
I
Fuel remaining in the tank after the fuel quantity indicator reads 0
(red line) cannot be safely used in flight.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue)
100 Grade Aviation Fuel (Green)
FLAP LIMITATIONS
I
Approved Takeoff Range:
.
. .
. . . . . .
. . . .
. . . . .
. .
.
.
UP to 20"
Approved Landing Range:
.
.
. . .
. . . .
. . . . . . . .
. .
. .
UP to FULL
FAA APPROVED
182TPHAUS-04 2-14 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
SYSTEM LIMITATIONS
AUX AUDIO SYSTEM
Use of the AUX AUDIO IN entertainment input is prohibited during takeoff and landing.
Use of the AUX AUDIO IIV entertainment audio input and portable
(PEDj sucn as celiuiar teiephones, games, cassette, CD or MP3 players is prohibited under IFR unless the operator of the airplane has determined that the use of the ~ u x (
Audio System and the connected portable electronic device(s) will not cause interference with the navigation or communication system of the airplane.
12V POWER SYSTEM
The 12 Volt Power System (POWER OUTLET 12V
-
10A) is not certified for supplying power to flight-critical communications or navigation devices.
Use of the 12 Volt Power System is prohibited during takeoff and landing.
Use of the 12 Volt Power System is prohibited under IFR unless the operator of the airplane has determined that the use of the 12 VDC( power supply and connected portable electronic device(s) will not cause interference with the navigation or communication systems of the airplane.
FAA APPROVED
182TPHAUS-04 U.S. 2-15
SECTION 2
OPERATING I-IMITATIONS
CESSNA
MODEL 182T NAV Ill
I
The current Garmin GI000 Cockpit Reference Guide (CRG) Part
Number and System Software Version that must be available to the pilot durirlg flight are displayed on the MFD AUX group, SYSTEM
STATUS page.
Use of the NAVIGATION MAP page for pilotage navigation is prohibited. The Navigation ~ a p only to
~ enhance situational awareness. Navigation is to be conducted using only current charts, data and authorized navigation facilities.
Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is prohibited. The Traffic Information System (TIS) is intended for advisory use only. TIS is intended only to help the pilot to visually locate traffic. It is the responsibility of the pilot to see and maneuver to avoid traffic.
Use of the TERRAIN PROXIMITY information for primary terrain avoidance is prohibited. The Terrain Proximity map is intended only to enhance situational awareness. It is the pilot's responsibility to provide terrain clearance at all times.
I
Navigation using the GI000 is not authorized north of 70" North latitude or south of 70" South latitude due t o uns~uitabiiity o i the magnetic fields near the Earth's poles. In addition, operations are not authorized in the following two regions:
1. North of 65" North latitude between longitude 75" W and
120" W (Northern Canada).
2. South of 55" South latitude between longitude 120" E and
165" E (region south of Australia aria iiew Zeaianaj.
The COM 112 (split COM) function of the GMA 1347 Audio Panel is not approved for use. During COM 112 operation, transmission by one crew member inhibits reception by the other crew member.
(BENDIWKING KAP 140 2 AXIS AUTOPILOT
I
Use of the BendixIKing KAP 140 Autopilot is prohibited when the
GMA 1347 Audio Panel is inoperative (since the aural warning will not be provided when Autopilot is disengaged).
FAA APPROVED
182TPHAUS-04 2-16 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
L3 COMMUNICATIONS WX
500
STORMSCOPE (if installed)
Use of the WEATHER MAP (WX-500 Stormscope) for hazard01 weather (thunderstorm) penetration is prohibited. LTNG informatic on the NAVIGATION MAP or WEATHER MAP is approved only , an aid to hazardous weather avoidance, not penetration.
TRAFFIC ADVISORY SYSTEM (TAS) (if installed)
Use of the TRAFFIC MAP to maneuver the airplane to avoid traf is prohibited. The Traffic Advisory System (TAS) is intended
1
advisory use only. TAS is intended only to help the pilot to visua locate traffic. It is the responsibility of the pilot to see and maneuv to avoid traffic.
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS-B)
(if installed)
Use of the Terrain Awareness and Warning System (TAWS-B) navigate to avoid terrain or obstacles is prohibited. TAWS-B is or approved as an aid to help the pilot to see-and-avoid terrain obstacles.
TAWS-B must be inhibited when landing at a location not includ~ in the airport database.
Use of TAWS-B is prohibited when operating using the Qf altimeter setting (altimeter indicates 0 feet altitude when the airpla~ is on the runway).
The pilot is authorized to deviate from the current ATC clearant only to the extent necessary to comply with TAWS-B warnings.
The geographic area of the TAWS-B database must match tl geographic area in which the airplane is being operated.
FAA APPROVED
I
182TPHAUS-04 U.S. 2-17
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV I I I
PLACARDS
The following information must be displayed in the form of composite or individual placards.
1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary with installed equipment).
The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual.
No acrobatic maneuvers, including spins, approved.
Flight into known icing conditions prohibited.
This airplane is certified for the following flight operations as of date of original airworthiness certificate:
DAY-NIGHT-VFR-IFR
2. On control lock:
CAUTION!
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE
(Continued Next Page)
FAA APPROVED
182TPHAUS-04
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
PLACARDS
(Continued)
3. On the fuel selector valve:
BOTH
87.0 GAL.
TAKEOFF LANDING
ALL FLIGHT ATTITUDES
FUEL
SELECTOR
PUSH DOWN
ROTATE
LEFT
43.5 GAL.
LEVEL FLIGHT ONLY
RIGHT
43.5 GAL.
LEVEL FLIGHT ONLY
OFF
4. Near both fuel tank filler caps:
FUEL 100LU100 MIN. GRADE AVIATION GASOLINE CAP. 43.5
U.S. GAL. USABLE CAP. 32.0 U.S. GAL. USABLE TO BOTTOM
OF FILLER INDICATOR TAB
(Continued Next Page)
I
182TPHAUS-04
U.S. 2-19
SECTION 2
OPERATING LIMITATIONS
CESSNA
MODEL 182T NAV Ill
PLACARDS
(Continued)
5. On flap control indicator:
LIP to 10" 140 KlAS (Initial flap range with Dark Blue color code; mechanical detent at 10" position)
10" to 20" 120 KlAS (Intermediate flap range with Light
Blue color code; mechanical detent at
20" position)
20" to FULL 100 KIAS
(Full flap range with White color code; mechanical stop at FULL position)
6.
In baggage compartment:
120 POUNDS MAXIMUM
BAGGAGE FORWARD OF BAGGAGE DOOR LATCH
AND
80 POUNDS MAXIMUM
BAGGAGE AFT OF BAGGAGE DOOR LATCH
MAXIMUM 200 POUNDS COMBINED
FOR ADDITIONAL LOADING INSTRUCTIONS
SEE WEIGHT AND BALANCE DATA
7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30" increments.
8. On the oil filler cap:
OIL
9 QTS
1
9. Above the PFD:
I
MANEUVERING SPEED
-
110 KlAS
(Continued Next Page)
I
FAA APPROVED
182TPHAUS-04 12-20 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 2
OPERATING LIMITATIONS
PLACARDS
(Continued)
10. On the upper right instrument panel:
I
SMOKING PROHIBITED
11. On auxiliary power plug door and second placard on battery box:
CAUTION 24 VOLTS D.C.
THlS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A
NEGATIVE GROLIND SYSTEM. OBSERVE PROPER
POLARITY. REVERSE POLARITY WILL DAMAGE
ELECTRICAL COMPONENTS.
12. On the upper right side of the aft cabin partition:
EMERGENCY LOCATOR TRANSMITTER
INSTALLED AFT OF THIS PARTITION
MUST BE SERVICED IN ACCORDANCE
WITH FAR PART 91.207
13. Near the center overhead light control:
Flood Light
I
182TPHAUS-04 U.S. 2-21/2-22
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Page
Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-5
Airspeeds For Emergency Operations
. . . . . . . . . . . . . . . . . .
3-
d
EMERGENCY PROCEDURES
. . . . . . . . . . . . . . . . . . 3-6
ENGINE FAILURES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure During Takeoff Roll
. . . . . . . . . . . . . . . . . .
Engine Failure Immediately After Takeoff
. . . . . . . . . . . . . .
Engine Failure During Flight (Restart Procedures) . . . . . . .
3-6
3-6
3-6
3-6
FORCED LANDINGS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-7
Emergency Landing Without Engine Power . . . . . . . . . . . . 3-7
Precautionary Landing With Engine Power . . . . . . . . . . . . 3-8
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
FIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
During Start On Ground
. . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Fire In Flight
Electrical Fire In Flight
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
CabinFire
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I
ICING
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inadvertent Icing Encounter During Flight
. . . . . . . . . . . . .
Static Source Blockage
(Erroneous Instrument Reading Suspected) . . . . . . . .
(Continued Next Page)
I
U.S. 3-1
SECTION 3
EMERGENCY PROCEDURES
CESSIVA
MODEL 182T NAV Ill
TABLE OF CONTENTS
(Continued)
Page
. . . . . . . . . . . . . . . . . . . . . . . . .
3-13
I
EXCESSIVE FUEL VAPOR
Fuel Flow Stabilization Procedures . . . . . . . . . . . . . . . . . 3-13
ABNORMAL LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Landing With A Flat Main Tire
Landing With A Flat Nose Tire
. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
3-14
3-14
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
3-15
(
High Volts Annunciator Comes On or
M BAT AMPS More Than 40
. . . . . . . . . . . . . . . . . . . .
3-15
LOW VOLTS Annunciator Comes On Below 1000 RPM
. .
3-1 7
LOW VOLTS Annunciator Comes On or
Does Not Go Off at Higher RPM
. . . . . . . . . . . . . . . . . .
3-17
AIR DATA SYSTEM FAILURE
. . . . . . . . . . . . . . . . . . . . . .
Red X
.
Red X
.
. . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . .
3-19
3-19
3-19
AlTITLIDE AND HEADING REFERENCE SYSTEM (AHRS)
FAILURE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-20
Red X
.
. . . . . . . . . . . . . . . . . . . . .
Red X
.
. . . . . . . . . . .
3-20
3-20
DISPLAY COOLING ADVISORY
. . . . . . . . . . . . . . . . . . . . .
PFD1 COOLING or MFD1 COOLING Annunciator(s)
. . . .
3-20
3-20
VACUUM SYSTEM FAILURE
. . . . . . . . . . . . . . . . . . . . . . .
LOW VACUUM Annunciator Comes On
. . . . . . . . . . . . . .
3-21
3-21
I
HlGH CARBON MONOXIDE (CO) LEVEL ANNUNCIATOR
. 3-21
CO
LVL HIGH Annunciator Comes On
CO LVL HIGH Annunciator Remains On
. . . . . . . . . . . . . .
. . . . . . . . . . . . .
(Continued Next Page)
3-21
3-21
3-2 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
(Continued)
AMPLIFIED EMERGENCY PROCEDLIRES . . . . . . . . . . . . .
Engine Failure
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Glide
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forced Landings -. ;... . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Without Elevator Control . . . . . . . . . . . . . . . . . . . . .
Fires
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Operation In Clouds . . . . . . . . . . . . . . . . . . . . .
Executing A 180" Turn In Clouds (AHRS FAILED) . . . . . .
Emergency Descent Through Clouds (AHRS FAILED)
. . .
Recovery From Spiral Dive In The Clouds (AHRS FAILED)
Inadvertent Flight Into Icing Conditions
. . . . . . . . . . . . . . . . .
Static Source Blocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rough Engine Operation Or Loss Of Power . . . . . . . . . . . . .
Spark Plug Fouling
Magneto Malfunction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine-Driven Fuel Pump Failure
Excessive Fuel Vapor
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Power Supply System Malfunctions . . . . . . . . . . . .
Excessive Rate-Of-Charge
. . . . . . . . . . . . . . . . . . . . . . .
Insufficient Rate-Of-Charge
. . . . . . . . . . . . . . . . . . . . . . .
High Carbon Monoxide (CO) Level Annunciation
Other Emergencies
. . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshield Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
U.S. 3-3/3-4
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. In any situation, the most important task is continued control of the airplan and maneuver to execute a successful landing.
Emergency procedures associated with optional or supplemental equipment are found in Section 9, Supplements.
I
AIRSPEEDS FOR EMERGENCY OPERATIONS
-
ENGINE FAILURE AFTER TAKEOFF
Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 KlAS
Wing Flaps 10"
-
FULL
. . . . . . . . . . . . . . . . . . . . . . .
70 KIAS(
MANEUVERING SPEED
31 00 POUIVDS
2600POLlNDS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 0 KlAS
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
101KlAS
2100 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 KlAS
I
MAXIMUM GI-IDE
3100 POUNDS
2600 POUNDS
2100 POUNDS
. . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . .
76 KlAS
70 KlAS
58 KlAS
I
PRECAUTIONARY LANDING WITH ENGINE POWER
.
70 KlAS
LANDING WITHOUT ENGINE POWER
Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 KlAS
Wing Flaps 10"
-
FULL . . . . . . . . . . . . . . . . . . . . . . . 70 K I A S ~
U.S. 3-5
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES
Procedures in the Emergency Procedures Checklist portion of this section shown in bold faced type are immediate action items which should be committed to memory.
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF ROLL
1. Throttle Control
-
IDLE (pull full out)
2. Brakes
-
APPLY
3. Wing Flaps
-
RETRACT
4. Mixture Control
-
IDLE CUTOFF (pull full out)
5. MAGNETOS Switch
-
OFF
6. STBY BATT Switch
-
OFF
7. MASTER Switch (ALT and BAT)
-
OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed
-
75 KlAS
-
Flaps UP
70 KlAS
-
Flaps
10"
-
FULL
2. Mixture Control
-
IDLE CUTOFF (pull full out)
3. FUEL SELECTOR Valve
-
PUSH DOWN and ROTATE to
OFF
4. MAGNETOS Switch
-
OFF
5. Wing Flaps
-
AS REQUIRED (FULL recommended)
6. STBY BATT Switch
-
OFF
7. MASTER Switch (ALT and BAT)
-
OFF
8. Cabin Door
9. Land
-
UNLATCH
-
STRAIGHT AHEAD
ENGINE FAILURE DURING FLIGHT (Restart Procedures)
1. Airspeed
-
76 KlAS (best glide speed)
2. FUEL SELECTOR Valve
-
BOTH
3. FUEL PUMP Switch
-
ON
4. Mixture Control
-
RICH (if restart has not occurred)
(Continued Next Page)
CESSIVA
MODEL 182T NAV Ill
13-6 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
ENIERGENCY PROCEDURES
ENGINE FAILURES
(Continued)
ENGINE FAILURE DURING FLIGHT (Restart Procedures)
(Continued)
5. MAGNETOS Switch stopped)
-
BOTH (or START if propeller is
NOTE
If propeller is windmilling, engine will restart automatically within a few seconds. If propeller has stopped (possible at low speeds), turn MAGNETOS switch to START, advance throttle slowly from idle and lean the mixture from full rich as required to obtain smooth operation.
6. FUEL PUMP Switch
-
OFF
NOTE
If the indicated fuel flow (FFLOW GPH) immediately drops to zero, a sign of failure of the engine-driven fuel pump, return the FUEL PUMP Switch to the ON position.
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Pilot and Passenger Seat Backs
-
MOST UPRIGHT[
PoSI1-IOIV
2. Seats and Seat Belts
-
SECURE
3. Airspeed
-
75 KlAS
-
Flaps UP
70 KlAS
-
Flaps 10"
-
FULL
4. Mixture Control
-
IDLE CUTOFF (pull full out)
5. FUEL SELECTOR Valve
-
PUSH DOWN and ROTATE to
I
OFF
6. MAGNETOS Switch
-
OFF
7. Wing Flaps
-
AS REQUIRED (FULL recommended)
8. STBY BATT Switch
-
OFF
9. MASTER Switch (ALT and BAT)
-
OFF (when landing is assured)
10. Doors
-
UNLATCH PRIOR TO TOUCHDOWN
11. Touchdown
-
SLIGHTLY TAIL LOW
12. Brakes
-
APPLY HEAVILY
(Continued Next Page)
U.S. 3-7
SECTION 3
EMERGENCY PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
FORCED LANDINGS
(Continued)
PRECAUTIONARY LANDING WITH ENGINE POWER
I
1. Pilot and Passenger Seat Backs
-
MOST UPRIGHT
POSITION
2. Seats and Seat Belts
-
SECURE
3. Airspeed
-
75 KlAS
4. Wing Flaps
-
20"
5. Selected Field
-
FLY OVER, noting terrain and obstructions.
6. Wing Flaps
-
FULL (on final approach)
7. Airspeed
-
70 KlAS
8. STBY BATT Switch
-
OFF
I
9. MASTER Switch (ALT and BAT) assured)
-
OFF (when landing
10. Doors
-
LINLATCH PRIOR TO TOUCHDOWN
11. Touchdown
-
SLIGHTLY TAIL LOW
1
12. Mixture Control
-
IDLE CUTOFF (pull full out)
13. MAGNETOS Switch
-
OFF
14. Brakes -APPLY HEAVILY
DITCHING
I
1. Radio
-
TRANSMIT MAYDAY on 121.5 MHz, (Give location, intentions and SQUAWK 7700)
2. Heavy Objects (in baggage area)
-
SECURE OR JETI-ISON
(if possible)
)
3. Pilot and Passenger Seat Backs
-
MOST UPRIGHT
POSI-TION
4. Seats and Seat Belts
-
SECLIRE
5. Wing Flaps
-
20"
-
FULL
6. Power
-
ESTABLISH 300 FTIMIW DESCENT AT 65 KlAS
NOTE
If no power is available, approach at 70 KlAS with
Flaps UP or at 65 KlAS with Flaps 10".
7. Approach
-
High Winds, Heavy Seas
-
INTO THE WIND
Light Winds, Heavy Swells
-
PARALLEL
TO
SWELLS
8. Cabin Doors
-
UNLATCH
9. Touchdown
-
LEVEL ATTITUDE AT ESTABLISi4ED
RATE-OF-DESCENT.
(Continued Next Page)
3-8 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
FORCED LANDINGS
(Continued)
DITCHING (Continued)
10. Face
-
CUSHION at touchdown with folded coat
11. ELT
-
ACTIVATE
12. Airplane
-
EVACUATE THROUGH CABIN DOORS. 111 necessary, open window and flood cabin to equalize pressure so doors can be opened.
13. Life Vests and Raft
-
INFLATE WHEN CLEAR OF
AIRPLANE
DURING START ON GROUND
1. MAGNETOS Switch
-
START (continue cranking to start the engine)
IF ENGINE STARTS
2. Power
-
1800 RPM for a few minutes
3. Engine
-
SHUTDOWN and inspect for damage
I
IF ENGINE FAILS TO START
2. Throttle Control
3. Mixture Control
-
FULL (push full in)
-
IDLE CUTOFF (pull full out)
4. MAGNETOS Switch
-
START (continue cranking)
5. FUEL SELECTOR Valve
-
PUSH DOWN and ROTATE t o
I
6.
OFF
FUEL PUMP Switch
-
OFF
7. MAGNETOS Switch
-
OFF
8. STBY BATT Switch
-
OFF
9.
MASTER Switch (ALT and BAT)
-
OFF
10. Engine
-
SECURE
1 1. Parking Brake
-
RELEASE
12. Fire Extinguisher
-
OBTAIN (have ground attendants obtain if not installed)
13. Airplane
-
EVACUATE
14. Fire
-
EXTINGUISH using fire extinguisher, wool blanket, or dirt.
15. Fire Damage
-
INSPECT (Repair or replace damaged components and/or wiring before conducting another flight)
I
(Continued Next Page)
182TPHAUS-04 U.S. 3-9
SECTION 3
EMERGENCY PROCEDLIRES
CESSIVA
MODEL 182T NAV Ill
FIRES
(Continued)
ENGINE FlRE IN FLIGHT
1
1.
Mixture Control
-
IDLE CUTOFF (pull full out)
2. FLlEL SELECTOR Valve
-
PUSH DOWN and ROTATE t o
I
OFF
3. FUEL PUMP Switch
-
OFF
4. MASTER Switch (ALT and BAT)
-
OFF
5. Cabin Heat and Air
-
OFF (except overhead vents)
6. Airspeed
-
100 KIAS. (If fire is not extinguished, increase glide speed to find an airspeed, within airspeed limitations, which will provide an incombustible mixture)
1
7. Forced Landing
-
EXECUTE, Refer to EFAERGEr\!CY
LANDING WITHOUT ENGINE POWER
ELECTRICAL FlRE IN FLIGHT
1. STBY BATT Switch
-
OFF
2. MASTER Switch (ALT and BAT)
-
OFF
3. VentsICabin AirIHeat
4. Fire Extinguisher
-
CLOSED
-
ACTIVATE (if available)
5. AVIONICS Switch (BUS 1 and BUS 2)
-
OFF
6. All Other Switches (except MAGNETOS switch)
-
OFF
WARNING
AFTER THE FlRE EXTINGUISHER HAS BEEN
USED, MAKE SURE THAT THE FlRE IS
EXTlNGLllSHED BEFORE EXTERIOR AIR IS USED
TO REMOVE SMOKE FROM THE CABIN.
7. VentsICabin AirIHeat
- completely extinguished)
OPEN (When sure that fire is
(Continued Next Page)
3-10 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
FIRES
(Continued)
ELECTRICAL FlRE IN FLIGHT (Continued)
IF FlRE HAS BEEN EXTINGUISHED AND ELECTRICAL
POWER IS NECESSARY FOR CONTINUED FLIGHT TO
NEAREST SUITABLE AIRPORT OR LANDING AREA
8. Circuit Breakers
-
CHECK for OPEN circuit(s), do not reset.
9. MASTER Switch (ALT and BAT)
-
ON
10. STBY BATT Switch
-
ON
11. AVlOhllCS Switch (BUS 1)
-
ON
12. AVIONICS Switch (BUS 2)
-
ON
I
CABIN FlRE
1.
STBY BATT Switch
-
OFF
2. MASTER Switch (ALT and BAT)
-
OFF
3. Ventstcabin AirIHeat
4. Fire Extinguisher
-
CLOSED (to avoid drafts)
-
ACTIVATE (if available)
WARNING
AFTER THE FlRE EXTINGUISHER HAS BEEN
USED, MAKE SURE THAT THE FlRE IS
EXTlNGLllSHED BEFORE EXTERIOR AIR IS USED
TO REMOVE SMOKE FROM THE CABIN.
5. VentsICabin AirIHeat
-
OPEN (When sure that fire is completely extinguished)
6. Land the airplane as soon as possible to inspect for
I
damage.
WING FlRE
1. LAND and TAXI Light Switches
-
OFF
2. NAV Light Switch
-
OFF
3.
STROBE Light Switch
-
OFF
4. PlTOT HEAT Switch
-
OFF
NOTE
Perform a sideslip to keep the flames away from the fuel tank and cabin. Land as soon as possible using flaps only as required for final approach and touchdown.
182TPHAUS-04 U.S. 3-11
SECTION 3
EMERGENCY PROCEDURES
CESSIVA
MODEL 182T NAV Ill
INADVERTENT ICING ENCOUNTER DURING FLIGHT
1. PlTOT HEAT Switch
-
ON
2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
3. Pull cabin heat control full out and rotate defroster control clockwise
to obtain maximum defroster airflow.
4.
Increase engine speed to minimize ice build-up on propeller blades. If excessive vibration is noted, momentarily reduce engine speed to 2200 RPM with the propeller control, and then rapidly move the control forward.
NOTE
Cycling the RPM flexes the propeller blades and high RPM increases centrifugal force, causing ice to shed more rapidly.
Watch for signs of induction air filter icing. A loss of manifold pressure could be caused by ice blocking the air intake filter. Adjust the throttle as necessary to hold manifold pressure. Adjust mixture, as necessary, for any change in power settings.
Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site.
With an ice accumulation of 0.25 inch or more on the wing leading edges, be prepared for significantly higher power requirements, higher approach and stall speeds, and a longer landing roll.
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.
Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach.
Perform a landing approach using a forward slip, if necessary, for improved visibility.
Approach at 80 to 90 KlAS depending upon the amount of the ice accumulation.
Perform a landing in level attitude.
Missed approaches should be avoided whenever possible because of severely reduced climb capability.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
ICING
(Continued)
STATIC SOURCE BLOCKAGE
(ERRONEOUS INSTRUMENT READING SUSPECTED)
1. ALT STATIC AIR Valve
-
PULL ON
2. CABIN HT and CABIN AIR Knobs
-
PULL ON
3. Vents
-
CLOSED
4. Airspeed
-
Refer to Section 5, Figure 5-1 (Sheet 2) Airspeed
Calibration, Alternate Static Source correction chart.
5. Altitude
-
Refer to Section 5, Figure 5-2, Altimeter
I
Correction, Alternate Static Source correction chart.
EXCESSIVE FUEL VAPOR
FUEL FLOW STABILIZATION PROCEDURES
(If flow fluctuations of 1 GPH or more, or power surges occur.)
1. FUEL PUMP Switch
-
ON
2. Mixture Control
-
ADJUST (As necessary for smooth enginel operation)
3. Fuel Selector Valve
-
SELECT OPPOSITE TANK (if vapor symptoms continue)
4. FUEL PUMP Switch
-
OFF (after fuel flow has stabilized)
U.S. 3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
ABNORMAL LANDINGS
LANDING WlTH A FLAT MAlN TIRE
1. Approach
-
NORMAL
2. Wing Flaps
-
FULL
3. Touchdown
-
GOOD MAlN TIRE FIRST (Hold airplane off flat tire as long as possible with aileron control)
4. Directional Control
-
MAINTAIN (Using brake on good wheel as required)
LANDING WlTH A FLAT NOSE 'TIRE
1. Approach
-
NORMAL
2. Wing Flaps
-
AS REQUIRED
120 to 140 KlAS
-
Flaps Up
-
10"
100 to 120 KlAS
-
Flaps 10"
-
20"
Below 100 KlAS
-
Flaps FULL
3. Touchdown
-
ON MAINS (Hold nosewheel off the ground as long as possible)
4. When nosewheel touches down, maintain full up elevator as airplane slows to stop.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
HIGH VOLTS ANNUNCIATOR COMES ON OR M BAT AMPS
MORE THAN 40
I
1. MASTER Switch (ALT Only)
-
OFF
2. Electrical Load
-
REDUCE IMMEDIATELY as follows: a. AVIONICS Switch (BUS 1)
-
OFF b. PlTOT HEAT
-
OFF c. BEACON Light
-
OFF d. LAND Light
-
OFF (Use as required for landing) e. TAXI Light
-
OFF f. NAV Lights
-
OFF g. STROBE Lights
-
OFF h. CABllV PWR 12V
-
OFF
I
NOTE
The Main Battery supplies electrical power to the
Main and Essential Buses until M BUS VOLTS decreases below 20 volts. When M BUS VOLTS falls below 20 volts, the Standby Battery System will automatically supply electrical power to the
Essential Bus for at least 30 minutes.
Select COMl MIC and NAVl on the audio panel and tune to the active frequency before setting
AVIONICS BUS 2 to OFF. If COM2 MIC and
NAV2 are selected when AVIONICS BUS 2 is set to off, the COM and NAV radios cannot be tuned.
(Continued Next Page)
U.S. 3-15
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
ELEC'TRICAC P O W E R SUPPLY SYSTEM
MALFUNC'TIONS
(Continued)
[HIGH VOLTS ANNUNCIATOR COMES ON OR M BAT
MORE THAN 40 (Continued)
AMPS
I
i. COM1 and NAVl
-
TUNE TO ACTIVE FREQUENCY
I
j.
COM1 MIC and NAV1
-
SELECT (COM2 MIC and NAV2 will be inoperative once AVIONICS BUS 2 is selected to
OFF).
NOTE
When AVIONICS BUS 2 is set to OFF, the following items will not operate:
KAP 140 Autopilot
COMM 2
GTX 33 Transponder
GMA 1347 Audio Panel
NAV 2
GDU 1040 MFD
I
k. AVIONICS Switch (BUS 2)
-
OFF (KEEP ON if in clouds)
3. Land as soon as practical
NOTE
Make sure a successful landing is possible before extending flaps. The flap motor is a large electrical load during operation.
(Continued Next Page)
3-16 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
(Continued)
LOW VOLTS ANNUNCIATOR COMES ON BELOW 1000 RPM
1. Throttle Control
-
1000 RPM
2. Low Voltage Annunciator (LOW VOLTS)
-
CHECK OFF
LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM
3.
Authorized maintenance personnel must do electrical system inspection prior to next flight.
LOW VOLTS ANNLINCIATOR COMES ON OR DOES NOT GO
OFF AT HIGHER RPM
1. MASTER Switch (ALT Only)
-
OFF
2. Alternator Circuit Breaker (ALT FIELD)
-
CHECK IN
3. MASTER Switch (ALT and BAT)
-
ON
4. Low Voltage Annunciator (LOW VOLTS)
-
CHECK OFF
5. M BUS VOLTS
-
CHECK 27.5 V minimum
6. M BAT AMPS
-
CHECK CHARGING (+)
IF LOW VOLTS ANNUNCIATOR REMAINS ON
7. MASTER Switch (ALT Only)
-
OFF
8. Electrical Load
-
REDUCE IMMEDIATELY as follows: a. AVlOlVlCS Switch (BUS 1)
-
OFF b. PITOT HEAT
-
OFF c. BEACON Light
-
OFF d. LAND Light
-
OFF (use as required for landing) e. TAXI Light
-
OFF f. NAV Lights
-
OFF g. STROBE Lights
-
OFF h. CABIN PWR 12V
-
OFF
I
(Continued Next Page)
U.S. 3-17
SECTION 3
EMERGENCY PROCEDURES
CESSIVA
MODEL 182T NAV Ill
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
(Continued)
IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued)
NOTE
The Main Battery supplies electrical power to the
Main and Essential Buses until M BUS VOLTS decreases below 20 volts. When M BUS VOLTS falls below 20 volts, the Standby Battery System will automatically supply electrical power to the
Essential Bus for at least 30 minutes.
Select COM1 MIC and NAV1 on the audio panel and tune to the active frequency before setting
AVIONICS BUS 2 to OFF. If COM2 MIC and
NAV2 are selected when AVIONICS BUS 2 is set to OFF, the COM and NAV radios cannot be tuned. i. COMI and NAV1
FREQUEIVCY
-
TUNE TO ACTIVE i.
COM1 MIC and NAV1
-
SELECT (COM2 MIC and NAV2 will be inoperative once AVlOlVlCS
BUS 2 is selected to OFF)
NOTE
When AVIONICS BUS 2 is set to OFF, the following items will not operate:
KAP 140 Autopilot
COMM 2
GTX 33 Transponder
GMA 1347 Audio Panel
NAV 2
GDU 1040 MFD k. AVIONICS Switch (BUS 2) clouds)
-
OFF (KEEP ON if in
(Continued Next Page)
13-18 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
ENIERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
(Continued)
IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued)
9. Land as soon as practical.
NOTE
Make sure a successful landing is possible before extending flaps. The flap motor is a large electrical load during operation.
AIR DATA SYSTEM FAILURE
RED
X
-
PFD AIRSPEED INDICATOR
1. ADCIAHRS Circuit Breakers
-
CHECK IN (ESS BUS and
AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset.
2. Standby Airspeed Indicator
-
USE FOR AIRSPEED
INFORMATION
RED
X
-
PFD ALTITUDE INDICATOR
1. ADCIAHRS Circuit Breakers
-
CHECK IN (ESS BUS and
AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset.
2. Standby Altimeter
-
CHECK current barometric pressure
SET. USE FOR ALTITUDE INFORMATION
U.S. 3-19
SECTION 3
EMERGENCY PROCEDLIRES
CESSIVA
MODEL 182T NAV Ill
ATTITUDE AND HEADING REFERENCE SYSTEM
(AHRS) FAILURE
RED X
-
PFD ATTITUDE INDICATOR
1. ADCIAHRS Circuit Breakers
-
CHECK IN (ESS BUS and
AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset.
2. Standby Attitude Indicator
-
USE FOR ATTI-TUDE
INFORMATION
RED X
-
HORIZONTAL SITUATION INDICATOR (HSI)
1. ADCIAHRS Circuit Breakers
-
CHECK IN (ESS BUS and
AVhl BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset.
2. Non-Stabilized Magnetic Compass
-
USE FOR HEADING
INFORMATION
DISPLAY COOLING ADVISORY
PFD1 COOLING OR MFDl COOLING ANNUNCIATOR(S)
1. Cabin Heat (CABIN HT)
-
REDUCE (minimum preferred)
2. Forward Avionics Fan
-
CHECK (feel for airflow from screen on glareshield)
IF FORWARD AVIONICS FAN HAS FAILED
3. STBY BATT Switch power)
-
OFF (unless needed for emergency
IF PFD1 COOLING OR MFDl COOLING ANNLINCIATOR
DOES NOT GO OFF WITHIN 3 MINUTES OR IF BOTH PFD1
COOLING AND MFDl COOLING ANNUNCIATORS COME ON
3.
STBY BATT Switch
-
OFF
(land as soon as practical)
CESSNA
MODEL 182T NAV Ill
SECTION
3
EMERGENCY PROCEDURES
VACUUM SYSTEM FAILURE
LOW VACUUM ANNLINCIATOR COMES ON
1.
Vacuum Indicator (VAC)
-
CHECK EIS SYSTEM page to make sure vacuum pointer is in green arc limits.
CAUTION
IF VACUUM POINTER IS OUT OF THE GREEN
ARC DURING FLIGHT OR THE GYRO FLAG IS
SHOWN ON THE STANDBY ATTITUDE
INDICATOR, THE STANDBY ATTITUDE INDICATOR
MUST NOT BE
-
-USED F O R ATTITUDE
INFORMATION.
HlGH CARBON MONOXIDE
ANNUNCIATOR
(if installed)
LEVELl
CO LVL HlGH ANNUNCIATOR COMES ON
1. CABIN HT Knob
-
OFF (push full in)
2.
CABIN AIR Knob
-
ON (pull full out)
3. Cabin Vents
-
OPEN
4.
Cabin Windows
-
OPEN (175 KlAS maximum windows open
I
speed)
CO LVL HlGH ANNUNCIATOR REMAINS ON
I
I
I
5. Land as soon as practical.
U.S. 3-21
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
AMPLIFIED EMERGENCY PROCEDURES
The following Amplified Emergency Procedures provide additional
I
information beyond that in the Emergency Procedures Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. This information should be reviewed in detail prior to flying the airplane, as well as reviewed on a regular basis to keep pilot's knowledge of procedures fresh.
ENGINE FAILURE
If an engine failure occurs during the takeoff roll, stop the airplane on the remaining runway. Those extra items on the check!ist wi!! provide added safety after a failure of this type.
[If an engine failure occurs immediately after takeoff, in most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute the 180" gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown.
[After an engine failure in flight, the most important task is to continue flying the airplane. The best glide speed, as shown in
Figure 3-1, should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed.
CESSNA
MODEL
182T
NAV Ill
SECTION 3
EMERGENCY PROCEDURES
MAXIMUM GLIDE
Ground Distance
-
Nautical Miles
Figure 3-1
U.S. 3-23
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk
7700.
Before attempting an "off-airport" landing with engine power available, one should fly over the landing area at a safe, but low altitude, to inspect the terrain for obstructions and surface conditions, proceeding as discussed in the Precautionary Landing
With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday messages on
121.5 MHz giving location and intentions and squawk
7700.
Avoid a landing flare because of the difficulty in judging height over a water surface. The checklist assumes the availability of power to make a precautionary water landing. If power is not available, use of the airspeeds noted with minimum flap extension will provide a more favorable attitude for a power off ditching.
In a forced landing situation, do not turn off the AVIONICS switch or
MASTER switch until a landing is assured. Premature deactivation of the switches will disable all airplane electrical systems.
Before completing a forced landing, especially in remote and mountainous areas, activate the ELT by setting the cockpit-mounted switch to the ON position. For complete information on ELT operation, refer to Section 9, Supplements.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight with an airspeed of approximately 80 KlAS by using throttle and elevator trim controls. Then
do not change
the elevator trim control setting; control the glide angle by adjusting power.
During the landing flare (round-out), the nose will come down when power is reduced and the airplane may touch down on the nosewheel before the main wheels. When in the flare, the elevator trim control should be adjusted toward the full nose up position and the power adjusted at the same time so that the airplane will rotate to a horizontal attitude for touchdown. Close the throttle at touchdown.
FIRES
Improper starting procedures involving the excessive use of auxiliary fuel pump operation can cause engine flooding and subsequent collection of fuel on the parking ramp as the excess fuel drains overboard from the intake manifolds. This is sometimes experienced in difficult starts in cold weather where engine preheat service is not available. If this occurs, the airplane should be pushed away from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumulations in the exhaust system igniting during an engine start, causing a long flame from the tailpipe, and possibly igniting the collected fuel on the pavement. If a fire occurs, proceed according to the checklist.
Although engine fires are extremely rare in flight, if a fire is encountered, the steps of the appropriate checklist should be followed. After completion of the checklist procedure, execute a forced landing. Do not attempt to restart the engine.
'The first sign of an electrical fire is usually the smell of burning insulation. The checklist procedure should result in the elimination of the fire.
U.S. 3-25
SECTION
3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
[EMERGENCY OPERATION IN CLOUDS
If the engine-driven vacuum pump fails in flight, the standby attitude indicator will not be accurate. The pilot must then rely on the attitude and heading information (from the AHRS) shown on the
PFD indicators. With valid HDG or GPSINAV and blind turn coordinator inputs, autopilot operation will not be affected.
If the AHRS unit fails in flight (red X's shown through the PFD attitude and heading indicators), the pilot must rely on the standby attitude indicator and non-stabilized magnetic compass for attitude and heading information.
The autopilot will not operate in HDG mode without AHRS input.
With a valid GPS or NAV input and a good blind turn coordinator, the autopilot will operate in NAV, APR or REV modes. Autopilot altitude hold and vertical speed operating modes are independent of
AHRS operation. Refer to Section 9, Supplements, for additional details on autopilot operations.
The following instructions assume that the pilot is not very proficient at instrument flying and is flying the airplane without the autopilot engaged.
(Continued Next Page)
3-26
U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY OPERATION IN CLOUDS
(Continued)
1
EXECUTING A 180" TURN IN CLOUDS (AHRS FAILED)
Upon inadvertently entering the clouds, an immediate turn to reverse course and return to VFR conditions should be made as follows:
AHRS Failure
1. Note the non-stabilized magnetic compass heading.
2. Set rudder trim to the neutral position.
3.
Using the standby attitude indicator, initiate a 15" bank left turn. Keep feet off rudder pedals. Maintain altitude and
15" bank angle. Continue the turn for 60 seconds, then roll back to level flight.
4. When the compass card becomes sufficiently stable, check the accuracy of the turn by verifying that the compass heading approximates the reciprocal of the originai heading.
5. If necessary, adjust the heading by keeping the wings level and using the rudder to make skidding turns (the compass will read more accurately) to complete the course reversal.
6 .
Maintain altitude and airspeed by cautious application of elevator control. Keep the roll pointer and index aligned and steer only with rudder.
(Continued Next Page)
U.S.
3-27
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
(EMERGENCY OPERATION IN CLOUDS
(Continued)
EMERGENCY DESCENT THROUGH CLOUDS (AHRS FAILED)
When returning to VFR flight after a 180" turn is not practical, a descent through the clouds to VFR conditions below may be appropriate. If possible, obtain an ATC clearance for an emergency descent through the clouds.
AHRS Failure
Choose an easterly or westerly heading to minimize non-stabilized magnetic compass card sensitivity. Occasionally check the compass heading and make minor corrections to hold an approximate course. The autopilot may be engaged in ROL mode to keep the wings level and VS mode to control rate-of-descent.
Before descending into the clouds, prepare for a stabilized descent as follows:
1. Apply full rich mixture.
2. Set rudder trim to neutral position.
3. Turn pitot heat on.
4. Set power for a 500 to 800 feet per minute rate-of-descent.
5. Set the elevator trim for a stabilized descent at 80 KIAS.
6. Use the standby attitude indicator roll pointer and index to keep wirrgs level.
7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn.
8. Upon breaking out of clouds, resume normal cruising flight.
(Continued Next Page)
3-28 U.S.
CESSNA
MODEL 182T NAV I11
SECTION 3
EMERGENCY PROCEDLIRES
EMERGENCY OPERATION IN CLOUDS
(Continued)
1
EXECUTING A 180" TURN IN CLOUDS (AHRS FAILED)
Upon inadvertently entering the clouds, an immediate turn to reverse course and return to VFR conditions should be made as follows:
AHRS Failure
1.
Note the non-stabilized magnetic compass heading.
2. Set rudder trim to the neutral position.
3. Using the standby attitude indicator, initiate a 15" bank left turn. Keep feet off rudder pedals. Maintain altitude and
15" bank angle. Continue the turn for 60 seconds, then roll back to level flight.
4. When the compass card becomes sufficiently stable, check the accuracy of the turn by verifying that the compass heading approximates the reciprocal of the original heading.
5.
If necessary, adjust the heading by keeping the wings level and using the rudder to make skidding turns (the compass will read more accurately) to complete the course reversal.
6. Maintain altitude and airspeed by cautious application of elevator control. Keep the roll pointer and index aligned and steer only with rudder.
(Continued Next Page)
U.S. 3-27
SECTION
3
EMERGENCY PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
IEMERG ENCY OPERATION IN CLOUDS
(Continued)
EMERGENCY DESCENT THROUGH CLOUDS (AHRS FAILED)
When returning to VFR flight after a 180" turn is not practical, a descent through the clouds to VFR conditions below may be appropriate. If possible, obtain an ATC clearance for an emergency descent through the clouds.
AHRS Failure
Choose an easterly or westerly heading to minimize non-stabilized magnetic compass card sensitivity. Occasionally check the compass heading and make minor corrections to hold an approximate course. The autopilot may be engaged in ROL mode to keep the wings level and VS mode to control rate-of-descent.
Before descending into the clouds, prepare for a stabilized descent as follows:
1. Apply full rich mixture.
2. Set rudder trim to neutral position.
3. Turn pitot heat on.
4. Set power for a 500 to 800 feet per minute rate-of-descent.
5. Set the elevator trim for a stabilized descent at 80 KIAS.
6. Use the standby attitude indicator roll pointer and index to keep wings level.
7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn.
8. Upon breaking out of clouds, resume normal cruising flight.
(Continued Next Page)
3-28 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY OPERATION IN CLOUDS)
(Continued)
DIVE IN THE
CLOUDS (AHRS-
I
RECOVERY FROM SPIRAL
FAILED)
AHRS Failure
If a spiral is entered while in the clouds, continue as follows:
1. Retard throttle to idle position.
2. Remove feet from rudder pedals.
3. Stop turn by carefully leveling the wings using aileron control to align the roll index and roll pointer of the standby attitude indicator.
4. Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS.
5. Adjust the elevator trim control to maintain an 80 KIAS glide.
6 .
Set rudder trim to neutral position.
7. Use aileron control to maintain wings level (keep roll pointer and index aligned) and constant heading.
8. Resume EMERGENCY DESCENT THROUGH THE
CLOUDS procedure.
9. Upon breaking out of clouds, resume normal cruising flight.
INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited and extremely dangerous.
An inadvertent encounter with these conditions can be resolved using the checklist procedures. The best action is to turn back or change altitude to escape icing conditions. Set the PlTOT HEAT switch to the ON position until safely out of icing conditions.
During these encounters, an unexplained loss of manifold pressur could be caused by ice blocking the air intake filter or in extreme1 rare instances ice completely blocking the fuel injection ai reference tubes. In either case, the throttle should be positioned t hold manifold pressure (in some instances, the throttle may need t
! be retarded for maximum power). Adjust mixture+a necessary;
fon
any change in power settings.
I
U.S. 3-29
SECTION 3
EMERGENCY PROCEDLIRES
CESSNA
MODEL 182T NAV I I I
STATIC SOURCE BLOCKED
I
If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the ALT STATIC AIR valve should be pulled ON, thereby supplying static pressure to these instruments from the cabin.
When the ALT STATIC AIR valve is ON, the maximum airspeed variation from normal static source operation is 5 knots and the maximum altimeter variation is 80 feet (all windows closed). Refer to Section 5, Airspeed Calibration and Altimeter Correction tables for Alternate Static Source for additional details.
Intentional spins are prohibited in this airplane, but should an inadvertent spin occur, the following recovery procedure should be used:
1
1. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION.
4. JUST
AFTER THE RUDDER REACHES THE STOP, MOVE
THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH
TO BREAK THE STALL. Full down elevator may be required at aft center-of-gravity loadings to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION
STOPS. Premature relaxation of the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RLIDDER, AhlD MAKE
A SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If the rate of the spin makes determining the direction of rotation difficult, the magenta turn rate indicator at the top of the HSI compass card will show the rate and direction of the turn. The HSI compass card will rotate in the opposite direction.
Hold opposite rudder to the turn vector direction.
3-30 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
ROUGH ENGINE OPERATION OR LOSS OF
POWER
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 MAGNETOS switch momentarily from
BOTH to either L or R position. An obvious power loss in single magneto operation is evidence of spark plug or magneto trouble.
Since spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the MAGNETOS switch unless extreme roughness makes the use of a single
MAGNETO position necessary.
MAGNETO MALFUNCTION
Sudden engine roughness or misfiring is usually a sign of a magneto problem. Changing the MAGNETOS switch from BOTH to the L and R switch positions will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is possible. If not, change to the good magneto and continue t o the nearest airport for repairs.
ENGINE-DRIVEN FUEL PUMP FAILURE
Failure of the engine-driven fuel pump will be shown by a sudden reduction in the fuel flow indication (FFLOW GPH) immediately
before a loss of power
while operating from a fuel tank containing adequate fuel.
If the engine-driven fuel pump fails, immediately set the FUEL
PUMP switch to the ON position to restore engine power. fuel pump repaired.
(Continued Next Page)
U.S. 3-31
SECTION 3
EMERGENCY PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
ROUGH ENGINE OPERATION OR LOSS OF
POWER
(Continued)
EXCESSIVE FUEL VAPOR
Fuel vapor in the fuel injection system is most likely to occur on the ground, typically during prolonged taxi operations, when operating at higher altitudes and/or in unusually warm temperatures.
Excessive fuel vapor accumulation is shown by fuel flow indicator
(FFLOW GPH) fluctuations greater than 1 gal./hr. This condition, with leaner mixtures or with larger fluctuations, can result in power surges, and if not corrected, may cause power loss.
To slow vapor formation and stabilize fuel flow on the ground or in the air, set the FUEL PUMP switch to the ON position and adjust the mixture as required for smooth engine operation. If vapor symptoms continue, select the opposite fuel tank. When fuel flow stabilizes, set the FUEL PUMP switch to the OFF position and adjust the mixture as desired.
LOW OIL PRESSURE
If the low oil pressure annunciator (OIL PRESS) comes on, check the oil pressure indicator (OIL PRES on ENGINE page or OIL PSI on SYSTEM page) to confirm low oil pressure condition. If oil pressure and oil temperature (OIL TEMP on ENGINE page or OIL
OF on SYSTEM page) remain normal, it is possible that the oil pressure sending unit or relief valve is malfunctioning. Land at the nearest airport to determine the source of the problem.
If a total loss of oil pressure and a rise in oil temperature occur at about the same time, it could mean that the engine is about to fail.
Reduce power immediately and select a field suitable for a forced landing. Use only the minimum power necessary to reach the landing site.
CESSNA
MODEL 182T NAV Ill
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected through regular monitoring of the main battery ammeter (M BAT
AMPS) and the main electrical bus voltmeter (M BUS VOLTS); however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt, too much wear on th alternator brushes, or an error in wiring is most likely the cause o
4
alternator failures, although other factors could cause the problem.
A defective alternator control unit (ACU) can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate-of- charge and insufficient rate-of-charge. The following paragraphs describe the recommended remedy for each situation.
EXCESSIVE RATE-OF-CHARGE
After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the main battery ammeter (M BAT AIVIPS) should be indicating less than 5 amps of charging (+) current. If the charging current remains above this value on a long flight, the battery electrolyte could overheat and evaporate.
Electronic components in the electrical system can be adversely
I
affected by higher than normal voltage. The alternator control unit includes an overvoltage sensor circuit which will automatically disconnect the alternator if the charge voltage increases to more than approximately 31.75 volts. If the overvoltage sensor circuit does not operate correctly, as shown by voltage more than 31.75 volts on the main battery bus voltmeter, the MASTER switch ALT section should be set to the OFF position. Unnecessary electrical equipment should be de-energized and the flight terminated as soon
I as practical.
(Continued Next Page)
U.S. 3-33
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
(Continued)
INSUFFICIENT RATE-OF-CHARGE
When the over-voltage sensor circuit, or other fault, opens the alternator (ALT FIELD) circuit breaker and de-energizes the alternator, a discharge (-) current will be shown on the main battery ammeter and the low voltage annunciator (LOW VOLTS) will come on. The ACU can de-energize the alternator due to minor disturbances in the electrical system, resulting in a "nuisance" opening of the ALT FIELD circuit breaker. If this happens, an attempt should be made to energize the alternator system.
To energize the alternator system
1. MASTER Switch (ALT Only)
-
OFF.
2. Alternator Circuit Breaker (ALT FIELD)
-
CHECK IN.
3. MASTER Switch (ALT Only)
-
OIV.
If the problem was a minor ACU disturbance in the electrical system, normal main battery charging will start. A charge (+) current will be shown on the main battery ammeter and the LOW
VOLTS annunciator will go off.
If the LOW VOLTS annunciator comes on again, there is an
I
alternator system problem. Do not repeat steps to energize the alternator system. The electrical load on the battery must be minimized (by de-energizing nonessential electrical equipment and avionics) because the battery can supply the electrical system for only a short time. Reduce electrical load as soon as possible to extend the life of the battery for landing. Land as soon as practical.
(Continued Next Page)
3-34 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 3
EMERGENCYPROCEDURES
ELECTRICAL POWER SUPPLY
MALFUNCTIONS
(Continued)
SYSTEMl
INSUFFICIENT RATE-OF-CHARGE (Continued)
Main battery life can be extended by setting the MASTER switch
(ALT and BAT) to OFF and operating the equipment on the ESS
BUS from the standby battery. The standby battery is only capable of providing power for systems on the Essential Bus and cannot provide power for transponder (XPDR) operation. Main battery life should be extended, when practical, for possible later operation of the wing flaps and use of the landing light (at night).
NOTE
The LOW VOLTS annunciator can come on when the engine is operated at low RPM with a high electrical load. The LOW VOLTS annunciator will usually go off when the engine is operated at higher
RPM for greater alternator system output. Make sure that the M BATT AMPS indication shows positive (+) current at the higher RPM.
U.S.
3-35
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182T NAV Ill
HlGH CARBON MONOXIDE (CO) LEVEL
I
(if installed)
Carbon monoxide (CO) is a colorless, odorless, tasteless product of an internal combustion erlgine and is always present in exhaust fumes. Even minute quantities of carbon monoxide breathed over long period of time may lead to dire consequences. The symptoms of carbon monoxide poisoning are difficult to detect by the person affected and may include blurred thinking, a feeling of uneasiness, dizziness, headache, and loss of consciousness.
The cabin heater system operates by allowing ambient air to flow through an exhaust shroud where it is heated before being ducted into the cabin. If an exhaust leak, caused by a crack in the exhaust pipe, occurs in the area surrounded by this shroud it would allow exhaust fumes to mix with the heated ambient air being ducted into the cabin. Therefore, if anyone in the cabin smells exhaust fumes, experiences any of the symptoms mentioned above, or the CO LVL
HlGH warning annunciation comes on when using the cabin heater, immediately turn off the cabin heater and preform the emergency items for HlGH CARBON MONOXIDE (CO) LEVEL.
Nhen the CO detection system senses a CO level of 50 parts per million (PPM) by volume or greater the alarm turns on a flashing
:he PFD with a continuous tone until the PFD softkey below iNARMlNG is pushed. It then remains on steady until the CO level drops below 50 PPM and automatically resets the alarm.
OTHER EMERGENCIES
WINDSHIELD DAMAGE
If a bird strike or other incident should damage the windshield in flight to the point of creating an opening, a significant loss in performance may be expected. This loss may be minimized in some cases (depending on amount of damage, altitude, etc.) by opening the side windows while the airplane is maneuvered for a landing at the nearest airport. If airplane performance or other adverse conditions prevent landing at an airport, prepare for an "off airport" landing in accordance with the Precautionary Landing With
Engine Power or Ditching checklists.
3-36 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDLIRES
NORMAL PROCEDURES
TABLE
OF
CONTENTS
Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRSPEEDS
Airspeeds For Normal Operation
. . . . . . . . . . . . . . . . .
NORMAL PROCEDURES
Preflight Inspection
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Empennage
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Right Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . .
Rightwing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Left Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . .
LeftWing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Left Wing Trailing Edge
Before Starting Engine
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting Engine (With Battery) . . . . . . . . . . . . . . . . . . . . . . .
Starting Engine (With External Power)
Before Takeoff
. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Short Field Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Climb
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Climb
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Performance
Climb
. . . . . . . . . . . . . . . . . . . . .
Cruise
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Descent
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Continued Next Page)
Page
U.S. 4-1
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
TABLE OF CONTENTS
(Continued)
Page
NORMAL PROCEDURES (Continued)
Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-23
Normal Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Short Field Landing
Balked Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-23
4-23
4-23
AfterLanding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Securing Airplane
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-24
4-24
AMPLIFIED NORMAL PROCEDURES
Preflight Inspection
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-25
4-25
Starting Engine
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-27
Recommended Starter Duty Cycle . . . . . . . . . . . . . . . . . . 4-28
Leaning For Ground Operations
Taxiing
. . . . . . . . . . . . . . . . . . . . . .
4-28
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-29
Before Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
WarmUp
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
Magneto Check
Alternator Check
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-31
Elevator Trim
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-32
Landing Lights
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-32
Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-32
Powercheck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Wing Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Crosswind Takeoff
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-33
Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise
Stalls
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leaning Using Exhaust Gas Temperature (EGT)
Fuel Savings Procedures For Normal Operations
Fuel Vapor Procedures
. . . . . . .
. . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
4-34
4-35
4-37
4-40
4-41
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-42
(Continued Next Page)
CESSNA
MODEL 1821- NAV I l l
SEC1-ION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
(Continued)
Page
AMPLIFIED NORMAL PROCEDURES (Continued)
Holding. Procedure 1-urns and Missed Approaches . . . . . . . 4-43
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Short Field Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-47
Crosswind Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
Balked Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-48
Cold Weather Operations
. . . . . . . . . . . . . . . . . . . . . . . . . .
4-49
Starting
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-49
Hot Weather Operations
Noise Characteristics
. . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
4-5114-52
4-51 14-52
U.S. 4-314-4
CESSNA
MODEL 182T NAV I I I
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides procedures and amplified instructions for operations using standard equipment. Normal procedure associated with optional systems can be found in
Supplements.
AIRSPEEDS
AIRSPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum weight and may be used for any lesser weight.
TAKEOFF
Normal Climb
. . . . . . . . . . . . . . . . . . . . . . . . . . .
70
-
80 KlAS
Short Field Takeoff, Flaps 20°, Speed at 50 Feet
. . . .
58 KlAS
ENROUTE CLIMB, FLAPS UP
Normal, Sea Level
. . . . . . . . . . . . . . . . . . . . . . .
85
-
95 KlAS
Best Rate-of-Climb, Sea Level
. . . . . . . . . . . . . . . . . .
80 KlAS
Best Rate-of-Climb, 10,000 Feet
. . . . . . . . . . . . . . . .
74 KlAS
Best Angle-of-Climb, Sea Level . . . . . . . . . . . . . . . . . 65 KlAS
Best Angle-of-Climb, 10,000 Feet
. . . . . . . . . . . . . . .
68 KlAS
LANDING APPROACH
Normal Approach, Flaps LIP
Normal Approach, Flaps FULL
. . . . . . . . . . . . . . . .
70
-
80 KlAS
. . . . . . . . . . . . . .
60
-
70 KlAS
Short Field Approach, Flaps FULL . . . . . . . . . . . . . . . 60 KlAS
BALKED LANDING
Maximum Power, Flaps 20" . . . . . . . . . . . . . . . . . . . 55 KlAS
MAXIMUM RECOMMENDED TURBULENT AIR PENETRATION
SPEED
31 00 POUIVDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 10 KlAS
2600 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 KlAS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 KlAS
I
21 00 POUNDS
MAXIMUM DEMONSTRATED CROSSWIND VELOCITY
Takeoff or Landing . . . . . . . . . . . . . . . . . . . . . . . . 15 KNOTS
U.S. 4-5
SECTION 4
NORMAL PROCEDURES
NORMAL PROCEDURES
I
CESSNA
MODEL 182T NAV Ill
07857101 1
NOTE
Visually check airplane for general condition during walk-around inspection. Airplane should be parked in a normal ground attitude (refer to Figure 1-1) to make sure that fuel drain valves allow for accurate sampling. Use of the refueling steps and assist handles will simplify access to the upper wing surfaces for visual checks and refueling operations.
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.
Prior to flight, check that pitot heater is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available.
Figure 4-1
4-6 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 4
NORMAL PROCEDURES
PREFLIGHT INSPECTION
(Continued)
@
CABIN
1. Pitot Tube Cover
-
REMOVE (Check for pitot blockage)
2. Pilot's Operating Handbook
-
ACCESSIBLE TO PILOT
3. Garmin GlOOOTM Cockpit Reference Guide
-
ACCESSIBLE
TO PILOT
4. Airplane Weight and Balance
-
CHECKED
5. Parking Brake
-
SET
6. Control Wheel Lock
-
REMOVE
WARNING
WHEN THE MASTER SWITCH IS ON, USING AN
EXTERNAL POWER SOURCE, OR MANUALLY
ROTATING THE PROPELLER, TREAT THE
PROPELLER AS IF THE MAGNETOS SWITCH
WERE ON. DO NOT STAND, NOR ALLOW
ANYONE ELSE TO STAND, WITHIN THE ARC OF
THE PROPELLER SINCE A LOOSE OR BROKEN
WIRE, OR A COMPONENT MALFUNCTION,
COULD CAUSE THE ENGINE TO START.
MAGNETOS Switch
-
OFF
AVIONICS Switch (BUS 1 and BUS 2)
-
OFF
MASTER Switch (ALT and BAT)
-
ON
Primary Flight Display (PFD)
-
CHECK (Verify PFD is ON)
FUEL QTY (L and R)
-
CHECK
LOW FUEL L and LOW FUEL R Annunciators
(Verify annunciators are not shown on PFD)
OIL PRESSURE Annunciator
-
CHECK
-
CHECK (Verify annunciator
I
is shown)
LOW VACUUM Annunciator
-
CHECK (Verify annunciator is shown)
AVIONICS Switch (BUS 1)
-
ON
Forward Avionics Fan
-
CHECK (Verify fan is heard)
(Continued Next Page)
U.S. 4-7
CESSNA
MODEL 182T NAV I I I
SECTION 4
NORMAL PROCEDURES
PREFLIGHT INSPECTION
(Continued)
@
CABIN (Continued)
I
17. AVIONICS Switch (BUS 1)
-
OFF
18. AVIONICS Switch (BUS 2)
-
OIV
19. Aft Avionics Fan
-
CHECK (Verify fan is heard)
20. AVIONICS Switch (BUS 2)
21. PlTOT HEAT Switch
-
OFF
-
OIV (Carefully check that pitot tube is warm to the touch within 30 seconds)
22. PlTOT HEAT Switch
-
OFF
23. Stall Warning System
-
CHECK (Gently move the stall vane
I upward and verify that the stall warning horn is heard)
24. LOW VOLTS Annunciator
-
CHECK (Verify annunciator is
1
shown)
25. MASTER Switch (ALT and BAT)
-
OFF
(
26. Elevator and Rudder Trim Controls
-
TAKEOFF position
27. FUEL SELECTOR Valve
28. ALT STATIC AIR Valve
-
BOTH
-
OFF (pull full out)
29. Fire Extinguisher
-
CHECK (Verify gage pointer in green arc)
@
EMPENNAGE
(
1. Baggage Door
-
CHECK (lock with key)
2. Rudder Gust Lock (if installed)
-
REMOVE
3. Tail Tiedown
-
DISCONNECT
1
4. Control Surfaces
-
CHECK^ ~~freednrn security
(
5. Trim Tabs
-
CHECK security
6. Antennas
-
CHECK for security of attachment and general condition
@)
RIGHT WING Trailing Edge
1. Flap
-
CHECK for security and condition
1
2 Aileron
-
CHECK freedom of movement and security
(Continued Next Page)
14-8 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION
4
NORMAL PROCEDURES
PREFLIGHT INSPECTION
(Continued)
@)
RIGHT WING
1. Wing Tiedown
-
DISCONNECT
2. Fuel Tank Vent Opening
-
CHECK for blockage
3. Main Wheel Tire
-
CHECK for proper inflation and general
-
DRAIN 4. Fuel Tank Sump Quick Drain Valves
Drain at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling p i n t s . Take1 repeated samples from
all fuel drain points until all1 contamination has been removed. If contaminants are still present, refer to WARNING below and do not fly airplane.
NOTE
Collect all sampled fuel in a safe container. Dispose of the sampled fuel so that it does not cause a nuisance, hazard or damage to the environment.
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
5. Fuel Quantity
-
CHECK VISUALLY for desired level
6.
Fuel Filler Cap
-
SECURE and VENT CLEAR
I
1
I
(Continued Next Page)
U.S. 4-9
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL
182T NAV Ill
PREFLIGHT INSPECTION
(Continued)
@
NOSE
I
1. Static Source Opening (right side of fuselage)
(Verify opening is clear)
-
CHECK
2. Fuel Strainer Quick Drain Valve (Located on lower right side of engine cowling)
-
DRAIN
I
Drain at least a cupful of fuel (using sampler cup) from valve to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points, including the fuel return line and fuel selector, until all contamination has been removed. If contaminants are still present, refer to
WARNING below and do not fly the airplane.
NOTE
I
Collect all sampled fuel in a safe container. Dispose of the sampled fuel so that it does not cause a nuisance, hazard, or damage to the environment.
WARNING
I
IF, AFTER REPEATED SAMPI-ING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
I
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
1
3. Engine Oil DipsticWFiller Cap
4
quarts. Fill to
9
-
CHECK oil level, then check dipsticWfiller cap SECURE. Do not operate with less than
I
quarts for extended flight.
4. Engine Cooling Air Inlets
-
CLEAR of obstructions
5. Propeller and Spinner
-
CHECK (for nicks, security and no red oil leaks)
6.
Air Filter
-
CHECK for restrictions by dust or other foreign matter.
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
-
-
PREFLIGHT INSPEC'TION
(Continued)
@
NOSE (Continued)
7. Nosewheel Strut and Tire
-
CHECK for proper inflation of strut and general condition of tire. (weather checks, tread( depth and wear, etc.)
8. Static Source Opening (left side of fuselage)
(Verify opening is clear)
-
CHECK
I
@
LEFT WING Leading Edge
I
1. Fuel Tank Vent Opening
-
CHECK for blockage
2. Stall Warning Vane
-
CHECK for freedom of movement
3. Landingrraxi Light(s)
-
CHECK for condition and cleanliness
I
of cover.
@
LEFT WING
1. Wing Tiedown
-
DlSCOblblECT
2. Fuel Quantity
-
CHECK VISUALLY for desired level
3.
Fuel Filler Cap
-
SECURE and VENT CLEAR
4. Fuel Tank Sump Quick Drain Valves
-
DRAIN
I
Drain at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from
all fuel drain points until all1 contamination has been removed. If contaminants are still present, refer to WARNING below and do not fly airplane.
Collect all sampled fuel in a safe container. Dispose of the sampled fuel so that it does not cause a nuisance, hazard, or damage to the environment.
(Continued Next Page)
U.S. 4-11
SECTIOIV 4
NORMAL PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
PREFLIGHT INSPECTION
(Continued)
@
LEFT WlNG (Continued)
WARNING
I
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION
s-TILL
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
I
FURTHER FLIGHT.
5. Main Wheel Tire
-
CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc.).
@
LEFT WlNG Trailing Edge
I
1. Aileron
-
CHECK freedom of movement and security.
2. Flap
-
CHECK for security and condition.
BEFORE STARTING ENGINE
1. Preflight Inspection
-
CONIPLETE
2. Passenger Briefing
-
COMPLETE
Seats and Seat Belts
I
3. reel locking)
-
ADJUST and LOCK (Verify inertia
4.
Brakes
-
TEST and SET
5. Circuit Breakers
-
CHECK IN
6.
Electrical Equipment
-
OFF
7. AVIONICS Switch (BUS 1 and BUS 2)
-
OFF
CAUTION
THE AVIONICS SWITCH (BUS 1 AND BUS 2)
MUST BE OFF DLIRING ENGINE START TO
PREVENT POSSIBLE DAMAGE TO AVIONICS.
8.
9.
Cowl Flaps
-
OPEN
FUEL SELECTOR Valve
-
BOTH
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE (With
Battery)
Throttle Control
-
OPEN 114 INCH
Propeller Control
-
HIGH RPM (push full in)
Mixture Control
-
IDLE CUTOFF (pull full out)
STBY BATT Switch: a. TEST
-
(Hold for 20 seconds, verify that green TEST lamp does not go off) b. ARM
-
(Verify that PFD comes on)
Engine Indicating System
-
CHECK PARAMETERS (Verify no red X's through ENGINE page indicators)
BUS E Volts
-
CHECK (Verify 24 VOLTS minimum shown)
M BUS Volts
-
CHECK (Verify 1.5 VOLTS or less shown)
BATT S Amps
-
CHECK (Verify discharge shown (negative))
STBY BATT Annunciator
-
CHECK (Verify annunciator is shown)
Propeller Area
-
CLEAR (Verify that all people and equipment are at a safe distance from the propeller)
MASTER Switch (ALT and BAT)
-
OIV
BEACON Light Switch
-
ON
NOTE
If engine is warm, omit priming procedure steps 13 thru 15 below.
13. FUEL PUMP Switch
-
OIV
14. Mixture Control
-
SET to FULL RICH (full forward) unti stable fuel flow is indicated (approximately 3 to 5 seconds) then set to IDLE CUTOFF (full aft) position.
15. FUEL PUMP Switch
-
OFF
16. MAGNETOS Switch
-
START (release when engine starts)
17. Mixture Control
-
ADVANCE smoothly to RICH when enginc starts.
I
NOTE
If the engine is primed too much (flooded), place the mixture control in the IDLE CUTOFF position, open the throttle control 112 to full, and engage the starter motor (START). When the engine starts, advance the mixture control to the FULL RICH position and retard the throttle control promptly.
I
(Continued Next Page)
U.S. 4-13
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV I I I
[STARTING ENGINE (With Battery)
(Continued)
18. OIL Pressure
-
CHECK (Verify that oil pressure increases into the GREEN ARC range in 30 to 60 seconds).
19. AMPS (M BATT and BATT S)
-
CHECK charge (positive)
20. LOW VOLTS Annunciator
-
CHECK (Verify annunciator is not shown)
21. NAV Lights Switch
-
ON as required
22. AVIONICS Switch (BUS 1 and BUS 2)
-
ON
ISTARTING ENGINE (With External Power)
Throttle Control
-
OPEN 114 INCH
Propeller Control
Mixture Control
-
HIGH RPM (push full in)
-
IDLE CUTOFF (pull full out)
STBY BATT Switch: a. TEST
-
(Hold for 20 seconds, verify green TEST lamp does not go off) b. ARM
-
(Verify that PFD comes on)
Engine Indication System
-
CHECK PARAMETERS (Verify no red X's through ENGlhlE page indicators)
BUS E Volts
M BUS Volts
-
CHECK (Verify 24 VOLTS minimum shown)
-
CHECK (Verify 1.5 VOLTS or less shown)
BATT S Amps
-
CHECK (Verify discharge shown (negative))
STBY BATT Annunciator
-
CHECK (Verify annunciator is shown)
AVIONICS Switch (BUS 1 and BUS 2)
-
OFF
MASTER Switch (ALT and BAT)
-
OFF
Propeller Area
-
CLEAR (Verify that all people and equipment are at a safe distance from the propeller)
External Power
-
COhlhlECT to ground power receptacle
MASTER Switch (ALT and BAT)
-
ON
BEACON Light Switch
-
ON
M BUS VOLTS
-
CHECK (Verify that approximately 28
VOLTS is shown)
NOTE
I
If engine is warm, omit priming procedure steps 17, thru 19 below.
(
17. FUEL PUMP Switch
-
ON
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTIOIV 4
NORMAL PROCEDLIRES
STARTING ENGINE (With External Power)
(continued1
18. Mixture Control
-
SET to FLlLL RlCH (full forward) until stable fuel flow is indicated (approximately 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position.
I
19. FUEL PUMP Switch
-
OFF
20. MAGNETOS Switch
-
START (release when engine starts)
21. Mixture Control
-
ADVANCE smoothly to RlCH when engine
I
starts.
NOTE
If the engine is primed too much (flooded), place the mixture control in the IDLE CUTOFF position, open the throttle control 112 to full, and engage the starter motor (START). When the engine starts, advance the mixture control to the FULL RlCH position and retard the throttle control promptly.
I
22. Oil Pressure
-
CHECK (Verify oil pressure increases into the
23. Power
-
REDUCE to idle
24. External Power
-
DISCONNECT from ground power. (Latch
25.
Power green arc range in 30 to 60 seconds) external power receptacle door)
-
INCREASE (to approximately 1500 RPM for several
I minutes to charge battery)
26. AMPS (M B A T and BATT S)
27. LOW VOLTS Annunciator
-
CHECK charge (positive)
-
CHECK (Verify annunciator is not shown)
I
28.
Internal Power
-
CHECK a. MASTER Switch (ALT)
-
OFF b. TAXI and LANDING Light Switches
-
ON c. Throttle Control
-
REDUCE to idle d. MASTER Switch (ALT and BAT)
-
ON e. Throttle Control
I
-
INCREASE (to approximately 15001
RPM) f. Main Battery (M BATT) Ammeter charging, Amps positive) g. LOW VOLTAGE Annunciator
-
CHECK (Battery
-
CHECK (Verify
I annunciator is not shown)
(Continued Next Page)
U.S. 4-15
SECTION 4
IVORIWAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
[STARTING ENGINE (With External Power)
(Continued)
WARNING
IF M BATT (MAIN BATTERY) DOES NOT SHOW
+
AMPS, REMOVE THE MAIN BATTERY FROM
THE AIRPLANE AND SERVICE OR REPLACE THE
BATTERY BEFORE FLIGHT.
29. NAV Lights Switch
-
ON as required
30. AVIONICS Switch (BUS 1 and BUS 2)
-
ON
BEFORE TAKEOFF
Parking Brake
-
SET
Pilot and Passenger Seat Backs
-
MOST UPRIGHT
POSITION
Seats and Seat Belts
-
CHECK SECURE
Cabin Doors
-
CLOSED and LOCKED
Flight Controls
-
FREE and CORRECT
Flight Instruments (PFD)
-
CHECK (no red X's)
Altimeters: a. PFD (BARO)
-
SET b. Standby Altimeter
-
SET c. KAP 140 Autopilot (BARO)
-
SET
G I 000 ALT SEL
-
SET
KAP 140 Altitude Preselect
-
SET
NOTE
There is no connection between the GI000 ALT SEL feature and the KAP 140 autopilot altitude preselect or altitude hold functions. GI000 and KAP 140 altitudes are set independently.
10. Standby Flight lnstruments
-
CHECK
I
11. Fuel Quantity
-
CHECK (Verify level is correct)
NOTE
Flight is not recommended when both fuel quantity indicators are in the yellow arc range.
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
(Continued)
Mixture Control
-
RICH
FUEL SELECTOR Valve
-
SET BOTH
Elevator and Rudder Trim Controls
-
SET FOR TAKEOFF
Manual Electric Trim (MET) System
Trim check procedures) a. MAGNETOS Switch
-
CHECK
(Refer to the POHIAFM, Supplement 3, for Manual Electric
-
CHECK (RPM drop should not
I
Throttle Control
-
1800 RPM exceed 175 RPM on either magneto or 50 RPM differential between magnetos) b. Propeller Control
-
CYCLE from high to low RPM; return1 to high RPM (full in). c. VAC Indicator
-
CHECK d. Engine Indicators
-
CHECK e. Ammeters and Voltmeters
-
CHECK
Annunciators
-
CHECK (Verify no annunciators are shown)
Throttle Control
-
CHECK IDLE
Throttle Control
-
1000 RPM or LESS
Throttle Control Friction Lock
-
ADJUST
COM Frequency(s)
-
SET
NAV Frequency(s)
-
SET
FMSIGPS Flight Plan
-
AS DESIRED
I
NOTE
Check GPS availability on AUX-GPS STATUS page.
No annunciation is provided for loss of GPS2.
24. XPDR
-
SET
25. CDI Softkey
-
SELECT NAV source.
(Continued Next Page)
U.S. 4-17
SECTION 4
NORMAL PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
BEFORE TAKEOFF
(Continued)
CAUTION
THE GI000 HSI SHOWS A COURSE DEVIATION
INDICATOR FOR THE SELECTED GPS, NAV 1 OR
NAV 2 NAVIGATION SOURCE. THE GI000 HSI
DOES NOT PROVIDE A WARNING "FLAG" WHEN
A VALID IVAVIGATION SIGNAL IS NOT BEING
SLIPPLIED TO THE INDICATOR. WHEN A VALID
NAVIGATION SIGNAL IS NOT BEING SUPPLIED,
THE COURSE DEVIATIOIV BAR (D-BAR) PART OF
THE INDICATOR IS NOT SHOWN ON THE HSI
COMPASS CARD. THE MISSING D-BAR IS
COlVSlDERED TO BE THE WARlVlNG FLAG.
WARNING
WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN
NAV, APR OR REV OPERATING MODES, IF THE
HSI NAVIGATION SOURCE IS CHANGED FROM
GPS TO NAV1, AUTOMATICALLY OR MANUALLY
(USING 'THE CDI SOFTKEY), OR MANUALLY
FROM NAV2 TO GPS, THE CHANGE WlLL
INTERRUPT THE NAVIGATION SIGNAL TO THE
AUTOPILOT AND WlLL CAUSE THE AUTOPILOT
TO REVERT TO ROL MODE OPERATION. NO
WARNING CHIME OR PFD ANNUNCIATION WlLL
BE PROVIDED. THE PREVIOUSLY SELECTED
MODE SYMBOL SHOWN ON 'THE AUTOPILOT
DISPLAY WlLL BE FLASHING TO SHOW THE
REVERSION TO ROL MODE OPERATION. IN ROL
MODE, THE AUTOPILOT WlLL ONLY KEEP THE
WINGS LEVEL AND WlLL NOT CORRECT THE
AIRPLANE HEADING OR COLIRSE. SET THE HDG
BUG TO THE CORRECT HEADING AND SELECT
THE CORRECT NAVIGATION SOURCE ON 'THE
HSI USING THE CDI SOFTKEY BEFORE
ENGAGING THE AUTOPILOT IN ANY OTHER
OPERA'TING MODE.
(Continued Next Page)
14-18 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
(Continued)
26. Autopilot
-
OFF
27. CABIN PWR 12V Switch
-
OFF (if installed)
28. Wing Flaps
-
UP
-
20" (10" preferred)
29. Cowl Flaps
-
OPEN
30. Cabin Windows
-
CLOSED and LOCKED
31. STROBE Lights Switch
-
ON
32. Brakes
-
RELEASE
TAKEOFF
NORMAL TAKEOFF
1. Wing Flaps
-
UP
-
20" (10" preferred)
2. Throttle Control
-
FULL (push full in)
3. Propeller Control
-
2400 RPM
4. Mixture Control
-
RICH
(Above 5000 feet pressure altitude, lean for maximum RPM)
5. Elevator Control
-
LIFT NOSEWHEEL at 50
-
60 KlAS
6. Climb Airspeed
-
70 KIAS (FLAPS 20")
7.
80 KlAS (FLAPS UP)
Wing Flaps
-
RETRACT at safe altitude
SHORT FIELD TAKEOFF
1. Wing Flaps
-
20"
2. Brakes
-
APPLY
3. Throttle Control
-
FULL (push full in)
4. Propeller Control
-
2400 RPM
5. Mixture Control
-
RICH
(Above 5000 feet pressure altitude, lean for maximum RPM)
6. Brakes
-
RELEASE
7. Elevator Control
-
SLIGHTLY TAIL LOW
8. Climb Airspeed
-
58 KlAS (Until all obstacles are cleared)
9. Wing Flaps
-
RETRACT SLOWLY (When airspeed is more than 70 KIAS)
U.S. 4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
ENROUTE CLIMB
NORMAL CLIMB
1. Airspeed
-
85
-
95 KlAS
2. Throttle Control
-
23 in.hg. or FULL (if less than 23 in.hg.)
3. Propeller Control
-
2400 RPM
4. Mixture Control
-
15 GPH or FULL RICH (if less than 15
GPH)
5. FUEL SELECTOR Valve
-
BOTH
6. Cowl Flaps
-
OPEN (as required)
MAXIMUM PERFORMANCE CLIMB
1. Airspeed
-
80 KlAS at sea level to 74 KlAS at 10,000 feet.
2. Throttle Control
-
FULL (push full in)
3. Propeller Control
-
2400 RPM
4. Mixture Control
-
FULL RICH or SET to Maximum Power
Fuel Flow placard value for altitude.
5. FUEL SELECTOR Valve
-
BOTH
6. Cowl Flaps
-
OPEN
CRUISE
1. Power
-
15
-
23 in.hg. at 2000
-
2400 RPM (No more than
8O0lO power recommended).
2. Elevator and Rudder Trim Controls
-
ADJUST
3. Mixture Control
-
LEAN for desired performance or economy
4. Cowl Flaps
-
CLOSE
5. FMSIGPS
-
REVIEW and BRIEF OBSISUSP softkey operation for holding pattern procedure (I~FR)
4-20 U.S.
CESSNA
MODEL 182T NAV Ill
SECTIOIV 4
NORMAL PROCEDURES
DESCENT
1. Power
-
AS DESIRED
2. Mixture
-
ADJUST if necessary to make the engine run) smoothly.
3. Cowl Flaps
-
CLOSED
4. Altimeters: a. PFD (BARO)
-
SET b. Standby Altimeter
-
SET c. KAP 140 Autopilot (BARO)
-
SET
5. GI000 ALT SEL
-
SET
6.
KAP 140 Altitude Preselect
-
SET
NOTE
There is no connection between the GI000 ALT SEL feature and the KAP 140 autopilot altitude preselect or altitude hold functions. GlOOO and KAP 140 altitudes are set independently.
7. CDI Softkey
-
SELECT NAV source
8. FMSIGPS
-
REVIEW and BRIEF OBSISUSP softkey operation for holding pattern procedure (IFR)
CAUTION
THE GI000 HSI SHOWS A COURSE DEVIATIOIV
INDICATOR FOR THE SELECTED GPS, NAV 1 OR
NAV 2 NAVIGATION SOURCE. THE GI000 HSI
DOES NOT PROVIDE A WARNING "FLAG" WHEN
A VALID NAVIGATION SIGNAL IS NOT BEING
SLIPPLIED TO THE INDICATOR. WHEN A VALID
NAVIGATION SIGNAL IS NOT BEING SUPPLIED,
THE COURSE DEVIATION BAR (D-BAR) PART OF
THE INDICATOR IS NOT SHOWN ON THE HSI
COMPASS CARD. THE MISSING D-BAR IS
CONSIDERED TO BE THE WARNING FLAG.
(Continued Next Page)
U.S. 4-21
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV I I I
DESCENT
(Continued)
WARNING
WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN
NAV, APR OR REV OPERATING MODES, IF THE
HSI NAVIGATION SOURCE IS CHANGED FROM
GPS TO NAV1, AUTOMATICALLY OR MANUALLY
(USING THE CDI SOFTKEY), OR MANUALLY
FROM NAV2 TO GPS, THE CHANGE WlLL
INTERRUPT THE NAVIGATION SIGNAL TO THE
AUTOPILOT AND WlLL CAUSE THE AUTOPILOT
TO REVERT TO ROL MODE OPERATION. NO
WARNING CHIME OR PFD ANNUNCIATION WlLL
BE PROVIDED. THE PREVIOUSLY SELECTED
MODE SYMBOL SHOWN ON THE AUTOPILOT
DISPLAY WlLL BE FLASHING TO SHOW THE
REVERSION TO ROL MODE OPERATION. IN ROL
MODE, THE AUTOPILOT WlLL ONLY KEEP THE
WINGS LEVEL AND WlLL NOT CORRECT THE
AIRPLANE HEADING OR COURSE. SET THE HDG
BUG TO THE CORRECT HEADING AND SELECT
'THE CORRECT NAVIGATION SOURCE ON THE
HSI USING THE CDI SOFTKEY BEFORE
ENGAGING THE AUTOPILOT IN ANY OTHER
OPERATING MODE.
I
9. FUEL SELECTOR Valve
-
BOTH
10. Wiqg Flaps
-
AS DESIRED (UP
-
10" below 140 KIAS,
10"
-
20" below 120 KIAS,
BEFORE LANDING
20"
-
FULL below 100 KIAS)
1. Pilot and Passenger Seat Backs
-
MOST UPRIGHT
POSITION
2. Seats and Seat Belts
-
SECURED and LOCKED
3.
FUEL SELECTOR Valve
-
BOTH
4. Mixture Control
-
RICH
1
5. Propeller Control
-
HIGH RPM (push full in)
6. LANDING and TAXI Light Switches
-
ON
7. Autopilot
-
OFF
1
8.
CABIN PWR 12V Switch
-
OFF (if installed)
4-22 U.S. 182TPHAUS-04
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
LANDING
NORMAL LANDING
1. Airspeed
-
70
-
80 KlAS (Flaps UP)
2. Wing Flaps
-
AS DESIRED (UP
-
10" below 140 KIAS,
10"
-
20" below 120 KIAS,
20"
-
FULL below 100 KIAS)
3. Airspeed
-
60
-
70 KlAS (Flaps FULL)
4. Elevator and Rudder Trim Controls
-
ADJUST
5. Touchdown
-
MAlN WHEELS FIRST
6. Landing Roll
-
LOWER NOSEWHEEL GENTLY
7. Braking
-
MINIMUM REQUIRED
SHORT FIELD LANDING
1. Airspeed
-
70
-
80 KlAS (Flaps UP)
2. Wing Flaps
-
FULL (below 100 KIAS)
3. Airspeed
-
60 KlAS (until flare)
4. Elevator and Rudder Trim Controls
-
ADJUST
5. Power
-
REDUCE to idle as obstacle is cleared
6. Touchdown
-
MAlN WHEELS FIRST
7. Brakes
-
APPLY HEAVILY
8. Wing Flaps
-
UP
I
BALKED LANDING
1. Throttle Control
-
FULL (push full in) and 2400 RPM
2. Wing Flaps
-
RETRACT to 20"
I
3. Climb Speed
-
55 KlAS
4. Wing Flaps
-
RETRACT SLOWLY (After reaching a safe altitude and 70 KIAS)
I
5. Cowl Flaps
-
OPEN
I
I
U.S. 4-23
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
AFTER LANDING
1. Wing Flaps
-
UP
2. Cowl Flaps
-
OPEN
SECURING AIRPLANE
1. Parking Brake
-
SET
1
2. Throttle Control
-
IDLE (pull full out)
3. Electrical Equipment
-
OFF
4. AVIONICS Switch (BUS 1 and BUS 2)
-
OFF
1
5. Mixture Control
-
IDLE CUTOFF (pull full out)
6. MAGNETOS Switch
7.
-
OFF
MASTER Switch (ALT and BAT)
-
OFF
8. STBY BATT Switch
-
OFF
9. Control Lock
-
INSTALL
10. FUEL SELECTOR Valve crossfeeding between tanks)
-
LEFT or RIGHT (to prevent
4-24
U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
AMPLIFIED NORMAL PROCEDURES
PREFLIGHT INSPECTION
The preflight inspection, described in Figure 4-1 and adjacent checklist, is required prior to each flight. If the airplane has been in extended storage, has had recent major maintenance, or has been operated from rough runways, a more extensive exterior inspection1 is recommended.
Before every flight, check the condition of main and nose landing gear tires. Keep tires inflated to the pressure specified in Section 8,
Airplane Handling, Service And Maintenance. Examine tire sidewalls for patterns of shallow cracks called weather checks.
These cracks are evidence of tire deterioration caused by age, improper storage, or prolonged exposure to weather. Check the tread of the tire for depth, wear, and cuts. Replace the tire if fibers are visible.
After major maintenance has been performed, the flight and trim tab controls should be double checked for free and correct movement and security. The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed or polished, check the external static pressure source
I
hole for stoppage.
If the airplane has been kept in a crowded hangar, it should b checked for dents and scratches on wings, fuselage, and tai surfaces, damage to navigation, strobe lights, and avionic
1
antennas. Check for damage to the nosewneei steering system, th result of exceeding nosewheel turning limits while towing.
"I
(Continued Next Page)
U.S. 4-25
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
PREFLIGHT INSPECTION
(Continued)
I
Outside storage for long periods may result in dust and dirt accumulation on the induction air filter, obstructions in airspeed system lines, water contaminants in fuel tanks, and the fuel system, the fuel tank sump quick drain valves, fuel return
I rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated samples should then be taken at all quick drain points until all contamination has been removed. If, after repeated sampling, evidence of contamination still exists, the fuel tanks should be completely drained and the fuel system cleaned.
I l f the airplane has been stored outside in windy or gusty areas, or tied down adjacent to taxiing airplanes, special attention should be paid to control surface stops, hinges, and brackets to detect the presence of potential wind damage.
If the airplane has been operated from muddy fields or in snow or slush, check the main and nose gear wheel fairings for obstructions and cleanliness. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on leading edges of the horizontal tail. Stone damage to the propeller can seriously reduce the fatigue life of the blades.
Airplanes that are operated from rough fields, especially at high altitudes, are subjected to abnormal landing gear abuse. Frequently
I check all components of the landing gear, shock strut, tires, and brakes. If the shock strut is insufficiently extended, undue landing and taxi loads will be subjected to the airplane structure.
To prevent loss of fuel in flight, make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing. Fuel system vents should also be inspected for obstructions, ice or water, especially after exposure to cold, wet weather.
4-26 U.S.
CESSN A
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE
In cooler weather, the engine compartment temperature drops off) rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel.
In warmer weather, engine compartment temperatures may increase1 rapidly following engine shutdown, and fuel in the lines will vaporize and escape into the intake manifold. Hot weather starting procedures depend considerably on how soon the next engine start is attempted. Within the first 20 to 30 minutes after shutdown, the fuel manifold is adequately primed and the empty injector nozzle lines will fill before the engine dies. However, after approximately1
30 minutes, the vaporized fuel in the manifold will have nearly dissipated and some slight "priming" could be required to refill the nozzle lines and keep the engine running after the initial start.
Starting a hot engine is facilitated by advancing the mixture control promptly to 113 open when the engine starts, and then smoothly to
I
full rich as power develops.
If the engine does not continue to run, set the FUEL PUMP switch to the ON position temporarily and adjust the throttle andlor mixture as necessary to keep the engine running. In the event of over priming or flooding, set the FUEL PUMP switch to OFF, open the throttle from 112 to full open, and continue cranking with the mixture in the idle CUTOFF position (pull full out). When the engine fires, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed.
If the engine is under primed (most likely in cold weather with a cold1 engine), it will not start at all, and additional priming will be necessary.
After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in warmer temperatures and1 approximately one minute in very cold weather, stop the engine and find cause before continued operation. Lack of oil pressure can cause serious engine damage.
(Continued Next Pagej
U.S. 4-27
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
STARTING ENGINE
(Continued)
NOTE
Additional details concerning cold weather starting and operation may be found under COLD WEATHER
OPERATIOIV paragraphs in this section.
[RECOMMENDED STARTER DUTY CYCLE
IOperate the starter motor for 10 seconds followed by a 20 second cool down period. This cycle can be repeated two additional times, followed by a ten minute cool down period before resuming
Icranking. After cool down, operate the starter motor again, three cycles of 10 seconds followed by 20 seconds of cool down. If the
[engine still does not start, try to find the cause.
I
I
I
LEANING FOR GROUND OPERATIONS
For all ground operations, after starting the engine and when the
I engine is running smoothly:
1. Set the Throttle Control to 1200 RPM.
2. Lean the mixture for maximum
RPM.
3. Set the Throttle Control to an RPM appropriate for ground operations (800 to 1000 RPM recommended).
NOTE
If ground operation will be required after the
BEFORE TAKEOFF checklist is completed, lean the mixture again (as described above) until ready for the TAKEOFF checklist.
(Continued Next Page)
14-28 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
TAXIING
When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (refer to Figure 4-2,
Taxiing Diagram) 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.
1
NOTE
The LOW VOLTS annunciator may come on when the engine is operated at low RPM with a high load on the electrical system. If this is the case, the LOW
VOLTS annunciator will go off when the engine is run at higher RPM to provide greater alternator system output. Verify that the M BATT AMPS indication shows positive (charging) current at the higher RPM.
(Continued Next Page)
SECTION 4
NORMAL PROCEDURES
TAXIING
(Continued)
TAXIING DIAGRAM
83155
*
CESSNA
MODEL 182T NAV Ill
W R H - W I N G
AND
NEUTRAL ELEVATOR,, k
4
CODE
WIND DIRECTION
I)
NOTE
Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. use the sieerabie nosewheel and rudder to maintain direction.
IC
Figure 4-2
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
WARM UP
If the engine idles (approximately 650 RPM) and accelerates smoothly, the airplane is ready for takeoff. Since the engine is closely cowled for efficient in-flight engine cooling, the cowl flaps should be open and the airplane pointed into the wind to avoid overheating during prolonged engine operation on the ground. Long
I periods of idling may cause fouled spark plugs.
MAGNETO CHECK
I
The magneto check must be made at 1800 RPM. Turn the1
MAGNETOS switch from theBOTH position to the R position. Note the new RPM, then turn the MAGNETOS switch back to the BOTH position to clear the spark plugs. Turn the MAGNETOS switch to the L position, note the new RPM, then turn the switch back to the
BOTH position. RPM decrease should not be more than 175 RPM on either magneto or be greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition
I system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists.
No RPM drop may indicate a faulty ground to one magneto or
I
magneto timing set in advance of the angle specified.
ALTERNATOR CHECK
Make sure that both the alternator and alternator control unit are operating properly before night or instrument flight, or flights where electrical power is essential. Check the electrical system during the
MAGNETO check (1800 RPM) by setting all electrical equipmeni required for the flight to the ON position. When the alternator and alternator control unit are both operating properly, the ammeters will show zero or positive current (amps), the voltmeters should show between 27 to 29 volts, and no electrical system annunciations will appear. Reduce the electrical load before reducing engine speed so the battery will not discharge while the engine is at idle.
(Continued Next Page)
U.S. 4-31
SECTION 4
NORMAL PROCEDLIRES
CESSNA
MODEL 182T NAV I I I
BEFORE TAKEOFF
(Continued)
ELEVATOR TRIM
I
The elevator trim tab is in the takeoff position when the trim pointer is aligned with the index mark on the pedestal cover. Adjust the trim wheel during flight as necessary to make control wheel forces more neutral.
LANDING LIGHTS
I It is recommended that only the taxi light be used to enhance the visibility of the airplane in the traffic pattern or enroute. This will extend the service life of the landing light.
TAKEOFF
POWER CHECK
It is important to check full throttle engine operation early in the takeoff roll. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full throttle static run-up before another takeoff is attempted. The engine should run smoothly and turn approximately 2350
-
2400 RPM.
Full throttle run-ups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, advance the throttle slowly. This allows the airplane to start rolling I the propeller rather than pulled into it.
I
Prior to takeoff from fields above 5000 feet pressure elevation, the mixture should be leaned to give maximum RPM at full throttle, fuel flow that closely matches that shown on the Maximum Power
Fuel Flow placard.
After full throttle is applied, adjust the throttle friction lock clockwise
I
position. Similar friction lock adjustments should be made as
I
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
TAKEOFF
(Continued)
WING FLAP SETTINGS
Normal takeoffs use wing flaps LIP
-
20" (10" preferred). Using 20 wing flaps reduces the ground roll and total distance over a1 obstacle by approximately 20 percent.
Flap deflections greate than 20" are not approved for takeoff.
If
20" wing flaps are use( for takeoff, the flaps should stay at 20" until all obstacles arc cleared and a safe flap retraction speed of 70 KlAS is reached. Fo a short field, 20" wing flaps and an obstacle clearance speed of
6(
KlAS should be used.
Soft or rough field takeoffs are performed with 20" flaps by lifting the airplane off the ground as soon as practical in a slightly tail low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. When departing a soft field with an aft C.G. loading, the elevator trim control should be adjusted towards the nose down direction to give
I comfortable control wheel forces during the initial climb.
CROSSWIND TAKEOFF
Takeoffs under strong crosswind conditions normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, then the elevator control is used to quickly, but carefully, lift the airplane off the ground and to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct
I for drift.
U.S. 4-33
SECTlOlV 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
ENROUTE CLIMB
Normal enroute climbs are performed with flaps up, at 85
I
-
95 KIAS,
23 in.hg. or full throttle (whichever is less) and 2400 RPM for the best combination of performance, visibility and engine cooling. The mixture should be full rich during climb at altitudes up to 5000 feet pressure altitude. Above 5000 feet pressure altitude, full rich mixture is recommended but the mixture can be leaned as needed for increased power or to provide smoother engine operation.
If it is necessary to climb more rapidly to clear mountains or reach favorable winds at higher altitudes, the best rate of climb speed should be used with maximum power. This speed is 80 KlAS at
(sea level, decreasing to 74 KlAS at 10,000 feet. For maximum power climb (full throttle), the mixture should be set in accordance with the Maximum Power Fuel Flow placard.
If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. This speed is 65 KlAS at sea level, increasing to 68 KlAS at
10,000 feet. This type of climb should be of the minimum duration and engine temperatures should be carefully monitored due to the low climb speed.
For maximum power, the mixture should be set in accordance with the Maximum Power Fuel flow placard.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
CRUISE
Normal cruise is performed between 55% and 80% rated power.
Initial power setting should be kept within the green arc ranges on the manifold pressure gage and tachometer. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using the data in Section 5.
NOTE
Cruise flight should use 75% power as much as possible until the engine has operated for a total of
50 hours or oil consumption has stabilized.
Operation at this higher power will ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders.
I
The Cruise Performance charts in Section 5 provide the pilot with flight planning information for the Model 182T in still air with speed fairings installed. Power, altitude, and winds determine the time
I and fuel needed to complete any flight.
The Cruise Performance Table, Figure 4-3, shows the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers, and is based on standard conditions and zero wind. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption.
In addition to power settings, proper leaning techniques also contribute to greater range and are figured into cruise performance tables. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned using the
I exhaust gas temperature (EGT) indicator as noted.
(Continued Next Page)
U.S. 4-35
SECTION
4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV I I I
CRUISE
(Continued)
For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc).
CRUISE PERFORMANCE TABLE
CONDIl'IONS:
Standard Conditions
Zero Wind
Figure 4-3
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTION
4
NORMAL PROCEDURES
CRUISE
(Continued)
LEANING USING EXHAUST GAS TEMPERATURE (EGT)
1
The cruise performance data in this handbook is based on the recommended lean mixture setting determined from the maximum or Peak Exhaust Gas Temperature (EGT) at power settings of 8O0I0
Maximum Continuous Power (MCP) and less. The 182T Nav Ill provides EGT indications for all (6) engine cylinders. The ability to
I
monitor all cylinders is an aid in early identification and correction of fuel injection system problems.
1
NOTE
All engine cylinders do not receive identical fuellair mixtures (due to unequal intake pipe lengths, uneven intake air temperatures, fuel injection nozzle tolerances etc.). However, all cylinder EGTs should be within approximately 50°F of each other during normal operations. An EGT difference greater than
50°F between cylinders indicates that fuel injection system maintenance is necessary.
EGT is displayed on the EIS ENGINE and LEAN pages. The
ENGINE page has a horizontal scale with a temperature indicator
(inverted triangle) with a number representing the cylinder with the highest EGT.
The EIS LEAN page provides vertical bar graph displays showing
EGT for all cylinders. The cylinder with the highest EGT is shown in cyan (light blue). The numerical value for the highest EGT is located below the bar. The EGT and Cylinder Head Temperature (CHT) value for any cylinder may be shown by using the CYL SLCT softkey to select the desired cylinder. After a short period without
CYL SLCT softkey activity, automatic indication of the highest EGT and CHT will start again.
(Continued Next Page)
U.S. 4-37
SECTION 4
NORMAL PROCEDLIRES
CESSNA
MODEL 182T NAV Ill
CRUISE
(Continued)
(LEANING USING EXHAUST GAS TEMPERATURE (EGT)
(Continued)
To aid in leaning the mixture, push the ENGINE, LEAN and ASSIST softkeys, APEAK OF will display below the EGT OF numerical value.
Lean the mixture by slowly turning the Mixture Control knob in the counterclockwise direction while monitoring EGTs. As EGTs increase, continue to lean the mixture until the hottest (cyan) cylinder reaches Peak EGT. This is identified by the EGT bar graph for that cylinder changing to cyan with a hollow bar at the top. Note the APEAK OF and FFLOW GPH values for the first peaked cylinder. Peak EGT is represented by APEAK O°F, if APEAK OF value is negative (-) the mixture can be on the lean side of peak.
Enrichen the mixture by slowly turning the mixture control clockwise and monitor both fuel flow and EGTs until the leanest cylinder returns to peak EGT (APEAK 0°F) or desired setting based on the
EGT Table, Figure 4-4.
APEAK OF values rich of peak will also be a negative (-) value (-50" or -125"). 'The lean assist system calculation is defined such that the peak EGT is the highest value and any lesser value is represented with a negative (-) value, whether on the lean or rich side of the peak.
NOTE
1
The 182T engine manufacturer, Textron Lycoming, has not approved operation of the engine at fuel flow rates (mixture settings) less than necessary to reach
Peak EGT in the leanest cylinder (the first cylinder to reach peak EGT). Use FULL RICH mixture when operating the engine above 8O0I0 power.
(Continued Next Page)
14-38 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
CRUISE
(Continued)
LEANING USING E X H A U S T GAS
-
TEltRPERATUREiEGT)
(Continued)
I
EGT TABLE
MIXTURE DESCRIPTION EXHAUST GAS
TEMPERATURE
RECOMMENDED LEAN
(Pilot's Operating Handbook)
50°F Rich of Peak EGT
BEST ECONOMY
BEST POWER
Peak EGT
125°F RICH
Figure 4-4
Operation at peak EGT provides the best fuel economy. This results1 in approximately 4% greater range than shown in this handbook accompanied by approximately a 3 knot decrease in speed.
Under some conditions, engine roughness may occur while operating at peak EGT. In this case, operate at the Recommended
Lean mixture.
NOTE
Any change in altitude or power setting will require a change in the recommended lean mixture setting and a recheck of the EGT setting.
The EGT indicators take several seconds, after a mixture adjustment, to start to show exhaust gas temperature changes. Finding peak EGT and adjusting the mixiure i o ine appiicable setting should take approximately one minute when the adjustments are made carefully and accurately.
Adjusting the mixture quickly is not recommended.
(Continued Next Page)
U.S. 4-39
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
CRUISE
(Continued)
FUEL SAVINGS PROCEDURES FOR NORMAL OPERATIONS
For best fuel economy during normal operations, the following procedures are recommended.
I
1. After engine start and for all ground operations, set the throttle to 1200 RPM and lean the mixture for maximum
RPM. After leaning, set the throttle to the appropriate RPM for ground operations. Leave the mixture at this setting until beginning the BEFORE TAKEOFF checklist. After the
BEFORE TAKEOFF checklist is complete re-lean the mixture as described above until ready for TAKEOFF checklist.
( 2. Lean the mixture for placarded fuel flows during maximum continuous power climbs.
1
3. Lean the mixture at any altitude for RECOMMENDED LEAN or BEST ECONOMY fuel flows when using 80% or less power.
NOTE
Using the above recommended procedures can provide fuel savings in excess of 5% when compared to typical training operations at full rich mixture. In addition, the above procedures will minimize spark plug fouling since the reduction in fuel consumption results in a proportional reduction in tetraethyl lead passing through the engine.
(Continued Next Page)
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
CRUISE
(Continued)
FUEL VAPOR PROCEDURES
The engine fuel system can cause fuel vapor formation on tht ground during warm weather. This will generally occur when tht outside ambient air temperature is above 80°F. Vapor formatior may increase when the engine fuel flows are lower at idle and tax engine speeds. The following procedures are recommended wher engine idle speed and fuel flow fluctuations show that fuel vapo may be present:
1. With the mixture full rich, set the throttle at 1800 RPM to 2000
RPM. Maintain this power setting for 1 to 2 minutes or until smooth engine operation returns.
2. Retard the throttle to idle to verify normal engine operation
3. Advance the throttle to 1200 RPM and lean the mixture as described under FUEL SAVINGS PROCEDURES FOR
NORMAL OPERATIONS.
4. In addition to the above procedures, the Auxiliary Fuel Pump1 may be turned ON with the mixtureadjusted as required t o ~ a i d vapor suppression during ground operations. The Auxiliary
Fuel Pump should be turned OFF prior to takeoff.
I
5. Just prior to TAKEOFF, apply full throttle for approximately seconds to verify smooth engine operation for takeoff.
NOTE
When the engine is operated above 1800 RPM, the resulting increased fuel flow results in lower fuel temperatures throughout the engine fuel system.
This increased flow purges the fuel vapor and the cooler fuel minimizes vapor formation.
(Continued Next Page)
U.S. 4-41
SECTION 4
NORMAL PROCEDURES
CESSIVA
MODEL 182T NAV Ill
CRUISE
(Continued)
FUEL VAPOR PROCEDURES (Continued)
I
In addition to the above procedures, the sections below should be reviewed, and where applicable, adhered to:
Section 2
-
Take note of the placard on "When Switching From
Dry Tank".
Section 3
-
Take note of the excessive fuel vapor procedures in both the checklist and the amplified procedures sections.
Section 4
-
Take note of the hot weather operational notes and procedures in both the checklist and the amplified procedures sections.
Section 7 Take note of the altitude operational procedures and the section on auxiliary fuel pump operation.
STALLS
The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations.
Power off stall speeds at maximum weight for both forward and aft
C.G. positions are presented in Section 5.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
HOLDING, PROCEDURE TURNS AND MISSED
APPROACHES
NOTE
Due to the sophistication of the GlOOO Flight
Management System (FMS), IFR enroute and instrument approach procedures using the GlOOO
FMSIGPS and KAP 140 Autopilot should be mastered in VFR conditions (with a safety pilot) before attempting IFR operations. Refer to the
G1 000 Cockpit Reference Guide for additional information.
Special consideration must be given to SUSP softkey operation and
KAP 140 mode selection during holding pattern, course reversal maneuver (procedure turn) or missed approach procedures when using the GI000 FMSIGPS. The GI000 FMSIGPS provides initial entry cues for the procedure turn and the holding pattern but does not provide course guidance for either maneuver.
Holding pattern operations, whether in the enroute or the terminal environment, require temporary suspension of flight plan execution on reaching the holding waypoint. If the holding pattern is part of an Instrument Approach Procedure (IAP) without an associated
Procedure Turn, suspend (SUSP) mode will be invoked automatically by the GI000 FMSIGPS on reaching the holding waypoint (usually an IAF). Holding at an enroute waypoint will require the pilot to manually suspend flight plan execution using the
OBS softkey and set the course pointer to the inbound course.
CAUTION
IF THE KAP 140 AUTOPILOT IS ENGAGED IN
EITHER NAV OR APR MODE WHEN THE GI000
FMSIGPS GOES TO SUSP MODE OR IF THE
PILOT MANUALLY SELECTS OBS MODE, THE
KAP 140 AUTOPILOT WILL BE OPERATING
WITHOUT A VALID NAVIGATION SOLIRCE.
SELECT HDG MODE FOR KAP 140 AUTOPILOT
OPERATION AND CONTROL AIRCRAFT HEADING
USING THE HDG CONTROL ON THE PFD (TO SET
THE HSI HEADING BUG).
(Continued Next Page)
U.S. 4-43
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
HOLDING, PROCEDURE TURNS AND MISSED
APPROACHES
(Continued)
NOTE
If the holding waypoint is shown with a holding pattern on the MFD NAVIGATION MAP display, selecting the OBS softkey (to suspend flight plan execution) will cause the GI000 to erase the depicted holding pattern from the display.
The GI000 FMSIGPS provides course guidance on the inbound leg
(toward the holding waypoint) of the holding pattern only. Turns at either end of the holding pattern and the outbound leg must be executed by the pilot manually or by setting the KAP 140 Autopilot to HDG mode and then setting the HDG bug on the PFD to command the Autopilot to turn to each new heading. The KAP 140
Autopilot may be set to APR mode to track the inbound course but must be returned to HDG mode for command through the remainder of the holding pattern.
NOTE
On interception of the inbound course for
RNAV(GPS) Approach holding patterns, SUSP will be automatically deselected by the GI000
FMSIGPS. If continued holding is desired, SUSP must be manually selected before reaching the holding waypoint.
[when the pilot wants to discontinue holding, either to proceed enroute or for the IAP, flight plan execution is resumed by selecting the OBS or SUSP key as appropriate.
(Continued Next Page)
CESSNA
MODEL 182T NAV III
SECTION 4
NORMAL PROCEDURES
HOLDING, PROCEDURE TURNS AND MISSED
APPROACHES
(Continued)
The GI000 FMSIGPS treats the procedure turn maneuver as a flight plan leg and does not suspend (SUSP) flight plan execution at the IAF waypoint. The GI000 FMSIGPS provides an outbound heading for the procedure turn and prompts "BEGIN PROCEDURE
TURN" at approximately one minute beyond the IAF. The pilot must turn away from the final approach course to start procedure turn either manually or must select the KAP 140 Autopilot HDG mode and set the HDG bug on the PFD to command the Autopilot to turn to the new heading. Following course reversal (inbound to join the final approach course), the GI000 FMSIGPS sequences to capture the final approach course. The pilot must intercept and join the final approach course manually or select the KAP 140 Autopilot APR mode to enable automatic capture the final approach course.
GPS or RNAV(GPS) approaches are managed by the GI000
FMSIGPS to provide course guidance and waypoint sequencing through the approach procedure. For ILS approaches, the GI000
FMSIGPS provides course guidance for the KAP 140 to capture the final approach course. The GI000 will tune the NAV 1 radio to the applicable facility frequency (with identifier) and set the course pointer to the final approach course. Within apprcximately 0.5 nm of change the HSI navigation source from GPS to NAV1. The change from GPS to NAV1 will make the KAP 140 change from NAV, APR or APR ARM mode to ROL mode operation and allow the airplane to fly through the final approach course, if not corrected. The pilot must manually set APR mode again to make the KAP 140 lock on the final approach course and the glideslope using the VHF NAV1 signal. If using radar vectors to navigate with the KAP 140 engaged in HDG mode to the ILS final approach course, wait until the GI000 changes the HSI navigation source to NAV1 before the KAP 140 is set to APR mode to avoid KAP 140 ROL mode reversion.
(Continued Next Page)
1
U.S. 4-45
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
HOLDING, PROCEDURE TURNS AND MISSED
APPROACHES
(Continued)
WARNING
WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN
NAV, APR OR REV OPERATING MODES, IF THE
HSI NAVIGATION SOURCE IS CHANGED FROM
GPS TO NAV1 AUTOMATICALLY OR MANUALLY
(USING THE CDI SOFTKEY) OR MANUALLY
FROM NAV2 TO GPS, THE CHANGE WlLL
INTERRUPT THE NAVIGATION SIGNAL TO THE
AUTOPILOT AND WlLL CAUSE THE AUTOPILOT
TO REVERT TO ROL MODE OPERATION. NO
WARNING CHIME OR PFD ANNUNCIATION IS
PROVIDED. THE PREVIOUSLY SELECTED MODE
SYMBOL SHOWN ON THE AUTOPILOT DISPLAY
WlLL BE FLASHING TO SHOW THE REVERSION
TO ROL MODE OPERATION. IN ROL MODE, THE
AUTOPILOT WlLL ONLY KEEP THE WINGS
LEVEL AND WlLL NOT CORRECT THE AIRPLANE
HEADING OR COURSE. SET THE HDG BUG TO
THE CORRECT HEADING AND SELECT THE
CORRECT NAVIGATION SOURCE ON THE HSI
USING THE CDI SOFTKEY BEFORE ENGAGING
THE AUTOPILOT IN ANY OTHER OPERATING
MODE.
Other VHF NAV-based Instrument Approach Procedures (VOR,
LOC, LOC BC) require the pilot to manually tune and identify the
NAV facility, select the corresponding NAV source on the HSI and set the HSI course pointer to the final approach course. See the
G I 000 Cockpit Reference Guide for additional information.
On reaching the Missed Approach Point (MAP), the GlOOO
FMSJGPS will automatically go into suspend (SUSP) mode but will continue to provide course guidance along the extended runway centerline. After the pilot stabilizes the airplane in climb, SUSP mode may be deselected using the SUSP softkey and the GlOOO
FMSIGPS will provide course guidance to the Missed Approach
Holding Point (MAHP). On reaching the MAHP, the pilot may elect to hold (as noted above) or may select another IAP. See the GI000
Cockpit Reference Guide for additional information.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
LANDING
NORMAL LANDING
Normal landing approaches can be made with power on or power off with any flap setting within the flap airspeed limits. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Steep slips with flap settings greater than 20" can cause a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings.
Landing at slower speeds will result in shorter landing distances and minimum wear to tires and brakes. Power must be at idle as the main wheels touch the ground. The main wheels must touch the ground before the nosewheel. The nosewheel must be lowered to the runway carefully after the speed has diminished to avoid unnecessary nose gear loads. This procedure is very important for rough or soft field landings.
SHORT FIELD LANDING
For a short field landing in smooth air conditions, approach at 60
KIAS with FULL flaps using enough power to control the glide path.
(Slightly higher approach speeds should be used in turbulent air conditions.) After all approach obstacles are cleared, smoothly reduce power and hold the approach speed by lowering the nose of the airplane. The main wheels must touch the ground before the nose wheel with power at idle. Immediately after the main wheels touch the ground, carefully lower the nose wheel and apply heavy braking as required. For maximum brake performance, retract the flaps, hold the control wheel full back, and apply maximum brake pressure without skidding the tires.
(Continued Next Page)
U.S.
4-47
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV
Ill
LANDING
(Continued)
CROSSWIND LANDING
I
When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20" are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing low method gives the best control. After touchdown, hold a straight course with the steerable nosewheel, with aileron deflection as
I
The maximum allowable crosswind velocity is dependent upon pilot capability as well as airplane limitations. Operation in direct lcrosswinds of 15 knots has been demonstrated.
BALKED LANDING
I
In a balked landiug (go-around) climb, reduce the flap setting to 20" immediately after full power is applied and climb at 55 KIAS. Above
5000 feet pressure altitude, lean the mixture to obtain maximum
RPM. After ciearing any obsiacies, careiuiiy retract the flaps and allow the airplane to accelerate to normal climb airspeed.
14-48 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 4
NORMAL PROCEDURES
COLD WEATHER OPERATIONS
Special consideration should be given to the operation of the airplane fuel system during the winter season or prior to any flight in cold temperatures. Proper preflight draining of the fuel system is especially important and will eliminate any free water accumulation.
The use of additives such as isopropyl alcohol or diethylene glycol monomethyl ether (DIEGME) may also be desirable. Refer to
Section 8 for information on the proper use of additives.
Cold weather often causes conditions that require special care during airplane operations. Even small accumulations of frost,
ice, or snow must be removed, particularly from wing, tail and all control surfaces to assure satisfactory flight performance and handling.
Also, control surfaces must be free of any internal accumulations of ice or snow.
If snow or slush covers the takeoff surface, allowance must be made for takeoff distances which will be increasingly extended as the( snow or slush depth increases. The depth and consistency of this cover can, in fact, prevent takeoff in many instances.
STARTING
When air temperatures are below 20°F (-6"C), use an external preheater and an external power source whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Preheat will thaw the oil trapped in the oil
I cooler, which probably will be congealed prior to starting in extremely cold temperatures.
WARNING
WHEN TURNING THE PROPELLER BY HAND,
TREAT IT AS IF THE MAGNETOS SWITCH IS IN
THE ON POSITION. A LOOSE OR BROKEN
GROUND WIRE ON EITHER MAGNETO COULD
ENERGIZE THE ENGINE.
I
(Continued Next Page)
U.S.
4-49
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182T NAV Ill
COLD WEATHER OPERATIONS
(Continued)
STARTING
(Continued)
Prior to starting on cold mornings, it is advisable to turn the propeller manually through several engine compression cycles by hand to loosen the oil, so the engine cranks (motors) more easily and uses less battery power. When the propeller is turned manually, turn it in the opposite direction to normal engine rotation for greater safety. Opposite rotation disengages the magneto impulse couplings and prevents possible unwanted ignition.
When using an external power source, the MASTER switch ALT and BAT sections must be in the OFF position before connecting the external power source to the airplane receptacle. Refer to
Section 7, Ground Service Plug Receptacle, for external power source operations.
Cold weather starting procedures are the same as the normal
I
starting procedures. However, to conserve battery power the beacon light can be left off until the engine is started. Use caution to prevent inadvertent forward movement of the airplane during starting when parked on snow or ice.
I
NOTE
If the engine does not start during the first few attempts, or if engine firing diminishes in strength, the spark plugs may be frosted over. Preheat must be used before another start is attempted.
During cold weather operations, the oil temperature indicator may not be in the green arc prior to takeoff if outside air temperatures are very cold. After a suitable warm up period (2 to 5 minutes at
1000 RPIVI), accelerate the engine several times to higher engine
RPMs. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff.
WINTERIZATION KIT I
An optional winterization kit is available and may be utilized when
I cold weather operations are conducted. Refer to Section 9,
Supplement
6
for installation and operational details.
CESSNA
MODEL 182T NAV Ill
SECTION
4
NORMAL PROCEDURES
HOT WEATHER OPERATIONS
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on the ground.
NOISE CHARACTERISTICS
'The certified takeoff noise level for the Model 182T at 3100 pounds maximum weight is
77.7 dB(A) per 14CFR36 Appendix G (through
Amendment 36-21) and 81.1 dB(A) per ICAO Annex 16 Chapter 10
(through Amendment 4). No determination has been made that the noise levels of this airplane are, or should be, acceptable or unacceptable for operation at, into, or out of, any airport.
The following procedures are suggested to minimize the effect of airplane noise on the public:
1. Pilots operating airplanes under VFR over outdoor assemblies of persons, recreational and park areas, and other noise sensitive areas should make every effort to fly not less than
2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions o i government regulations.
2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise sensitive areas.
NOTE
The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary to adequately exercise the duty to see and avoid other airplanes.
U.S. 4-5114-52
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
PERFORMANCE
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Use of Performance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Sample Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Cruise
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-5
FuelRequired
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-6
Landing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-8
Demonstrated Operating Temperature
. . . . . . . . . . . . . . . . . .
5-8
Airspeed Calibration .
. . . . . . . . . . . . . .
5-9
Airspeed Calibration
. . . . . . . . . . . .
5-10
Altimeter Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Temperature Conversion Chart
. . . . . . . . . . . . . . . . . . . . . .
5-12
Stallspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crosswind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-13
5-14
Short Field Takeoff Distance
.
5-15
Short Field Takeoff Distance
.
Short Field Takeoff Distance .
. . . . . . . . . . . . .
5-16
. . . . . . . . . . . . .
5-17
Maximum Rate-Of-Climb
. . . . . . . . . . . . . . . . . . . . . . . . . . .
Time, Fuel. And Distance To Climb
5-18
. . . . . . . . . . . . . . . . . . .
5-19
Cruise Performance
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-21
Range Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Endurance Profile
5-32
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-34
Short Field Landing Distance
. . . . . . . . . . . . . . . . . . . . . . . .
5-36
U.S. 5-115-2
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques.
It should be noted that performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power. Fuel flow data for cruise is based on the recommended lean mixture setting at all altitudes. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10O/0 or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight and to flight plan in a conservative manner.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. Assume the following information has already been determined:
AIRPLANE CONFIGURATION:
Takeoff weight
Usable fuel
~ ~ p~~~ ~~
~-
31 00 Pounds
Q 7 fl
V ,
."
C-llnne
U L I I I V 1 1 0
TAKEOFF CONDITIONS
Field pressure altitude
Temperature
1500 Feet
28°C (16°C Above
Standard)
(Continued Next Page)
U.S. 5-3
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
SAMPLE PROBLEM
(Continued)
Wind component along runway
Field length
12 Knot Headwind
'3500
Feet
CRUISE CONDITIONS:
Total distance
Pressure altitude
Temperature
Expected wind enroute
LANDING CONDITIONS:
Field pressure altitude
Temperature
Field length
450 Nautical Miles
7500 Feet
16"
10 Knot Headwind
2000 Feet
25°C
3000 Feet
TAKEOFF
The takeoff distance chart, Figure 5-5, should be consulted, keeping in mind that distances shown are based on the short field technique.
Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 3100 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following:
Ground roll 1055 Feet
Total distance to clear a 50-foot obstacle 2035 Feet
These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made based on
Note 3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots X 10% = 13% Decrease
9 Knots
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1 055 feet X 13%)
Corrected ground roll
(Continued Next Page)
1055
-137
91 8 Feet
5-4
U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
SAMPLE PROBLEM
(Continued)
Total distance to clear a
50-foot obstacle, zero wind 2035
Decrease in total distance
(2035 feet
X 13%)
Corrected total distance to clear 50-foot obstacle 1770 Feet
CRUISE
The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in Figure
5-9, the range profile chart presented in Figure 5-10, and the endurance profile chart presented in Figure 5-1 1.
The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. For this sample problem, a cruise power of approximately 60% will be used.
The cruise performance chart, Figure 5-9, is entered at 8000 feet pressure altitude and 20°C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions. The engine speed chosen is 2400 RPM and 19 inches of manifold pressure, which results in the following:
Power
True airspeed
Cruise fuel flow
60%
130 Knots
10.7 GPH
(Continued Next Page)
U.S. 5-5
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
SAMPLE PROBLEM
(Continued)
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the performance information in Figure 5-8 and Figure
5-9.
For this sample problem, Figure 5-8 shows that a normal climb from 2000 feet to 8000 feet requires 2.7 gallons of fuel. The corresponding distance during the climb is 18 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by for each 10°C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard the correction would be:
16"
X 10%
=
16% lncrease
10°C
With this factor included, the fuel estimate would be calculated as follows:
2.7
Fuel to climb. standard temperature
Increase due'to non-standard temperature
(2.7 X 16%)
Corrected fuel to climb
3.2 Gallons
Using a similar procedure for the distance to climb results in 21 nautical miles.
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance
Nautical Miles
(Continued Next Page)
5-6 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 5
PERFORMANCE
SAMPLE PROBLEM
(Continued)
With an expected 10 knot headwind, the ground speed for cruise is predicted to be:
130
-1 0
1% Knots
Therefore, the time required for the cruise portion of the trip is:
429
Nautical Miles = 3.6 Hours
120 Knots
The fuel required for cruise is:
3.6 hours X 10.7 gallons/hour = 38.5 Gallons
A 45-minute reserve requires:
-
60
X 10.7 gallons
1
hour = 8.0 Gallons
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Reserve
1.7
3.2
38.5
Total fuel required 51.4 Gallons
Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
(Continued Next Page)
U.S. 5-7
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
SAMPLE PROBLEM
(Continued)
LANDING
A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-12 presents landing distance information for the short field technique. The distances corresponding to 2000 feet and 30°C are as follows:
Ground roll 540 Feet
Total distance to clear a 50-foot obstacle 1280 Feet
A correction for the effect of wind may be made based on Note 2 of the landing chart, using the same procedure as outlined for takeoff.
DEMONSTRATED OPERATING TEMPERATURE
Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations.
5-8 U.S.
CESSNA
MODEL 182T NAV Ill
AIRSPEED CALIBRATION
SECTION 5
PERFORMANCE
NORMAL STATIC SOURCE
CONDITIONS:
Power required for level flight or maximum power descent.
FLAPS
UP
KlAS
KCAS
55 60 70 80 90 100 110 120 130 140 150 160
61 65 73 82 90 99 108 117 126 136 146 156
FLAPS
20"
KlAS
KCAS
40 50 60 70 80 90 100 110 1 2 0 - - -
- - - - - -
52 57 64 72 80 88 98 108 1 1 8 - - -
- - -
- - -
FLAPS
FULL
KlAS
KCAS
40 50 60 70 80 90 95
51 56 63 71 80 89 94
- - - - - - - - - - - - - - -
- - - - - - - - -
- - -
- - -
Figure 5-1 (Sheet 1 of 2)
U.S. 5-9
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE
NOTE
Windows closed, ventilators closed, cabin heater, cabin air, and defroster on maximum.
CONDITIONS:
Power required for level flight or maximum power descent.
FLAPS
UP
KlAS 55 60 70 80 90 100 110 120 130 140 150 160
ALT
KlAS
53 58 70 81 91 101 111 121 131 141 151 161
FLAPS
20"
KlAS 40 50 60 70 80 90 100 110 120 - - -
- - - - - -
ALT
KlAS
42 52 60 70 79 89 99 110 120
- - - - - - - - -
FLAPS
FULL
KlAS 40 50 60 70 80 90
95
ALT
Kl AS
35 45 55 66 77 87
93
- - - - - - - - - - - - - - -
- - - - - - - - - - - - - - -
Figure 5-1 (Sheet 2)
5-10 U.S.
CESSNA
MODEL 182T NAV I I I
SECTION 5
PERFORMANCE
ALTIMETER CORREC'TION
ALTERNATE STATIC SOURCE
NOTE
Add correction to desired altitude to obtain indicated altitude to fly. Windows closed, ventilators closed, cabin heater, cabin air, and defroster on maximum.
CONDITIONS:
Power required for level flight or maximum power descent cruise configuration. Altimeter corrections for the takeoff configuration are less than 50 feet.
CONDITION
FLAPS
UP
S.L.
2000 FT
4000 FT
6000 FT
8000 FT
10,000 FT
12,000 FT
14,000 FT
60
30
30
30
40
40
50
50
50
CORRECTION TO BE ADDED
-
FEET
KlAS
-
Alternate Static Source ON
80
10
10
10
20
20
20
20
20
100
-20
-20
-20
-20
-20
-20
-20
-20
120
-30
-30
-40
-40
-40
-50
-50
-50
140
-50
-50
-50
-60
-60
-70
-70
-70
160
-50
-60
-60
-70
-70
-70
-70
-80
CONDITION
FLAPS
FULL
S.L.
2000 FT
4000
FT
6000
FT
8000 FT
10,000
FT
60
40
40
40
40
40
50
CORRECTION TO BE ADDED
KlAS
-
FEET
-
Alternate Static Source ON
80
20
20
20
20
20
20
100
10
10
10
10
1 0-
10
120
---
---
---
---
---
---
140
---
---
---
---
---
---
160
---
---
---
---
---
---
Figure 5-2
1 82TPHAUS-00 U.S. 5-11
SECTION
5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
TEMPERATURE CONVERSION CHART
5-12
U.S.
-20 0 20
DEGREES
-
CELSIUS
Figure
5-3
40
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
STALL SPEEDS AT
31
00 POUNDS
CONDITIONS:
Power OFF
MOST REARWARD CENTER OF GRAVITY
ANGLE OF BANK
FLAP
SETTING
UP
20"
FULL
50
43
40
0"
54
50
49
54
46
43
30"
59
51
48
45"
KlAS KCAS KlAS KCAS
KlAS
58
54
53
60"
KCAS
KlAS KCAS
64
59
58
71
61
57
76
71
69
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
FLAP
SETUNG
0" 30"
45" 60"
KlAS
KCAS KlAS
KCAS KlAS KCAS KlAS KCAS
UP
20"
FULL
51
44
41
56
52
50
55
47
44
60
56
54
61
52
49
67
62
59
72
62
58
79
74
71
NOTE
1. Altitude loss during a stall recovery may be as much as 250 feet.
2. KlAS values are approximate.
Figure 5-4
U.S. 5-13
SECTION
5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
CROSSWIND COMPONENT
0 5 10 15 20 25 30 35
CROSSWIND COMPONENT
-
KNOTS
NOTE
Maximum demonstrated crosswind velocity is 15 knots (not a limitation).
Figure 5-5
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
SHORT FIELD TAKEOFF DISTANCE
AT 3100 POUNDS
CONDITIONS:
Flaps 20"
2400 RPM, Full Throttle and Mixture Set Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
Lift Off: 49 KlAS
Speed at 50 Feet: 58 KlAS
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
Press
-
Feet
0°C
Grnd
ROII
F t
Total
~t
TO
Clear
50 Ft
Obst
10°C
Grnd
ROII
Ft
Total
~t
TO
Clear
50 Ft
Obst
20°C 30°C
Grnd
ROII
Ft
Tofal
~t
TO
Clear
50 Ft
Obst
Grnd
ROII
Ft
Total
~t
TO
Clear
50 Ft
Obst
40°C
Grnd
ROII
Ft
Tofal
~t
TO
Clear
50
Ft
Obst
715
775
850
1365
1490
1635
765
835
915
1460
1600
1760
825
900
980
1570
1720
885
965
1680
945
1800
1845
1030
1980
1890
1055
2035
1130
21 90
925
1015
1800
995
1990
1090
1940 1070
2090
1150
2255
1235
2435
21 50
1175
2325
1260
251 5
1355
2720
1110
2210
1195
2395
1290
2595
1385
2820
1485
3070
1220
2470
1315
2690
1340
2785
1445
3045
1480
3175
1595
3500
1415
2930
1520
3200
1560
3345
1720
3880
1675
3685
- - -
- - -
1635
3510
-
-
- - - -
- - -
- - -
NOTE
1. Short field technique as specified in Section 4.
2. Prior to takeoff, the mixture should be leaned to the
Maximum Power Fuel Flow placard value in a full throttle,
3. static runup.
Decrease distances for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 10% for each 2 knots.
4. For operation on dry, grass runway, increase distances by
15% of the "ground roll" figure.
Figure 5-6 (Sheet 1 of 3)
U.S. 5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
SHORT FIELD TAKEOFF DISTANCE
AT 2700 POUNDS
CONDITIONS:
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
Flaps 20"
2400 RPIM, Full Throttle and Mixture Set Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
Lift Off:
45
KlAS
Speed at 50 Feet: 54 KlAS
O"C 40°C
-
!&yC
-
30°C-
-
40°C-
press
-
Feet
Grnd ~ o t a l Grnd
Roll
Ft
Ft To
Clear
50
Ft
Roll
Ft
Obst
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
Total
Ft To
Clear
50
Ft
Obst
520
565
615
675
735
805
880
965
1060
995
1080
1180
1285
1410
1550
1705
1 890
560
610
665
725
790
865
1065
1155
1260
1380
1510
1665
600
655
710
775
850
930
1135
1235
1350
1480
1625
1790
950
1040
1840
2040
1020
1980
1 120
2205
21 00
1145
2275
1230
2465
645
700
765
835
910
1095
121 5
1320
1445
1585
1740
1000
1920
21 35
1200
2380
1320
2675
690
750
820
895
975
1295
1410
1070
2065
1175
2300
1290
2575
1420
1545
1695
1870
2910
NOTE
1. Short field technique as specified in Section 4.
2. Prior to takeoff, the mixture should be leaned to the
Maximum Power Fuel Flow placard value in a full throttle, static runup.
3. Decrease distances 1O0/0 for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 10% for each 2 knots.
4.
For operation on dry, grass runway, increase distances by
15% of the "ground roll" figure.
Figure 5-6 (Sheet 2)
5-16 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
SHORT FIELD TAKEOFF DISTANCE
AT 2300 POUNDS
CONDITIONS:
Flaps 20"
2400 RPM, Full Throttle and Mixture Set Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
Lift Off: 42 KlAS
Speed at 50 Feet: 50 KlAS
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
Press
-
Feet
0°C 10°C 20°C 30°C 40°C
Grnd
ROII
Ft
Total
~t
TO
Clear
50 Ft
Obst
365
395
430
470
510
555
610
665
730
705
765
830
900
980
1065
1165
1275
1405
Grnd
ROII
Ft
Total
~t
TO
Clear
50
Ft
Obst
390
425
460
505
550
600
655
715
785
750
815
885
960
1045
1140
1250
1370
1510
Grnd
ROII
Ft
Total
~t
TO
Clear
50
Ft
Obst
420
Grnd
ROII
Ft
Total
~t TO
Clear
50 Ft
Obst
Grnd
ROII
Ft
Total
~t TO
Clear
50 Ft
Obst
455
495
540
870
490
925
520
1
940
1
530
11005
1
565
1025
580
1090
620
985
11070
1
1165
590
640
700
770
845
800
11 15
1220
1335
1470
1620
450
630
690
755
825
905
850
11 90
1305
1430
1570
1735
480
675
735
805
885
970
905
1270
1390
1530
1685
1865
NOTE
1. Short field technique as specified in Section 4.
2. Prior to takeoff, the mixture should be leaned to the
Maximum Power Fuel Flow placard value in a full throttle, static runup.
3.
Decrease distances 10% for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 10% for each 2 knots.
4. For operation on dry, grass runway, increase distances by
15% of the "ground roll" figure.
Figure 5-6 (Sheet 3)
U.S. 5-17
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
MAXIMUM RATE-OF-CLIMB AT 31
00
POUNDS
Flaps Up
2400 RPM, Full 'Throttle, Mixture Set to Maximum Power Fuel
Flow placard
Cowl Flaps Open
Press
Alt
-
Feet
S.L.
2000
4000
6000
8000
10,000
12,000
14,000
Climb
Speed
-
KlAS
80
79
78
77
75
74
73
72
-20°C
1055
945
840
735
625
520
41 0
31 0
Rate-of-climb
-
FPM
0°C
980
,975
770
670
560
455
350
250
20°C
905
895
705
605
495
390
285
190
40°C
835
735~
635
535
430
330
225
130
5-18 U.S.
Figure 5-7
CESSNA
MODEL
182T
NAV Ill
SECTION
5
PERFORMANCE
TIME, FUEL AND DISTANCE TO CLIMB
AT 31 00 POUNDS
CONDITIONS:
Flaps Up
2400
RPM, Full Throttle, Mixture Set to Maximum Power Fuel
Flow placard
Cowl Flaps Open
Standard Temperature
Press
Alt
-
Feet
S.L.
2000
4000
6000
8000
10,000
12,000
14,000
Climb
Speed
-
Kl AS
80
79
78
77
74
72
FROM SEA LEVEL
Rate-Of-
Climb
-
FPM
925
TIME
IN
MIN
0
FUEL
USED
GAL
0.0
D ~ S T
NM
0
835
/
750
1
660
470
d / S
2 0.8 3
5
8
1 1
IS
1
1;
1
1.5
2.3
3.2-
4.2
1
1
7
21
2 0 ~
5.2- 29
1 2 6 1 6 . 5 1 3 8
1
1
1
I
l 1
I
16
~
NOTE
1.
Add
1.7
lowance.
2.
Mixture leaned to Maximum Power Fuel Flow placard value for smooth engine operation and increased power.
3.
Increase time, fuel and distance by
10%
for each
10°C
above standard temperature.
4.
Distances shown are based on zero wind.
Figure
5-8 1
of
2)
U.S.
5-19
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
TIME, FUEL AND DISTANCE TO CLIMB
AT 3100 POUNDS
NORMAL CLIMB
-
90 KlAS
CONDITIONS:
Flaps Up
2400 RPM, 23 in. Hg. or full throttle (whichever is less), mixture
15 GPH or full rich (whichever is less).
Cowl flaps as required.
Standard Temperature
Press
Alt
-
Feet
S.L.
2000
4000
6000
8000
10,000
Climb
Speed
-
Rate-Of-
Climb
FPM
-
90
90
90
90
90
90
665
625
580
540
455
370
FROM SEA LEVEL
TIME
IN
MIN
0
3
6
10
14
19
FUEL
USED
GAL
0.0
0.8
1.6
2.5
3.5
4.6
D ~ S T
0
5
10
16
23
3 1
NOTE
1. Add 1.7 gallons of fuel for engine start, taxi and takeoff al- lowance.
2. Mixture leaned to Maximum Power Fuel Flow placard value for smooth engine operation and increased power.
3.
Increase time, fuel and distance by 10% for each 10°C above standard temperature.
4. Distances shown are based on zero wind.
Figure 5-8 (Sheet 2)
5-20
U.S.
CESSNA
MODEL 182T NAV Ill
CONDITIONS:
CRUISE PERFORMANCE
PRESSURE ALTITUDE SEA LEVEL
SECTION 5
PERFORMANCE
1.
2.
Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
For best economy, operate at peak EGT.
Figure 5-9 (Sheet 1 of 1 1 )
U.S. 5-21
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
CRUISE PERFORMANCE
PRESSURE ALTITUDE SEA LEVEL
CONDITIOIVS:
31 00 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
RPM
2100 27
26
25
24
23
22
21
20
MP
20°C BELOW
STANDARD TEMP
-5°C
O/o
,,,
82
KTAS
133
78 131
GPH
14.2
13.4
74
70
66
61
57
53
129
126
123
119
115
111
12.8
12.1
11.5
10.9
10.4
9.8
STANDARD
TEMPERATURE
15°C
3'
BcP
79
KTAS
135
133
GPH
75
13.7
13.0
12.4
71
67
130
127 11.8
63
59
55
51
123
120
116
111
11.2
10.6
10.1
9.6
20°C
ABOVE
STANDARD TEMP
35°C
5 '
B(P
76
73
69
65
61
57
54
50
KTAS GPH
136
134
130
127
123
120
115
11 1
13.2
12.6
12.0
11.4
10.9
10.4
9.9
9.3
2000
23
22
21
20
27
26
25
24
62
58
54
51
78
74
70
66
131
129
126
123
120
116
113
108
13.4
12.8
12.2
11.6
11.0
10.5
10.0
9.4
75
71
67
64
60
56
53
49
133
130
127
124
120
117
112
108
13.0
12.4
11.8
11.3
10.7
10.2
9.7
9.2
58
54
51
47
72
69
65
62
134
131
127
124
121
116
112
108
12.6
12.0
11.5
11.0
10.5
10.0
9.5
9.0
NOTE
1. Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure
5-9
(Sheet 2)
5-22 U.S.
CESSNA
MODEL 182T NAV Ill
CRUISE PERFORMANCE
PRESSURE ALTITUDE 2000 FEET
SECTION
5
PERFORMANCE
1. Maximum cruise power is 8O0/0 MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure 5-9 (Sheet 3)
182TPHAUS-00 U.S. 5-23
SECTION 5
PERFORMANCE
CESSIVA
MODEL 182T NAV Ill
CRUISE PERFORMANCE
PRESSLIRE ALTITUDE 2000 FEET
CONDITIONS:
31 00 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
RPM
2100
26
25
24
23
22
21
20
MP
20°C BELOW
STANDARD TEMP
-9°C
BEP
KTAS
80 135
76 133
GPH
13.9
13.1
72
68
64
59
55
130 12.5
1 2 7 1 1 . 8
123
119
115
11.2
10.6
10.1
STANDARD-
TEMPERATURE
11°C
77
73
69
65
61
57
53
137
134
131
127
123
119
115
13.4
12.7
12.1
11.5
10.9
10.4
9.8
2 P C ABOVE
STANDARD TEMP
31 "C
75
71
67
63
59
55
52
138
134
131 11.7
1 2 7 1 1 . 2
124
119
115
12.9
12.3
10.6
10.1
9.6
2000
26
25
24
23
22
21
20
76
72
68
64
60
56
52
133
130
127
124
120
116
112
13.1
12.5
11.9
11.3
10.8
10.2
9.7
73
69
66
62
58
54
51
134
131
127
124
120
116
112
12.7
12.1
11.5
11.0
10.5
10.0
9.4
71
67
64
60
56
53
49
134
131
128
124
120
116
111
12.3
11.8
11.2
10.7
10.2
9.7
9.2
NOTE
1. Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure 5-9 (Sheet 4)
5-24 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
CONDITIONS:
31 00 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
RPM
2400
2300
MP
25
24
23
22
21
20
25
24
23
22
21
20
20°C BELOW
STANDARD TEMP
-13°C
BOhP
- - -
- - -
84
79
74
70
65
140
138
134
130
126
GPH
- - -
14.6
13.7
12.9
12.1
11.4
STANDARD
TEMPERATURE
7°C
BEp
- - -
KTAS
- - -
GPH
- - -
81
76
72
67
62
142
139
135
131
126
14.0
13.2
12.5
11.7
11.1
20°C ABOVE
STANDARD TEMP
27°C
83
78
74
69
65
60
146
143
139
135
131
126
14.4
13.6
12.8
12.1
11.4
10.8
- - -
81
76
72
67
62
- - -
138
135
132
128
124
- - -
14.0
13.2
12.5
11.7
11.1
83
78
74
69
65
60
143
140
137
133
128
124
14.3
13.5
12.8
12.1
11.4
10.7
80
75
71
67
62
58
144
141
137
133
129
124
13.8
13.1
12.4
11.7
11.1
10.5
2200 25
24
23
22
21
20
82
78
73
69
65
60
139
136
133
130
126
122
14.2
13.4
12.7
12.0
11.4
10.7
79
75
71
66
62
58
NOTE
141
138
134
130
126
122
13.7
13.0
12.3
11.7
11.0
10.4
77
72
68
64
60
56
142
138
134
130
126
121
13.2
12.6
11.9
11.3
10.7
10.2
1. Maximum cruise power is 8O0lO MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure
5-9
(Sheet
5)
U.S. 5-25
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
RPM
2100 25
24
23
22
21
20
MP
20°C BELOW
STANDARD TEMP
-13°C
STANDARD
TEMPERATURE
7°C
,'tp
78
KTAS
137
GPH
13.5
74
70
66
61
57
134
131
127
123
119
12.8
12.2
11.5
10.9
10.3
BakP
KTAS
75 138
GPH
13.0
71
67
63
59
55
135
131
127
123
119
12.4
11.8
11.2
10.6
10.1
20°C ABOVE
STANDARD TEMP
27°C
BfiP
KTAS
73
138
69
65
135
131
GPH
12.6
12.0
1
11.4
61
57
53
127
123
118
10.9
10.3
9.8
2000 25
24
23
22
21
20
74
70
66
62
58
54
134
131
127
124
120
116
12.8
12.2
11.6
11.0
10.5
9.9
71
68
64
60
56
52
135
131
128
124
120
115
12.4
11.8
11.3
10.7
10.2
9.7
69
65
62
58
54
51
135
132
128
124
120
115
12.1
11.5
11.0
10.4
9-.9
9.4
NOTE
1. Maximum cruise power is 8O0I0 MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure 5-9 (Sheet 6)
5-26 U.S.
CESSNA
MODEL 182T NAV Ill
CONDITIONS:
31 00 Pounds
CRUISE PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
SECTION 5
PERFORMANCE
NOTE
1. Maximum cruise power is
80% MCP. Those powers above that value in the table are for interpolation purposes only.
2.
For best economy, operate at peak EGT.
Figure 5-9 (Sheet 7)
182TPHAUS-00 U.S. 5-27
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
CRUISE PERFORMANCE
PRESSLIRE ALTITUDE 8000 FEET
1. Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure 5-9 (Sheet 8)
5-28 U.S. 1 82TPHAUS-00
CESSNA
MODEL 182T NAV Ill
CONDITIONS:
CRUISE PERFORMANCE
PRESSURE ALTITUDE 10,000 FEET
SECTION 5
PERFORMANCE
1. Maximum cruise power is 8O0lO MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure
5-9
(Sheet
9)
182TPHAUS-00 U.S. 5-29
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
CRUISE PERFORMANCE
PRESSURE ALTITUDE 12,000 FEET
CONDITIONS:
31 00 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
1. Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
2.
For best economy, operate at peak EGT.
Figure 5-9 (Sheet 10)
5-30 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
CONDITIONS:
CRUISE PERFORMANCE
PRESSURE ALTITUDE 14,000 FEET
31 00 Pounds
Recommended Lean Mixture
RPM
2400
MP
16
15
20°C BELOW
STANDARD TEMP
-33°C
STANDARD
TEMPERATURE
-13°C
BEP
KTAS
56 126
GPH
10.1
50 118 9.4
BEp
KTAS
53 125
GPH
9.8
48 117 9.1
20°C ABOVE
STANDARD
TEMP
7°C
BEp
KTAS
51
124
GPH
9.6
47
116 8.9
2300 16 53 123 9.8 51 122 9.6
50
121
9.3
2200 16 51 120 9.6 49
2100 16 49 116
9.2
47
115 8.9 45 114 8.7
NOTE
1. Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
2. For best economy, operate at peak EGT.
Figure 5-9 (Sheet 1 1 )
U.S. 5-31
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV I I I
RANGE PROFILE
45
MINUTES RESERVE
64
GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Normal Climb to 10,000 feet then Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTE
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at the designated power, and the distance during a normal climb up to
10,000 feet and maximum climb above 10,000 feet.
Figure 5-10 (Sheet 1 of 2)
5-32 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
87 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Normal Climb to 10,000 feet then Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
7no 750 800 850 900
RANGE-NAUTICAL MILES
950 1000
NOTE
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at the designated power, and the distance during a normal climb up to
10,000 feet and maximum climb above 10,000 feet.
Figure 5-1 0 (Sheet 2)
U.S. 5-33
SECTION 5
PERFORMANCE
CESSNA
MODEL 182T NAV Ill
ENDURANCE PROFILE
45 MINUTES RESERVE
64
GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Normal Climb to 10,000 feet then Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
140100
1 ?000
10000
t
3000
UI
0
z
5
soon a
4000
2000
0
3
4
5
ENDURANCE-HOURS
NOTE
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at the designated power, and the time during a normal climb up to
10,000 feet and maximum climb above 10,000 feet.
Figure 5-1 1 (Sheet 1 of 2)
6
5-34 U.S.
CESSNA
MODEL 182T NAV Ill
SECTION 5
PERFORMANCE
ENDURANCE PROFILE
45
MINUTES RESERVE
87 GALLONS USABLE FUEL
CONDITIONS:
31 00 Pounds
Normal Climb to 10,000 feet then Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
, , , ,
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5
6
7
ENDURANCE-HOURS
8
NOTE
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at the designated power, and the time during a normal climb up to
10,000 feet and maximum climb above 10,000 feet.
Figure 5-1 1 (Sheet 2)
U.S. 5-35
SECTION 5
PERFORMANCE
CESSIVA
MODEL 182T NAV I I I
SHORT FIELD LANDING DISTANCE
AT 2950 POUNDS
CONDITIONS:
Flaps FULL
Power OFF
Maximum Braking
Paved, level, dry runway
Zero Wind
Speed at 50 Feet: 60 KlAS
S. L.
1000
2000
3000
4000
5000
6000
7000
8000
Press
In
Feet
0°C 10°C
20°C 30°C 40°C
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
560
1300
580
1335
600
1365
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
620
1400
Grnd
Roll
Ft
Total
Ft To
Clear
50
Ft
Obst
640
1435
580
600
625
650
1265
600
1370
1410
1450
625
645
670
1365
1405
1445
670
1485
620
645
695
1400
1440
1485
1525
645
670
695
720
1440
1480
1525
1565
665
690
715
740
1475
1515
1560
1600
670
700
1485
1530
695
725
725
755
1575
750
1625
780
1525
1575
720
750
1615
780
1655
810
1565
745
1615
775
1665
1715
805
835
1610
770
1660
800
1710
830
1760
865
1650
1700
1750
1805
NOTE
1. Short field technique as specified in Section 4.
2. Decrease distances 10% for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 10% for each 2 knots.
3. For operation on dry, grass runway, increase ciistances by
45% of the "ground roll" figure.
4.
If a landing with flaps up is necessary, increase the approach speed by 10 KlAS and allow for 40% longer distances.
Figure 5-1 2
5-36
U.S.
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT LIST
WEIGHT AND BALANCE1
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Airplane Weighing Procedures . . . . . . . . . . . . . . . . . . . . . . . . 6-3r
Airplane Weighing Form
. . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
Sample Weight and Balance Record . . . . . . . . . . . . . . . . . 6-7
Weight And Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Baggage Tiedown
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-9
Sample Loading Problem
. . . . . . . . . . . . . . . . . . . . . . . .
6-11
Loading Graph
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-13
Loading Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Internal Cabin Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Center-of-Gravity Moment Envelope
. . . . . . . . . . . . . . . .
6-16
Center-of-Gravity Limits . . . . . . . . . . . . . . . . . . . . . . 6-1 716-1 8
Comprehensive Equipment List
. . . . . . . . . . . . . . . . . . . . . .
6-19
I
U.S.
6-116-2
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQLIIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. For additional information regarding Weight and Balance procedures, refer to the
Aircraft Weight and Balance Handbook (FAA-H-8083-1). A comprehensive list of Cessna equipment available for this airplane
I is included at the back of this section.
Specific information regarding the weight, arm, moment and) installed equipment for this airplane as delivered from the factory can be found in the plastic envelope in the back of this handbook.
I
WARNING
IT IS THE RESPONSIBILITY OF THE PILOT TO
MAKE SURE THE AIRPLANE IS LOADED
PROPERLY. OPERATION OUTSIDE OF
PRESCRIBED WEIGHT AND BALANCE
LIMITATIONS COULD RESULT IN AN ACCIDENT
AND SERIOUS OR FATAL INJURY.
I
AIRPLANE WEIGHING PROCEDURES
1. Preparation: a. Inflate tires to recommended operating pressures. b. Defuel airplane. Refer to the Maintenance Manual. c. Service engine oil as required to obtain a normal full indication (approximately
8 quarts on dipstick).
I
d. Move sliding seats to the most forward position. e. Raise flaps to the fully retracted position. f. Place all control surfaces in neutral position. g. Remove all non-required items from airplane.
(Continued Next Page)
U.S. 6-3
SECTION 6 CESSNA
WEIGHT AND BALANCE/EQLIIPMENT LIST MODEL 182T NAV Ill
AIRPLANE WEIGHING PROCEDURES
(Continued)
(
2. Level: a. Place scales under each wheel (minimum scale capacity, 1000 pounds). b. Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble in the level (refer to Figure
6-1).
1
3. Weigh: a. Weigh airplane in a closed hangar to avoid errors caused by air currents. b. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading.
(
4.
Measure: a. Obtain measurement A by measuring horizontally (along the airplane centerline) from a line stretched between the main wheel centers to a plumb bob dropped from the firewall. b. Obtain measurement B by measuring horizontally and parallel to the airplane centerline, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measurements.
5. Using weights from step 3 and measurements from step 4, the Basic Empty Weight and C.G. can be determined by completing Figure 6-1.
6. Changes to the Airplane Weight and Balance due to alteration or repair must be documented in a permanent record within the POH similar to that shown in Figure 6-2.
7. A new Basic Empty Weight and CG Arm based on actual airplane weight (as weighed) is required after a major repair or alteration. It is recommended that the airplane be weighed to verify Basic Empty Weight and CG Arm at intervals not to exceed 5 years.
(Continued Next Page)
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT I-IST
AIRPLANE WEIGHING FORM
Reference datum
(firewall, front face, lower portion) screws
I
I
I I
I
I
I I I I
-50 0 50 100 150 200 250 300 350 400
Fuselage Station (FS) Inches
NOTE
It is the responsibility of the pilot to make sure that the airplane is loaded properly.
0785T1
W1
1
182TPHAUS-02
Figure 6-1 (Sheet 1 of 2)
U.S. 6-5
SECTION 6 CESSIVA
WEIGHT AND BALANCEIEQUIPMENT LIST MODEL 182T NAV Ill
AIRPLANE WEIGHING FORM
84065
Locating CG with Airplane on Landing Gear
X (Inches Aft of Datum) = A -
[
Nosewheel Weight x
Total Weight*
Locating Percent MAC
1
*(Nose
+
L
+
R Wheel Weights)
CG Percent MAC =
(CG Arm of Airplane) - 25.98
0.5880
Measuring A and B
Levelina Provisions
Longitudinal
-
Left side of tailcon at FS 139.65 and 171.65 operating handbook instructions to assist in locating
CG with airplane weighed on llanding gear.
I
Position Scale reading Scale drift
Tare Net weight
Left Wheel
Right Wheel
Nose Wheel
I
Airplane total as weighed
Basic EmDtv Weight and Center-of-Gravity Table
Weight CG Arm
Moment
(Inch-Pounds
Airplane (calculated or as weighed) (includes all undrainable fluids and full oil)
Drainable unusable fuel at 6.0 pounds per gallon -
(5 gallons)
30.0
48.00
Figure 6-1 (Sheet 2)
6 U.S.
SAMPLE WEIGHT AND BALANCE RECORD
(Continuous history of changes in structure or equipment affecting weight and balance)
Date
Item
In
Airplane model
Out
Description of article or modification
Serial number Page number
Weight change
Added (+)
WT.
Arm
( I ) (in)
Removed (-)
Running basic empty weight
Moment
11 000
WT.
( I . )
Arm
(in.)
Moment WT.
11 000
(Ib.)
Moment
11000
As delivered
--
SECTION 6 CESSIVA
WEIGHT AND BALANCEIEQUIPMENT LIST MODEL !82T
NAV !!!
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within the prescribed weight and center-of-gravity limitations. To determine weight and balance, u s e the Sample Loading Problem
6-3), Loading Graph (Figure 6-4), and Center-of-Gravity oment Envelope (Figure 6-7) as follows:
Enter the appropriate basic empty weight and moment/1000 from he weight and balance records for your airplane in the YOUR
IRPLANE column of the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment
I
noted on these records, the C.G. arm (FS) 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 moment11000 on the loading problem.
Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem.
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
I
lists fuselage stations (FS) for these items to indicate their forward and aft C.G. range limitations (seat travel and baggage area limitation). Refer to Figures
1
6-5 and 6-6 for additional loading information.
Additional moment calculations, based on the actual
I
weight and C.G. arm (FS) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph.
(Continued Next Page)
16-8 U.S.
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMEIVT LIST
WEIGHT AND BALANCE
(Continued)
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.
BAGGAGE TIEDOWN
A nylon baggage net having four tiedown straps is provided as( standard equipment to secure baggage in the area aft of the rear seat (baggage areas, A, B and C). Eight eyebolts serve as attaching points for the net. A placard on the baggage door defines the weight limitations in the baggage areas.
When baggage area A is utilized for baggage only, the four forward eyebolts should be used. When only baggage area B is used, the eyebolts just aft of the baggage door and the eyebolts above or below the shelf area may be used. When only baggage area C is utilized, the eyebolts above and below the shelf area should be used. When the cabin floor (baggage areas A and B) is utilized for baggage, the four forward eyebolts and the eyebolts mounted above or below the shelf area should be used. When there is baggage in areas B and C, the eyebolts just aft of the baggage door and the eyebolts above and below the shelf area should be used.
(Continued Next Page)
U.S. 6-9
SECTION 6 CESSNA
WEIGHT AND BALANCEtEQUIPMENT LIST MODEL 182T NAV Ill
WEIGHT AND BALANCE
(Continued)
When baggage is contained in all three areas, the two forward eyebolts on the cabin floor, the eyebolts just aft of the baggage door or the eyebolts at the bottom of the forward portion of the shelf area and the eyebolts near the upper forward surface of the shelf area should be used.
The rear bench seat can be removed to access the floorboard area of the rear cabin. Baggage may then be tied down using ten tiedown eyebolts to standard attach points located in the interior
[area of the airplane shown in Figure 6-6.
The maximum allowable floor loading of the rear cabin area is 200 pounds/square foot; however, when items with small or sharp support areas are carried, the installation of a plywood floor is recommended to protect the airplane structure.
The maximum rated load weight capacity for each of the ten tiedowns is 140 pounds. Rope, strap or cable used for tiedown should be rated at a minimum of ten times the load weight capacity of the tiedown fittings used. Weight and balance calculations for items in the area of the rear seat and baggage area can be figured
I o n the Loading Graph using the lines labeled Rear Passengers or
Cargo.
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQLIIPMENT LIST
SAMPLE LOADING PROBLEM
WEIGHT AND MOMENT
TABULATION
ITEM DESCRIPTION
providing that flight time is allowed for fuel burn-off to a maximum of 2950 pounds before landing.
The maximum allowable combined weight capacity for baggage in areas
A, B and C is 200 pounds. The maximum allowable combined weight capacity in areas B and C is 80 pounds.
R
Figure 6-3 (Sheet 1 of 2)
I
I
1 82TPHAUS-02 U.S. 6-11
SECTION 6 CESSNA
WEIGHT AND BALANCEIEQUIPMENT LIST MODEL 182T NAV Ill
SAMPLE LOADING PROBLEM
When several loading configurations are representative of your operations, it may be useful to fill out one or more of the above columns so that specific loadings are available at a glance.
Figure 6-3 (Sheet 2)
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT LIST
LOADING GRAPH
.oad Momenff 1000 (Kilograms
-
Millimeters)
0 50 100 150200250300 350400
Load IVlomenff 1000 (Pounds
-
Inches)
NOTE
Line representing adjustable seats shows the pilot and front seat passenger center-of-gravity on adjustable seats positioned for an average occupant. Refer to the Loading Arrangements diagram for forward and aft limits of occupant C.G. range.
Figure 6-4
U.S. 6-13
I
SECTION 6 CESSIVA
WEIGHT AND BALANCEIEQUIPMENT I-IST MODEL 182T NAV Ill
84067
*37
LOADING ARRANGEMENTS
C.G.
Arm
C.G.
Arm
**74
**97
**
**
Standard seating
Rear passenger
I '
FS FS FS
I
*
Pilot or passenger center-of-gravity on adjustable seats positioned for average occupant. Numbers in parentheses indicate forward and aft limits of occupant center-of-gravity range.
**
Arms measured to the center of the areas shown.
NOTE
The usable fuel C.G. arm is located at FS 46.50.
The aft baggage wall (approximate FS 134.00) can be used as a convenient interior reference point for determining the location of baggage area fuselage stations.
I
IC
Figure 6-5
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT LIST
Egar wall of cabin
INTERNAL CABIN DIMENSIONS
Firewall
68.75
-+-
65.25
--
-
65.30
Cabin Width Measurements
Tiedown rings Rear doorpost Forward doorpost
CODE
*Cabin floor
**Lower window line
0785T1020
NOTE
Maximum allowable floor loading: 200 poundslsquare foot.
All dimensions shown are in inches.
IC
Figure 6-6
I
U.S. 6-15
SECTION 6 CESSNA
WEIGHT AND BALANCEIEQUIPMENT LIST MODEL 182T NAV Ill
CENTER-OF-GRAVITY MOMENT ENVELOPE
000 (Kilogram-Millimeters)
NOTE
If takeoff weight is more than maximum landing weight, allow flight time for fuel burn off to
2950 pounds before landirlg.
LC
Figure 6-7
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT LIST
CENTER-OF-GRAVITY LIMITS
n l i l i l l
Airplanes C.G. Location - Inches Aft of Datum (FS 0.0)
If takeoff weight is more than maximum landing weight, allow flight time for fuel burn off to 2950 pounds before landing.
IC
Figure 6-8
U.S. 6-1 716-1 8
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AhlD BALANCE/EQUIPMENT LlST
COMPREHENSIVE EQUIPMENT LlST
Figure 6-9 is a comprehensive list of all Cessna equipment which is available for the Model 182T airplane equipped with Garmin GlOOO Integrated Cockpit
System. This comprehensive equipment list provides the following information in column form:
In the ITEM NO column, each item is assigned a coded number. The first two digits of the code represent the identification of the item within Air
Transport Association Specification 100 (1 1 for Paint and Placards; 24 for
Electrical Power; 77 for Engine Indicating, etc.). These assignments also correspond to the Maintenance Manual chapter for the airplane. After the first two digits, items receive a unique sequence number (01, 02, 03, etc.).
After the sequence number, a suffix letter is assigned to identify equipment as a required item, a standard item or an optional item.
Suffix letters are as follows:
R= Required items or equipment for FAA certification (14 CFR Part 23 or Part 91).
S= Standard equipment items.
O= Optional equipment items replacing required or standard items.
A= Optional equipment items which are in addition to required or standard items.
In the EQUIPMENT LlST DESCRIPTION column, each item is assigned a descriptive name to help identify its function.
In the REF DRAWING column, a Cessna drawing number is provided which corresponds to the item.
NOTE
I
If additional equipment is to be installed, it must be done in accordance with the reference drawing, service bulletin or a separate FAA approval.
In the WT LBS and ARM INS columns, information is provided on the weight
(in pounds) and arm (in inches) of the equipment item.
NOTE
Unless otherwise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum; negative arms are distances forward of the datum.
.Asterisks
(*) in the weight and arm column indicate complete assembly installations. Some major components of the assembly are listed on the lines immediately following. The sum of these major components does not necessarily equal the complete assembly installation.
U.S. 6-19
SECTION 6 CESSNA
WEIGHT AND BALANCE/EQLIIPMENl- LlST MODEL 182T NAV Ill
ITEM
NO
EQUIPMENT LlST DESCRIPTION
REF
DRAWING
11-0243
11
-
PAINT AND PLACARDS
PAINT, OVERALL WHITE WICOLOR STRIPE
-OVERALL WHITE COVER
-
COLOR STRIPING
21
-
AIR CONDITIONING
070081 1
21-01-S
21-02-5
21-03-R
21-04-R
22-01-5
23-01-5
23-1 8-R
23-20-R
23-21 - 5
VENTILATORS, ADJUSTABLE, CABIN AIR
AFT AVIONICS COOLING FAN
22
-
AUTO FLIGHT
0715101
CABIN HEATER SYSTEM, SHROUDED
MUFFLER TYPE
FORWARD AVIONICS COOLING FAN
-
MC24B3
0750636
3930370
3940389
TWO AXlS AUTOPILOT
-
KAP 140 TWO AXIS AUTOPILOT
COMPUTER WITH ALTITUDE PRESELECT
AND GPS ROLL STEERING
-
KS-270C PITCH SERVO
-
KS-272C PITCH TRIM SERVO
-
KS 271 C ROLL SERVO
23
-
COMMUNICATIONS
3930489
3940431 -1
0701 146-1
3940432-1
STATIC DISCHARGE WICKS (SET OF 10)
AUDIOIINTERCOMIMARKER BEACON
-
GMA 1347 AUDIO PANEL
-
CI 102 MARKER BEACON ANTENNA
NAV/COM/GPS#I COMPUTER
-
GIA 63 INTEGRATED AVIONICS UNIT
-
CI 2480-200 VHF COMMIGPS ANTENNA
NAV/COM/GPS#2 COMPUTER
-
GIA 63 INTEGRATED AVIONICS UNIT
-
CI 2480-400 VHF COMMIGPSIXM ANTENNA
24
-
ELECTRICAL POWER
1201 131-2
3930368
391 031 7-2
39601 93-2
3940389
391 031 7-4
3960222-5
3940389
391 031 7-4
3960222-6
0750635
0701 169
24-01-R
24-02-0
24-03-R
24-04-R
24-05-0
24-06-5
ALTERNATOR, 28 VOLT, 60 AMP- 9910591-1 1
ALTERNATOR, 28 VOLT, 95 AMP
-
991 0592-3
POWER DISTRIBUTION MODULE S3100-3CC
-
ALTERNATOR CONTROL UNIT
-
MASTER CONTACTOR
-
STARTER CONTACTOR
-
AMMETER TRANSDUCER
BATTERY, 24 VOLT, 12.75 AMP HOUR
-
C6 14002-0 101
BATTERY, 24 VOLT, 15.5 AMP HOUR
-
C614002-0102
BATTERY, STANDBY
-
AVT 200413
ACC2101
X61-0007
X61-0012
CS3200
0718016
0701 169
071 8023- 1
Figure 6-9 (Sheet 1 of
6 )
WT
LBS
ARM
INS.
19.6'
18.8
0.8
92.9'
91.5
135.9
1.7
2.5
38.5
-29.5
0.5
1.1
12.7
125.5
2.6 I2.O
4.1
4.1
3.6
158.8
176.4
52.0
0.3 152.9
2.6
0.5
16.5
131.5
4.9
0.5
134.0
61.2
4.9
0.5
134.0
61.2
10.0
15.7
-33.4
-33.4
6.4'
0.2
0.7
0.7
0.1
23.2
-2.5'
-2.5
-2.5
-2.5
-2.0
132.1
27.2 132.1
14.0 10.8
1
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPMENT LlST
ITEM
NO
EQUIPMENT LlST DESCRIPTION REF DRAWING
25
-
EQUIPMENTIFURNISHINGS
25-01-R
25-02-0
2 5 - 0 3 6
25-04-0
25-05-S
25-06-0
25-07-R
25-08-0
25-09-S
25-10-0
25-1 1 -S
25-12-S
25-13-S
25-15-R
25-163
25-17-S
25-18-S
SEAT, PILOT, ADJUSTABLE, CLOTHNINYL
COVER
SEAT, PILOT, ADJUSTABLE,
LEATHERNINYL COVER
SEAT, FRONT PASSENGER, ADJUSTABLE,
CLOTHNINYL COVER
SEAT, FRONT PASSENGER, ADJUSTABLE,
LEATHERNINYL COVER
SEAT, REAR, TWO PIECE BACK,
CLOTHNINYL COVER
SEAT, REAR, TWO PIECE BACK,
LEATHERNINYL COVER
SEAT BELT AND SHOULDER HARNESS,
INERTIA REEL, AUTO ADJUST, PILOT AND
FRONT PASSENGER
SEAT BELT AND SHOULDER HARNESS,
INERTIA REEL, MANUAL ADJUSTABLE,
PILOT AND FRONT PASSENGER
SEAT BELT AND SHOULDER HARNESS,
INERTIA REEL, AUTO ADJUST, REAR SEAT
SEAT BELT AND SHOULDER HARNESS,
INERTIA REEL, MANUAL ADJUSTABLE,
REAR SEAT
SUN VISOR (SET OF 2)
BAGGAGE RETAINING NET
CARGOTIEDOWN RINGS (SET OF 10)
PILOT'S OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL
(STOWED IN FRONT PASSENGER'S SEAT
BACK)
FUEL SAMPLING CUP (STOWED IN PILOT'S
SEAT BACK)
TOW BAR. NOSE GEAR (STOWED)
EMERGENCY LOCATOR TRANSMITTER
25-39-R
25-40-0
-
ELT TRANSMITTER
-
ANTENNA AND CABLE ASSEMBLY
GARMIN GlOOO COCKPIT REFERENCE
GUIDE (STOWED IN COCKPIT SIDE PANEL
POCKET)
APPROACH PLATE HOLDER
26
-
FlRE PROTECTION
26-01-S FIRE EXTINGUISHER
-
FIRE EXTINGUISHER, HAND TYPE
-
MOUNTING CLAMP AND HARDWARE
0719012-1
0719031 - 1
0719012-2
0719031-2
071 9034- 1
071 9037-1
0719042-1
0719042
0719042-1
0719042
0514166-1
1215171-2
12 1 1203-4
0700765-3
S2107-1
0501019-1
3940430
3000- 1 1
3003-45
071 5083-1
050101 1-3
A352GS
1290010-1
WT
LBS
ARM
INS.
33.8
34.3
33.8
34.3
50.0
51.0
5.2
4,0
5.2
4 0
1.2
0.5
0.4
2.2
87.8
87,8
33.0
108.0
108.0
49.5
1
I
1
I
0.1
50,3
1
49.5
1.7 108.0
1.9
0.3
1.5
150.8
152.6
15.0
0.1
5.3'
4.8
0.5
41.5
41.5
41.5
41.5
82.0
82.0
50.3
22.0
29.0'
29.0
29.0
Figure 6-9 (Sheet 2)
U.S. 6-21
SECTION 6
WEIGHT AND BALANCEIEQUIPMENT LlST
CESSNA
MODEL182J NAV
Ill
ITEM
NO
EQUIPMENT LlST DESCRIPTION
REF DRAWING
2 7 - 0 1 4
27-02-0
28-01-R
28-02-R
30-02-S
31-01-S
31-04-R
31-05-R
31-06-R
27
-
FLIGHT CONTROLS
DUAL CONTROLS, RIGHT SEAT
-
CONTROL WHEEL, COPILOT
-
RUDDER AND BRAKE PEDAL, COPILOT
RUDDER PEDAL EXTENSION (SET OF 2)
(INSTALLED ARM SHOWN)
28
-
FUEL
AUXILIARY FUEL PUMP
-
S100-00-4
FUEL SENDER
-
S3852-3, -4
30
-
ICE AND RAIN PROTECTION
STALL SENSOR HEAT AND PlTOT HEAT
31
-
INDlCATlNGlRECORDlNG SYSTEM
RECORDING HOURMETER
-
C664503-0103
STALL WARNING SYSTEM
-
STALL WARNING HORN
-
0718007-1
-WING UNIT, STALL WARNING
-
S1672-9
GEA 71 ENGINEIAIRFRAME UNIT
GTP 59 OUTSIDE AIR TEMPERATURE (OAT)
PROBE
32
-
LANDING GEAR
32-01-R
3 2 - 0 2 4
32-03-A
32-04-A
WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN (2)
-
WHEEL ASSY, CLEVELAND 40-75B (EACH)
-
BRAKE ASSY, CLEVELAND 30-52 (EACH)
-
TIRE, 6-PLY (EACH)
-
TUBE, (EACH)
WHEEL AND TIRE ASSY, 5.00 X 5 NOSE
-WHEEL ASSY, CLEVELAND 40-77
-TIRE, 6-PLY
-TUBE
WHEEL FAIRING AND INSTALLATION
-WHEEL FAIRING, NOSE
-WHEEL FAIRINGS, MAIN (SET OF 2)
HUBCAPS,WHEELS
070601 5- 1
07 13377-4
0760650-4
0501082-1
0716158
0770701
0720701
0706015
071 8009
0720701
3930368
0706015
0741625-5
C163001-0301
030-05219-1
C262003-0204
C262023-0102
0540000-2
1241156-12
C262003-0202
C262023-0101
074 1643- 1
0743050-1 4
0741 647-1 ,-2
0741 048-8
WT
LBS
5.9'
2.3
3.6
2.9
1.9
0.1
0.7
0.5
0.5
0.3
2.2
0.1
37.1'
7.8
1.8
7.9
1.3
8.8*
2.8
4.6
1.4
16.4*
3.1
9.5
0.1
ARM
INS.
12.9*
26.0
6.8
8.0
-12.0
56.3
28.0
16.7
40.0
25.6
11.4
41.5
58.6'
58.9
55.5
58.9
58.9
-7.1'
-7.1
-7.1
-7.1
44.5'
-6.0
60.6
62.1
Figure 6-9
(Sheet
3)
CESSNA SECTION 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQUIPNIENT LlST
ITEM
NO
EQUIPMENT LlST DESCRIPTION
33
-
LIGHTS
MAP LIGHT IN CONTROL WHEEL
COURTESY LIGHTS UNDER WING
FLASHING BEACON
ANTICOLLISION STROBE LIGHT
LANDING AND TAXI LfGHT
34
-
NAVIGATION
INDICATOR, AIRSPEED
-
53325-5
ALTERNATE STATIC AIR SOURCE
ALTIMETER, SENSITIVE WITH 20 FOOT
MARKINGS, INCHES OF MERCURY AND
MILLBARS
-
53328-1
COMPASS, MAGNETIC
TRANSPONDER
-
GTX-33 TRANSPONDER
-
CI 105-16 TRANSPONDER ANTENNA
PFD DISPLAY
-
GDU-1040 DISPLAY
MFD DISPLAY
-
GDU-1040 DISPLAY
ATTITUDE HEADING REFERENCE SENSOR
(AHRS)
-
GRS 77 AHRS
-
GMU 44 MAGNETOMETER
AIR DATA COMPUTER
-
GDC 74A AIR DATA COMPUTER
BLIND YAW RATE SENSOR
(TURN COORDINATOR)
WX 500 STORMSCOPE
-
PROCESSOR
-
53100-276
-
ANTENNA
-
805-10930-001
GDL-69A DATALINK
AUTOMATIC DIRECTION FINDER (ADF)
-
KR 87 ADF RECEIVER
-
ADF ANTENNA
DISTANCE MEASURING EQUIPMENT (DME)
-
KN 63 REMOTE DME
-
CI 105-16 DME ANTENNA
KTA 810 TRAFFIC ADVISORY SYSTEM
WT
LBS
ARM
INS.
REF DRAWING
I
Figure 6-9 (Sheet 4)
U.S. 6-23
SECTION 6 CESSIVA
WEIGHT AND BALANCEiEQUIPMENT LlST MODEL 182T NAV Ill
WT
LBS
ARM
INS.
ITEM
NO
EQUIPMENT LlST DESCRIPTION
37
-
VACUUM
ENGINE DRIVEN
-
VACUUM PUMP
-VACUUM PUMP
-
AA3215CC
-
COOLING SHROUD
-
FILTER
-
VACUUM REGULATOR
VACUUM TRANSDUCER
-
P165-5786
53
-
FUSELAGE
REFUELING STEPS AND HANDLE
STABILIZER ABRASION BOOTS (SET OF 2)
56
-
WINDOWS
WINDOW, HINGED RIGHT SlDE
(NET CHANGE)
WINDOW, HINGED LEFT SlDE
(NET CHANGE)
61
-
PROPELLER
PROPELLER ASSEMBLY, 3-BLADE
OIL FILLED HUB
-
P4317296-01
MCCAULEY B3D36C431/8OVSA-l
SPINNER, 3-BLADE
-
D-7261-2
GOVERNOR, PROPELLER
71
-
C161031-0119
-
POWERPLANT
FILTER, INDUCTION AIR
-
P I 061 50
WINTERIZATION KIT
(INSTALLED ARM SHOWN)
72
-
ENGINES
ENGINE. LYCOMING 10-540 A B l A l
REF
2.1
0.2
0.3
0.5
0.3
-5.0
-5.6
11.5
2.1
8.5
1.7
0.6
15.2
206.0
2.3
2.3
48.0
48.0
76.6 -47.5
4.1
2.7
-49.9
-42.5
1.3
1.2
-35.2
-42.0
400.4' -23.6'
16-24 U.S.
Figure
6-9
(Sheet
5)
CESSNA SECTIOIV 6
MODEL 182T NAV Ill WEIGHT AND BALANCEIEQLIIPMENT LlST
ITEM
NO
EQUIPMENT LlST DESCRIPTION
73-03-5
73-04-5
77-03-R
77-04-R
77-05-5
73
-
ENGINE FUEL AND CONTROL
MANIFOLD PRESSURE TRANSDUCER
P 165-30A-E4C
-
FUEL FLOW TRANSDUCER
-
680501J
77
-
ENGINE INDICATING
ENGINE TACHOMETER SENSOR
-
1A3C-1
CYLINDER HEAD THERMOCOUPLES
(ALL CYLINDERS)
-
32DKWUE006F0126
EXHAUST THERMOCOUPLES
(ALL CYLINDERS)
-
86317
78
-
EXHAUST
78-01-R
79-01-R
79-02-R
79-03-R
EXHAUST SYSTEM
-
LEFT EXHAUST SYSTEM
-
RIGHT EXHAUST SYSTEM
79
-
OIL
OIL COOLER
-
10610R
OIL PRESSURE SENSOR
-
P165-5281
OIL TEMPERATURE SENSOR
-
52335-1
REFDRAWING
WT
LBS
ARM
INS.
0750635
0750635
0701 171
0701 171
0701 171
0750635
9954200-1 3
9954200- 14
0750635
0750635
0750635
0.1
-8.5
0.8 -12.4
0.2
0.2
-8.0
-12.0
0.3 -12.0
I
8.4
8.4
-24.2
-24.2
5.5
0.2
0.2
-1 1.4
-12.9
-6.4
Figure 6-9 (Sheet 6)
U.S. 6-2516-26
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
AIRPLANE AND SYSTEMS
DESCRIPTION
TABLE OF CONTENTS
Introduction
Airframe
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trim Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Panel Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Panel Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RightPanelLayout . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Pedestal Layout
Flight Instruments
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Indicator
Airspeed Indicator
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altimeter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Horizontal Situation Indicator
. . . . . . . . . . . . . . . . . . . . . .
Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Flap System
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear System
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Baggage Compartment
Seats
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated Seat BeltIShoulder Harness . . . . . . . . . . . . . . . . .
Entrance Doors And Cabin Windows . . . . . . . . . . . . . . . . . .
Control Locks
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(Continued Next Page)
Page
U.S. 7-1
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
TABLE OF CONTENTS
(Continued)
New Engine Break In And Operation . . . . . . . . . . . . . . . .
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . .
Ignition And Starter System . . . . . . . . . . . . . . . . . . . . . . .
Air Induction System
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaustsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling System
Propeller
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuelsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Distribution
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Indicating System
. . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary Fuel Pump Operation . . . . . . . . . . . . . . . . . . . .
Fuel Return System . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuelventing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Selector Valve
Fuel Drain Valves
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brakesystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G 1000 Annunciator Panel
. . . . . . . . . . . . . . . . . . . . . . . .
Master Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
Standby Battery Switch
. . . . . . . . . . . . . . . . . . . . . . . . . .
Avionics Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical System Monitoring And Annunciations
. . . . . .
Ammeter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Voltage Annunciation . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Breakers And Fuses . . . . . . . . . . . . . . . . . . . . . . .
External Power Receptacle
. . . . . . . . . . . . . . . . . . . . . . .
Lighting Systems
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interior Lighting
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Heating. Ventilating And Defrosting System
.
. . . . .
(Continued Next Page)
Page
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
TABLE OF CONTENTS
(Continued)
Page
Pitot-Static System And Instruments
. . . . . . . . . . . . . . . . . . .
7-62
Vacuum System And Instruments
. . . . . . . . . . . . . . . . . . . .
7-63
Attitude Indicator
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-63
Vacuum Indicator
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-63
Low Vacuum Annunciation
Clockl0.A.T. Indicator
. . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-63
7-65
Stall Warning System
Standard Avionics
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GDU 1040 Color Display
GMA 1347 Audio Panel
. . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
GIA 63 Integrated Avionics Unit
. . . . . . . . . . . . . . . . . . . .
7-65
7-66
7-66
7-66
7-67
GRS 77 Attitude Heading Reference System (AHRS) and GMU 44 Magnetometer
. . . . . . . . . . . . . . . . . . . . .
GDC 74A Air Data Computer
. . . . . . . . . . . . . . . . . . . . . .
7-67
7-67
GEA 71 Engine Monitor
GTX 33 Transponder
. . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
GDL 69A XM Weather and Radio Data Link
7-67
7-67
. . . . . . . . . . .
7-68
BendixIKing KAP 140 2 Axis Autopilot
L3 Communications WX-500 Stormscope
Avionics Support Equipment
. . . . . . . . . . . .
7-68
. . . . . . . . . . . . . . . . . . . . . . . .
7-69
Avionics Cooling Fans
. . . . . . . . . . . . . . . . . . . . . . . . . . .
7-69
Antennas
Microphone And Headset Installations
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
7-68
7-70
7-70
Auxiliary Audio Input Jack
12V Power Outlet
Static Dischargers
. . . . . . . . . . . . . . . . . . . . . . . .
7-71
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-73
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-73
CabinFeatures
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-74
Emergency Locator Transmitter (ELT)
Cabin Fire Extinguisher
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
7-74
7-74
Carbon Monoxide Detection System (if installed) . . .
7-7517-761
U.S. 7-317-4
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
INTRODUCTION
This section provides description and operation of the airplane and its systems. Some equipment described herein is optional and may not be installed in the airplane. Refer to the Supplements, Seciion
9 for details of other optional systems and equipment.
AIRFRAME
The airplane is an all metal, four-place, high wing, single engine airplane equipped with tricycle landing gear and is designed for general utility purposes.
The construction of the fuselage is a conventional formed sheet metal bulkhead, stringer, and skin design referred to as semimonocoque. Major items of structure are the front and rear carry through spars to which the wings are attached, a bulkhead and forgings for main landing gear attachment at the base of the rear door posts, and a bulkhead with attach fittings at the base of the forward door posts for the lower attachment of the wing struts.
Four engine mount stringers are also attached to the forward door posts and extend forward to the firewall.
The externally braced wings, containing integral fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs, doublers, and stringers. The entire structure is covered with aluminum skin. The front spars are equipped with wing-to-fuselage and wing-to-strut attach fittings. The aft spars are equipped with wing-to-fuselage attach fittings, and are partial span spars.
Conventional hinged ailerons and single slot type flaps are attached to the trailing edge of the wings. The ailerons are constructed of a forward spar containing balance weights, formed sheet metal ribs and "V" type corrugated aluminum skin joined together at the trailing edge. The flaps are constructed basically the same as the ailerons, with the exception of the balance weights and the addition of a formed sheet metal leading edge section.
The empennage (tail assembly) consists of a conventional vertical stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabilizer consists of a forward and aft spar, formed sheet metai ribs and reinforcements, four skin panels, formed leading edge skins and a dorsal fin.
(Continued Next Page)
U.S. 7-5
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
AIRFRAME
(Continued)
The rudder is constructed of a forward and aft spar, formed sheet metal ribs and reinforcements, and a wrap-around skin panel. The top of the rudder incorporates a leading edge extension which contains a balance weight.
The horizontal stabilizer is constructed of a forward and aft spar, ribs and stiffeners, center upper and lower skin panels and two, left and two right wrap-around skin panels which also form the leading edges. The horizontal stabilizer also contains the elevator trim tab actuator.
Construction of the elevator consists of formed leading edge skins, a forward spar, ribs, torque tube and bellcrank, left upper and lower
"V" type corrugated skins, and right upper and lower "V" type corrugated skins incorporating a trailing edge cut-out for the trim tab. Both elevator tip leading edge extensions incorporate balance weights. The elevator trim tab consists of a spar, rib, and upper and lower "V" type corrugated skins.
FLIGHT CON'TROLS
The airplane's flight control system (refer to Figure 7-1) consists of conventional aileron, rudder, and elevator control surfaces. The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator, and rudderlbrake pedals for the rudder. The elevator control system is equipped with downsprings which provide improved stability in flight.
(Continued Next Page)
7-6 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
FLIGHT CONTROLS
(Continued)
TRIM SYSTEMS
A manually operated rudder and elevator trim is provided (refer to
Figure 7-1). The rudder is trimmed through a bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal. This is accomplished by rotating the horizontally mounted trim control wheel either left or right to the desired trim position. Rotating the trim wheel to the right will trim nose-right; conversely, rotating it to the left will trim nose-left. The elevator is trimmed through the elevator trim tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim wheel will trim nose-down, conversely, aft rotation will trim nose-up.
(Continued Next Page)
U.S. 7-7
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION
CESSNA
MGDEi t82T
NkV
iii
FLIGHT CONTROLS AND TRIM SYSTEMS
0
AILERON CONTROL SYSTEM
7-8 U.S.
Figure 7-1 (Sheet 1 of 2)
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AhlD SYSTEMS DESCRIPTION
FLIGHT CONTROLS AND TRIM SYSTEMS
ELEVATOR CONTROL SYSTEM
ELEVATOR TRIM
CONTROL SYSTEM
Figure 7-1 (Sheet 2)
07851018
07851 024
U.S. 7-9
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
INSTRUMENT PANEL
The instrument panel (refer to Figure 7-2) is of all metal construction and is installed in sections so equipment can be easily removed for maintenance. The glareshield, above and projecting aft from the instrument panel, limits undesirable reflections on the windshield from lighted equipment and displays mounted in the instrument panel.
The Nav Ill instrument panel contains the Garmin GDU 1040
Primary Flight (PFD) and Multifunction (MFD) Displays and the
Garmin GMA 1347 Audio Panel. For specific details regarding the instruments, switches, circuit breakers and controls on the instrument panel, refer to the related topics in this section.
PILOT PANEL LAYOUT
The GDU 1040 Primary Flight Display (PFD), centered on the instrument panel in front of the pilot, shows the primary flight instruments during normal operation. During engine start, reversionary operation (MFD failure) or when the DISPLAY BACKUP switch is selected, the Engine Indication System (EIS) is shown on the PFD. Refer to the Garmin G1OOOTM Cockpit Reference Guide for specific operating information.
The Standby Battery (STBY BAT) switch is found at the upper left corner of the pilot instrument panel on an internally lighted sub- panel. The switch positions (ARMJOFFfiEST) select the standby battery operating modes. The rocker-type MASTER and AVIONICS switches are found immediately below the standby battery switch.
The controls for adjusting instrument panel, equipment, and pedestal lighting are found together on the sub-panel below the
MASTER and AVlOhllCS switches. See the INTERNAL LIGHTING paragraphs of this section for more information.
Switches for the airplane electrical systems and equipment are found on an internally lighted sub-panel found below the lower left corner of the PFD. Each switch is labeled for function and is OIV when the handle is in the up position. See
thee F e K m i C A i
EQUIPMENT descriptions in this section for further information.
(Continued Next Page)
7-10 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
INSTRUMENT PANEL
(Continued)
PILOT PANEL LAYOUT (Continued)
The circuit breaker panel is found along the lower edge of the pilot's instrument panel below the electrical equipment switch panel and pilot control wheel column. Each circuit breaker is identified for the equipment or function it controls and for the bus from which it receives power. Lighting for this sub-panel is controlled using the
SWICB PANELS dimmer control. See the ELECTRICAL
EQI-IIPMENT descriptions in this section for further information.
CENTER PANEL LAYOUT
The Garmin GMA 1347 Audio Panel is found on the upper half of the center instrument panel (immediately to the right of the PFD). A pushbutton switch labeled " DISPLAY BACKUP" to manually select display reversion mode is found on the lower face of the GMA 1347.
Refer to the GMA 1347 Pilot's Guide for operating information.
The GDU 1040 Multifunction Display (MFD) is found on the upper center panel to the right of the GMA 1347. The MFD depicts Engine
Indication System information along the left slde of the d~splay and shows navigation, terrain, lightning and traffic data on the moving map. Flight management or display configuration information can be shown on the MFD in place of the moving map pages. Refer to the
The standby instrument cluster is in the center instrument panel below the GMA 1347 Audio Panel. A conventional (mechanical) airspeed indicator and a sensitive aneroid altimeter are on each side of the vacuum-powered attitude indicator. The pitot-static instruments share the airplane pitot head and static ports with the
GDC 74A Air Data Computer. The attitude indicator features a low vacuum "flag" to provide immediate warning of vacuum system failure.
(Continued Next Page)
U.S. 7-11
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
INSTRUMENT PANEL
(Continued)
CENTER PANEL LAYOUT (Continued)
The BendixIKing KAP 140 2 Axis Autopilot with Altitude Preselect is found on the center panel below the standby instruments. A DC electric powered turn coordinator, installed forward of the instrument panel and not visible to the pilot, provides a roll rate signal to the
KAP 140. The KAP 140 receives NAV, HDG, and analog roll steering inputs from the GI000 system. KAP 140 ROL, VS, and
ALT modes operate independently from the G1000. Refer to Section
9, Supplement 3 for operation of the BendixIKing KAP 140 2 Axis
Autopilot.
The engine controls are found on the lower center instrument panel below the KAP 140 Autopilot. The controls are conventional push- pull-type controls and include throttle, prop RPM and mixture. See
ENGINE description in this section for operating information.
The Alternate Static Air valve is found adjacent to the throttle control. Refer to the PITOT-STATIC SYSTEM AND INSTRUMENTS description in this section for operating information.
The wing flap control and indicator is found at the lower right side of the center panel. Refer to the WING FLAP SYSTEM description in this section for operating information.
)RIGHT PANEL LAYOUT
The Emergency Locator Transmitter (ELT) mode switch
(ONIAUTOIRESET) is positioned at the upper inboard corner of the
(right panel adjacent to the MFD. Refer to the EMERGENCY
LOCATOR TRANSMITTER description in this section for operating information.
The Hour (Hobbs) meter is found to the right of the ELT switch and records engine operating time (when oil pressure is greater than 20
PSI) for maintenance purposes. Refer to the ENGINE
INSTRUMENTS description in this section for further information.
CENTER PEDESTAL LAYOUT
I
The center pedestal, located below the center panel, contains the elevator and rudder trim control wheels, trim position indicators, cowl flap control lever, 12V power outlet, aux audio input jack and a bracket for the microphone. The fuel selector valve handle is located at the base of the pedestal.
7-12 U.S.
H 3 N 1
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
INSTRUMENT PANEL
Figure 7-2
(Sheet
1 of 2)
U7l4P1(40
U.S. 7-13
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION
MODEL 182T NAV Ill
INSTRUMENT PANEL
MASTER Switch (ALT and BAT)
STBY BATT Switch
STBY BATT Test Annunciator
AVlOlVlCS Switch (BUS 1 and BUS 2)
DIMMING Panel
Electric Elevator Trim And Autopilot1
Electric Elevator Trim Disengage Switches
Microphone Switch
Electrical Switches
GDU 1040 Primar Flight Display
GMA 1437 Audio Fanel
Standby Airspeed lndicator
Standby Attitude lndicator
Auto ilot Control Unit
040 Multi-Function Display
Standby Altimeter
ELT Remote Switch/Annunciator
Flight Hour Recorder
Microphone Switch
Defrost Control
Cabin Heat Control
Cabin Air Control
Wing Flap Switch Lever And Position lndicator
Mixture Control
Pro eller Control
~uckder Trim Control Wheel And
Position lndicator
Cowl Flap Control Lever
Aux Aud~o Input Jack
Fuel Selector Valve
12V/10A Power Outlet
Elevator Trim Control Wheel And
Position lndicator
Throttle (With Friction Lock)
ALT Static Air Valve Control
Yoke Mounted Map Light
Parking Brake Handle
Crossfeed X-Feed) BUS Circuit Breaker Panel
Electrical B
L
S 2
Electrical BUS 1
Magnetos Switch
Figure 7-2 (Sheet 2)
7-14 U.S.
CESSNA SECTION
7
MODEL 182T NAV Ill AlRPLAhlE AhlD SYSTEMS DESCRIPTION
FLIGHT INSTRUNIENTS
The GI000 Integrated Cockpit System primary flight instrument indications are shown on the GDU 1040 Primary Flight Display
(PFD). The primary flight instruments are arranged on the PFD in the basic "T" configuration. The attitude indicator (Al) and horizontal situation indicator (HSI) are centered vertically on the PFD and are conventional in appearance and operation. Vertical tape-style
(scrolling scale) indicators with fixed pointers and digital displays show airspeed, altitude, and vertical speed. The vertical indicators take the place of analog indicators with a fixed circular scale and rotating pointer.
Knobs, knob sets (two knobs on a common shaft) and membrane type push button switches, found on the bezel surrounding each
GDU 1040 display, control COM, NAV, XPDR, and GPS avionics, set BAR0 (barometric pressure), CRS (course), and HDG (heading), and work various flight management functions. Some push button switches are dedicated to certain functions (keys) while other switches have functions defined by software (softkeys). A softkey may perform various operations or functions at various times based on software definition. Softkeys are found along the lower bezel of the GDU 1040 displays.
AlTITUDE INDICATOR
The GI000 attitude indicator is shown on the upper center of the
PFD. The attitude indication data is provided by the GRS 77
Attitude and Heading Reference (AHRS) unit. The GI000 attitude indicator provides a horizon line that is the full width of the GDU
1040 display.
The roll index scale is conventional with 10" graduations to 30" and then 15" graduations to 60" of roll. The roll pointer is slaved to the airplane symbol. The pitch index scale is graduated in 5" increments with every 10" of pitch labeled. If pitch limits are exceeded in either the nose-up or nose-down direction, red warning chevrons will appear on the indicator to point the way back to level flight. A small white trapezoid located below the roll pointer moves laterally left and right to provide the slip-skid information previously supplied by the skid indicator ball. The trapezoid should be centered below the roll pointer for coordinated turns. The standby
(vacuum) attitude indicator is found on the lower center instrument panel.
(Continued Next Page)
U.S. 7-15
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIP-I-ION MODEL 182T NAV Ill
FLIGHT INSTRUMENTS
(Continued)
AIRSPEED INDICATOR
The GI000 vertical tape airspeed indicator is shown along the upper left side of the PFD. The airspeed indication data is provided by the GDC 74A Air Data Computer unit. Colored arcs are provided to indicate the maximum speed, high cruise speed caution range, normal operating range, full wing flap operating range and low airspeed awareness band. Calculated true airspeed is displayed in a window at the bottom edge of the airspeed tape.
The standby (pneumatic) airspeed indicator is found on the lower center instrument panel.
ALTIMETER
The primary altitude indicator (altimeter) is found along the right side of the attitude indicator on the GDU 1040 Primary Flight
Display. The altitude indication data is provided by the GDC 74A Air
Data Computer unit. The local barometric pressure is set using the
BARO knob on the GDU 1040 displays. The GDU 1040 BARO setting has no effect on the KAP 140 Autopilot BARO setting.
A cyan selectable altitude reference pointer ("bug") is displayed on the altimeter tape and is set using the ALT SEL knob on the GDU
1040 displays. The altitude bug set-point is shown in a window at the top edge of the altimeter. The ALT SEL knob has no effect on the KAP 140 Autopilot altitude preselect or altitude hold functions.
NOTE
The KAP 140 Autopilot Altitude Preselect, Altitude
Hold and BARO settings are completely independent of the GI000 ALT SEL and BARO settings.
The standby (aneroid) sensitive altimeter is found on the center instrument panel.
(Continued Next Page)
CESSNA SECTION 7
MODEL 182T NAV Ill AlRPLAhlE AND SYSTEMS DESCRIPTION
FLIGHT INSTRUMENTS
(Continued)
HORIZONTAL SITUATION INDICATOR
The horizontal situation indicator (HSI) is found along the lower center of the GDU 1040 Primary Flight Display. The heading indication data is provided by the GRS 77 Attitude and Heading
Reference (AHRS) and GMU 44 Magnetometer units. The HSI combines a stabilized magnetic direction indicator (compass card) with selectable navigation deviation indicators for GPS or VHF navigation. The HSI is conventional in appearance and operation.
Magnetic heading is shown numerically in a window centered above the heading index (lubber line) at the top of the HSI. Reference index marks are provided at 45" intervals around the compass card.
A circular segment scale below the heading window at the top of the HSI shows half and standard rates of turn based on the length of the magenta turn vector.
The cyan HSI heading reference pointer ("bug") is set using the
HDG knob on the GDU 1040 display. The selected heading is shown digitally in a window above the upper LH 45" index mark.
The heading window will disappear approximately 3 seconds after the HDG knob stops turning. The selected heading will provide the control input to the BendixIKing KAP 140 when the Autopilot is engaged in HDG mode.
The CDI navigation source shown on the HSI is set using the CDI softkey to select from GPS, NAV 1 or NAV 2 inputs. The course reference pointer is set using the CRS knob on the GDU 1040 display. The selected course is shown digitally in a window above the upper RH 45" index mark. The course window will disappear approximately 3 seconds after the CRS knob stops turning. The selected navigation source will provide control input to the
BendixIKing KAP 140 when the autopilot is engaged in NAV, APR or REV mode and is receiving a navigation signal from the selected
GPS or VHF NAV radios.
(Continued Next Page)
U.S. 7-17
SECTION 7 CESSIVA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
FLlG HT INSTRUMENTS
(Continued)
HORIZONTAL SITUATION INDICATOR (Continued)
WARNING
WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN
NAV, APR OR REV OPERATING MODES, IF THE
HSI NAVIGATION SOURCE IS CHANGED FROM
GPS TO NAV1, AUTOMATICALLY OR MANUALLY
(USING THE CDI SOFTKEY), OR MANUALLY
FROM NAV2 TO GPS, THE CHANGE WlLL
INTERRUPT THE NAVIGATION SIGNAL TO THE
AUTOPILOT AND WlLL CAUSE THE AUTOPILOT
TO REVERT TO ROL MODE OPERATION. NO
WARNING CHIME OR PFD ANNLlNClATlON WlLL
BE PROVIDED. THE PREVIOUSLY-SELECTED
MODE SYMBOL SHOWN ON THE AUTOPILOT
DISPLAY WlLL BE FLASHING TO SHOW THE
REVERSION TO ROL MODE OPERATION. IN ROL
MODE, THE AUTOPILOT WlLL ONLY KEEP THE
WINGS LEVEL AND WlLL NOT CORRECT THE
AIRPLANE HEADING OR COURSE. SET THE
HDG BUG TO THE CORRECT HEADING AND
SELECT 'THE CORRECT NAVIGATION SOURCE
ON THE HSI USING THE CDI SOFTKEY BEFORE
ENGAGING THE AUTOPILOT IN ANY OTHER
OPERATING MODE.
VERTICAL SPEED INDICATOR
The vertical speed indicator (VSI) tape is found on the right side of the altimeter display along upper right side of the GDU 1040
Primary Flight Display. The vertical speed pointer moves up and down the fixed VSI scale and shows the rate of climb or descent in digits inside the pointer. The VSI tape has a notch on the right edge at the 0 feetlmin index for reference. Rate of descent is shown with a negative sign in front of the digits. Vertical speed must exceed 100 feetlmin in climb or descent before digits will appear in the VSI pointer.
17-18 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill
AlRPLAhlE AhlD SYSTEMS DESCRIPTION
GROUND CON'TROL
Effective ground control while taxiing is accomplished through nosewheel steering by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to steer right. When a rudder pedal is depressed, a spring loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nosewheel through an arc of approximately 11" each side of center. By applying either left or right brake, the degree of turn may be increased up to 29" each side of center.
Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut. If a tow bar is not available, or pushing is required, use the wing struts as push points.
Do not use the vertical or horizontal surfaces to move the airplane.
If the airplane is to be towed by vehicle, never turn the nosewheel more than 29" either side of center or structural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential braking and nosewheel steering during taxi, is approximately 27 feet. To obtain a minimum radius turn during ground handling, the airplane may be rotated around either main landing gear by pressing down on a tailcone bulkhead just forward of the horizontal stabilizer to raise the nosewheel off the ground. Care should be exercised to ensure that pressure is exerted only on the bulkhead area and not on skin between the bulkheads. Pressing down on the horizontal stabilizer to raise the nosewheel off the ground is not recommended.
U.S. 7-19
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTIOIV MODEL 182T NAV Ill
WING FLAP SYSTEM
The single slot type wing flaps (refer to Figure 7-3), are extended or retracted by positioning the wing flap switch lever on the instrument panel to the desired flap deflection position. The switch lever is moved up or down in a slotted panel that provides mechanical stops at the 10" and 20" positions. To change flap setting, the flap lever is moved to the right to clear mechanical stops at the 10" and 20" positions. A scale and pointer to the left of the flap switch indicates flap travel in degrees. The wing flap system circuit is protected by a
10-ampere circuit breaker, labeled FLAP, on the left side of the control panel.
7-20 U.S.
Figure 7-3
CESSNA SECTION 7
MODEL 182T NAV Ill AlRPLAhlE AND SYSTEMS DESCRIPTION
LANDING GEAR SYSTEM
The landing gear is of the tricycle type, with a steerable nosewheel and two main wheels. Wheel fairings are optional for both the main wheels and nosewheel. Shock absorption is provided by the tubular spring steel main landing gear struts and the airfoil nose gear shock strut. Each main gear wheel is equipped with a hydraulically- actuated disc type brake on the inboard side of each wheel.
BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the rear passenger seats to the aft cabin bulkhead. Access to the baggage compartment is gained through a lockable baggage door on the left side of the airplane, or from within the airplane cabin.
A baggage net with tiedown straps is provided for securing baggage and is attached by tying the straps to tiedown rings provided in the airplane. For baggage area and door dimensions, refer to Section 6.
SEATS
The seating arrangement consists of two vertically adjusting crew seats for the pilot and front seat passenger, and an infinitely adjustable split back bench seat for rear seat passengers.
Seats used for the pilot and front seat passenger are adjustable fore and aft, and up and down. Additionally, the angle of the seat back is infinitely adjustable.
(Continued Next Page)
U.S. 7-21
SECTION 7 CESSlV A
AIRPLANE AND SYSTEMS DESCRlPTlOlV MODEL 182T NAV Ill
SEATS
(Continued)
Fore and aft adjustment is made using the handle located below the center of the seat frame. To position the seat, lift the handle, slide the seat into position, release the handle and check that the seat is locked in place. To adjust the height of the seat, rotate the large crank under the right hand corner of the seat until a comfortable height is obtained. To adjust the seat back angle, pull up on the release button, located in center front of seat, just under the seat bottom, position the seat back to the desired angle, and release the button. When the seat is not occupied, the seat back will automatically fold forward whenever the release button is pulled up.
The rear passenger seat consists of a fixed, one piece seat bottom and an infinitely adjustable split back. Seat back controls are located beneath each seat bottom and provide adjustment for each seat back. To adjust the seat back, raise the lever, position the seat back to the desired angle, release the lever and check that the back is locked in place.
Headrests are installed on both the front and rear seats. To adjust the headrest, apply enough pressure to it to raise or lower it to the desired level.
INTEGRATED SEAT BELTISHOULDER HARNESS
All seat positions are equipped with integrated seat belts/shoulder harness assemblies (refer to Figure 7-4). The design incorporates an overhead inertia reel for the shoulder portion, and a retractor assembly for the lap portion of the belt. This design allows for complete freedom of movement of the upper torso area while providing restraint in the lap belt area. In the event of a sudden deceleration, reels lock up to provide positive restraint for the user.
In the front seats, the inertia reels are located on the centerline of the upper cabin area. In the rear seats, the inertia reels are located outboard of each passenger in the upper cabin.
(Continued Next Page)
7-22 U.S.
CESSNA SECTIOIV 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
INTEGRATED SEAT BELT/SHOULDER HARNESS
(Continued)
To use the integrated seat beltlshoulder harness, grasp the link with one hand, and, in a single motion, extend the assembly and insert into the buckle. Positive locking has occurred when a distinctive
"snap" sound is heard.
Proper locking of the lap belt can be verified by ensuring that the belts are allowed to retract into the retractors and the lap belt is snug and low on the waist as worn normally during flight. No more than one additional inch of belt should be able to be pulled out of the retractor once the lap belt is in place on the occupant. If more than one additional inch of belt can be pulled out of the retractor, the occupant is too small for the installed restraint system and the seat should not be occupied until the occupant is properly restrained.
(Continued Next Page)
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
STANDARD INTEGRATED SEATBELT1
SHOULDER HARNESS WITH
INERTIA REEL
7-24 U.S.
Figure 7-4
JSTABLE)
LIFT TO
RELEASE
(LATCH)
CESSNA SECTION 7
MODEL 182T NAV Ill
AlRPLAhlE AND SYSTEMS DESCRIPTION
INTEGRATED SEAT BELTISHOULDER HARNESS
(Continued)
Removal is accomplished by lifting the release mechanism on the buckle or by pressing the release button on the buckle and pulling out and up on the harness. Spring tension on the inertia reel will automatically stow the harness.
A manually adjustable seat beltlshoulder harness assembly is available for all seats.
To use the manually adjustable seat beltlshoulder harness, fasten and adjust the seat beltlshoulder harness first. Lengthen the seat belt as required by pulling on the release strap on the belt. Snap the connecting link firmly into the buckle, then adjust to length. A properly adjusted harness will permit the occupant to lean forward enough to sit erect, but prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot must have the freedom to reach all controls easily.
Disconnecting the manually adjustable seat beltlshoulder harness is accomplished by pushing the button on the buckle to release the connecting link.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from, the airplane is accomplished through either of two entry doors, one on each side of the cabin, at the front seat positions (refer to Section 6 for cabin a n d cabin door dimensions).
The doors incorporate a recessed exterior door handle, a conventional interior door handle, a key operated door lock (left door only), a door stop mechanism, and openable windows in both the left and right doors.
NOTE
The door latch design on this model requires that the outside door handle on the pilot and front passenger doors be extended out whenever the doors are open. When closing the door, do not attempt to push the door handle in until the door is fully shut.
(Continued Next Page)
U.S. 7-25
SECTION 7 CESSIVA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ENTRANCE DOORS AND CABIN WINDOWS
(Continued)
To open the doors from outside the airplane, utilize the recessed door handle near the aft edge of either door by grasping the forward edge of the handle and pulling outboard. To close or open the doors from inside the airplane, use the combination door handle and arm rest. The inside door handle has three positions and a placard at its base which reads OPEN, CLOSE, and LOCK. The handle is spring loaded to the CLOSE (up) position. When the door has been pulled shut and latched, lock it by rotating the door handle forward to the LOCK position (flush with the arm rest). When the handle is rotated to the LOCK position, an over center action will hold it in that position. Both cabin doors should be locked prior to flight, and should not be opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airplane. The best procedure is to set up the airplane in a trimmed condition at approximately 80 KIAS, momentarily shove the door outward slightly, and forcefully close and lock the door.
Exit from the airplane is accomplished by rotating the door handle from the LOCK position, past the CLOSE position, aft to the OPEN position and pushing the door open. To lock the airplane, lock the right cabin door with the inside handle, close the left cabin door, and using the ignition key, lock the door.
The left and right cabin doors are equipped with openable windows which are held in the closed position by a detent equipped latch on the lower edge of the window frame. To open the windows, rotate the latch upward. Each window is equipped with a spring-loaded retaining arm which will help rotate the window outward, and hold it there. If required, either window may be opened at any speed up to
175 KIAS. The rear side windows and rear windows are of the fixed type and cannot be opened.
7-26 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
CONTROL LOCKS
A control lock is provided to lock the aileron and elevator control surfaces to prevent damage to these systems by wind buffeting while the airplane is parked. The lock consists of a shaped steel rod and flag. The flag identifies the control lock and cautions about its removal before starting the engine. To install the control lock, align the hole in the side of the pilot's control wheel shaft with the1 hole in the side of the shaft collar on the instrument panel and ~ n s e r t l the rod into the aligned holes. Installation of the lock will secure the ailerons in a neutral position and the elevators in a slightly trailing edge down position. Proper installation of the lock will place the flag over the ignition switch. In areas where high or gusty winds occur, a control surface lock should be installed over the vertical stabilizer and rudder. The controi iock and any other type of iocking device should be removed prior to starting the engine.
ENGINE
The airplane is powered by a horizontally opposed, six cylinder, overhead valve, air cooled, fuel injected engine with a wet sump lubrication system. The engine is a Lycoming Model 10-540-AB1A5 rated at 230 horsepower at 2400 RPM. Major accessories include a starter and belt driven alternator mounted on the front of the engine, and dual magnetos, vacuum pump, and a full flow oil filter mounted on the rear of the engine accessory case.
ENGINE CONTROLS
Engine manifold pressure is set using the throttle control, a smooth black knob, which is located at the center of the instrument panel below the radios. The throttle control is configured so that the throttle is open in the forward position and closed in the full aft position. A friction lock located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it.
Engine speed is controlled by the propeller control. The propeller control is a fluted, blue knob located immediately to the right of the throttle control. This system is described under "Propeller" in this section.
(Continued Next Page)
U.S. 7-27
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ENGINE
(Continued)
ENGINE CONTROLS (Continued)
The mixture control, mounted near the propeller control, is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knob. The rich position is full forward, and full aft is the idle cutoff position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob counterclockwise. For rapid or large adjustments, the knob may be moved forward or aft by depressing the lock button in the end of the control, and then positioning the control as desired.
ENGINE INSTRUMENTS
The GI000 Engine Indicating System (EIS) provides graphical indicators and numeric values for engine, fuel, and electrical system parameters to the pilot. The EIS is shown in a vertical strip on the left side of the PFD during engine starts and on the MFD during normal operation. If either the MFD or PFD fails during flight, the
EIS is shown on the remaining display.
The EIS consists of three pages that are selected using the ENGINE softkey. The ENGINE page provides indicators for Manifold
Pressure, Tachometer, Fuel Flow, Oil Pressure, Oil Temperature,
Cylinder Head Temperature (CHT), Exhaust Gas Temperature
(EGT), Fuel Quantity, Electrical Bus Voltages, and Battery Currents.
When the ENGINE softkey is pressed, the LEAN and SYSTEM softkeys appear adjacent to the ENGINE softkey. The LEAN page provides simultaneous indicators for CHT and EGT on all cylinders to be used for adjusting ("leaning") the fuellair mixture. The
SYSTEM page provides numerical values for parameters on the
ENGINE page that are shown as indicators only. The SYSTEM page also provides an indicator for vacuum (VAC) and a digital value for fuel used (GAL USED).
The GEA-71 Engine and Airframe Unit, located forward of the instrument panel, receives signals from the enginelsystem sensors for the parameters that are being monitored. The GEA-71 provides data to the EIS, which displays the data for the ENGINE page described below.
(Continued Next Page)
7-28 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ENGINE
(Continued)
MANIFOLD PRESSURE
Manifold Pressure is shown at the top of all EIS pages. The mani- fold pressure indicator uses a circular scale and moving pointer with a digital value. The pointer moves through a range of 10 to 35 in
Hg. The digital manifold pressure value is shown in white numerals below the pointer.
An absolute pressure transducer, located between the firewall and the instrument panel, provides a signal to the GEA-71 Engine and
Airframe Unit which processes and outputs the data to the EIS. A red X through the Manifold Pressure display shows that the indicat- ing system is inoperative.
RPM (TACHOMETER)
Engine speed (RPM) is shown by the tachometer indicator, found on all EIS pages below the Manifold Pressure indicator. The tachome- ter indicator uses a circular scale with moving pointer and a digital value. The pointer moves through a range from 0 to 2700 RPM. The numerical RPM value is displayed in increments of 10 RPM in white numerals below the pointer.
The normal engine speed operating limit (red line) is 2400 RPM.
When engine speed is 2472 RPM or more, the pointer, digital value, and label (RPM) turn red to show engine speed is more than the limit. The digital value and label (RPM) will flash. The engine speed
(tachometer) is displayed in the same configuration and location on the LEAN and SYSTEM pages. If engine speed becomes 2472
RPM or more while on the LEAN or SYSTEM page, the display will return to the ENGINE page.
A speed sensor, mounted on the engine tachometer drive accessory pad, provides a digital signal to the GEA-71 Engine and Airframe
Unit which processes and outputs the RPM data to the EIS. A red X through the RPM indicator shows the indicating system is inoper- ative.
(Continued Next Page)
U.S. 7-29
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ENGINE
(Continued)
FUEL FLOW
Fuel flow is displayed on the ENGINE page by the FFLOW GPH horizontal indicator. The indicator range is from 0 to 22 GPH with 2
GPH graduations, with a green arc from 0 to 15 GPH. A white pointer indicates the measured fuel flow. A digital value for FFLOW
GPH is included on both the EIS LEAN and SYSTEM pages.
The fuel flow transducer is located in the engine fuel injection system between the fuellair control unit (servo) and the fuel distribution manifold (flow divider). The transducer provides a digital signal to the GEA-71 for display on the EIS. A red X through the indicator means the indicating system is inoperative.
OIL PRESSURE
Engine oil pressure is shown on the ENGINE page by the OIL
PRES horizontal indicator. The indicator range is 0 to 120 PSI with a red arc from 0 to 20 PSI, a green arc from 50 to 90 PSI (normal operating range) and a red arc from 115 to 120 PSI. A white pointer indicates actual oil pressure. Oil pressure is shown numerically on the SYSTEM page.
When oil pressure is 0 to 20 PSI or 115 to 120 PSI, the pointer, digital value, and label (OIL PRES) will change to red to show that oil pressure is outside normal limits. If oil pressure exceeds either the upper or lower limit while on the LEAN or SYSTEM page, the
EIS will return to the ENGINE page.
(Continued Next Page)
7-30 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ENGINE
(Continued)
OIL PRESSURE (Continued)
When the engine speed (RPM) is in the green arc and the oil temperature is in the green arc, the oil pressure should be in the green arc.
If oil pressure is below the green arc or above the green arc, adjust the engine speed to maintain adequate oil pressure.
When engine speed is at idle or near idle, the oil pressure indication must be above the lower red arc. With the engine at normal operating oil temperature, and engine speed at or close to idle, oil pressure below the green arc (but above the lower red arc) is acceptable.
In cold weather, the oil pressure will initially be high (close to the upper red arc when the engine is started). As the engine and oil warm up, the oil pressure will come down into the green arc.
The oil pressure transducer, connected to the engine forward oil pressure port, provides a signal to the GEA-71 that is processed and shown as oil temperature on the EIS. A separate low oil pressure switch causes an "OIL PRESSURE" annunciation on the
PFD when oil pressure is 0 to 20 PSI. A red X through the oil pressure indicator means that the indicating system is inoperative.
(Continued Next Page)
U.S. 7-31
SECTION 7
AIRPLANE AND SYSTEMS DESCRIP'TION
CESSIVA
MODEL 182T NAV Ill
ENGINE
(Continued)
OIL TEMPERATURE
Engine oil temperature is displayed on the ENGINE page by the OIL
TEMP horizontal indicator. The indicator range is from 75°F to
250°F with a green arc (normal operating range) from 100°F to
245°F and a red arc from 245°F to 250°F. A white pointer indicates actual oil temperature. Oil temperature is displayed numerically on the SYSTEM page.
When oil temperature is in the red band, 245°F to 250°F, the pointer and OIL TEMP turn red and flash to show oil temperature is higher than the limit. If oil temperature becomes hotter than 245°F while on the LEAN or SYSTEM page, the display will default to the
ENGINE page.
The oil temperature sensor is installed in the engine oil filter adapter and provides a signal to the GEA-71 that is processed and shown as oil pressure on the EIS. A red X through the indicator shows that the indicating system is inoperative.
CYLINDER HEAD TEMPERATURE
Cylinder head temperature is displayed on the ENGINE page on the
CHT horizontal indicator. The gage range is from 100°F to 500°F, with a green arc from 200°F to 500°F and red line at 500°F. The white pointer indicates relative cylinder head temperature while the number inside of the pointer identifies the hottest cylinder head. If a
CHT probe or wire failure occurs for the hottest CHT, the next hottest CHT will be displayed.
When the CHT is 500°F or hotter, the pointer will change to red and the CHT label will change to red and flash to show that the cylinder head temperature is greater than the limit. If cylinder head temperature becomes hotter than 500°F while on the LEAN or
SYSTEM page, the EIS will return to the ENGINE page.
(Continued Next Page)
7-32 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ENGINE
(Continued)
CYLINDER HEAD TEMPERATURE (Continued)
The CHT for all six cylinders are displayed on the LEAN page. The cylinder with the hottest CHT is indicated by a cyan bar graph. The
CHT for cylinder number three has been demonstrated to be the most critical, and operation with CHT 3 inoperative is not allowed.
The LEAN page will show a red X over any cylinder that has a probe or wiring failure.
A thermocouple is installed in each cylinder head to provide the signal to the GEA-71 that is processed and shown as cylinder head temperature on the EIS.
EXHAUST GAS TEMPERATURE
Exhaust gas temperature is displayed by the EGT horizontal indicator on the EIS. The indicator range is from 1100°F to 1500°F with graduations every 50°F. The white pointer indicates relative exhaust gas temperature with the number of the hottest cylinder displayed inside the pointer. If a cylinder EGT probe or wiring failure occurs for the hottest EGT, the next hottest EGT will be displayed.
The exhaust gas temperature for all six cylinders is shown on the
LEAN page. The hottest cylinder is indicated by the cyan bar graph.
The EGT for a particular cylinder may be shown by using the CYL
SLCT softkey to select the desired cylinder. Automatic indication of the hottest cylinder will resume a short time after the CYL SLCT is last selected. The LEAN page will show a red X over a cylinder that has a probe or wiring iaiiure.
A thermocouple in the exhaust pipe of each cylinder measures exhaust gas temperature and provides a voltage to the GEA-71 that is processed and shown as exhaust gas temperature on the EIS.
(Continued Next Page)
U.S. 7-33
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ENGINE
(Continued)
NEW ENGINE BREAK IN AND OPERATION
The engine run-in was accomplished at the factory and is ready for the full range of use. It is, however, suggested that cruising be accomplished at 75% power as much as practicable until a total of
50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the piston rings.
ENGINE LUBRICATION SYSTEM
The engine utilizes a full pressure, wet sump type lubrication system with aviation grade oil as the lubricant. The capacity of the engine sump (located on the bottom of the engine) is nine quarts
(one additional quart is contained in the engine oil filter). Oil is drawn from the sump through a filter screen on the end of a pickup tube to the engine-driven oil pump. Oil from the pump passes through a full-flow oil filter, a pressure relief valve at the rear of the right oil gallery, and a thermostatically controlled remote oil cooler.
Oil from the remote cooler is then circulated to the left oil gallery and propeller governor. The engine parts are then lubricated by oil from the galleries. After lubricating the engine, the oil returns to the sump by gravity. The filter adapter in the full-flow filter is equipped with a bypass valve which will cause lubricating oil to bypass the filter in the event the filter becomes plugged, or the oil temperature is extremely cold.
An oil dipsticklfiller tube is located on the upper left side of the engine case. The dipstick and oil filler tube are accessed through a door located on the left center portion of the upper engine cowling.
The engine should not be operated on less than four quarts of oil.
To minimize loss of oil through the breather, fill to eight quarts for normal flights of less than three hours. For extended flight, fill to nine quarts (dipstick indication only). For engine oil grade and specifications, refer to Section 8 of this handbook.
(Continued Next Page)
7-34 U.S.
CESSNA SECTlOlV 7
MODEL 182T NAV
Ill
AIRPLANE AND SYSTEMS DESCRIP-I-ION
ENGINE
(Continued)
IGNITION AND STARTER SYSTEM
Engine ignition is provided by two engine-driven magnetos, and two spark plugs in each cylinder. 'The right magneto fires the lower right and upper left spark plugs, and the left magneto fires the lower left and upper right spark plugs. Normal operation is conducted with both magnetos due to the more complete burning of the fuellair mixture with dual ignition.
Ignition and starter operation is controlled by a rotary-type switch located on the left switch and control panel. The switch is labeled clockwise, OFF, R, L, BOTH, and START. The engine should be operated on both magnetos (BOTH position) except for magneto checks. The R and L positions are for checking purposes and emergency use only. When the switch is rotated to the START position, (with the MASTER switch in the ON position), the starter contactor is closed and the starter, now energized, will crank the engine. When the switch is released, it will automatically return to the BOTH position.
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through an intake on the lower front portion of the engine cowiing. The intake is covered by an air filter which removes dust and other foreign matter from the induction air. Airflow passing through the filter enters an air box. The air box has one spring-loaded alternate air door. If the air induction filter should become blocked, suction created by the engine will open the door and draw unfiltered air from inside the lower cowl area. An open alternate air door will result in an approximate 10O/0 power loss at full throttle. After passing through the air box, induction air enters a fuellair control unit under the engine, and is then ducted to the engine cylinders through intake manifold tubes.
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U.S. 7-35
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ENGINE
(Continued)
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through a riser or exhaust collector assembly (on the left or right side below the engine) to a
(muffler and overboard through a single tailpipe. Outside air is supplied to a shroud constructed around the outside of each muffler to form a heating chamber. The air heated by the muffler shrouds is then supplied to the cabin.
FUEL INJECTION SYSTEM
The engine is equipped with a fuel injection system. The system is comprised of an engine-driven fuel pump, fuellair control unit, fuel manifold, fuel flow indicator, and air-bleed type injector nozzles.
Fuel is delivered by the engine-driven fuel pump to the fuellair control unit. The fuellair control unit correctly proportions the fuel flow to the induction air flow. After passing through the control unit, induction air is delivered to the cylinders through the intake manifold tubes and metered fuel is delivered to a fuel manifold (flow divider).
The fuel manifold, through spring tension on a diaphragm and valve, evenly distributes the fuel to an air-bleed type injector nozzle in the intake valve chamber of each cylinder. A turbine-type fuel flow transducer mounted between the fuellair control unit and the fuel distribution unit produces a digital signal that displays fuel flow on the EIS pages.
(Continued Next Page)
7-36 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AhlD SYSTEMS DESCRIPTION
ENGINE
(Continued)
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the front of the engine cowling. The cooling air is directed around the cylinders and other areas of the engine by baffling, and is then exhausted through an opening at the bottom aft edge of the cowling.
The cowl flaps are mechanically operated from the cabin by means of the cowl flap control on the right side of the control pedestal.
The pedestal is labeled OPEN, COWL FLAPS, CLOSED. Before starting the engine, takeoff and high power operation, the cowl flap control should be placed in the OPEN position for maximum cooling
This is accomplished by moving the control to the right to clear a detent, then moving the control up to the OPEN position. Any time the control is repositioned, it must first be moved to the right. While in cruise flight, cowl flaps should be closed unless hot day conditions require them to be adjusted to keep the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). During extended iet-downs, it may be necessary to completely close the cowl flaps by pushing the cowl flap control down to the CLOSED position.
A winterization kit is available for the airplane. Details of this kit are presented in Section 9, Supplements.
PROPELLER
The airplane has an all-metal, three-bladed, constant speed, governor regulated propeller. A setting introduced into the governor with the propeller control establishes the propeller speed, and thus the engine speed to be maintained. The governor then controls flow of engine oil, boosted to high pressure by the governing pump, to or from a piston in the propeller hub. Oil pressure acting on the piston twists the blades toward high pitch (low RPM). When oil pressure to the piston in the propeller hub is relieved, centrifugal force, assisted by an internal spring, twists the blades toward low pitch (high RPM).
(Continued Next Page)
U.S. 7-37
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
PROPELLER
(Continued)
A control knob on the center area of the switch and control panel is used to set the propeller and control engine RPM as desired for various flight conditions. The knob is labeled PROPELLER, PUSH
INCR RPM. When the control knob is pushed in, blade pitch will decrease, giving a higher RPM. When the control knob is pulled out, the blade pitch increases, thereby decreasing RPM. The propeller control knob is equipped with a vernier feature which allows slow or fine RPM adjustments by rotating the knob clockwise to increase
RPM, and counterclockwise to decrease it. To make rapid or large adjustments, depress the button on the end of the control knob and reposition the control as desired.
FUEL SYSTEM
The airplane fuel system (refer to Figure 7-6) consists of two vented integral fuel tanks (one tank in each wing), two fuel manifolds (one in each aft doorpost), a dual stack, four-position selector valve, an electrically-driven auxiliary fuel pump, and a fuel strainer. The engine-mounted portion of the system consists of the engine-driven fuel pump, a fuellair control unit, fuel flow transducer, a fuel distribution valve (flow divider) and fuel injection nozzles.
The fuel system also incorporates a fuel return system that returns fuel from the top of the fuel servo back to each integral wing tank.
The system includes a flexible fuel hose assembly between the servo and the firewall. Aluminum fuel lines return the fuel to the top portion of the selector valve and then to the aircraft integral tanks.
One drain is added to properly drain the return system.
(Continued Next Page)
7-38 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
FUEL SYSTEM
(Continued)
WARNING
UNUSABLE FUEL LEVELS FOR THIS AIRPLANE
WERE DETERMINED IN ACCORDANCE WITH
FEDERAL AVIATION REGULATIONS. FAILURE
TO OPERATE THE AIRPLANE IN COMPLIANCE
WITH FUEL LIMITATIONS SPECIFIED IN SECTION
2 MAY FURTHER REDUCE THE AMOUNT OF
FUEL AVAILABLE IN FLIGHT.
Unusable fuel is at a minimum due to the design of
li4 tank
or
less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the airplane to remain in uncoordinated flight for periods in excess of one minute.
FUEL QUANTITY DATA IN U.S. GALLONS
FUEL
TANKS
FUEL LEVEL
(QUANTITY
EACH TANK)
TOTAL
FUEL
TOTAL
UNUSABLE
TOTAL USABLE
ALL FLIGHT
CONDITIONS
Two
Two
Full (46.0)
Reduced
(34.5)
92.0
69.0
5.0
5.0
87.0
64.0
Figure 7-5
(Continued Next Page)
U.S. 7-39
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
FUEL SYSTEM
(Continued)
FUEL DISTRIBUTION
Fuel flows by gravity from the two wing tanks through the fuel manifold (aft pickup only), and to a four position selector valve.
From the selector valve, fuel flows through the auxiliary fuel pump, the fuel strainer, and to the engine driven fuel pump. A portion of the fuel (approximately
7 gallonslhour) is returned to the wing tank currently selected through the use of the fuel return system. From the engine driven fuel pump, fuel is delivered to the fuellair control unit on the bottom of the engine. The fuellair control unit (fuel servo) meters fuel flow in proportion to induction air flow. After passing through the control unit, metered fuel goes to a fuel distribution valve (flow divider) located on top of the engine. From the fuel distribution valve, individual fuel lines are routed to air bleed type injector nozzles located in the intake chamber of each cylinder.
FUEL INDICATING SYSTEM
Fuel quantity is measured by two float-type fuel quantity sensors
(one in each tank) and is displayed on the Engine Indicating System
(EIS) pages. The indicators are marked in gallons of fuel. An empty tank is displayed on the fuel quantity indicator (FLIEL QTY
GAL) as a red line on the far left of the indicator scale, and the number
2.5 gallons of unusable fuel remain in the tank. The indicators should not be relied upon for accurate readings during skids, slips or unusual attitudes.
The fuel quantity indicator shows the fuel available in the tank up to the limit of the sensor float travel. At this level, additional fuel may be added to completely fill the tank, but no additional movement of the float or the indicator will result. The limit for sensor float travel is approximately 36 gallons and is indicated by the maximum limit of the green arc. When the fuel level decreases below maximum travel of the fuel sensor, the fuel quantity indicator will display fuel quantity measured in each tank. A visual check of each wing tank fuel level must be performed prior to each flight. Compare the visual fuel level and indicated fuel quantity to accurately estimate usable fuel.
(Continued Next Page)
7-40
U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
FUEL SYSTEM
(Continued)
FUEL INDICATING SYSTEM (Continued)
The fuel quantity indicators detect low fuel conditions and incorrect sensor outputs. When fuel quantity is less than 8 gallons indicated
(and remains less than this level for more than 60 seconds), LOW
FUEL L (left) and or LOW FUEL R (right) will be displayed in amber on the PFD and a tone will sound. The fuel quantity indicator pointer(s) and indicator label will change from white to steady amber. When fuel quantity reaches the calibrated usable fuel empty level, the LOW FUEL L and or LOW FUEL R remain amber and the indicator pointer(s) and label change to flashing red.
NOTE
Takeoff is not recommended if both fuel tank pointers are in the yellow arc range andlor any LOW
FUEL annunciator is on.
In addition to low fuel annunciation, the warning logic is designed to report failures with each transmitter caused by short or open circuit conditions. If the circuit detects any one of these conditions, the affected fuel indicator will display a red
"Xu. A red X through the top part of the indicator indicates a sensor failure in the left tank. A red
X through the bottom part of the indicator indicates a sensor failure in the right tank.
Fuel flow is measured by use of a turbine type transducer mounted on the centerline of the engine between the fuellair contol unit and the fuel distribution unit. This flow meter produces a digital signal that is displayed as the rate of fuel flow on the FFLOW GPH indicator on the EIS pages. FFLOW GPH is either a horizontal analog indicator or a digital value, depending on the active EIS page. For fuel consumption information, a fuel totalizer function is provided on the SYSTEM EIS page as GAL USED. This digital indicator shows total fuel used since last reset of the totalizer. To reset the fuel totalizer, the system EIS page must be active and the softkey RST USED must be selected. The fuel totalizer provides no indication of the amount of fuel remaining in each tank, and should only be used in conjunction with other fuel management procedures to estimate total fuel remaining.
(Continued Next Page)
U.S. 7-41
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPl'ION
FUEL SYSTEM
(Continued)
83776
--
CESSNA
MODEL 182T NAV Ill
QUANTITY
TRANSMITTER
RIGHT
DRAIN VALVE
MANIFOLD
SELECTOR VALVE
DRAIN VALVE
FUEL STRAINER
JRN
rl
ENGINE
AUXILIARY
FUEL PUMP
SWITCH
1
kz:!J
DRAIN VALVE
FUEL PUMP
FUELIAIR
CONTROL UNIT
FUEL SLIPPLY
I
1
MECHANICAL
LINKAGE
\
CONNECTION
1
GEA 71
ENGINE AND
AIRFRAME UNI'
Figure 7-6
7-42 U.S. 182TPHAUS-00
CESSNA SECTION
7
MODEL 182T NAV Ill
AIRPLANE AND SYSTEMS DESCRIPTION
FUEL SYSTEM
(Continued)
AUXILIARY FUEL PUMP OPERATION
The auxiliary fuel pump is used primarily for priming the engine before starting. Priming is accomplished through the fuel injection system. If the auxiliary FUEL PUMP switch is accidentally placed in the ON position for prolonged periods (with MASTER switch turned on and mixture rich) with the engine stopped, the engine may be flooded.
The auxiliary fuel pump is also used for vapor suppression in hot weather. Normally, momentary use will be sufficient for vapor suppression; however, continuous operation is permissible if required. Turning on the auxiliary fuel pump with a normally operating engine pump will result in only a very minor enrichment of the mixture.
It is not necessary to operate the auxiliary fuel pump during normal takeoff and landing, since gravity and the engine-driven pump will supply adequate fuel flow. In the event of failure of the engine- driven fuel pump, use of the auxiliary fuel pump will provide sufficient fuel to maintain flight at maximum continuous power.
FUEL RETURN SYSTEM
A fuel return system was incorporated to improve engine operation during extended idle operation in hot weather environments. The major components of the system include an orificed fitting located in the top of the fuel servo, a dual stack fuel selector, and a drain valve assembly. The system is designed to return fueltvapor back to the main tanks at approximately 7 gallons per hour. 'The dual stack selector ensures that fuel returns only to the tank that is selected as the feed tank. For example, if the fuel selector is positioned to use fuel from the left hand tank, the fuel return system is returning fuel to the left hand tank only.
(Continued Next Page)
U.S.
7-43
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
FUEL SYSTEM
(Continued)
FUEL VENTING
Fuel system venting is essential to system operation. Complete blockage of the venting system will result in decreasing fuel flow and eventual engine stoppage. Venting consists of an interconnecting vent line between the tanks and check valve equipped overboard vents in each tank. The overboard vents protrude from the bottom surfaces of the wings behind the wing struts, slightly below the upper attach points of the struts. The fuel filler caps are vacuum vented; the vents will open and allow air to enter the fuel tanks in case the overboard vents become blocked.
FUEL SELECTOR VALVE
The fuel selector is a four-position selector valve, labeled BOTH,
RIGHT, LEFT and OFF. The selector handle must be pushed down before it can be rotated from RIGHT or LEFT to OFF. The top portion of the valve is the return portion of the valve, while the bottom portion of the valve is the supply portion. Each side is isolated from the other.
The fuel selector valve should be in the BOTH position for takeoff, climb, landing, and maneuvers that involve prolonged slips or skids of more than 30 seconds. Operation from either LEFT or RIGHT tank is reserved for cruising flight.
NOTE
When the fuel selector valve handle is in the BOTH position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level.
Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing.
(Continued Next Page)
7-44 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
FUEL SYSTEM
(Continued)
FUEL SELECTOR VALVE (Continued)
NOTE
It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the remaining fuel. The airspace in both fuel tanks is interconnected by a vent line and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level.
NOTE
Unusable fuel is at a minimum due to the design of the fuel system. However, with 114 tank or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets causing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the airplane to remain in uncoordinated flight for periods in excess of one minute.
FUEL DRAIN VALVES
The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade. The system should be examined before each flight and after each refueling, by using the sampler cup provided to drain fuel from each wing tank sump, the fuel return side sump, the fuel selector drain and the fuel strainer sump. If any evidence of fuel contamination is found, it must be eliminated in accordance with the
Preflight Inspection checklist and the discussion in Section 8 of this publication. If takeoff weight limitations for the next flight permit, the fuel tanks should be filled after each flight to prevent condensation.
U.S. 7-45
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV
Ill
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot's) or right (copilot's) set of rudder pedals, which are interconnected. When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedais, pull the handle aft, and rotate it 90" down.
For maximum brake life, keep the brake system properly maintained, and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then reapply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure.
If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.
ELECTRICAL SYSTEM
The airplane is equipped with a 28-volt direct current (DC) electrical system (refer to Figure 7-7). A belt-driven 60-ampere alternator or optional 95-ampere alternator powers the system. A 24-volt main storage battery is located in the tail cone of the airplane. The alternator and battery are controlled through the MASTER switch found near the top of the pilot's switch panel.
Power is supplied to most electrical circuits through two primary buses (ELECTRICAL BUS 1 and ELECTRICAL BUS 2), with an
Essential Bus and a crossfeed bus connected between the two primary buses to support essential equipment.
(Continued Next Page)
7-46 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
(Continued)
The system is equipped with a secondary or "standby" battery located between the firewall and the instrument panel. The STBY
BATT switch controls power to or from the standby battery. The standby battery is available to supply power to the Essential Bus in the event that alternator and main battery power sources have both failed.
'The primary buses are supplied with power whenever the MASTER switch is turned on, and are not affected by starter or external power usage. Each primary bus is also connected to an avionics bus through a circuit breaker and the AVIONICS BUS
1 and BUS 2 switches. Each avionics bus is powered when the MASTER switch and the corresponding AVIONICS switch is in the ON position.
CAUTION
BOTH BUS
1
AND BUS 2 AVIONICS SWITCHES
SHOULD BE TURNED OFF TO PREVENT ANY
HARMFUL TRANSIENT VOLTAGE FROM
DAMAGING THE AVIONICS EQUIPMENT PRIOR
TO TURNING THE MASTER SWITCH ON OR
OFF,STARTING THE ENGINE OR APPLYING AN
EXTERNAL POWER SOURCE
The airplane includes a power distribution module, located on the left forward side of the firewall, to house all the relays used in the airplane electrical system. The alternator control unit, main battery current sensor, and the external power connector are also housed within the module.
(Continued Next Page)
U.S. 7-47
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ELECTRICAL SYSTEM
(Continued)
81524
r - ~ . - - - - - - - . . . - - - - - - - - . . . - - - - - . - . . . - - - - - . - - ~
To LOW VOLT
,
Power
Battery
+ + -
External Power
It
Figure 7-7 (Sheet 1 of 3)
Circuit Breaker
077011519
7-48 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
(Continued)
81525
/-7
BCN
LT
T
f
?.-
FUEL
PUMP
-.
-
To aux fuel pump
FUEL
LT
PUMP
--
To flash~ng
BCN beacon
5
$ND
'2
LT
---we-
LAND
LT
To landlng Ihght
To navigation X 1 and
To stormscope
To dlstnnce measure equipment
DME ( ~ f
--
[
To feeder B clrcult breakers sheet
1
- bus voltmeter hourmeter.
L+-!j
1
""
starter relay. stdby battery, and main bus sen-.
cr-+
stall detector heaters
HEAT
To NAVand
NAV
LTS mapl~ghts
To taxi light
B
1 k:g
x
To standby indicator lights
To and from standby
I
s
Avtonlcs
Sw~tch
2
BATT i'r.2
To multl-funcbon d1s.a~ and MFD fan
1 k~~
To transponder
To navlgatlon X 2 and afl avionics coolong fan
It
Figure 7-7 (Sheet 2)
PILOT
To autopllot system
U.S. 7-49
SECTION 7 CESSIVA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ELECTRICAL SYSTEM
(Continued)
83766
Standby
Batte
Standby Battery Controller PCB
STBY B A T
Switch
Test
Overheat j
Switch
'
,
w"
STDBY
B A T
Test
Load
*
,
I
-
, i-)
Test
Test LED Light (green)
Annunciation
To Standby
Battery
Ammeter j
5A j j
,
'
Figure
7-7
(Sheet
3)
7-50
U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
(Continued)
ANNUNCIATOR PANEL
All system alerts, cautions and warnings are shown on the right side of the PFD screen adjacent to the vertical speed indicator. The following annunciations are supported:
OIL PRESSURE
LOW FUEL L
LOW VOLTS
HIGH VOLTS
STBY BAT
LOW VACUUM
LOW FUEL R
PITCH TRIM
CO LVL HIGH (if installed)
1
Refer to the Garmin GI000 Cockpit Reference Guide Appendix A for more information on system annunciations.
MASTER SWITCH
The MASTER switch is a two-pole, rocker-type switch. The BAT1 side of the switch controls the main battery electrical power to the airplane. The ALT side of the switch controls the alternator system.
In normal operation, both sides of the switch (ALT and BAT) are ON simultaneously; however, the BAT side of the switch may be selected separately as necessary. The ALT side of the switch can not be set to ON without the BAT side of the switch also being set to ON.
If the alternator system fails, the MASTER switch may be set in the
OFF position to preserve Main Battery capacity for later in the flight.
With the MASTER switch OFF and the STBY BATT switch in the
ARM position, the standby battery will power the Essential Bus for a limited time. Time remaining may be estimated by monitoring no capacity remaining.
(Continued Next Page)
U.S. 7-51
SECTION 7 CESSIVA
AIRPLANE AND SYSTEMS DESCRIPTION
MODEL 182T NAV Ill
ELEC'TRICAL SYSTEM
(Continued)
STANDBY BATTERY SWITCH
The STBY BATT master switch is a three position (ARM-OFF-TEST) switch that tests and controls the Standby battery system. The energy level of the battery shall be checked before starting the engine (Refer to Section 4) by placing the switch in the momentary
TEST position and observing the correct illumination of the TEST lamp found to the right of the switch. Energy level tests after starting engine are not recommended.
Placing the switch in the ARM position during the engine start cycle allows the Standby battery to help regulate and filter Essential Bus voltage during the start cycle. The switch is set to the ARM position during normal flight operation to allow the Standby battery to charge and to be ready to power the Essential Bus in the event of alternator and main battery failure. Placing the switch in the OFF position disconnects the Standby battery from the Essential Bus.
Operation with the STBY BATT switch in the OFF position prevents the Standby battery from charging and from automatically providing power should an electrical system failure occur.
AVIONICS SWITCH
The AVIONICS switch is a two-pole rocker-type switch that controls electrical power to AVIONICS BUS 1 and BUS 2. Placing either side of the rocker switch in the ON position supplies power to the corresponding avionics bus. Both sides of the AVlOhllCS switch should be placed in the OFF position before turning the MASTER
I switch ON or OFF, starting the engine, or applying an externai power source.
(Continued Next Page)
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
(Continued)
ELECTRICAL SYSTEM MONITORING AND ANNUNCIATIONS
BUS VOLTAGE (VOLTMETER)
Voltage (VOLTS) indication for the Main and Essential buses is1 provided at the bottom of the Engine lndication System bar (along the left margin of the MFD or PFD), labeled "M BUS EN. Main bus voltage is shown numerically below the " M X s s e n t i a l bus voltage is displayed numerically below the "EM. The Main bus voltage is measured at the WARN circuit breaker on the X-FEED bus. ~ h e l
Essential bus voltage is measured at the NAV1 ENG circuit breaker on the Essential bus. Normal bus voltages with the alternator operating shall be about 28 volts. When the voltage for either Main or Essential is at or below 24.5 volts, the numeric value and VOLTS text turns red. This warning indication, along with the "LOW
VOLTS" annunciation, is an indication that the alternator is not supplying all the power that is required by the aircraft. Indicated voltages between 24.5 and 28 volts may occur during low engine
RPM conditions (Refer to note under LOW VOLTAGE
ANNLINCIATION).
Current (AMPS) indication for both the main and Standby batteries is provided at the bottom of the Engine lndication System bar (along the left margin of the MFD or PFD), labeled "M BATT S". Main battery current is numerically displayed below the "M". Standby battery current is displayed numerically below the "S". A positive current value (shown in white) indicates that the battery is charging.
A negative current value (shown in amber) indicates that the battery is discharging. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the main battery ammeter indicates the main battery discharge rate.
In the event that Standby battery discharge is required, normal discharge should be less than 4 Amps. After engine start, with the
STBY BATT switch in the ARM position, the Standby Battery ammeter should indicate a charge showing correct charging of
Standby Battery System.
(Continued Next Page)
U.S. 7-53
SECTION 7 CESSNA
AIRPLANE AhlD SYSTEMS DESCRIPTION MODEL 182T NAV Ill
ELECTRICAL SYSTEM
(Continued)
LOW VOLTAGE ANNUNCIATION
A signal from the Alternator Control Unit (ACU), located inside the
Power Distribution Module, provides the trigger for a red "LOW
VOLTS" annunciation shown on the PFD. "LOW VOLTS" is displayed when the Main bus voltage measured in the junction box is below 24.5 volts. This warning annunciation is an indication that the alternator is not supplying the power that is required by the aircraft. If the conditions causing the warning can not be resolved, nonessential electrical loads should be eliminated and the flight should be terminated as soon as practicable.
During low RPM operation, with a high electrical load on the system, such as during a low RPM taxi, the
"LOW VOLTS" annunciation may come on, the bus voltage values may turn red, and Main battery ammeter discharge indications may occur. Under these conditions, increase RPM or decrease electrical loads to reduce demand on the battery.
In the event an overvoltage condition (or other alternator fault) occurs, the ACU will automatically open the ALT FIELD circuit breaker, removing alternator field current and stopping alternator output. The Main Battery will then supply current to the electrical system as shown by a discharge (negative number) on the M BAT ammeter. T h e
LOWVOLTS annunciation will come on when the system voltage drops below 24.5 volts. Set the ALT FIELD circuit breaker to the ON position (push in) to energize the ACU. If the warning annunciation extinguishes and the Main Battery (M BATT) ammeter indicates positive current, normal alternator charging has resumed. If the annunciation comes on again, or the ALT FIELD circuit breaker opens again, an alternator malfunction has occurred.
If the circuit breaker opens again, do not SET it to the ON position again. Have a qualified technician determine the cause and correct the malfunction. Turn off nonessential electrical loads and land as soon as practicable.
(Continued Next Page)
7-54 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AhlD SYSTEMS DESCRIPTION
ELECTRICAL SYSTEM
(Continued)
LOW VOLTAGE ANNUNCIATION
(Continued)
ALT FIELD circuit breaker may open on occasion during normal engine starts due to transient overvoltages. Provided that normal alternator output is resumed after the ALT FIELD circuit breaker is1 reset, these occurrences are considered nuisance events; +the
ALT FLD circuit breaker opens after reset, do not close again.
Repeated occurrences indicate a problem with the electrical system that must be corrected by a qualified maintenance technician before flight.
CIRCUIT BREAKERS AND FUSES
Individual system circuit breakers are found on the circuit breaker panel below the pilot's control wheel. All circuit breakers on
ESSENTIAL BUS, AVIONICS BUS 1 and AVIONICS BUS 2 are
"pullable" for electrical load management. Using a "pullable" circuit breaker as a switch is discouraged since the practice will decrease the life of the circuit breaker. All circuit breakers on ELECTRICAL
BUS 1, ELECTRICAL BUS 2 and X-FEED BUS are "non-pullable"- ty Pe.
The Power Distribution Module uses three "push to reset" circuit breakers for the electrical bus feeders. A "fast blow" automotive type fuse is used at the Standby Battery. The Standby Battery current shunt circuit uses two field replaceable fuses located on the
Standby Battery Controller printed circuit board.
Most Garmin GI000 equipment has internal non-field replaceable fuses. Equipment must be returned to Garmin by an approved service station for replacement.
EXTERNAL POWER RECEPTACLE
A external power receptacle is integral to the power distribution module and allows the use of an external power source for cold weather starting or for lengthy maintenance work on electrical and avionics equipment. The receptacle is located on the left side of the cowl near the firewall. Access to the receptacle is gained by opening the receptacle door.
(Continued Next Page)
U.S. 7-55
SECTION 7 CESSN A
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV
Ill
ELECTRICAL
SYSTEM
(Continued)
EXTERNAL POWER RECEPTACLE (Continued)
NOTE
Set the AVIONICS switches BUS
1 and BUS 2 to
OFF if no avionics are required.
If maintenance on the avionics equipment is required, a 28 VDC regulated and filtered external power source must be provided to prevent damage to the avionics equipment from transient voitages. Set AVIONICS switches BUS 1 and BUS 2 to OFF before starting the engine.
The following check should be made whenever the engine has been started using external power (after disconnecting the external power source).
1. MASTER Switch (ALT and BAT)
-
OFF.
2. TAXI and LANDING Light Switches
-
ON.
3. Engine RPM
-
REDUCE to idle.
4.
MASTER Switch (ALT and BAT)
-
ON (with taxi and landing lights turned on).
5. Engine RPM
-
INCREASE (to approximately 1500 RPM).
6. Main Battery (BAT) Ammeter
-
CHECK (battery to be charging, amps positive).
7. Low Voltage Annunciator
-
CHECK (no LOW VOLTS annunciation).
NOTE
If the Main Battery (M BATT) ammeter does not show a positive rate of charge or the low voltage warning annunciation does not go off, the battery should be removed from the airplane and properly serviced prior to flight.
(Continued Next Page)
7-56 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AlRPLAhlE AND SYSTEMS DESCRIPTION
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Exterior lighting consists of navigation lights on the wing tips and the tip of the stinger, landingltaxi lights located on the left wing leading edge, a flashing beacon mounted on top of the vertical fin, and a strobe anticollision light on each wing tip.
Two courtesy lights are recessed into the lower surfaces of each wing and provide illumination for each cabin door area. The switch for the courtesy lights is found on the pilot's overhead console.
Pressing the courtesy light switch will make the lights come on and pressing it again will make the lights go out.
All other exterior lights are operated by switches found on the lighted switch panel to the left of the PFD. Exterior lights are grouped together in the LIGHTS section of the switch panel. To activate the BEACON, LAND (Landing Light), TAXI (Taxi Light),
NAV, and STROBE light(s), place the switch in the up position.
Circuit breakers for the lights are found on the lighted circuit breaker panel on the lower left instrument panel, below the PFD. Circuit breakers are grouped by electrical bus with BEACON and LAND on
ELECTRICAL BUS 1 and TAXI, NAV and STROBE on
ELECTRICAL BUS 2.
NOTE
The strobes and 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.
(Continued Next Page)
U.S. 7-57
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
LIGHTING SYSTEMS
(Continued)
INTERIOR LIGHTING
Interior lighting is controlled by a combination of dimmable crew area flood lighting, internally lit switch and circuit breaker panels, avionics panel lighting, instrument lighting, pedestal lighting, pilot control wheel map lighting and passenger area flood lighting.
I
For airplane serials 18280945 thru 18281 741, flood lighting is accomplished using one dimmable light in the front crew area and one dome light in the rear passenger area. Both lights are contained in the overhead console, and are controlled by either the dimmer control for the front light, and an on and off type push button switch for the rear light. The front light can be rotated to provide directional lighting for the pilot and front passenger. The rear dome light is a fixed position light and provides for general illumination in the rear cabin area. Rear dome light and courtesy lights share the same
Iswitch.
For airplane serials 18281742 and On, flood lighting is accomplished using two dimmable lights in the front crew area and one dome light in the rear passenger area. These lights are contained in the overhead console, and are controlled by dimmer controls for the front lights, and an on and off type push button switch for the rear light. The front lights can be rotated to provide directional lighting for the pilot and front passenger. The rear dome light provides for general illumination in the rear cabin area. Rear dome light and courtesy lights share the same switch.
I
Lighting of the switch panel, circuit breaker panel, engine controls and environmental control panel is accomplished by using internally lighted LED lighted panels. Rotating the SWICB PANELS dimmer, found on the switch panel in the DIMMING group, controls the lighting level for both panels. Rotating the dimmer counterclockwise decreases light intensity from the highest level to off.
Pedestal lighting consists of three hooded lights found at various locations on the pedestal. Rotating the PEDESTAL dimmer, found on the switch panel in the DIMMING group, controls the pedestal lights. Rotating the dimmer counterclockwise decreases light intensity from the highest level to off.
(Continued Next Page)
7-58 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
LIGHTING SYSTEMS
(Continued)
INTERIOR LIGH'I'ING (Continued)
Avionics panel lighting consists of the PFD and MFD bezel and display lighting, Audio Panel lighting, and KAP 140 Flight Computer keys and display lighting. Rotating the AVIONICS dimmer, found on the switch panel in the DIMMING group, controls the lighting level.
Positioning the dimmer control in the OFF position, rotated fully counterclockwise, causes the avionics displays to use internal photocells to automatically control the lighting levels. This is the recommended use of the avionics lighting for all day and lower lighting levels where lighting of the avionics bezels and keys is not required. In low to night lighting levels rotating the dimmer control clockwise from the OFF position places all avionics lighting level control to the AVIONICS dimmer control. This is the recommended use of avionics lighting for night and low lighting conditions to allow the pilot control of the avionics illumination levels as dark adaptation occurs.
Rotating the STDBY IND dimmer, found on the switch panel in the
DIMMING group, controls lighting of the standby airspeed indicator, attitude indicator, altimeter and non-stabilized magnetic compass.
Rotating the dimmer counterclockwise decreases light intensity from
I the highest level to off.
Pilot's chart lighting is accomplished by use of a rheostat and a light assembly, both found on the lower surface of the pilot's control wheel. The light provides downward illumination from the bottom of the control wheel to the pilot's lap area. To operate the light, first turn the NAV light switch ON, and then adjust the map light intensity using the knurled rheostat knob. Rotating the dimmer clockwise increases light intensity, and rotating the dimmer counterclockwise decreases light intensity.
(Continued Next Page)
U.S.
7-59
SECTION 7 CESSNA
AlRPLAhlE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
LIGHTING SYSTEMS
(Continued)
INTERIOR LIGHTING (Continued)
Regardless of the light system in question, the most probable cause of a light failure is a burned out bulb. However, in
ine
eveni any lighting systems fails to come on, check the appropriate circuit breaker. For the interior lights the PANEL LTS circuit breaker, and for the exterior lights the associated light function circuit breaker
(i.e. landing light, LAhlD LT circuit breaker).
If the circuit breaker has opened, and there is no obvious indication of a short circuit (smoke or odor), turn the affected lights OFF, reset the circuit breaker, and turn the lights ON again. If the circuit breaker opens again, do not reset until maintenance has been performed.
CABlN HEATING, VENTILATING AND DEFROSTING
SYSTEM
The temperature and volume of airflow into the cabin can be regulated by manipulation of the push-pull CABlN HT and CABlN
AIR controls (refer to Figure 7-8). Both controls are the double- button locking-type and permit intermediate settings.
For cabin ventilation, pull the CABlN AIR knob out. To raise the air temperature, pull the CABlN HT knob out approximately 114 to 112 inch for a small amount of cabin heat. Additional heat is available by pulling the knob out farther; maximum heat is available with the
CABlN HT knob pulled out and the CABlN AIR knob pushed full in.
When no heat is desired in the cabin, the CABlN HT knob is pushed full in.
Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet just aft of the rudder pedals at floor level. Windshield defrost air is also supplied by two ducts from the cabin manifold outlet on top of the glareshield; therefore, the temperature of the defrosting air is the same as heated cabin air. A rotating control knob, labeled
DEFROST, regulates the volume of air to the windshield. Turn the knob clockwise to ON and counterclockwise to OFF.
(Continued Next Page)
7-60 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM
I
IC
Figure 7-8
I
0785T10 14
U.S. 7-61
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
CABIN HEATING, VENTILATING AND DEFROSTING
SYSTEM
(Continued)
Separate adjustable ventilators supply additional air; one near each
I upper corner of the windshield supplies air for the pilot and front passenger, and two ventilators are available for the rear cabin area to supply air to the rear seat passengers. There are additional ventilators located in various positions in the cockpit.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system uses a heated total pressure (pitot) head mounted on the lower surface of the left wing, external static ports mounted on both sides of the forward fuselage and associated plumbing to connect the GDC 74A Air Data Computer and the conventional pitot-static instruments to the sources.
The heated pitot system uses an electrical heating element built in the body of the pitot head. The PlTOT HEAT control switch-is found on the switch panel below the lower LH corner of the PFD. The
PlTOT HEAT circuit breaker (10 A) is found on the circuit breaker panel at the lower LH side of the pilot panel.
A static pressure alternate source valve (ALT STATIC AIR) is located next to the throttle control. The ALT STATIC AIR valve provides static pressure from inside the cabin if the external static pressure source becomes blocked.
If erroneous instrument readings are suspected due to water or ice in the pressure line going to the standard external static pressure source, the alternate static source valve should be pulled on.
Pressures within the cabin will vary with open heatersfvents and windows. Refer to Section 5, Figure 5-1 (Sheet 2), for the Airspeed
I for the Altimeter Correction, Alternate Static Source correction chart.
7-62 U.S.
CESSNA SECTION 7
MODEL 1821 NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
VACUUM SYSTEM AND INSTRUMENTS
The vacuum system (refer to Figure 7-9) provides the vacuum necessary to operate the standby attitude indicator. The system consists of one engine-driven vacuum pump, a vacuum regulator, the standby attitude indicator, a vacuum system air filter, and a vacuum transducer. The GEA-71 Engine and Airframe unit receives the signal from the vacuum transducer and shows vacuum on the
EIS / SYSTEM page. If vacuum available through the pump drops below 3.5 in. Hg., LOW VACUUM will appear in amber on the PFD.
ATTITUDE INDICATOR
The standby attitude indicator is a vacuum-powered gyroscopic instrument, found on the center instrument panel below the MFD.
The Attitude Indicator includes a low-vacuum warning "flag"
("GYRO") that comes into view when the vacuum is below the level necessary for reliable gyroscope operation.
VACUUM INDICATOR
The vacuum indicator is incorporated on the EIS SYSTEM page, found along the left side of the PFD during engine start or the left edge of the MFD during normal operation. During reversionary operation, the EIS bar appears along the left side of the operational display.
LOW VACUUM ANNUNCIATION
A low vacuum condition is annunciated along the upper right side of the PFD by a amber "LOW VACUUM" text box.
U.S. 7-63
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION
CESSNA
MODEL 182T NAV Ill
I 1
VACUUM SYSTEM
OVERBOARD
VENT LINE
JE-
:
N
VACUUM
SYSTEM
AIR FILTER
GDU 1040
CONTROL1
DISPLAY UNIT
VACUUM PRESS
TRANSDUCER
1
7-64 U.S.
ENGINE AND AIRFRAME UNlT
EISISYSTEM PAGE
(ENGINE IhlDlCATlNG SYSTEM)
A078571 0
Figure
7-9
182TPHAUS-00
CESSNA SECTION
7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
CLOCK1O.A.T. INDICATOR
A numerical time or clock window (based on GPS time) and an outside air temperature (O.A.T.) indicator window are provided along the lower edge of the PFD. The O.A.T. indicator uses an air temperature sensor located on top of the cabin.
STALL WARNING SYSTEM
The airplane is equipped with a vane-type stall warning system consisting of an inlet in the leading edge of the left wing, which is electrically connected to a stall warning horn located in the headliner above the left cabin door. A 5-amp push-to-reset circuit breaker labeled STALL WARIV, on the left side of the switch and control panel, protects the stall warning system. The vane in the wing senses the change in airflow over the wing, and operates the warning horn at airspeeds between 5 and 10 knots above the stall in all configurations.
The airplane has a heated stall warning system, the vane and sensor unit in the wing leading edge is equipped with a heating element. The heated part of the system is operated by the PITOT
HEAT switch, and is protected by the PlTOT HEAT circuit breaker.
The stall warning system should be checked during the preflight inspection by momentarily turning on the MASTER switch and actuating the vane in the wing. The system is operational if the warning horn sounds as the vane is pushed upward.
U.S. 7-65
SECTION 7
AIRPLANE AND SYSTEMS DESCRIP'fION
CESSNA
MODEL 182T NAV Ill
STANDARD AVIONICS
The Garmin GlOOO Avionics System is an integrated flight control and navigation system. The system combines primary flight instruments, communications, aircraft system information and navigational information all displayed on two color displays. The
GI000 system consists of the following pieces of equipment:
GDU 1040 Color Display
-
Two identical units are mounted on the instrument panel. One, located in front of the pilot, is configured as a Primary Flight Display, or PFD. A second panel, located to the right, is configured as a Multi-Function Display, or MFD.
'The PFD displays roll and pitch information, heading and course navigation information, plus altitude, airspeed and vertical speed information to the pilot. The PFD also controls and displays all communication and navigation frequencies as well as displaying warninglstatus annunciations of aircraft systems.
The MFD displays a large scalable, moving map that corresponds to the airplane's current location. Data from other components of the system can be over laid on this map. Location and direction of movement of nearby aircraft, lightning and weather information can all be displayed on the MFD. The MFD is also the principle display of all of the engine parameters and fuel information.
A Reversionary Mode places the flight information and basic engine information on both the PFD and the MFD. This feature allows the pilot full access to all necessary information should either of the display screens malfunction.
GMA 1347 Audio Panel
-
The audio panel for the GlOOO system integrates all of the communication & navigation digital audio signals, intercom system and marker beacon controls in one unit. It is installed on the instrument panel between the PFD and the MFD.
The GMA 1347 also controls the Reversionary Mode for the PFD and MFD.
NOTE
Use of the COM 112 function is not approved.
(Continued Next Page)
7-66 U.S.
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
STANDARD AVIONICS
(Continued)
GIA 63 lntegrated Avionics Unit
-
Two GIA 63 units are installed in the GI000 system. They are mounted in racks in the tailcone, behind the baggage curtain. These units act as the main communications hub linking all of the other peripheral parts to the
GDU 1040 displays. Each unit contains a GPS receiver, a VHF navigation receiver, VHF communication transceiver and the main system microprocessors. The first GIA 63 unit to acquire a GPS satellite 3-D navigation signal is the active GPS source.
I
GRS 77 Attitude, Heading, Reference System and GMU 44
Magnetometer
-
The GRS 77 AHRS provides aircraft attitude and flight characteristics information to the GI000 displays and to the
GIA 63 units. It is located in the tailcone of the aircraft. The unit contains accelerometers, tilt sensors and rate sensors that replace spinning mass gyros used in other aircraft. The GMU 44
Magnetometer is located inside the left wing panel. It interfaces with the AHRS to provide heading information.
GDC 74A Air Data Computer
-
The Air Data Computer (ADC) compiles information from the aircraft's pitotlstatic system. The unit is mounted behind the instrument panel, just forward of the MFD.
An outside air temperature probe, mounted on top of the cabin, is connected to the Air Data Computer. The ADC calculates pressure altitude, airspeed, true airspeed, vertica! speed 2nd outside air temperature.
GEA 71 Engine Monitor
-
The Engine Monitor is responsible for receiving and processing the signals from all of the engine and airframe sensors. It is connected to all of the cylinder head temperature measuring sensors, exhaust gas temperature sensors, manifold pressure, RPM, fuel flow and to the fuel gauging system.
This unit transmits this information to the GIA 63 computers.
GTX 33 Transponder
-
The GTX 33 is a full-featured Mode S transponder which provides Mode A, C and S functions. Control and operation of the transponder is accomplished using the PFD. The
GTX 33 unit is mounted in the tailcone avionics racks.
Additional standard avionics supplied for use with the GI000 lntegrated Cockpit System include:
(Continued Next Page)
U.S. 7-67
SECTION
7
CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
STANDARD AVIONICS
(Continued)
GDL 69A XM WEATHER AND RADIO DATA LINK
The GDL 69A XM Weather and Radio Data Link provides weather information and digital audio entertainment in the cockpit. The unit is mounted behind the instrument panel, just forward of the MFD.
This unit communicates with the MFD on the High-Speed Data Bus.
XM Weather and XM Radio operate in the S-band frequency range to provide continuous uplink capabilities at any altitude throughout
North America. A subscription to the XM Satellite Radio service is required for the GDL 69A to be used.
BENDIXIKING KAP 140 2 AXIS AUTOPILOT
WARNING
WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN
NAV, APR OR REV OPERATING MODES, IF THE
HSI NAVIGATION SOURCE IS CHANGED FROM
GPS TO NAV1 AUTOMATICALLY OR MANUALLY
(USING THE CDI SOFTKEY) OR MANUALLY
FROM NAV2 TO GPS, THE CHANGE WlLL
INTERRUPT THE NAVIGATION SIGNAL TO THE
AUTOPILOT AND WlLL CAUSE 'THE AUTOPILOT
TO REVERT TO ROL MODE OPERATION. NO
WARNING CHIME OR PFD ANNUNCIATION IS
PROVIDED. THE PREVIOUSLY SELECTED MODE
SYMBOL SHOWN ON THE AUTOPILOT DISPLAY
WlLL B E FLASHING TO SHOW THE REVERSION
TO ROL MODE OPERATION. IN ROL MODE, THE
AUTOPILOT WlLL ONLY KEEP THE WINGS
LEVEL AND WlLL NOT CORRECT THE AIRPLANE
HEADING OR COURSE. SET THE HDG BUG TO
THE CORRECT HEADING AND SELECT THE
CORRECT NAVIGATION SOURCE ON THE HSI
USING THE CDI SOFTKEY BEFORE ENGAGING
THE AUTOPILOT IN ANY OTHER OPERATING
MODE.
L3 COMMUNICATIONS WX-500 STORMSCOPE
I
9,
Supplement 4, for operating information.
17-68 U.S. 182TPHAUS-04
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
--
AVIONICS SUPPORT EQUIPMENT
Avionics cooling fans, antennas, microphone and headset provisions, power converter and static discharge wicks support the operation of the avionics equipment installations.
AVIONICS COOLING FANS
Four DC electric fans provide forced air and ambient air circulation cooling for the GI000 avionics equipment. A single fan in the tailcone provides forced air cooling to the lntegrated Avionics Units and to the Transponder. A fan located forward of the instrument panel removes air from between the firewall bulkhead and instrument panel, directing the warm air up at the inside of the windshield. Two additional fans blow air directly onto the heat sinks located on the forward sides of the PFD and MFD.
Power is provided to these fans when the MASTER (BAT) switch and the AVlOlVlCS (BUS 1 and BUS 2) switch are all ON.
NOTE
None of the cooling fans will operate when the essential bus avionics equipment is being powered by the standby battery.
ANTENNAS
Two combination VHF COM/GPS antennas are mounted on the to(: of the cabin. COM 1/GPS
1 antenna is mounted on the RH side
COM 2/GPS 2/GDL 69A antenna is mounted on the LH side. They are connected to the two VHF communication transceivers and the two GPS receivers in the GIA 63 lntegrated Avionics Units, and the
GDL 69A.
A blade-type navigation antenna element is mounted on either side of the vertical stabilizer. This antenna provides VOR and glideslope signals to the VHF navigation receivers contained in the GIA 63
I
Integrated Avionics Units.
(Continued Next Page)
U.S. 7-69
SECTION 7 CESSIVA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
AVIONICS SUPPORT EQUIPMENT
(Continued)
ANTENNAS (Continued)
I
The marker beacon antenna is mounted on the bottom of the
-- tailcone. It provides the signal to the marker beacon receiver located in of the GMA 1347 audio panel.
The transponder antenna is mounted on the bottom of the cabin is
I connected to the GTX 33 Mode S transponder by a coaxial transmission cable.
The L3 Communications WX-500 Stormscope (if installed) antenna
I is mounted on the bottom of the tailcone and is connected to the L3
Communications WX-500 Stormscope receiver by an antenna cable assembly.
I
The DME (if installed) antenna is mounted on the bottom of the tailcone and is connected to the Honeywell
KN
63 DME by a coaxial cable.
The Honeywell KTA 870 TAS (if installed) has two antennas. A
I directional antenna is mounted on top of the cabin fwd of the COM antennas and an omni antenna is mounted on the bottom of the tailcone. These are connected to the KTA 870 TAS by coaxial cables.
MICROPHONE AND HEADSET INSTALLATIONS
Standard equipment for the airplane includes a handheld microphone, an overhead speaker, two remote-keyed microphone switches on the control wheels, and provisions for communications
I
I
The hand-held microphone includes an integral push-to-talk switch.
This microphone is plugged in at the center pedestal and is accessible to both the pilot and front passenger. Pressing the push- to-talk switch allows voice transmission on the COM radios.
The overhead speaker is located in the center overhead console.
Volume and output for this speaker are controlled through the audio panel.
(Continued Next Page)
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
AVIONICS SUPPORT EQUIPMENT
(Continued)
MICROPHONE AND HEADSET INSTALLATIONS (Continued)
Each control wheel contains a push-to-talk switch. This switch1 allows the pilot or front passenger to transmit on the COM radios using remote mics.
Each seat position of the airplane has provisions for aviation-stylc headsets. Microphone and headphone jacks are located on eacl respective sidewall panel for communications between passenger: and pilot. The system is designed so that microphones are voice activated. Only the pilot or front passenger can transmit through thc
COM radios.
NOTE
To ensure audibility and clarity when transmitting with the handheld microphone, always hold it as closely as possible to the lips, then press the transmit switch and speak directly into it. Avoid covering the opening on back side of microphone for optimum noise canceling.
AUXILIARY AUDIO INPUT JACK
An auxiliary audio input jack (AUX AUDIO IN) is located on the right side of the center pedestal (refer to Figure 7-2). It allows entertainment audio devices such as cassette players and compact disc players to play music over the aircraft's headsets.
The signal from AUX AUDIO IN is automatically muted during radio) communications or pilot selection of crew intercom isoiation modes located on the Garmin GMA 1347 audio panel. The AUX key on the
GMA 1347 audio panel does not control the AUX AUDIO IN signal.
For a more complete description and operating instructions of the
I
000 Cockpit Reference Guide.
(Continued Next Page)
U.S. 7-71
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRIPTION MODEL 182T NAV Ill
AVIONICS SUPPORT EQUIPMENT
(Continued)
AUXILIARY AUDIO INPUT JACK
(Continued)
Since the entertainment audio input is not controlled by a switch, there is no way to deselect the entertainment source except to disconnect the source at the audio input connector. In the event of a high pilot workload andlor heavy traffic, it is wise to disable the entertainment audio to eliminate a source of distraction for the flight crew.
NOTE
I
Passenger briefing should specify that AUX AUDIO
IN (entertainment audio input) and Portable
Electronic Device (PED) use is permitted only during the enroute phase of flight.
Disconnect the cable from the AUX AUDIO IN jack when not in use.
Use caution with audio cables in the cabin to avoid entanglirlg occupants or cabin furnishings and to prevent damage to cables.
CESSNA SEC1-ION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
AVIONICS SUPPORT EQUIPMENT
(Continued)
12V POWER OUTLET
A power converter located on the cabin side of the firewall, forward of the right instrument panel, reduces the aircraft's 28 VDC power to
I
12 VDC. This converter provides up to 10 amps of power to operate portable devices such as notebook computers and audio players.
The power output connector (POWER OUTLET 12V -10A) is located on the center pedestal (refer to Figure 7-2).
For airplanes 18281742 and On, a second power outlet conned
(POWER OUTLET 12V
-
10A) is located in the right sidewall by tl aft passenger seat. A switch located on the switch panel labelc
"CABIN PWR 12V" controls the operation of the power outlets.
NOTE
Charging of lithium batteries may cause the lithium batteries to explode.
Take care to observe the manufacturer's power requirements prior to plugging any device into the
12 volt Cabin Power System connector.
T h i s system is limited to a maximum of 10 amps, or if equipped with two connectors 10 amps total.
Use caution with powedadapter cables in the cabin to avoid entangling occupants or cabin furnishings and to prevent damage to cables supplying live electric current.
Disconnect powerladapter cables when not in use
STATIC DISCHARGERS
Static wicks (static dischargers) are installed at various points throughout the airframe to reduce interference from precipitation static. Under some severe static conditions, loss of radio signals is possible even with static dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio signals. If avoidance is impractical, minimize airspeed and anticipate temporary loss of radio signals while in these areas.
Static dischargers lose their effectiveness with age, and therefore, should be checked periodically (at least at every annual inspection) by a qualified technician.
11 82TPHAUS-04 U.S. 7-73
SECTION 7 CESSNA
AIRPLANE AND SYSTEMS DESCRlPTlOlV MODEL 182T NAV Ill
CABIN FEATURES
EMERGENCY LOCATOR TRANSMITTER (ELT)
A remote switch/annunciator is installed on the top center location of
[the right front passenger instrument panel for control of the ELT from the flight crew station. The annunciator, which is in the center of the rocker switch, illuminates when the El-T transmitter is transmitting. The ELT emits an omni-directional signal on the international distress frequencies of 121.5 MHz 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. For a basic loverview of the ELT, refer to Section 9, Supplement 1.
CABIN FIRE EXTINGUISHER
A portable Halon 121 1 (Bromochlorodifluoromethane) fire extinguisher is installed in a holder on the floorboard between the front seats to be accessible in case of fire. The extinguisher is classified 5B:C by Underwriters Laboratories.
The extinguisher should be checked prior to each flight to ensure that the pressure of the contents, as indicated by the gage at the top of the extinguisher, is within the green arc (approximately 125 psi) and the operating lever lock pin is securely in place.
To operate the fire extinguisher:
1. Loosen retaining clamp(s) and remove extinguisher from bracket.
2. Hold extinguisher upright, pull operating ring pin, and press
I
lever while directing the liquid at the base of the fire at the near edge. Progress toward the back of the fire by moving the nozzle rapidly with a side to side sweeping motion.
WARNING
VENTILATE THE CABIN PROMPTLY AFTER
SUCCESSFULLY EXTINGUISHING THE FIRE TO
REDUCE THE GASES PRODUCED BY THERMAL
DECOMPOSITION.
(Continued Next Page)
CESSNA SECTION 7
MODEL 182T NAV Ill AIRPLANE AND SYSTEMS DESCRIPTION
CABIN FEATURES
(Continued)
CABIN FIRE EXTINGUISHER (Continued)
3.
The contents of the cabin fire extinguisher will empty in approximately eight seconds of continuous use.
I
Fire extinguishers should be recharged by a qualified fire extinguisher agency after each use. Such agencies are listed under
"Fire Extinguisher" in the telephone directory. After recharging, secure the extinguisher to its mounting bracket.
1
CARBON MONOXIDE DETECTION SYSTEM (if installed)
The carbon Monoxide (CO) detection system consist of a single
I
detector located behind the instrument panel, powered by the airplanes DC electrical system and integrated in the Garmin GlOOO system with a warning annunciation and alert messages displayed on the PFD.
I
When the CO detection system senses a CO level of 50 parts per million (PPM) by volume or greater the alarm turns on a flashing warning annunciation CO LVL HIGH, in the annunciation window on the PFD with a continuous tone until the PFD softkey below
WARNING is pushed. It then remains on steady until the CO level drops below 50 PPM and automatically resets the alarm.
If the CO system detects a problem within the system that requires service a CO DET SRVC message is displayed in the Alerts window of the PFD. If there is an interface problem between the GlOOO system and the CO system a CO DET FAIL message is displayed in
I the Alerts window of the PFD.
U.S.
7-7517-76
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING. SERVICE AND MAINTENANCE
AIRPLANE HANDLING. SERVICE
AND MAINTENANCE
TABLE OF CONTENTS
Page
Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cessna Owner Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . .
United States Airplane Owners
. . . . . . . . . . . . . . . . . . . . .
International Airplane Owners
Publications
. . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airplane File
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airplane Inspection Periods
. . . . . . . . . . . . . . . . . . . . . . . . . .
FAA Required Inspections
. . . . . . . . . . . . . . . . . . . . . . . . .
Cessna lnspection Programs . . . . . . . . . . . . . . . . . . . . . . .
Cessna Customer Care Program . . . . . . . . . . . . . . . . . . . .
Pilot Conducted Preventive Maintenance . . . . . . . . . . . . . . . .
Alterations Or Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GroundHandling
Towing
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flyable Storage
. .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servlclng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended Viscosity For Temperature Range . . . . . .
Capacity Of Engine Sump
. . . . . . . . . . . . . . . . . . . . . . . .
Oil And Oil Filter Change
. . . . . . . . . . . . . . . . . . . . . . . .
(Continued Next Page)
U.S. 8-1
SECTION 8
HANDLING
CESSNA
.
SERVICE AND MAINTENANCE MODEL 182T NAV Ill
TABLE OF CONTENTS
(Continued)
Page
Fuel
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-15
Approved Fuel Grades (And Colors)
Fuel Capacity
. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-15
8-15
Fuel Additives
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-16
Fuel Contamination
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-20
LandingGear
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-21
Cleaning And Care
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Windshield And Windows
Painted Surfaces
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Care
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-21
8-21
8-22
8-23
Enginecare
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-23
Interior Care
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-24
I
Avionics Care
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-24
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
This section contains factory recommended procedures for proper ground handling and routine care and servicing of your airplane. It also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new airplane performance and dependability. It is important to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your local area.
Keep in touch with your local Cessna Service Station and take advantage of their knowledge and experience. Your Cessna Service
Station knows your airplane and how to maintain it, and will remind you when lubrications and oil changes are necessary, as well as other seasonal and periodic services.
The airplane should be regularly inspected and maintained in accordance with information found in the airplane maintenance manual and in company issued service bulletins and service newsletters. All service bulletins pertaining to the aircraft by serial number should be accomplished and the airplane should receive repetitive and required inspections. Cessna does not condone modifications, whether by Supplemental Type Certificate or otherwise, unless these certificates are held and/or approved by
Cessna. Other modifications may void warranties on the airplane since Cessna has no way of knowing the full effect on the overall airplane. Operation of an airplane that has been modified may be a risk to the occupants, and operating procedures and performance data set forth in the operating handbook may no longer be considered accurate for the modified airplane.
U.S. 8-3
SECTION 8 CESSNA
HANDLING, SERVICE AND MAlNTElVAlVCE MODEL 182T NAV Ill
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the
Serial Number. The Serial Number, Model Number, Production
Certificate Number (PC) and Type Certificate NumbW(TC) can be found on the ldentification Plate, located on the aft left tailcone. A secondary ldentification Plate is also installed on the lower part of the left forward doorpost. Located adjacent to the secondary ldentification Plate is the Finish and Trim Plate which contains a code describing the exterior paint combination of the airplane. The code may be used in conjunction with an applicable Illustrated Parts
Catalog if finish and trim information is needed.
CESSNA OWNER ADVISORIES
Cessna Owner Advisories are sent to Cessna Aircraft FAA
Registered owners of record at no charge to inform them about mandatory and/or beneficial aircraft service requirements and product changes. Copies of the actual bulletins are available from
Cessna Service Stations and Cessna Customer Service.
UNITED STATES AIRPLANE OWNERS
If your airplane is registered in the U. S., appropriate Cessna Owner
Advisories will be mailed to you automatically according to the latest aircraft registration name and address which you have provided to the FAA. Therefore, it is important that you provide correct and up- to-date mailing information to the FAA.
If you require a duplicate Owner Advisory to be sent to an address different from the FAA aircraft registration address, please complete and return an Owner Advisory Application (otherwise no action is required on your part).
INTERNATIONAL AIRPLANE OWNERS
To receive Cessna Owner Advisories, please complete and reiurn an Owner Advisory Application.
Receipt of a valid Owner Advisory Application will establish your
Cessna Owner Advisory service for one year, after which you will be sent a renewal notice. It is important that you respond promptly to update your address for this critical service.
8-4 U.S. 182TPHAUS-00
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING. SERVICE AND MAINTENANCE
PUBLICATIONS
Various publications and flight operation aids are furnished in the airplane when delivered from the factory. These items are listed below.
Customer Care Program Handbook
Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual
Pilot's Checklist
Passenger Briefing Card
Cessna Sales and Service Directory
To obtain additional publications or owner advisory information, you may contact Cessna's Product Support Department at (316) 517-
5800. Fax (316) 517-7271 or write to Cessna Aircraft Company,
P.O. Box 7706, Wichita, KS 67277, Dept 751C.
The following additional publications, plus many other supplies that are applicable to your airplane, are available from your local Cessna
Dealer.
Information Manual (contains Pilot's Operating Handbook
Information)
Maintenance Manual, Wiring Diagram Manual and
Illustrated Parts Catalog
Your local Cessna Service Station has a Customer Care Supplies and Publications Catalog covering all available items, many of which the Service Station keeps on hand. The Service Station can place an order for any item which is not in stock.
NOTE
A Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual which is lost or destroyed may be replaced by contacting your local Cessna
Service Station. An affidavit containing the owner's name, airplane serial number and reason for replacement must be included in replacement requests since the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual is identified for specific serial numbered airplanes only.
U.S. 8-5
SECTION 8 CESSNA
HANDLING, SERVICE AhlD MAINTENANCE MODEL 182T NAV Ill
AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a checklist for that file. In addition, a periodic check should be made of the latest Federal
Aviation Regulations to ensure that all data requirements are met.
To be displayed in the airplane at all times:
1. Aircraft Airworthiness Certificate (FAA Form 81 00-2).
2. Aircraft Registration Certificate (FAA Form 8050-3).
3. Aircraft Radio Station License, (if applicable).
To be carried in the airplane at all times:
1. Current Pilot's Operating Handbook and FAA Approved
I
Airplane Flight Manual.
2. Garmin G I 000 Cockpit Reference Guide (1 90-00384-00
Rev. B or subsequent).
3. Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable).
1
4. Equipment List.
To be made available upon request:
1. Airplane Logbook.
2. Engine Logbook.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may require other documents and data, owners of airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements.
Cessna recommends that these items, plus the Pilot's Checklists,
Customer Care Program Handbook and Customer Care Card, be carried in the airplane at all times.
8-6 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by U.S. 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.
The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components. It is the responsibility of the owner/operator to ensure compliance with all applicable airworthiness directives, and when the inspections are repetitive, to take appropriate steps to prevent inadvertent noncompliance.
CESSNA INSPECTION PROGRAMS
In lieu of the 100 hour and annual inspection requirements, an airplane may be inspected in accordance with a Progressive Care lnspection Program or a PhaseCard lnspection Program. Both programs offer systems which allow the work load to be divided into smaller operations that can be accomplished in shorter time periods.
The Cessna Progressive Care lnspection Program allows an airplane to be inspected and maintained in four operations. The four operations are recycled each 200 hours and are recorded in a specially provided Aircraft lnspection Log as each operation is conducted.
The PhaseCard lnspection Program offers a parallel system for high-utilization flight operations (approximately 600 flight hours per year). This system utilizes 50 hour intervals (Phase 1 and Phase 2) to inspect high-usage systems and components. At 12 months or
600 flight hours, whichever occurs first, the airplane undergoes a complete (Phase 3) inspection.
Regardless of the inspection method selected, the owner should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections.
182TPHAUS-00 U.S. 8-7
SECTION 8 CESSNA
HANDLING, SERVICE AND MAINTENANCE MODEL 182T NAV
Ill
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 Handbook supplied with your airplane. The Customer Care
Program Handbook should be thoroughly reviewed and kept in the airplane at all times.
You will also want to return to your Cessna Service Station either at
50 hours for your first Progressive Care Operation, or at 100 hours for your first 100 hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Service
Station, in most cases you will prefer to have the Cessna Service
Station from whom you purchased the airplane accomplish this work.
PILOT CONDUCTED PREVENTIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pilots.
A Maintenance Manual must be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed. Your local Cessna Service Station should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel.
8-8 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated. Alterations or repairs to the airplane must be accomplished by licensed personnel, utilizing only FAA Approved components and
FAA Approved data, such as Cessna Service Bulletins.
GROUND HANDLING
TOWING
'The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nosewheel (the tow bar is stowed on the side of the baggage area). When towing with a vehicle, do not exceed the nose gear turning arrgle of 29" either side of center, or
I
damage to the nose landing gear will result.
CAUTION
REMOVE ANY INSTALLED RUDDER LOCK
BEFORE TOWING.
If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. A flat nose tire or deflated strut will also increase tail height.
PARKING
When parking the airplane, head into the wind and set the parking brake. Do not set the parking brake during cold weather when accumulated moisture may freeze the brakes, or when the brakes are overheated. Install the control wheel lock and chock the wheels.
In severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph.
(Continued Next Page)
U.S. 8-9
SECTION 8 CESSNA
HANDLING, SERVICE AND MAINTENANCE MODEL 182T NAV Ill
GROUND HANDLING
(Continued)
Proper tiedown procedure
IS the best precaution against damage to the parked airplane by gusty or strong winds. To tiedown the airplane securely, proceed as follows:
1. Set the parking brake and install the control wheel lock.
2. Install a surface control lock over the fin and rudder.
3. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing, tail and nose tiedown fittings and secure each rope or chain to a ramp tiedown.
4. Install a pitot tube cover.
JACKING
When a requirement exists to jack the entire airplane off the ground, or when wing jack points are used in the jacking operation, refer to the Maintenance Manual for specific procedures and equipment required.
Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step bracket. When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a second jacking operation. Do not jack both main wheels simultaneously using the individual main gear jack pads.
CAUTION
DO NOT APPLY PRESSURE ON THE ELEVATOR
OR HORIZONTAL STABILIZER SURFACES. WHEN
PUSHING ON THE TAILCONE, ALWAYS APPLY
PRESSURE AT A BULKHEAD TO AVOID
BUCKLING THE SKIN.
If nose gear maintenance is required, the nosewheel may be raised off the ground by pressing down on a tailcone bulkhead, just forward of the horizontal stabilizer, and allowing the tail to rest on the tail tiedown ring.
(Continued Next Page)
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
GROUND HANDLING
(Continued)
To assist in raising and holding the nosewheel off the ground, ground anchors should be utilized at the tail tiedown point.
NOTE
Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane.
LEVELING
Longitudinal leveling of the airplane is accomplished by placing a level on leveling screws located on the left side of the tailcone.
Deflate the nose tire andlor lower or raise the nose strut to properly center the bubble in the level. Corresponding points on both upper door sills may be used to level the airplane laterally.
FLYABLE STORAGE
Engines in airplanes that are flown every 30 days or less may not1 achieve normal service life because of internal corrosion. Corrosion occurs when moisture from the air and the products of combustion combine to attack cylinder walls and bearing surfaces during periods when the airplane is not flown.
The minimum recommended operating frequency for the engine is one continuous flight hour (not counting taxi, takeoff and landing time) with oil temperatures of 165°F to 200°F every 30 days or less
(depending on location and storage conditions). Airplanes operated close to oceans, lakes, rivers and in humid regions are in greater need of engine preservation than airplanes operated in arid regions.
Appropriate engine preservation procedures must be practiced by the owner or operator of the airplane based on present environmental conditions and the frequency of airplane activity.
NOTE
The engine manufacturer does not recommend pulling the engine through by hand during storage periods.
(Continued Next Page)
U.S. 8-11
SECTION 8 CESSNA
HANDLING, SERVICE AND MAINTENANCE MODEL 182T NAV Ill
GROUND HANDLING
(Continued)
FLYABLE STORAGE (Continued)
If the airplane is to remain inactive for more than 30 days, consult the latest revision of Textron Lycoming Service Letter L180
(www.lycoming.textron.com).
I
It is recommended when storing the airplane for any period of time to keep fuel tanks full to minimize condensation in tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold weather. Refer to the Maintenance Manual for proper airplane storage procedures.
SERVICING
In addition to the Preflight Inspection covered in Section 4 of this handbook, complete servicing, inspection and test requirements for your airplane are detailed in the Maintenance Manual. The
Maintenance Manual outlines all items which require attention at specific intervals plus those items which require servicing, inspection, and/or testing at special intervals.
Since Cessna Service Stations conduct all service, inspection, and test procedures in accordance with applicable Maintenance
Manuals, it is recommended that you contact your local Cessna
Service Station concerning these requirements and begin scheduling your airplane 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 airplane is being operated.
For quick and ready reference, quantities, materials and specifications for frequently used service items are as follows.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING. SERVICE AND MAINTENANCE
OIL
OIL SPECIFICATION
MIL-L-6082 or SAE 1966 Aviation Grade Straight Mineral Oil: Used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and filter replaced after the first 25 hours of operation. Refill the engine and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized.
MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil:
Oil conforming to Textron Lycoming Service Instruction No. 101 4, and all revisions and supplements thereto, must be used after first
50 hours or when oil consumption has stabilized.
RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE
Multiviscosity or straight grade oil may be used throughout the year for engine lubrication. Refer to the following table for temperature versus viscosity ranges.
Temperature
Above
27°C (80°F)
Above 16°C (60°F)
-1 OC (30°F) to
32°C (90°F)
-1 8°C (0°F) to
21 "C (70°F)
Below -12°C (10°F)
-18°C (0°F) to 32°C (90°F)
All Temperatures
MI L-L-6082 or SAE
J1
Straight
Mineral Oil
SAE Grade
MIL-L-22851 or SAE
J1899 Ashless Dispersant
Oil SAE
G ~ d e
60 60
50 40 or 50
40
30
20
20W-50
----
40
30,40 or 20W-40
30 or 20W-30
20W-50 or 15W-50
15W-50 or 20W-50
(Continued Next Page)
U.S. 8-13
SECTION 8 CESSIVA
HANDLING, SERVICE AND MAINTENANCE MODEL 182T NAV Ill
OIL
(Continued)
CAPACITY OF ENGINE SUMP
9 quarts, with the oil filter accounting for approximately one quart of that total. The engine oil
[sump has a capacity of 8 quarts. The engine must not be operated on less than 4 quarts (as measured by the dipstick). For extended flights, the engine should be filled to capacity.
OIL AND OIL FILTER CHANGE
After the first 25 hours of operation, drain the engine oil sump and replace the filter. Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to ashless dispersant oil. Ashless dispersant oil (and oil filter) should then be changed at time intervals set forth by the engine manufacturer.
NOTE
During the first 25 hour oil and filter change, a general inspection of the overall engine compartment is required. Items which are not normally checked during a preflight inspection should be given special attention. Hoses, metal lines and fittings should be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, security, proper routing and support, and evidence of deterioration. Inspect the intake and exhaust systems for cracks, evidence of leakage, and security of attachment. Engine controls and linkages should be checked for freedom of movement through their full range, security of attachment and evidence of wear. Inspect wiring for security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Check the alternator belt in accordance with Maintenance Manual instructions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is recommended.
8-14 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
FUEL
APPROVED FUEL GRADES (AND COLORS)
100LL Grade Aviation Fuel (Blue).
100 Grade Aviation Fuel (Green).
NOTE
lsopropyl alcohol or diethylene glycol monomethyl ether (DiEGME) may be added to the fuel supply in quantities not to exceed 1% (alcohol) or 0.15O/0
(DiEGME) of total volume. Refer to Fuel Additives in later paragraphs for additional information.
FUEL CAPACITY
92.0 U.S. Gallons Total:
46.0 U.S. Gallons per tank.
NOTE a
To ensure maximum fuel capacity when refueling and minimize cross feeding, the fuel selector valve should be placed in either the LEFT or RIGHT position and the airplane parked in a wings level, normal ground attitude. Refer to Figure 1-1 for a definition of normal ground attitude.
a
Service the fuel system after each flight, and keep fuel tanks full to minimize condensation in the tanks.
(Continued Next Page)
U.S. 8-15
SECTION 8 CESSNA
HANDLING, SERVICE AND MAINTENANCE MODEL 182T NAV Ill
FUEL
(Continued)
FUEL ADDITIVES
Strict adherence to recommended preflight draining instructions as called for in Section 4 will eliminate any free water accumulations from the tank sumps. While small amounts of water may still remain in solution in the gasoline, it will normally be consumed and go unnoticed in the operation of the engine.
One exception to this can be encountered when operating under the combined effect of: (1) use of certain fuels, with (2) high humidity conditions on the ground (3) followed by flight at high altitude and low temperature. Under these unusual conditions, small amounts of water in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce partial icing of the engine fuel system.
While these conditions are quite rare and will not normally pose a problem to owners and operators, they do exist in certain areas of the world and consequently must be dealt with, when encountered.
Therefore, to help alleviate the possibility o i fuel icing occurring under these unusual conditions, it is permissible to add isopropyl alcohol or diethylene glycol monomethyl ether (DiEGME) compound to the fuel supply.
The introduction of alcohol or DiEGME compound into the fuel provides two distinct effects: (1) it absorbs the dissolved water from the gasoline and (2) alcohol has a freezing temperature depressant effect.
NOTE
When using fuel additives, it must be remembered that the final goal is to obtain a correct fuel-to- additive ratio in the
tank,
and not just with fuel coming out of the refueling nozzle. For example, adding 15 gallons of correctly proportioned fuel to a tank which contains 20 gallons of untreated fuel will result in a lower-than-acceptable concentration level to the 35 gallons of fuel which now reside in the tank.
(Continued Next Page)
8-16 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
FUEL
(Continued)
Alcohol, if used, is to be blended with the fuel in a concentration of
1% by volume. Concentrations greater than 1% are not recommended since they can be detrimental to fuel tank materials.
The manner in which the alcohol is added to the fuel is significant because alcohol is most effective when it is completely dissolved in the fuel. To ensure proper mixing, the following is recommended:
1. For best results, the alcohol should be added during the fueling operation by pouring the alcohol directly on the fuel stream issuing from the fueling nozzle.
2. An alternate method that may be used is to premix the complete alcohol dosage with some fuel in a separate clean container (approximately 2-3 gallon capacity) and then transferring this mixture to the tank prior to the fuel operation.
(Continued Next Page)
U.S. 8-17
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING, SERVICE AND MAINTENANCE
FUEL
(Continued)
Diethylene glycol monomethyl ether (DiEGME) compound must be carefully mixed with the fuel in concentrations between 0.10% (mini- mum) and 0.15% (maximum) of total fuel volume. Refer to Figure
8-1 for a DiEGME-to-fuel mixing chart.
WARNING
ANTI-ICING ADDITIVE IS DANGEROUS TO
HEALTH WHEN BREATHED AND/OR ABSORBED
INTO THE SKIN.
CAUTION
MIXING OF DiEGME WITH FUEL IS EXTREMELY
IMPORTANT. A CONCENTRATION IN EXCESS OF
THAT RECOMMENDED (0.15% BY VOLUME
MAXIMUM) MAY RESULT IN DETRIMENTAL
EFFECTS TO THE FUEL TANK AND SEALANT,
AhlD DAMAGE TO O-RINGS AND SEALS USED IN
THE FUEL SYSTEM AND ENGINE COMPONENTS.
A COIVCENTRATION OF LESS THAN THAT
RECOMMENDED (0.1 0% BY TOTAL VOLUME
MINIMUM) WILL RESULT IN INEFFECTIVE
TREATIVIENT. USE ONLY BLENDING EQUIPMENT
THAT IS RECOMMENDED BY THE
MANUFACTURER TO OBTAIN PROPER
PROPORTIONING.
Prolonged storage of the airplane will result in a water buildup in the fuel which "leeches out" the additive. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps.
The concentration can be checked using a differential refractometer.
It is imperative that the technical manual for the differential refractometer be followed explicitly when checking the additive concentration.
(Continued Next Page)
U.S. 8-19
SECTION 8 CESSNA
FUEL
(Continued)
FUEL CONTAMINATION
Fuel contamination is usually the result of foreign material present in the fuel system, and may consist of water, rust, sand, dirt, microbes or bacterial growth. In addition, additives that are not compatible with fuel or fuel system components can cause the fuel to become contaminated.
Before each flight and after each refueling, use a clear sampler cup and drain at least a cupful of fuel from each fuel tank drain location and from the fuel strainer quick drain valve to determine if contaminants are present, and to ensure the airplane has been fueled with the proper grade of fuel.
If contamination is detected, drain all fuel drain points again, including the fuel selector drain valve, and then gently rock the wings and lower the tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. If, after repeated sampling, evidence of contamination still exists, the airplane should not be flown. Tanks should be drained and system purged by qualified maintenance personnel. All evidence of contamination must be removed before further flight. If the airplane has been serviced with the improper fuel grade, defuel completely and refuel with the correct grade. Do not fly the airplane with contaminated or unapproved fuel.
In addition, Owners/Operators who are not acquainted with a particular fixed base operator should be assured that the fuel supply has been checked for contamination and is properly filtered before allowing the airplane to be serviced. Fuel tanks should be kept full between flights, provided weight and balance considerations will permit, to reduce the possibility of water condensing on the walls of partially filled tanks.
To further reduce the possibility of contaminated fuel, routine maintenance of the fuel system should be performed in accordance with the airplane Maintenance Manual. Only the proper fuel, as recommended in this handbook, should be used, and fuel additives should not be used unless approved by Cessna and the Federal
Aviation Administration.
8-20 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING. SERVICE AND MAINTENANCE
LANDING GEAR
Consult the following table for servicing information on the landing gear.
COMPONENT
SERVICING CRITERIA
Nosewheel (5.00-5, 6-Ply Rated Tire) 49.0 PSI
Main Wheel (6.00-6, 6-Ply Rated Tire) 42.0 PSI
Brakes MI L-H-5606
Nose Gear Shock Strut MIL-H-5606; 55.0-60.0 PSI*
Keep strut filled with MIL-H-5606 hydraulic fluid per filling instructions placard, and with no load on the strut, inflate with air to 55.0-60.0 PSI. Do not over inflate.
CLEANING AND CARE
WINDSHIELD AND WINDOWS
The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingiy witn sofi cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
CAUTION
NEVER USE GASOLINE, BENZENE, ALCOHOL,
ACETONE, FIRE EXTINGUISHER, ANTI-ICE FLUID,
LACQUER THINNER OR GLASS CLEANER TO
CLEAN THE PLASTIC. THESE MATERIALS WILL
ATTACK THE PLASTIC AND MAY CAUSE IT TO
CRAZE.
If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease.
(Continued Next Page)
U.S. 8-21
SECTION 8 CESSNA
HANDLING. SERVICE AND MAINTENANCE MODEL 182T NAV Ill
CLEANING AND CARE
(Continued)
Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannei cioths, will fiii 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.
Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Take special care to make sure that the exterior graphics are not touched by the solvent. For complete care of exterior graphics, refer to the Maintanence Manual.
To seal any minor surface chips or scratches and protect against corrosion, the airplane should be waxed regularly with a good automotive wax applied in accordance with the manufacturer's instructions. If the airplane is operated in a seacoast or other salt water environment, it must be washed and waxed more frequently to assure adequate protection. Special care should be taken to seal around rivet heads and skin laps, which are the areas most susceptible to corrosion. A heavier coating of wax on the leading edges of the wings and tail and on the cowl nose cap and propeller spinner will help reduce the abrasion encountered in these areas.
Reapplication of wax will generally be necessary after cleaning with soap solution or after chemical deicing operations.
(Continued Next Page)
8-22 U.S.
CESSNA SECTION 8
MODEL 182T NAV Ill HANDLING. SERVICE AND MAINTENANCE
CLEANING AND CARE
(Continued)
PAINTED SURFACES
(Continued)
When the airplane is parked outside in cold climates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. lsopropyl alcohol will satisfactorily remove ice accumulations without damaging the paint. However, keep the isopropyl alcohol away from the windshield and cabin windows since it will attack the plastic and may cause it to craze.
I
PROPELLER CARE
Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long blade life. Small nicks on the propeller, particularly near the tips and on the leading edges, should be dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks or failure of the propeller blade. Never use an alkaline cleaner on the blades; remove grease and dirt with
Stoddard solvent.
ENGINE CARE
The engine may be cleaned, using a suitable solvent, in accordance with instructions in the airplane Maintenance Manual. Most efficient cleaning is done using a spray type cleaner. Before spray cleaning, ensure that protection is afforded for components which might be adversely affected by the solvent. Refer to the Maintenance Manual for proper lubrication of controls and components after engine cleaning. The induction air filter should be replaced when its condition warrants, not to exceed 500 hours.
(Continued Next Page)
U.S. 8-23
SECTION 8 CESSNA
HANDLING. SERVICE AND MAINTENANCE MODEL 182T NAV Ill
CLEANING AND CARE
(Continued)
INTERIOR CARE
To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up.
Scrape off sticky materials with a dull knife, then spot clean the area.
Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials.
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.
For complete information related to interior cleaning, refer to the
Maintenance Manual.
I
The Garmin GDU 1040 displays have an anti-reflective coating that is very sensitive to skin oils, waxes, ammonia, and abrasive cleaners. Clean the displays as described in the GlOOO Cockpit
Reference Guide.
8-24 U.S.
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Key Features
- Maximum speed of 150 knots
- Cruise speed of 145 knots
- Range of up to 930 nautical miles
- Spacious cabin for up to four people
- Large baggage compartment with a capacity of 200 pounds
- Garmin G1000 avionics suite with a large touchscreen display
- Integrated navigation, communication, and terrain awareness systems
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Frequently Answers and Questions
What is the maximum speed of the Cessna Skylane 182T NAV III?
What is the cruise speed of the Cessna Skylane 182T NAV III?
What is the range of the Cessna Skylane 182T NAV III?
How many people can the Cessna Skylane 182T NAV III accommodate?
How much luggage can the Cessna Skylane 182T NAV III hold?
What avionics suite is the Cessna Skylane 182T NAV III equipped with?
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